CN212533539U

CN212533539U - Level crossing structure of rail transit

Info

Publication number: CN212533539U
Application number: CN202020933015.4U
Authority: CN
Inventors: 杨寿军; 付振权; 裴利华; 张�杰
Original assignee: China Railway Siyuan Survey and Design Group Co Ltd; Southwest Survey and Design Co Ltd of China Railway Siyuan Survey and Design Group Co Ltd
Current assignee: China Railway Siyuan Survey and Design Group Co Ltd; Southwest Survey and Design Co Ltd of China Railway Siyuan Survey and Design Group Co Ltd
Priority date: 2020-05-28
Filing date: 2020-05-28
Publication date: 2021-02-12
Anticipated expiration: 2030-05-28

Abstract

The embodiment of the application provides a rail transit's grade crossing structure, including track structure and foundatin plate, the foundatin plate includes first portion and second part, the first portion support in track structure's below, adjacent two lines are filled to the second part regional between the line between the track structure, the first portion with second part integrated into one piece. Because the first part and the second part are integrally formed, the second part can bear the automobile load and transmit the automobile load to the first part, and the first part uniformly transmits the load to the roadbed of the track structure. Therefore, the uniform stress of the roadbed bed under the double-line or multi-line track structure is ensured, and the uneven settlement caused by the uneven stress of the roadbed bed under the double-line or multi-line track structure is prevented.

Description

Level crossing structure of rail transit

Technical Field

The application relates to the technical field of rail transit, in particular to a rail transit level crossing structure.

Background

The existing level crossing sections of the rail transit are mostly distributed in a double-line rail transit mode and a road in a staggered mode, and under the repeated action of traffic loads, the track structure of a left line and a right line is prone to uneven settlement, and the smoothness of the road is affected.

SUMMERY OF THE UTILITY MODEL

In view of this, the embodiments of the present application are expected to provide a level crossing structure for rail transit, which solves the technical problem of uneven settlement of the rail structures of the left and right lines of the level crossing section in the prior art. In order to solve the above technical problem, the technical solution of the embodiment of the present application is implemented as follows:

the embodiment of the application provides a track traffic's grade crossing structure, includes:

a track structure; and

the foundation plate comprises a first portion and a second portion, the first portion is supported below the rail structures, the second portion fills two adjacent lines, an inter-line area is formed between the rail structures, and the first portion and the second portion are integrally formed.

Further, the level crossing structure includes:

the transition structure is located the roadbed of road, the transition structure is formed with step portion, step portion butt is in on the foundatin plate.

Further, the transition structure includes:

a first gravel layer located on a roadbed of the road;

a base layer on the first crushed stone layer, the step portion being formed on the base layer;

the water stabilizing layer is positioned on the base layer; and

and the pavement layer is positioned on the water stabilization layer.

Further, the foundation layer is of a reinforced concrete structure.

Further, a first expansion joint is formed between the transition structure and the track structure.

Further, the level crossing structure includes a comprehensive trench formed in the second portion.

Further, the minimum distance between the top surface of the comprehensive pipe trench and the top surface of the second part is A, wherein A is more than or equal to 20 cm;

and/or the minimum distance between the side surface of the comprehensive pipe trench and the side surface of the second part is B, wherein B is more than or equal to 10 cm;

and/or the minimum distance between the bottom surface of the comprehensive pipe trench and the bottom surface of the second part is C, wherein C is more than or equal to 10 cm.

Further, the foundation plate is of a reinforced concrete structure;

and/or the track structure comprises an integral track bed and a steel rail, wherein the integral track bed is provided with a rail bearing groove, the steel rail is positioned in the rail bearing groove, and the top surface of the integral track bed is flush with the top surface of the second part;

and/or a second expansion joint is formed between the second part and the track structure.

Further, the level crossing structure includes two water barriers located on upper and lower sides of the first portion.

Further, the level crossing structure includes a second gravel layer located on a subgrade bed of the track structure.

Further, the level crossing structure comprises a concrete cushion layer positioned on the second gravel layer.

