RU2328569C1 - Railway track for tunnels - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention is designed for use in tunnels of main-line railroads, industrial transport, undergrounds and tramways. Railway track for tunnels contains rails, rail seat in the form of reinforced-concrete stay sills. These stay sills contact separately with the track concrete layer under each rail thread, through the rubber strips in the vertical, transverse horizontal and lengthwise directions. There are ledges inside the track concrete layer, in the area of stay sill faces and near their lateral surfaces on the side of the tunnel coating. The ledges perform the role of their lengthwise and lateral supports. Buckle plate area between stay sills is divided into the pedestrian path and the drainage gutter. Pressing of adjacent stay sills in the area of their faces against the lengthwise supports of track concrete layer is executed in the vertical direction with the use of pressure plates and fastening elements. There are pockets in the end parts of the stay sills made in accordance with the form of pressure plates. The area of the joint contact of the lower surface of stay sills, undersills strips and the surface of track concrete layer relatively the inclined plane, passing through the axis of the rail balance is conditionally divided into two uneven parts with the larger area on the side of the track axis and the smaller - on the side of the tunnel coating.

EFFECT: control of reliable pressing of stay sills; exclusion of the uneven vertical displacement of the stay sills end parts; exclusion of the excessive canting of rail; control of joint operation of stay sills for the special working conditions of the track; the possibility of conducting the assembling and dismantling works without the cutting out the track concrete layer.

6 cl, 8 dwg

Description

The invention relates to railway transport and is intended for use in tunnels of main railways, industrial vehicles, subways and tram facilities. The railway track contains: rails, a rail track in the form of reinforced concrete rods in contact with the track concrete layer through rubber gaskets in the vertical, transverse horizontal and longitudinal directions; rail fastening; longitudinal and lateral stops arranged in a tunnel lining. The trough zone between the rail threads (and, accordingly, between the racks) is divided into a pedestrian path and a drainage tray placed on the side of the lowered rail thread. In this case, the mark of the surface of the pedestrian walkway shall not exceed the mark of the nearest subject area.

A known path containing as a rail base small-sized reinforced concrete frames monolithic in the concrete track layer through rubber-like mastic or simply placed in the ballast ballast layer [1].

The disadvantage of this technical solution when combined with continuous rail lashes is the high complexity of the work with a single replacement of small frames in cramped tunnel conditions. In practice, such a replacement is possible provided that the jointless rail lashes are cut.

Also known reinforced concrete rail base in the form of frame reinforced concrete sleepers [2]. This option compares favorably with the rail base in the form of small frames, primarily by simplifying the device technology, current maintenance and track repairs. However, with this rail base, its replacement in the tunnel is also possible only with dismantled rail lashes of the jointless track.

Closest to this invention (prototype) is the design of a railway vibration protection path for subway tunnels [3]. The vibration protection path, containing reinforced concrete beds as rail tracks in contact with the concrete track both in the vertical, longitudinal and transverse horizontal directions, through rubber shock-absorbing pads provides a significant reduction in the loads in the respective directions on the tunnel lining. In addition, providing a free lying position without a rigid clamped connection with the track concrete layer creates favorable conditions for their replacement, because it seems possible after the dismantling of the intermediate rail fasteners and lining gaskets to freely freely piece the lodges from under the rail lashes towards the track axis without cutting the track concrete layer or removing rubble.

The drawbacks of this design when used for main railways with axial loads exceeding the loads from the passenger rolling stock of the subway are that the rail may be redesigned from lying down due to the eccentricity of applying the train load with equal areas of the lying support relative to a plane passing along the axis of symmetry of the rail.

At high train loads, uneven movement of the trailer end parts in the vertical direction is possible, its oscillations on the unpressed subordinate shock-absorbing gaskets when the wheelset passes over the lying part of the bed, which can lead to a violation of the stable position of the track elements.

