CN219195506U

CN219195506U - Novel road surface track board of tramcar

Info

Publication number: CN219195506U
Application number: CN202223516469.XU
Authority: CN
Inventors: 张贵斌; 李能; 赵海燕; 陈志敏; 叶文科; 郭永发; 张蕊; 李认; 杨沈熹; 钱龙杰
Original assignee: CREEC Kunming Survey Design and Research Co Ltd
Current assignee: CREEC Kunming Survey Design and Research Co Ltd
Priority date: 2022-12-28
Filing date: 2022-12-28
Publication date: 2023-06-16
Anticipated expiration: 2032-12-28

Abstract

The utility model discloses a novel pavement track slab of a tramcar, which comprises a fastener system protection steel box, a structural reinforcing steel plate and a concrete slab matched with steel bars, wherein the reinforced concrete slab is arranged between rails at a road intersection, between left and right track lines and overlapping municipal roads with the rails; the road surface track slab is paved on the whole track bed of the tramcar and is overlapped with the track surface to be excessive to the road surface; compared with common concrete, the steel rail fastener system has the characteristics of protecting the steel rail fastener system, along with good flatness, high durability, easy replacement and maintainability.

Description

Novel road surface track board of tramcar

Technical Field

The utility model belongs to the field of rail traffic engineering, and particularly relates to a novel road surface track plate for a tramcar.

Background

Modern trams are usually laid along the median of municipal road, and the track passes the intersection, and to ensure the road traffic, generally with the concrete once leveling between the track, so, intersection section track can't take off and land the operation, can't maintain, rail fastener system is pour in the concrete, and rail system belongs to elastic system, under the dual effect of car load and electric train load, takes place the disease very fast. The problem is always the difficulty in handling the intersection of the tram; the railway crossing is paved with a plastic plate or a concrete plate after filling the gap of the sleeper with broken stone, but the broken stone below the plastic plate or the concrete plate is a discrete material, so that the self-locking capability is poor, and the panel sinks and deforms under the rolling action of rainwater and travelling loads. Simultaneously, the rail also generates deformation under the action of train load. Therefore, the falling road is lifted once at intervals, and the road plate is repaired. The outer side of the track is different from the road subgrade in strength, deformation is inconsistent, differential settlement exists, deformation is often generated, seven arches are eight-warping, diseases are generated when the vehicle is passed for a long time, the speed is low, the comfort is poor, and a large amount of repairing work is generated.

Disclosure of Invention

In order to overcome the problems in the background technology, the utility model provides a novel road surface track board for a tram, which not only solves the waterproof problem, but also can provide smooth and comfortable driving conditions; the rail fastener system is also protected, and durability and maintainability are improved. Meanwhile, a large amount of manpower and material resources are saved, and the difficult problem that the tramcar is plagued at the intersection for many years is solved.

In order to achieve the above purpose, the utility model is realized by the following technical scheme: a novel road surface track slab for a tramcar comprises inter-track slabs, line-to-line slabs, lap slabs, asphalt mortar stress absorbing layers and a fastener system protection steel box. The rail-to-rail plate is arranged between the rails, the lapping plates are arranged on two sides of the rails, the wire-to-wire plates are arranged between the left and right sides of the rails, one end of each lapping plate is lapped with a road, the other end of each lapping plate is lapped with the rails, and a fastener system protection steel box is arranged at the end close to the rails.

Further, the fastener system protection steel boxes are respectively arranged on two sides of the inter-rail plate and are attached to the sleeper fastener systems, reinforced steel plates are arranged between the fastener system protection steel boxes and the steel rails, two ends of the plate reinforcing bars of the steel rails are welded with the reinforced steel plates in opposite pulling mode, and the fastener system protection steel boxes, the reinforced steel plates and the plate reinforcing bars are welded into a whole.

Further, an asphalt mortar stress absorbing layer is arranged between the inter-rail plate and the ballast bed.

Furthermore, the inter-rail plates are cast into a whole plate by using concrete with flexural strength not lower than 5Mpa, and are paved on a pavement base layer and a track bed.

Furthermore, the rail plate is characterized in that the fastener system protection steel box and the reinforced steel plate are formed by stamping or welding steel plates with the same thickness of 5 mm-10 mm, and the L1 part is subjected to anti-skid treatment.

Furthermore, the technical requirements of the lap plates near the steel rail ends and the interline plates are the same as those of the interline plates.

The utility model has the beneficial effects that:

the utility model has the following primary problems: the problem that a crossing plate of a tramcar crossing is easy to damage and difficult to maintain is solved; secondly, the problem of track lifting at the intersection is solved, and the lifting and maintenance of the track plate become simple and feasible; thirdly, differential settlement deformation of the track and the road is solved, so that the road traffic is smooth; fourth is the realization of the durability problem of the protection intersection rail system and rail plate.

Drawings

FIG. 1 is a schematic view of a track slab according to the present utility model:

FIG. 2 is a schematic view of a track slab structure according to the present utility model:

FIG. 3 is a schematic cross-sectional view of a track slab of the present utility model;

FIG. 4 is a schematic view of a track plate fastener system protection box of the present utility model;

in the figure: 1-rail space plates, 2-line space plates, 3-lap plates, 4-asphalt sand stress absorbing layers, 5-fastener system protection steel boxes, 6-reinforced steel plates, 7-plate reinforcing steel bars, 8-excavation lines, 9-weak current buried pipes, 10-strong current buried pipes, 11-movable illumination buried pipes, 12-expansion joints, 13-track beds and 14-steel rails.