Further, the level crossing structure includes a mortar layer located below the track structure.

Further, the level crossing structure includes an elastic layer between the mortar layer and the rail structure.

The utility model provides a track traffic's grade crossing structure, because first part and second part integrated into one piece, so, the foundatin plate not only has better atress ability, can effectively bear the automobile load, the train load and other loads etc. of grade crossing district section. In addition, the second part effectively fills the space between the two adjacent line track structures, can bear the car load and transmit the car load to the first part, and the first part is again evenly transmitted the load to the roadbed bed of track structure. Therefore, the uniform stress of the roadbed under the double-line or multi-line track structure is ensured, the uneven settlement caused by the uneven stress of the roadbed under the double-line or multi-line track structure is prevented, the settlement integrity and stability of the double-line or multi-line track structure are ensured, the road smoothness is prevented from being influenced, and the daily maintenance, renovation and maintenance workload of the sections of the level crossing are reduced.

Drawings

Fig. 1 is a schematic structural diagram of a railway crossing structure of rail transit according to an embodiment of the present disclosure;

FIG. 2 is an enlarged view of FIG. 1 at D;

fig. 3 is an enlarged view of fig. 1 at E.

Description of the reference numerals

A track structure 10; a monolithic ballast bed 11; the rail grooves 11 a; a rail 12; a base plate 20; a first portion 21; a second portion 22; a transition structure 30; a step portion 30 a; a first crushed stone layer 31; a base layer 32; a water-stable layer 33; a road surface layer 34; a comprehensive pipe trench 40; a second crushed stone layer 50; a concrete cushion 60; a mortar layer 70; an elastic layer 80; angle steel 90; a first expansion joint 100 a; a second expansion joint 100 b; a roadbed bed 200 of the road; a roadbed bed 300 of a track structure.

Detailed Description

It should be noted that, in the present application, technical features in examples and embodiments may be combined with each other without conflict, and the detailed description in the specific embodiment should be understood as an explanation of the gist of the present application and should not be construed as an improper limitation to the present application.

The present application will now be described in further detail with reference to the accompanying drawings and specific examples. In the description of the present application, the "upper", "lower", "top", "bottom" orientation or position relationship is the orientation or position relationship in the normal state of the structure of the railway crossing based on rail transit, such as the orientation or position relationship in fig. 1, "m" means international unit meter, "cm" means international unit centimeter, and "mm" means international unit millimeter, it is to be understood that these orientation terms are only used for convenience of describing the present application and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present application.

Referring to fig. 1, the present embodiment provides a level crossing structure for rail transit, which includes a rail structure 10 and a base plate 20. The base plate 20 includes a first portion 21 and a second portion 22. The first portion 21 is supported below the track structure 10. Second portion 22 fills the interline region between adjacent two-wire track structures 10. The first portion 21 and the second portion 22 are integrally formed.

Because the first part 21 and the second part 22 are integrally formed, the foundation plate 20 has better stress capacity and can effectively bear automobile load, train load, other loads and the like of a road crossing section. In addition, the second section 22 effectively fills the space between adjacent two-wire track structures 10, is able to carry and transfer the vehicle load to the first section 21, which in turn transfers the load evenly to the roadbed 300 of the track structure. So, ensure the even atress of roadbed under the double-line or multi-line track structure 10, prevent that roadbed atress under the double-line or multi-line track structure 10 from uneven settlement that leads to, ensured the wholeness and the stability that double-line or multi-line track structure 10 subsided, avoid influencing the road smoothness nature, reduce the road crossing district section daily maintenance, renovate and maintenance work volume.

In one embodiment, referring to fig. 1, the double-track structure generally includes a left track structure and a right track structure, and the base plate 20 is substantially in a convex shape, so that the effective connection between the left track structure and the right track structure is realized, the load of the left and right tracks can be simultaneously borne, and the integrity and stability of the left and right track settlement are ensured. Meanwhile, the second part 22 effectively fills the space between the track structures of the left line and the right line of the line, bears the load of the automobile and transmits the load to the first part 21, and the first part 21 uniformly transmits the load to the roadbed 300 of the track structure, so that the stability of the whole stress in the range of the crossing is ensured.