The support area of four under-rail platforms is insufficient with increased axial loads and the regulatory requirements for providing a sleeper plot (the number of supports per kilometer is 2000 pcs / km under each rail, and with only four under-rail platforms only 1600 pcs / km).

The inability to use the vibroprotective track design for subways when lying separately relative to the track axis under severe operating conditions with increased axial loads, especially on closed routes, due to incompatible work of the lying, which, if the rail lash breaks in the zone of the ends of the adjacent curve lying along the inner thread, can lead to the displacement, along with the rods, of the end parts of the broken lash towards the path axis with unpredictable negative consequences.

The technical result of the claimed invention is to eliminate these drawbacks, namely, ensuring reliable pressing of the bed, eliminating uneven vertical movement of the end parts of the bed, eliminating rail re-laying due to rotation of the bed from the train load, ensuring joint work of the bed for special conditions of operation of the track while simultaneously securing it from the vertical , lateral and longitudinal displacement of the bed and maintaining a stable position of the track as a whole, as well as ensuring zmozhnosti of assembly and dismantling without cutting the track concrete layer.

The essence of the claimed invention lies in the fact that the railway track for tunnels contains rails, a rail base in the form of reinforced concrete rods, contacting separately under each rail thread with the track concrete layer through rubber gaskets in the vertical, transverse horizontal and longitudinal directions, arranged in the track concrete layer of the ledges in the zone of the butt ends and at the lateral surfaces of the lying side from the side of the tunnel lining, playing the role of their longitudinal and lateral stops, respectively, rail fastenings , a tray zone between the pits, divided into a pedestrian walkway and a drainage tray, while pressing adjacent pegs in the area of their ends to the longitudinal stops of the concrete concrete layer is provided in the vertical direction using pressure plates and fasteners, for which recesses are made in the end parts of the bed in accordance with the shape of the pressure plates, the area of joint contact of the lower surface of the bed, the underlying gaskets and the surface of the concrete track layer, relative to the inclined plane passing through the symmetry axis of the rail is conventionally divided into two uneven parts with a larger area from the track center and at the part of the tunnel lining.

In order to exclude rail re-casing together with lying in the railway track for tunnels, the total minimum area of joint contact of the lower surface of the bed, the underlying amortizing pads and the surface of the concrete track layer, taking into account the relative shift of the cushion pads when adjusting the height, is at least 2880 cm ² under each lying while the above-mentioned area relative to the inclined plane passing through the axis of symmetry of the rails is divided in a ratio of lengths b / a of not less than 1.2.

Also, to ensure sufficient depreciation of the track, with the exception of rail overmounting, together with lying in the railway track for tunnels, the vertical stiffness of the underlying gaskets is from 75.0 to 90.0 kN / mm in the load range from 40 to 80 kN.

In order to exclude rail over-laying together with lying and uneven movement of the ends of the laying in the vertical direction, in the railway track for tunnels, pressing in the end zone of the two adjacent lying to the longitudinal stop in the vertical direction is provided by two pressure plates using two bolts placed on both sides of the rail with force 25-30 kN each.

In order to reduce material and labor costs during the construction and operation of the track with a reinforced concrete foundation, taking into account the standard railway plot of 2000 sleepers per kilometer of track in tunnels, the length lп of the rail track platform, as well as the length of the rail track placed on it, is greater than the length of the rail track typical reinforced concrete sleepers and the corresponding rail laying at least 1.25 times.

In order to be able to use the vibration protection path in particularly difficult operating conditions with increased load and axial loads in order to ensure the compatibility of work lying on two rail threads in the railway track for tunnels, vertical pressing of adjacent lying in the end zone to the longitudinal stops is provided using a clamping transverse connection combining reinforced concrete lay on both rail threads with longitudinal stops of the traveling concrete layer.

