RU186580U1 - STRENGTHENING DEVICE FOR UPPER WAY STRUCTURE - Google Patents

Abstract

The claimed solution relates to devices that are designed to improve the safety of operation of the railway track, and can be used, in particular, for the track on karst hazardous areas or in difficult geological conditions with ballast riding in straight and curved sections, or for high-speed traffic. The proposed utility model can be used on high-speed lines with speeds of more than 250 km / h for a track with a ballast track.

The technical result, the achievement of which the claimed solution is directed, is to increase the stability and durability of the upper track structure by ensuring the stability of its geometry and stiffness characteristics. The specified technical result is ensured by the fact that the reinforcing device for the upper track structure contains longitudinal beams with holes for fasteners and removable-connected transverse beams, the longitudinal beam consisting of a lower belt of an I-beam profile, an upper belt and spatial elements formed between them stiffeners, and rigidly connected with the upper and lower belts, spatial elements are made and located on a longitudinal beam with the possibility of placement between ednimi spatial elements transverse beams and the upper belt arrangement in zones transverse beams responsively executed under-rail pads of transverse beams, which is in contact after installation.

Description

The claimed solution relates to devices that are designed to improve the safety of operation of the railway track, and can be used, in particular, for the track on karst hazardous areas or in difficult geological conditions with ballast riding in straight and curved sections, or for high-speed traffic. The proposed utility model can be used on high-speed lines with speeds of more than 250 km / h for a track with a ballast track.

The upper structure of the track is known, containing rails, sleepers and a ballast prism of constant stiffness from crushed stone, laid on a subgrade, bridges and in tunnels with ballast driving (G. Shakhunyants “railway track”, M. Transport, 1987) - analogue.

A disadvantage of the known solution is that when using structures with a typical ballast prism of constant stiffness in case of development, for example, karst processes under the railway subgrade, failure of the soil and violation of the track’s upper structure is possible, creating a danger for train traffic and emergency situations.

Known hardening device "Safety package for the railway track" containing longitudinal beams with holes for fasteners and removable associated transverse beams, and the longitudinal beams made I-beams with upper and lower shelves (RF patent No. 168549, IPC: E01B / 00, publ. 02/08/2017) - a prototype.

A disadvantage of the known solution is that it is designed to ensure the safety of train traffic during the laying of communications and the production of other earthworks under the railways, i.e. in fact, it is designed for use that is limited in time and length, and, in addition, the design known from this solution is unsuitable for working with typical track elements - such as reinforced concrete sleepers and their corresponding fasteners.

The technical result, the achievement of which the claimed solution is directed, is to increase the stability and durability of the upper track structure by ensuring the stability of its geometry and stiffness characteristics.

The specified technical result is ensured by the fact that the reinforcing device for the upper track structure comprises longitudinal beams with holes for fasteners and removably connected transverse beams, the longitudinal beam consisting of a lower belt of an I-beam profile, an upper belt and spatial elements placed between them formed by stiffeners, and rigidly connected with the upper and lower zones, the spatial elements are made and located on the longitudinal beam with the possibility of placement between sednja spatial elements transverse beams and the upper belt arrangement in zones transverse beams responsively executed under-rail pads of transverse beams, which is in contact after installation.

A device in which railway reinforced concrete or metal sleepers of the upper track structure can be used as transverse beams.

A device in which the upper belt of the longitudinal beam is made horizontally at an angle a corresponding to the slope of the rail tracks of railway sleepers.

A device in which the lengths of the transverse beams exceed the distance between the outer sides of the rail track rail under which they are placed.

A device in which the longitudinal beams are configured to dock with each other at their ends.

A device in which stiffeners forming a spatial element are interconnected by a welded joint.

On railways, there are conditions under which it is necessary to lay reinforcing (reinforcing) devices on the track, designed for continuous operation, and capable of ensuring the safety and stability of the railway track (track top structure), for example, in difficult geological conditions - in places of possible development of karst processes under the railway subgrade, in cases where failure of the soil and violation of the upper track structure (VSP) is possible, creating a danger to the movement of trains and the emergence of aria, as well as under the influence of difficult geological conditions, such as frozen ground or unstable foundations, and with high-speed movement on ballast.

During normal operation in the absence of dips, the upper track structure with the claimed reinforcing device transfers the load from the rails to the sleepers and then to the ballast, i.e. the upper structure of the track is operating normally. But even in this regular case of work, the longitudinal beams of the claimed device redistribute the pressure to a longer section of the ballast prism in comparison with the currently used structure of the upper track structure and make the track work more stable. In the event of a dip in the ground or loosening of the ballast, metal longitudinal beams in the area of loosening of the ballast are included in the work, providing a redistribution of load on undamaged sections of the track.