It should be noted that the rail transit may include a two-line rail structure and a track structure with more than two lines. For example, the track structure may be a three-line track structure, a four-line track structure, or a five-line track structure, and the number of the track structures 10 is not limited in the embodiment of the present application.

As will be appreciated by those skilled in the art, a line track structure 10 typically includes two rails 12 for traveling a train. The two-wire track structure typically includes four steel rails 12 for two trains to travel.

The rail transit of the embodiment of the present application includes, but is not limited to, railways (national railways, inter-city railways, and urban railways), subways, light rails, trams, and the like.

In one embodiment, referring to fig. 1, the level crossing structure includes a transition structure 30. The transition structure 30 is located on a subgrade bed 200 of the road. The transition structure 30 is formed with a step portion 30 a. The stepped portion 30a abuts on the base plate 20.

At the junction of the road and the track structure 10, uneven settlement often occurs easily due to the inconsistent rigidity between the roadbed 200 of the road and the roadbed 300 of the track structure. In the embodiment of the application, the transition structure 30 is used for enhancing the structural strength of the roadbed 200 of the road, so that the rigidity of the roadbed 200 of the road is consistent with that of the roadbed 300 of the track structure as much as possible; in addition, the step part 30a is abutted against the foundation plate 20, so that the stress is balanced through the transmission of force between the step part and the foundation plate, the uneven settlement between the road and the track structure 10 is reduced, the stability of the track structure 10 is improved, the damage at the joint of the road and the track structure 10 is effectively reduced, and the daily maintenance and management workload of the road and the track structure 10 is reduced. When transition structure 30 bears the driving load, because step portion 30a butt is on foundatin plate 20, transition structure 30 can carry out the small tracts of land motion along with the top load, so, transition structure 30 has certain deformation space to avoid transition structure 30 and track structure 10 to link together and lead to track structure 10 to be destroyed.

In one embodiment, the length of the transition structure 30 may be 3m to 5 m. Illustratively, the length of the transition structure 30 may be 3m, 3.5m, 4m, 4.5m, 5m, etc. It will be appreciated that the length of the transition structure 30 is aligned with the longitudinal direction of the roadway. The longitudinal direction of the road refers to the extending direction of the road. The length of the transition structure 30 refers to the longest distance of the transition structure 30 in the longitudinal direction of the roadway.

In a specific embodiment, the length of the step portion 30a may be 10cm or more. For example, the length of the step portion 30a is 10cm, 12cm, 15cm, 18cm, 20cm, or the like. Thus, the stress capability of the step portion 30a can be ensured, and the step portion 30a is prevented from being supported on the base plate 20 effectively due to the excessively short length of the step portion 30 a. It is understood that the length direction of the stepped portion 30a coincides with the longitudinal direction of the road.

In one embodiment, referring to fig. 1, the transition structure 30 includes a first crushed stone layer 31, a base layer 32, a water-stable layer 33, and a pavement layer 34. The first crushed stone layer 31 is located on the roadbed 200 of the road. The foundation layer 32 is located on the first crushed stone layer 31. The stepped portion 30a is formed on the foundation layer 32. The water-stabilizing layer 33 is located on the base layer 32. The pavement layer 34 is located on the water-stable layer 33.

Specifically, the first crushed stone layer 31 is a structure formed by crushed stones. That is, the crushed stone is laid on the roadbed 200 of the road, and the first crushed stone layer 31 is used for reinforcing the structural strength of the roadbed 200 of the road and ensuring the stability of the roadbed 200 of the road. The water stabilizing layer 33 is a cement stabilizing gravel layer for short, namely a structure formed by adopting cement to solidify graded gravel and compacting and maintaining the cement stabilizing gravel layer. The water-stabilizing layer 33 serves to support the pavement layer 34 and to transfer loads. Specifically, the water-stable layer 33 may be composed of cement with 5% of graded crushed stone configuration by mass. The pavement layer 34 is used to directly bear traffic loads. Thus, the transition structure 30 effectively connects the road at the road junction section with the track structure 10, and reduces the uneven settlement between the road and the track structure 10.