Figure 1 presents a fragment of the nominal (initial) position of the plan of the proposed design of the railway track for tunnels with laid reinforced concrete under-rail base (rail fasteners are not shown); figure 2 shows a section aa of figure 1; figure 3 is a General view in plan of reinforced concrete laying (for example, with a monolithic rail anchor type ARS); figure 4 is a General view of the reinforced concrete bed from the side of the tunnel lining; figure 5 is a view of section bb in figure 4 with a paired anchor monolithic in concrete; in Fig.6 is a sectional view of GG of Fig.4; 7 is a removable clamping transverse connection; on Fig is a General view of the railway track for tunnels in plan with removable clamping transverse ties.

The railway track for tunnels (see figure 1) contains reinforced concrete slabs 1 as a rail base, which are located on the track concrete layer 2. The space of the tray zone (the distance between the rail threads and, accordingly, between the racks located under each rail thread) is divided into a pedestrian lane 3 and the intermediate drainage tray 4. Each bed contains four sub-rail platforms 5. From the intermediate drainage tray 4, water is discharged along 30-50 m laid (depending on the intensity of e receipts) in the traveling concrete layer to the pipes in the main side tray 6, along the axis of which concrete covers are provided 7. The drainage intermediate tray 4 in the curved sections is located on the side of the lowered rail thread, and the pedestrian walkway 3 - on the high side. In straight sections - mainly from the side of the main side drain tray 6.

Reinforced concrete beds 1 located under each rail thread 8 in order to maintain their reliable position are fixed with clamping plates 9, for example, by means of bolts placed in the indicated places 10 for communication with the longitudinal stops 11 (for example, via monolithic anchors), which have a rigid connection with concrete track 2. In order to reduce train loads transmitted from the bed 1 to the longitudinal stops 11 and in the transverse horizontal direction to the stops 12, between the stops 11, 12 and the beds 1, an installation of shock-absorbing spacers is provided 13.

Reinforced concrete beds 1 are in contact with the track concrete layer 2 through the underlying shock absorbing pads 14 (see figure 2). The vertical stiffness of the underlying gaskets should be from 75.0 to 90.0 kN / mm in the load range from 40 to 80 kN, which provides sufficient shock absorption.

The length of the bed 1 (figure 3) is selected so that the number of rails 5 under both rail threads would correspond to their number with a typical sleepers diagram of 1600 pcs. 1 km of track, and the distance between the axes of adjacent longitudinal stops 11 corresponds to 2.5 m (see figure 1), which is a multiple of the length of standard rails - 12.5 m or 25 m. Under these conditions, the distance between the axes of adjacent rails 5 is about 625 mm, which allows to provide the width of the surface of the longitudinal stops 11 (in the direction of the longitudinal axis of the rail threads), sufficient for the free placement of typical jacks when straightening the path vertically.

In order to reduce material and labor costs during the installation and operation of the track with a lay reinforced concrete base, an increase in the length lp (see Fig. 3) of rails 5 (together with rails) is provided instead of increasing their number to 5 pcs. on a lay for observance of a diagram of 2000 pieces / km. Accordingly, in order to reduce specific loads in a proportion corresponding to the ratio of railway sleepers of 2000 pcs / km to a plot of 1600 pcs / km for railways, it is necessary to increase the rail support area, which is feasible with elongation of rail platforms 5 in 2000: 1600 = 1, 25 times. In this case, reinforcement of reinforced concrete laying mainly due to reinforcement is a prerequisite.

To fasten the rail to the bed 1, rail fastenings are used, while the fasteners of the rail fasteners are embedded in the concrete body of the bed 1, for example, using anchor rail fasteners — metal anchors 15 (Fig. 4) or other details depending on the type of rail fasteners used. One of the main criteria for choosing the type of rail fastening for the lying rail base is the ability to quickly mount and dismantle the intermediate rail fastening nodes.

