RU2415987C2 - Track for bridges and tunnels - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: proposed track comprises rails attached to track slab made up of reinforced concrete sills. The latter rest separately under each rail via slab damping pad onto reinforced concrete of metal track foundation. Proposed track comprises also troughed zone between sills and pressure straps in sill butts zones. Each sill rests vertically via sill pads on separated sill sites. Sill stays in contact in lengthwise and crosswise directions, via thrust pad, with lateral thrust made at sill site center.

EFFECT: simplified design of vibro protection layer and ease of its construction, reduced weight and longer life.

10 cl, 8 dwg

Description

The invention relates to railway transport and is intended for use on bridges with reinforced concrete and metal (in combination with an orthotropic plate) spans, as well as in tunnels of main railways, industrial vehicles, subways and tram facilities.

On domestic main railways in tunnels, reinforced concrete small-sized frames or sleepers monolithic in a track concrete layer are used as a rail track foundation, and wooden sleepers monolithic in a track concrete layer in metro tunnels [1]. The disadvantage of these technical solutions is the high complexity of the work during the installation and, especially, when replacing the above mentioned rail bases in cramped tunnel conditions.

A known path with reinforced concrete rail base in the form of frame reinforced concrete sleepers, intended for use in both ballast and ballastless versions [2]. This option compares favorably with small-sized frames, first of all, by the simplicity of the arrangement of the track. But the replacement in the tunnels of the rail base on the road with jointless rail lashes is practically possible only when cutting rail lashes. In the case of use on bridges, tracks with a ballast layer are more intensely exposed to moisture from asphalt concrete and anticorrosive coatings, which leads to a reduction in their service life.

Closest to this invention is the design of a vibration-proof railway track for tunnels of main railways, industrial vehicles and subways [3] (prototype). The railway track for tunnels contains rails, an under-rail base in the form of reinforced concrete rods contacting separately under each rail with a concrete track through rubber gaskets in the vertical, transverse horizontal and longitudinal directions, arranged in the concrete track layer of ledges in the area of the ends of the bed and at the side surfaces lying on the side of the tunnel lining, performing the role, respectively, of their longitudinal and lateral stops, rail fastenings, the groove zone between the racks, divided into pedestrians hydrochloric track and a drainage tray.

It is not possible to use this vibration-proof construction on bridges without taking into account the construction of spans, the length of temperature spans, the values of temperature differences in the seasonal periods of the year, and it is necessary to reduce the weight of track elements. It is impossible to use a continuous concrete layer, since it is required to make temperature seams, while the zones of welded joints of orthotropic plates of metal spans should remain open.

The technical result of the claimed invention is to simplify the design of the vibration protection path and the technology of its device, reduce the laying volume of the track concrete layer in tunnels, reduce the mass of elements and materials of the upper track structure on bridges, and also ensure that the surface of orthotropic plates is open in order to extend the service life of anticorrosive and asphalt concrete protective coatings.

The essence of the claimed invention lies in the fact that the railway track for bridges and tunnels contains rails attached by rail fastenings to the rail base in the form of reinforced concrete bedding, resting separately under each rail thread through the due damping pads on the reinforced concrete or metal base of the track, the trough area between the rails, pressure pads in the areas of the left joints, while each lying through the underlying gaskets in the vertical direction is supported by separate breaks underlying platforms, and in the longitudinal and lateral directions it contacts through thrust washers with a longitudinal-lateral emphasis made in the middle of the underlying platform.

To ensure a reliable and durable connection with a bridge or tunnel, the metal frame of the longitudinal-lateral stop through the rod elements is welded to the metal base of the track or to the reinforcing frame of the underlying sites.

To increase the strength, the underlying sites are made with a constant metal frame.

To save metal, the underlying sites are made without a metal frame, and when concreting them, a removable inventory formwork is used.

The metal frame of the longitudinal-lateral emphasis serves as a permanent formwork fence while concreting with the underlying platform.

Groups of underlying sites are designed so that the zones of welded joints of plates of metal bases or joints of reinforced concrete foundations are located in the gaps between the underlying sites.

The surface of metal or reinforced concrete substrates with anticorrosive and asphalt concrete coating, with the exception of places of subject areas, remains open for the entire period of operation.

For use in the subway, the mounting of the contact rail bracket is made on the upper surface of the reinforced concrete lay in the space between the rails, using the bracket console isolated by laying.

When used on bridges or double-track tunnels, a reinforced concrete bed is made of an increased width with monolithic parts that ensure the installation of security corners.

Reinforced concrete lay for track sections in steep curves is made shortened with two under-rail platforms, and also the underlying platforms are made shortened.

Figure 1 shows a side view of a vibration-proof rail base for a path with reinforced concrete rods on the example of a bridge with a metal span in combination with an orthotropic plate;

figure 2 is a fragment of a plan of underlying sites with longitudinal-lateral stops;

figure 3 is a section aa of figure 2;

figure 4 is a view in plan of the frame of a metal longitudinal-lateral emphasis;

figure 5 is a section bB of figure 4;

figure 6 is a General view in terms of reinforced concrete laying, for example, with monolithic embedded parts of the fastening of the APC;

Fig.7 is a fragment of a General view of the vibration protection path for a bridge or double-track subway tunnel;

Fig.8 is a General view of a shortened reinforced concrete bed.