In order to further enhance the structural strength of the roadbed 200 of the road by using the first crushed stone layer 31, in a specific embodiment, the thickness of the first crushed stone layer 31 is 20cm or more. For example, the thickness of the first crushed stone layer 31 is 20cm, 22cm, 25cm, 28cm, 30cm, or the like.

To further ensure the structural strength of the water-stabilizing layer 33, in one embodiment, the thickness of the water-stabilizing layer 33 is 20cm to 30 cm. For example, the thickness of the water-stable layer 33 is 20cm, 22cm, 25cm, 28cm, or 30cm, etc.

To further improve the structural strength of the transition structure 30, in one embodiment, referring to fig. 1, the foundation layer 32 is a reinforced concrete structure. That is, the foundation layer 32 is a reinforced concrete structure. Because the base layer 32 has better structural strength, the step part 30a is arranged on the base layer 32, and the base layer 32 is prevented from being broken due to over-stress.

In one embodiment, referring to fig. 2, a first expansion joint 100a is formed between the transition structure 30 and the track structure 10. Therefore, the transition structure 30 and the track structure 10 both have a certain deformation space, and cracks or damages of the transition structure 30 and the track structure 10 caused by climate temperature changes (thermal expansion and cold contraction) or stratum structure changes are avoided.

In one embodiment, referring to fig. 1 and 2, the grade crossing structure includes angle steel 90, and the angle steel 90 is disposed at the corner of the track structure 10. The corners of the track structure 10 are protected from damage by angle steel 90.

In an embodiment not shown, the corners of second portion 22 may also be provided with angle irons 90. The corners of second portion 22 are protected from damage by angle 90.

In an embodiment not shown, the corners of the transition structure 30 may be provided with angle irons 90. The corners of the transition structure 30 are protected from damage by angle steel 90.

In one embodiment, the first expansion joint 100a is filled with asphalt reinforcement. Thus, the liquid on the road surface is prevented from penetrating into the road junction structure through the first expansion joint 100 a.

In an embodiment, the width of the first expansion joint 100a is 0.5cm to 1.5 cm. For example, the width of the first expansion joint 100a is 0.5cm, 0.6cm, 0.7cm, 1.0cm, 1.3cm, 1.5cm, or the like. Thus, the first expansion joint 100a has a suitable width, so as to prevent the first expansion joint 100a from being too wide, and liquid can easily enter the level crossing structure through the first expansion joint 100 a; the width of the first expansion joint 100a is prevented from being too narrow, and the deformation space between the track structure 10 and the transition structure 30 is not enough.

In one embodiment, referring to fig. 1, the level crossing structure includes a composite trench 40 formed in the second portion 22. Therefore, the comprehensive pipe trench 40 is skillfully integrated with the second part 22 by utilizing the internal space of the second part 22, the problems of difficulty and disorder in pipeline arrangement of the sections of the level crossing are solved, the pipeline arrangement is standardized, the collection and centralized arrangement of pipelines such as communication, signals, electric power, power supply and the like of the sections of the level crossing are realized, and the convenience of daily maintenance and management is improved. The comprehensive pipe trench 40 is prevented from being formed by ditching in the roadbed 300 of the track structure, so that secondary excavation and damage to the roadbed 300 and the road surface of the track structure due to pipeline arrangement are reduced, the engineering quality is improved, and the engineering cost is saved.

The integrated trench 40 refers to a structure for accommodating two or more kinds of engineering pipelines. The engineering pipeline includes but is not limited to weak current cable or strong current cable, etc. The weak current cable refers to a communication or signal cable. The strong electric cable is a cable for electric power or power supply.

In order to ensure the structural stability of the second portion 22, in one embodiment, referring to FIG. 1, the minimum distance between the top surface of the integrated trench 40 and the top surface of the second portion 22 is A, wherein A ≧ 20 cm. For example, A is 20cm, 25cm, 28cm, 30cm, 40cm, or the like.