Detailed Description

The technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model. The inter-rail plates 1, the inter-line plates 2 and the lap plates 3 are all the same technical route.

As shown in fig. 1 to 4, the steps of the present utility model are described below using the inter-rail plate 1 as an example:

firstly, casting a whole plate by using concrete with flexural strength not lower than 5Mpa on a rail bed 13, and solving the trafficability of a vehicle passing through a rail by using a high-strength reinforced concrete slab; and an isolating layer is arranged between the concrete slab and the ballast bed or the sleeper, the steel rail 14 and the fastener system thereof, and the novel track slab is required to be provided with an asphalt mortar stress absorbing layer 4 as a waterproof protective layer of the ballast bed or the sleeper, the steel rail 14 and the fastener system, so that the deformation coordination requirement is met. Because the steel rail groove belongs to a concave-convex space structure, the strength of each structural surface of the concrete slab needs to be ensured; thirdly, the deformation joints at the edges of the novel track slab are most easily damaged under the impact and rolling of the vehicle load, regular vibration and elastic deformation exist at the parts of the fastener system under the action of the train load, the expansion joints 12 are required to be arranged and the fastener system protection steel boxes 5 which can meet the strength requirement and leave the fastener deformation space are required to be arranged to eliminate the action stress transmitted to the slab by the vibration of the steel rail and the deformation of the fastener, so that the fatigue damage of the track slab is avoided; the deformation joint between the steel rail and the plate is a weak point of the plate, and the reinforced steel plate 6 is adopted for reinforcement and protection, so that the impact fatigue damage of the wheel is avoided; fourth, the intensity of the ballast bed is different from that of the road ballast bed, so that differential settlement is easy to generate, and the smooth transition of the two sides and the road is ensured to be overlapped with the plate 3. The rail plate 1, the fastener system protection steel box 5, the reinforced steel plate 6 and the plate reinforcing bars 7 are welded together to form the integral steel-concrete composite plate. In order to eliminate differential settlement of the track section from the road section, it is necessary to provide a 1.5m wide excess steel composite board, i.e. splice plate 3.

The novel road surface track slab for the tram has different changes according to different conditions, and the excavated line is divided into a track space slab 1, a line slab 2 and road surface lap slabs 3 at two sides from the position.

The inter-rail plate 1 is preferably 1.286m wide and 3.125m long;

the lap plates 3 preferably have a width of 1.5m, and a fastener system protection steel box 5 is arranged near the rail end, and the length is preferably determined according to the lap concrete pavement or the asphalt pavement. When the road is a concrete pavement, the preferred length is consistent with the road concrete slab; when the road is an asphalt pavement, the length is preferably 3.125m.

The line-to-line plates 2 are divided into two cases, wherein the width is 2.354m when the line spacing is narrow, the line-to-line plates are divided into two adjacent steel rail ends which are the lap plates 3 when the line spacing is wide, the middle is a common plate, the lap plates 3 are preferably 1.286m in width and 3.125m in length, the width of the common plate is determined by the residual space of the lap plates 3 at two sides, and the length is preferably two times that of the transition plate, namely 6.25m.

The specific embodiments of the present utility model have been described in detail with reference to the accompanying drawings, but the present utility model is not limited to the above embodiments, and various changes can be made within the knowledge of those skilled in the art without departing from the spirit of the present utility model.

Claims

1. The utility model provides a novel road surface track slab of tram, its characterized in that includes rail interlude (1), interlude (2), lapping plate (3), asphalt sand stress absorbing layer (4) and fastener system protection steel box (5), rail interlude (1) set up between the rail, lapping plate (3) set up in the rail both sides, interlude (2) set up between the rail left and right sides, lapping plate (3) one end and road overlap joint, one end and rail overlap joint, lean on the rail end to be equipped with fastener system protection steel box (5).

2. The novel pavement track slab for the tram, according to claim 1, characterized in that the fastener system protection steel boxes (5) are respectively arranged on two sides of the inter-track slab (1) and are attached to the sleeper fastener systems, the fastener system protection steel boxes (5) are provided with reinforcing steel plates (6) between the steel rails, two ends of the slab reinforcing bars (7) of the steel rails are welded with the reinforcing steel plates (6) in a opposite-pull mode, and the fastener system protection steel boxes (5), the reinforcing steel plates (6) and the slab reinforcing bars (7) are welded into a whole.

3. The novel pavement track slab for the tram, according to claim 1, is characterized in that an asphalt sand stress absorbing layer (4) is arranged among the inter-track slab (1), the inter-track slab (2), the lapping slab (3) and the track bed.

4. The novel pavement track slab for the tram, according to claim 1, wherein the inter-track slab (1) is formed by casting a concrete with flexural strength not lower than 5Mpa into a whole slab, and is paved on a pavement base layer and a ballast bed.

5. The novel pavement track slab for the tram, according to claim 2, is characterized in that the inter-track slab (1), the fastener system protection steel box (5) and the reinforced steel plate (6) are formed by stamping or welding steel plates with the same thickness of 5 mm-10 mm, and the L1 part is subjected to anti-skid treatment.