The removal of the bed during their manufacture of metal forms is carried out using mounting loops 16 (see figure 3). The recesses 17 and 18 in the area of the ends of the bed 1 are intended for their use as supporting platforms when installing the pressure plates 9 in the area of the longitudinal stops 11 (see figure 1), while in the recess 17 (see figure 3) places 19 fasteners, if it is intended to operate with increased loads and require connection between the pair of rails 1 of both rail threads 8. To ensure a strictly fixed position of the shock-absorbing gaskets in the area of the end and side stops of the bed, 5 mm angles are provided ubleniya 20 (see FIG. 3 and 4) are satisfied in the zone of longitudinal stops only the front ends in the driving direction sleepers 1, and in opposite ends of the sleepers leave a gap to facilitate the work for mounting and dismounting sleepers.

View monolithic in concrete bed 1 with the anchor 15 rail fasteners, as well as recesses 21 to accommodate the underlying shock absorbing pads 14 (see figure 2) is shown in figure 5. At the same time, the area of joint contact of the lower surface of the underlying, laying underlay and the surface of the traveling concrete layer, relative to the inclined plane passing through the axis of symmetry of the rail, is conditionally divided into two uneven parts with a larger area on the side of the track axis and less on the side of the tunnel lining. The proportion of the ratio of the length of the shoulder b to the length of the shoulder a must be at least 1.2 (i.e. b / a≥1.2). This ratio of shoulders leads to a more stable lying position. Since the wheel transfers the load to the inner part of the rail head, with the same shoulders a gradual re-framing of the rail can occur due to the rotation of the leg 1, and with the ratio of the shoulders b / a≥1,2 the reaction forces are balanced, which eliminates the over-refitting of the rail due to the rotation of the leg . In this case, the area of the upper surface of the bed increases from the side of the track axis, which makes it possible to place security devices, for example, mandatory in double-track tunnels.

To ensure free placement of the side gaskets 13 (see FIG. 1), taking into account their stable position when adjusting the rail yarns vertically, a device is provided on the side of the tunnel lining in the recess 21 of the “plug” 22 (see FIG. 5) along the length c = 32 ± 2 mm. To ensure the flow of water from the surface of the space 23 (see Fig.6) between the rails towards the intermediate drainage tray 4, a slope is provided due to the height difference h ₁ -h ₂ = 5 ± 1 mm.

A general view of the path in plan for tunnels with removable clamping transverse ties (see Fig. 7) is presented in Fig. 8. The clamping transverse connections 24 are installed instead of the internal clamping plates 9 lying in the area of the longitudinal stops 11. The clamping transverse connections 24 (see Fig. 7) with the end parts 25 are placed in the recesses 17 (see Fig. 3) and connected to the rods 1 and the longitudinal stops 11, for example, with bolts passing through holes 26 and 27, respectively.

Replace, if necessary, defective lying down with the performance of work in the following sequence:

- on both sides of the replaceable bed, the pressure plates 9 (see FIG. 1) or the pressure transverse connections 24 (see FIG. 8) are removed;

- a jack 11 is placed on the closest to the defective bed 1 longitudinal stop 11 under the sole of the rail and the lash is hung out together with the beds attached to the rail by 15-20 mm;

- withdrawing to the side of the axis of the track the underlying shock absorbing pads 14 and dismantling the nodes of the intermediate rail fastening;

- the dismantled bed is lowered onto the underlying base and pushed out from under the rail towards the path axis;

- a new bed is started instead of seized with the execution of the order of work in the reverse order.

In the presence of a railcar with a boom reach of 1.8 m for a load capacity of 1 ton (or other load-lifting mechanism), a team of 3 people (two track fitters and a driver) replace one bed in about 20 minutes.