In order to further ensure the structural stability of the second portion 22, in one embodiment, see FIG. 1, the minimum distance between the side of the integrated trench 40 and the side of the second portion 22 is B, wherein B ≧ 10 cm. For example, B is 10cm, 15cm, 20cm, 30cm, 40cm or the like.

To further ensure the structural stability of the second portion 22, in one embodiment, referring to FIG. 1, the minimum distance between the bottom surface of the integrated trench 40 and the bottom surface of the second portion 22 is C, wherein C ≧ 10 cm. For example, C is 10cm, 15cm, 20cm, 30cm, 40cm, or the like.

Specifically, the cross-sectional shape of the integrated raceway 40 is generally rectangular. At this time, the distances between the respective portions of the top surface of the integrated trench 40 and the top surface of the second part 22 are uniform, and similarly, the distances between the respective portions of the side surface of the integrated trench 40 and the side surface of the second part 22 are uniform, and the distances between the respective portions of the bottom surface of the integrated trench 40 and the bottom surface of the second part 22 are uniform. Of course, the cross-sectional shape of the integrated raceway 40 may have other shapes. When the shape of the cross section of the integrated trench 40 is irregular, the distance between each portion of the top surface of the integrated trench 40 and the top surface of the second portion 22 may be non-uniform, and it is required that the minimum distance between the top surface of the integrated trench 40 and the top surface of the second portion 22 is 20cm or more; similarly, the minimum distance between the side surface of the integrated pipe trench 40 and the side surface of the second part 22 is greater than or equal to 10cm, and the minimum distance between the bottom surface of the integrated pipe trench 40 and the bottom surface of the second part 22 is greater than or equal to 10 cm.

Illustratively, referring to fig. 1, the line pitch of the left and right lines of the two-line track structure is 4.0m, and the distance between the left and right line track structures is 1.0 m. Considering the structure layout requirement and pipeline layout requirement of the second part 22, the size of the comprehensive pipe trench 40 is arranged according to 77.5mm multiplied by 465mm, pipeline channels with 5 holes phi 150mm and 8 holes phi 80mm are arranged in the comprehensive pipe trench 40, the channel with phi 150mm is mainly used for arranging strong current cables, weak current cables can also be arranged according to actual requirements, and the channel with phi 80mm is used for arranging weak current cables.

To further strengthen the structure of the base plate 20, in one embodiment, referring to fig. 1, the base plate 20 is a reinforced concrete structure. That is, the foundation plate 20 is a reinforced concrete structure.

In one embodiment, referring to fig. 1, a track structure 10 includes a monolithic track bed 11 and rails 12. The monolithic track bed 11 is formed with rail receiving grooves 11a, and the rails 12 are located in the rail receiving grooves 11 a. The top surface of the monolithic track bed 11 is flush with the top surface of the second portion 22. In this manner, the second portion 22 is adapted to bear the load of a vehicle or the like, and to facilitate the vehicle or pedestrian to better pass through the grade crossing section.

Specifically, the cross section of the rail groove 11a may have a U-shape or a dovetail shape.

In an embodiment, referring to fig. 1, an angle steel 90 may be disposed on a groove wall surface of the rail groove 11 a. The groove wall surface of the rail groove 11a is protected from damage by the angle steel 90. The impact of the vehicle on the track structure 10 is reduced, and the stability of the track structure 10 is ensured.

In one embodiment, referring to FIG. 1, the top surface of the transition structure 30 is flush with the top surface of the monolithic track bed 11. Specifically, the top surface of the pavement layer 34 is flush with the top surface of the monolithic track bed 11. Therefore, the automobile or the pedestrian can better pass through the road junction section.

In one embodiment, referring to FIG. 1, the thickness of the first portion 21 is 20cm to 30 cm. For example, the thickness of the first portion 21 is 20cm, 23cm, 25cm, 26cm, 29m, 30cm, or the like. In this way, it is ensured that the first part 21 can bear the traffic load. The second portion 22 has a thickness of 70cm to 90 cm. For example, the second portion 22 has a thickness of 70cm, 72cm, 75cm, 76cm, 80m, 85cm, or 90cm, etc. Of course, it is preferred that the top surface of the second portion 22 be flush with the top surface of the monolithic track bed 11.