The railway track for bridges and tunnels contains rails attached by rail fasteners (for example, anchor fasteners of the APC type) to the rail base, which is made in the form of reinforced concrete rods 1. The right and left rails of the railway track are supported by separate reinforced concrete rods 1, which, in turn, through the due-to-date shock-absorbing pads 2, they are supported on the subsoil pads separated by gaps 3. The sub-shock-absorbing pads 2 consist of two wedge-shaped elements and fundamentally do not differ from similar gaskets used in the prototype.

Sub-basement sites 3 are made of concrete, rigidly connected with reinforced concrete base 4 (for reinforced concrete spans or tunnels) or metal base 4 (for metal spans in combination with an orthotropic plate). Gaps are provided between the subordinate platforms 3. The subordinate platforms 3 may have a reinforcing cage or separate metal rods connected with a metal or reinforced concrete base 4.

In the middle part of each underlying platform 3, a longitudinal-lateral emphasis 6 is arranged, which, through the thrust gaskets 7, accepts longitudinal and lateral loads from reinforced concrete lay 1. That is, reinforced concrete bed 1 rests on two sub-platforms 3 and is located between two longitudinal-lateral stops 6, and from the side of the path axis, from the side or from the top, the reinforced concrete bench 1 is attached by pressure plates 8 to the longitudinal-lateral stops 6.

Bearing elements of the longitudinal-lateral emphasis 6, for the perception of longitudinal and lateral loads from reinforced concrete rods 1, are unequal corners. Longitudinal loads perceive longitudinal angles 9, and lateral loads - lateral angles 10. Their mutual arrangement provides sufficient rigidity for reliable operation of the structure. The angle of inclination of the elongated flange of the side corner 10 should correspond to the angle of inclination of the adjacent side surface of the reinforced concrete lodge 1.

Cutouts 11 are provided in the horizontal shelf of the longitudinal corners 9 in order to increase the bond strength with concrete, as well as the holes 12 for passing rod elements through them. The frame of the longitudinal-lateral stop 6 through the rod elements is welded to the metal base 4 of the path or to the reinforcing frame of the underlying platforms 3, which is connected with the reinforced concrete base 4 of the path. A closed loop is provided by welding the end 13 and mounting 14 plugs. At the same time, a bracket 15 is welded to the fastening plug for inserting a bolt with a T-shaped head for attaching the pressure plate 8.

The metal frame of the longitudinal-lateral emphasis 6 serves as a permanent formwork fence, and its concreting is carried out simultaneously with the underlying platform 3, forming a reliable connection.

Groups of sub-sites 3 are designed so that gaps 5 between sub-sites 3 are located in the areas of welded joints of plates of metal bases 4 or joints of reinforced concrete bases 4, which provides favorable conditions for the joints.

A surface with anticorrosive and asphalt concrete coatings, except for the locations of the underlying sites 3, is preserved, as in the gaps 5, open on a larger area of the bases 4. Free access in operating conditions to asphalt concrete and anticorrosive coatings creates favorable conditions for extending their service life and, accordingly , the service life of the bases themselves 4 (for example, not less than 2 times compared with the option of combining crushed stone ballast layer with an orthotropic plate, ceteris paribus).

Since only the underlying platforms 3 are concreted, in contrast to the prototype, the volume of monolithic concrete is reduced by at least 2.5 times. The concrete compressive strength class must be adopted B25 in contrast to the class B 12.5 used in standard track designs, for example, for subways tunnels. The use of 3 concrete of class B25 across the entire thickness of the underlying platforms 3 virtually eliminates the unevenness of the subsidence of the tunnel lining under the above-mentioned operating conditions of the track.

The sub-basement sites 3 can have a permanent metal frame (for example, welded to a metal base 4), or during construction use a removable inventory formwork.

In relation to bridges and double-track tunnels, in accordance with current standards, the use of security corners 16 is provided to ensure safety in case of a possible roll-off. Reinforced concrete rods 1 are made of increased width, with surfaces for placement of guard corners 16. For fastening guard corners, screws are used in combination with dowels 17. It is also possible to use dowels 17 for screw mounting of contact rail brackets to the rods. Dowels 17 monolithic (concreted) in the manufacture of the bed. It is possible to use other components to be used, for example, hollow formers to use embedded bolts. Between the rods 1 and the corners 16 provides for the installation of shock-absorbing gaskets 18.

In contrast to the prototype, the height of the ends of the reinforced concrete rods 1 corresponds to the height of the flanges of the side angle 10 of the longitudinal-lateral stop 6, which made it possible to unify the lateral and longitudinal thrust washers 7. The presence of mounting protrusions on the gaskets 7 allows them to be worn as on the side corners 10 (longitudinal-lateral stop ), and at the ends of the bed 1. At the same time, depreciation and stable position during operation are ensured.