The technical and economic indicators of the railway track for tunnels in comparison with typical options are characterized by:

- extension of the service life of the rail base not less than 2 times;

- the exception of the need to cut down the track concrete layer with concrete cutting of the sleepers themselves and cutting reinforcement or replacing the crushed stone ballast layer that has lost its bearing capacity, which reduces labor costs at the current content by 2.5-3.0 times, and when working on replacing the rail base - not less than 10 times;

- in case of base soils of a tunnel with low bearing capacity, it seems possible to arrange sub foundations performed with an increased grade of concrete or even reinforced concrete in order to avoid subsidence of tunnels;

- due to the lengthening of not less than 1.25 times the four rails of each bed and the bearing areas of the respective rails, it seems possible to transfer loads to the rails on a plot equivalent to 2000 pcs. sleepers (4000 fastening nodes) per 1 km of track with a real number of fastening nodes 3200 pcs. 1 km (equivalent to a sleepers plot of 1600 pcs / km), which reduces the number of fastening nodes by 800 pcs. per kilometer, which reduces their total cost of about 20%.

The design of the railway track for tunnels, made according to the invention due to the pressure plates placed in the recesses of the bed, provides reliable pressing of the bed, eliminating uneven vertical movement of the end parts of the bed. Due to the vertical compression of the pressure plates, as well as the increase in the joint area of the support from the inner part of the bed, the laying of the bed from train load is excluded. When using clamping cross ties in especially difficult operating conditions, the joint work located under each rail thread is ensured.

The design of the railway track for the tunnels according to the invention provides reliable fastening from vertical, lateral and longitudinal displacement of the bed, which leads to maintaining a stable position of the track as a whole. At the same time, the advantage of installation and dismantling works without cutting down the track concrete layer remains.

Information sources

1. Amelin S.V., Andreev G.E. The device and operation of the track. Textbook for universities of railway transport. M .: Transport, 1986, p. 56-58.

2. Patent for the invention RU No. 2250279 C1 "Reinforced concrete rail base and method of construction."

3. Kravchenko ND New railroad structures for subways. M .: Transport, 1994, p. 71-87.

Claims (6)

1. A railroad track for tunnels containing rails, an under-rail base in the form of reinforced concrete rods contacting separately under each rail with a concrete track through rubber spacers in the vertical, transverse, horizontal and longitudinal directions arranged in the track concrete layer of ledges in the area of the butt ends and at the lateral surfaces of the bed from the side of the tunnel lining, which play the role of their longitudinal and lateral stops, rail fastenings, the groove zone between the rods, divided into a walkway and a drainage tray, characterized in that the pressing of adjacent pits in the area of their ends to the longitudinal stops of the concrete concrete layer is provided in the vertical direction using pressure plates and fasteners, for which recesses are made in the end parts according to the shape of the pressure plates, the area of joint contact of the lower surface of the underlying, underlying gaskets and the surface of the traveling concrete layer relative to the inclined plane passing through the axis of symmetry of the rail, conditionally times Elena two uneven parts with a larger area from the axis of the path and at the part of the tunnel lining. 2. The railway track for tunnels according to claim 1, characterized in that the total minimum area of joint contact of the lower surface of the bed, the underlying amortizing pads and the surface of the concrete track, taking into account the relative shift of the cushion pads when adjusting the height, is at least 2880 cm ² under each lying, while the above-mentioned area relative to the inclined plane passing through the axis of symmetry of the rails is divided in a ratio of lengths b / a of not less than 1.2. 3. The railway track for tunnels according to claim 1, characterized in that the vertical stiffness of the underlying gaskets is from 75.0 to 90.0 kN / mm in the load range from 40 to 80 kN. 4. The railway track for tunnels according to claim 1, characterized in that the pressing in the zone of the ends of two adjacent lying to the longitudinal stop in the vertical direction is provided by two pressure plates using two bolts placed on both sides of the rail with a force of 25-30 kN each. 5. The railway track for tunnels according to claim 1, characterized in that the length lп of the rail track platform, as well as the length of the rail track placed on it, is not less than 1.25 times the length of the rail track of a typical reinforced concrete sleepers and the corresponding rail track. 6. The railway track for tunnels according to claim 1, characterized in that the vertical pressing of adjacent piles in the end zone to the longitudinal stops is provided using a clamping transverse connection combining the reinforced concrete piles along both rail threads with the longitudinal stops of the track concrete layer.

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