In an embodiment, referring to fig. 3, a second expansion joint 100b is formed between the second portion 22 and the track structure 10. Thus, the second portion 22 and the track structure 10 have a certain deformation space, so that cracks or damages of the second portion 22 and the track structure 10 caused by climate temperature changes (thermal expansion and cold contraction) or stratum structure changes are avoided.

In an embodiment, the second expansion joint 100b is filled with asphalt reinforcement. Thus, liquid is prevented from penetrating into the road crossing structure through the second expansion joint 100 b.

In one embodiment, the width of the second expansion joint 100b is 0.5cm to 1.5 cm. For example, the width of the second expansion joint 100b is 0.5cm, 0.6cm, 0.7cm, 1.0cm, 1.3cm, 1.5cm, or the like. Therefore, the second expansion joint 100b has a proper width, so that the second expansion joint 100b is prevented from being too wide, and liquid can easily enter the level crossing structure through the second expansion joint 100 b; it is avoided that the width of the second expansion joint 100b is too narrow and the deformation space between the track structure 10 and the second part 22 is not sufficient.

In one embodiment, referring to fig. 1, the level crossing structure includes two water barriers on the upper and lower sides of the first portion 21. The waterproof layer is used for preventing liquid on the road surface from seeping into the roadbed 300 of the track structure to cause diseases such as slurry turning, mud pumping and the like.

In one embodiment, the water barrier layer is a felt. The linoleum not only has better waterproof performance, and the linoleum is still convenient for set up other structures in the upper and lower both sides of first portion 21. Due to the fact that the track structure 10 is located on a felt, separation of the track structure 10 from the first part 21 is facilitated, and maintenance, replacement of the track structure 10 or the first part 21 is facilitated when the track structure 10 or the first part 21 needs to be repaired. In addition, the felt has certain elasticity, and the elasticity of the whole level crossing structure can be increased, so that the vehicle can be more comfortable.

In one embodiment, referring to fig. 1, the level crossing structure includes a second gravel layer 50 on a subgrade bed 300 of the track structure. The second crushed stone layer 50 is a structure formed of crushed stones. I.e. the crushed stones are laid on the roadbed 300 of the track structure and the structure formed by flattening and tamping. The second gravel layer 50 is used to reinforce the structural strength of the ballast bed 300 of the track structure, ensure the connection and transition of rigidity between the ballast bed 300 of the track structure and the track structure 10, and ensure the stability of the ballast bed 300 of the track structure.

In order to further enhance the structural strength of the roadbed bed 300 of the track structure by using the second crushed stone layer 50, in a specific embodiment, the thickness of the second crushed stone layer 50 is 10cm or more. For example, the thickness of the second crushed stone layer 50 is 10cm, 12cm, 15cm, 18cm, 20cm, or the like.

In one embodiment, referring to fig. 1, the level crossing structure includes a concrete pad 60 on the second gravel layer 50. The concrete pad 60 is a concrete structure. The concrete pad 60 is used to realize the gradual transition of rigidity between the roadbed 300 of the track structure and the track structure 10, and ensure the stability of the roadbed 300 of the track structure and the track structure 10.

In order to further secure the structural strength of the concrete pad 60, in a specific embodiment, the thickness of the concrete pad 60 is 10cm or more. For example, the thickness of the concrete pad 60 is 10cm, 12cm, 15cm, 18cm, 20cm, or the like.

In one embodiment, referring to fig. 1, the level crossing structure includes a mortar layer 70 located below the track structure 10. Mortar layer 70 is used for making level to ensure the planarization of track structure 10's bottom, because mortar layer 70 can adjust according to actual demand when the construction, mortar layer 70 still plays the effect of eliminating construction error, adjustment rail surface elevation.