In contrast to the main railways, industrial transport and tram facilities, where the upper current collector is used on electrified sections, the lower current collector is used on the subway tracks. In contrast to the prototype in the proposed technical solution, the contact rail brackets 19 are fixed to the rods 1 in the spaces between the first and second or between the third and fourth rail platforms. In this case, the distance between the axes of the brackets 19 of the contact rail must comply with current standards. The contact of the brackets 19 with the rods 1 is provided through the console 20 with shock absorbing gaskets installed under them, and the fastening is carried out using welded brackets 21 and terminal bolts with a T-shaped head in combination with nuts. This placement eliminates the need to arrange in case of an accident in the traveling concrete layer additional places for mounting brackets, which is provided for by the prototype.

In steep curves, to ensure a smoother curve formation, shortened reinforced concrete beds 22 are used, the peculiarity of which is that they contain only two rails 23, which ensures uniform transfer of train lateral loads from the sole of the rails to the rails at almost any radius of the curves. In addition, when using shortened reinforced concrete rods 22, the number of longitudinal-lateral stops 6 increases by 2 times as compared with reinforced concrete rods 1, and the specific lateral load from the rail sole on the rail base of the outer rail thread of the curve is halved, all other things being equal.

In the proposed vibration-protective railway track for bridges with reinforced concrete and metal (with an orthotropic plate) track foundations, as well as for tunnels, the arrangement of groups of sub platforms 3 with longitudinal-side stops 6 separated by gaps 5 allows us to provide the following advantages compared to the prototype:

- the possibility of unifying the track structure for tunnels with the track structure for bridges with reinforced concrete and metal (in combination with an orthotropic plate) spans, taking into account changes in the length of temperature spans due to temperature differences during inter-season periods;

- elimination of the possibility of displacement of shock-absorbing gaskets in the zones of their contact with the longitudinal-lateral stops;

- providing gauge width adjustment (when compensating lateral wear of the rail head) by installing between the lateral corners of the longitudinal-lateral stops and gaskets of the required plate thickness to bring the gauge width to current standards, which ensures the extension of the service life of track elements, reducing labor costs at the current content and its repairs;

- extension (not less than 2 times) of the service life of anticorrosive and asphalt concrete coatings of orthotropic plates due to their openness and free access to them;

- the exclusion of cracks in the underlying areas at the spans of bridges due to their elastic deformations from train loads and inter-seasonal annual temperature differences;

- favorable working conditions of the zones of joints of metal and reinforced concrete bases;

- elimination of the need to arrange ledges in the concrete concrete layer and use additional formwork;

- reduced consumption of monolithic concrete (not less than 2.5 times when laying the track concrete layer), which reduces the weight of the span and, accordingly, reduces labor and material costs;

- simplification of the technology of the device of the track by eliminating the need to use specially manufactured devices used in the prototype to ensure the design provisions of the rail threads, their undercloth and gauge.

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. Patent for invention RU №2328569 C1 "Railway track for tunnels."

Claims (10)

1. A railroad track for bridges and tunnels, containing rails attached by rail fastenings to the rail base in the form of reinforced concrete rods, supported separately under each rail by means of damping cushions, to the reinforced concrete or metal base of the track, the trough zone between the rails, pressure pads in the zones laying joints, characterized in that each laying through the underlay gaskets in the vertical direction rests on the underlying platforms separated by gaps, and in the longitudinal th and lateral directions through persistent contact pads with a longitudinally-lateral stop formed in the middle part of podlezhnevoy site. 2. The railway track for bridges and tunnels according to claim 1, characterized in that the metal frame of the longitudinal-lateral stop through the rod elements is welded to the metal base of the track or to the reinforcing frame of the underlying sites. 3. The railway track for bridges and tunnels according to claim 1, characterized in that the underlying platforms are made with a constant metal frame. 4. The railway track for bridges and tunnels according to claim 1, characterized in that the underlying platforms are made without a metal frame, and when they are concreted, a removable inventory formwork is used. 5. The railway track for bridges and tunnels according to claim 1, characterized in that the metal frame of the longitudinal-lateral stop performs the function of a permanent shuttering fence while simultaneously concreting with the underlying platform. 6. The railway track for bridges and tunnels according to claim 1, characterized in that the groups of underlying sites are made so that the zones of welded joints of plates of metal bases or joints of reinforced concrete foundations are located in the gaps between the underlying platforms. 7. The railway track for bridges and tunnels according to claim 1, characterized in that the surface of the metal or reinforced concrete bases with anticorrosive and asphalt concrete coating, with the exception of places of subject areas, remains open for the entire period of operation. 8. The railway track for bridges and tunnels according to claim 1, characterized in that for the subway track, the contact rail bracket is mounted on the upper surface of the reinforced concrete bed in the space between the rails using the bracket console with a gasket insulated from the bed. 9. The railway track for bridges and tunnels according to claim 1, characterized in that the reinforced concrete bed is made of increased width with monolithic parts, providing the installation of security corners. 10. The railway track for bridges and tunnels according to claim 1, characterized in that the reinforced concrete bed for sections of the track in steep curves is made shortened with two rails, and the underlying sites are made shortened.

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