The inventive device is specified in FIG. 1-6, where in FIG. 1 shows a section of path L with the claimed reinforcing device and a section of path A without a reinforcing device, FIG. 2 is a view 1-1 in FIG. 1, in FIG. 3 is a general view of the reinforcing device; FIG. 4 - the junction of the longitudinal and transverse beams of the reinforcing device, in FIG. 5 and FIG. 6 - design of a longitudinal beam.

The reinforcing device for the upper track structure comprises longitudinal beams 1 with holes 2 for fasteners and transverse beams 3 removably connected with them. Each longitudinal beam 1 consists of a lower girdle 4 of an I-beam profile, an upper girdle 5 and spatial elements 6 placed between them, formed by stiffeners 7, 8 and 9, and rigidly connected with the upper belt 5 and the lower belt 4. The spatial elements 6 are made and located on the longitudinal beam 1 with the possibility of placement between adjacent spatial elements 6 of the transverse beams 3, and the upper belt 5 in the areas of the transverse beams 3 is made in response to the under-rail platforms of the transverse beams 3 with which it is in contact after installation. Located in response - means that the upper belt 5 of the longitudinal beam 1 is located and has a shape corresponding to the spatial location (tilt) and the shape of the rail platforms of the transverse beams 3 (sleepers). The upper belt 5 is installed on the rail platforms and fastened to the cross beams (sleepers) by typical fasteners - screws or embedded bolts (not shown in the figures), the rails 11 and rail fasteners 10 are mounted on top of the upper belts 5 of the longitudinal beams 1. That is ., for example, for fastenings of design bureaus or reinforced concrete, the upper belt 5 is made horizontally at an angle of 1/20 corresponding to the slope of the rail track platforms of railway sleepers, for the rest, currently used sleepers, can be in the range from 1/18 to 1/28.

For the arrangement of the railway track with the claimed reinforcing devices, preliminary assembly of track links, for example, 25 m long, with longitudinal beams 12.5 m long, 4 pieces each, is made per link at the link assembly base. After assembly, the reinforced links are reloaded onto specialized platforms for transporting the links. The section of the track where it is planned to replace the rail-sleeper lattice is preliminarily prepared, it is used to cut the ballast with a rubble-cleaning machine and the jointless lashes are changed to inventory rails 25 m long. The replacement of the rail-sleeper lattice is made in the “window” with a break in movement along this track. The old lattice is removed by the UK 25 / 9-18 overhead crane and is lifted onto itself and loaded onto special platforms with a crane and taken to the end of the section. The lattice links with a reinforcing device are fed by another train on special platforms, together with another UK 25 / 9-18 overhead traveling crane, in front and laid by another crane in front of them from the beginning of the section. A new rail link is attached to the laid rail rails, reinforcing beams are fixed with mounting plates, after which the crane enters the laid link and puts the next one. Further track works are carried out according to standard technology, including track blasting, lifting and straightening with knocking down sleepers, stabilization and finishing.

The inventive reinforcing device allows for the railway track:

- arrange a track with a ballast base on high-speed lines for speeds from 160 to 400 km / h;

- to eliminate the instability of the track in areas of the diseased subgrade on lines with heavy traffic and high load-carrying capacity with axial loads of up to 300 KN;

- to provide increased stability of the jointless path, including in front of bridges and in curved sections.

The following path properties are improved:

- increases the stiffness of the path;

- increases the resistance of the rail sleeper to shear;

- the deformation modulus is increased by 4 times in comparison with the applied track design;

- the stability of the jointless path is increased by at least four times in comparison with the applied path design;

- the accumulation of residual deformations in the missed tonnage is reduced by 3-4 times;

- increases the durability of the path.

Claims (7)

1. A reinforcing device for the upper track structure, comprising longitudinal beams with holes for fasteners and cross-beams removably connected with them, characterized in that the longitudinal beam consists of a lower belt of an I-beam profile, an upper belt and spatial elements formed between them by ribs stiffness and rigidly connected with the upper and lower zones, and the spatial elements are made and located on the longitudinal beam with the possibility of placement between adjacent spatial elements ntami - crossbeam and the upper belt arrangement in zones transverse beams responsively executed under-rail pads of transverse beams, which is in contact after installation. 2. The device according to claim 1, characterized in that sleepers are used as cross beams. 3. The device according to p. 1, characterized in that the upper belt of the longitudinal beam is made horizontally at an angle α corresponding to the slope of the rail tracks of the railway sleepers. 4. The device according to claim 1, characterized in that the lengths of the transverse beams exceed the distance between the outer sides of the rail track rail under which they are placed. 5. The device according to claim 1, characterized in that the longitudinal beams are made with the possibility of their joining with transverse ends. 6. The device according to claim 1, characterized in that the stiffeners forming a spatial element are interconnected by a welded joint. 7. The device according to claim 1, characterized in that the spatial elements are connected to the upper and lower zones by a welded joint.

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