Specifically, the mortar layer 70 is located between the monolithic track bed 11 and the first portion 21. Because the integral track bed 11 can be a prefabricated structure, when the track structure 10 is laid, the mortar layer 70 is utilized to eliminate construction errors and adjust the elevation of the track surface.

The monolithic ballast bed 11 is a ballast bed formed by integrally pouring concrete. Wood sleepers, concrete sleepers or concrete short sleepers can be pre-buried in the integral track bed 11, and steel rails 12 can also be directly mounted on the integral track bed 11.

In one embodiment, referring to fig. 1, the railroad grade crossing structure includes an elastomeric layer 80 positioned between the track structure 10 and the mortar layer 70. Therefore, the elasticity of the elastic layer 80 is utilized to improve the damping effect, the transmission of train vibration is reduced, and the running stability and riding comfort of the train are improved.

Specifically, the elastic layer 80 is a cushion layer.

In one embodiment, the thickness of the elastic layer 80 is greater than or equal to 1.0 cm. For example, the elastic layer 80 has a thickness of 1.0cm, 1.2cm, 1.5cm, 1.8cm, 2.0cm, or the like.

In a specific embodiment, a second gravel layer 50 may be disposed on the roadbed 300 of the track structure, a concrete cushion layer 60 may be disposed on the second gravel layer 50, a water-stop layer may be disposed on the concrete cushion layer 60, a foundation slab 20 may be disposed on the water-stop layer, a water-stop layer may be disposed on the first portion 21, a mortar layer 70 may be disposed on the water-stop layer, an elastic layer 80 may be disposed on the mortar layer 70, and finally, the monolithic roadbed 11 may be disposed on the elastic layer 80.

The grade crossing structure provided by the embodiment of the application can be implemented on newly-built rail transit and can also be implemented on existing rail transit. In some embodiments, after foundation excavation, soil below the rail surface 1m is tamped and filled. Specifically, the requirement that the bearing capacity of the roadbed 300 of the track structure is larger than 130KPa can be met after soil bodies are tamped and replaced. And then, paving a second gravel layer 50, a concrete cushion layer 60, a water-resisting layer, a foundation plate 20, the water-resisting layer, a mortar layer 70, an elastic layer 80, the integral ballast bed 11 and the like from bottom to top on the roadbed 300 of the track structure formed after filling. The transition structure 30 may also be formed by laying the first gravel layer 31, pouring the foundation layer 32, pouring the water-stable layer 33, and laying the road surface layer 34 from bottom to top.

The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A rail transit grade crossing structure, comprising:

a track structure; and

2. The level crossing structure of claim 1, comprising:

3. The grade crossing structure of claim 2, wherein the transition structure comprises:

a first gravel layer located on a roadbed of the road;

the water stabilizing layer is positioned on the base layer; and

and the pavement layer is positioned on the water stabilization layer.

4. The grade crossing structure of claim 3, wherein the foundation layer is a reinforced concrete structure.

5. The level crossing structure of claim 2, wherein a first expansion joint is formed between the transition structure and the track structure.

6. The grade crossing structure of claim 1, wherein the grade crossing structure comprises a composite trench formed in the second portion.

7. The grade crossing structure of claim 6, wherein the minimum distance between the top surface of the integrated pipe trench and the top surface of the second portion is A, wherein A is greater than or equal to 20 cm;

8. The grade crossing structure of claim 1, wherein the foundation slab is a reinforced concrete structure;

9. The grade crossing structure of any one of claims 1 to 8, wherein the grade crossing structure comprises two water barriers on upper and lower sides of the first portion.

10. A level crossing structure according to any one of claims 1 to 8, comprising a second layer of rubble on the subgrade bed of the track structure.

11. The level crossing structure of claim 10, comprising a concrete pad on the second gravel layer.

12. The grade crossing structure of any one of claims 1 to 8, wherein the grade crossing structure comprises a mortar layer located below the track structure.

13. The grade crossing structure of claim 12, wherein the grade crossing structure comprises an elastomeric layer between the mortar layer and the track structure.