RU2700098C2 - Railway rail track - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: rail track includes the combined frame structure consisting of rails, connected to the prestressed monolithic or prefabricated grillage elements, made of reinforced concrete, metal, or of composite material. Connection to the piles is made through the inclined and vertical trapezoidal grooves at the grillage and pile head cross member half the height. Piles horizontal axis coincides with the railway track central axis, as well as with the rails grillages axis along the straight sections and with the axis radial displacement towards the maximum momentary forces action from the train movement in the turning areas. Piles vertical axes inclination angle is made from 90 to 60 degrees from the railway track horizontal plane opposite the train movement direction.

EFFECT: increase in the track reliability.

1 cl, 15 dwg, 1 tbl

Description

The invention relates to the construction of railways, mainly to the construction of the track structure.

Since the invention of the railway, the structure of tracks is known to include: “ballast layer - sleepers - rails” is present in all technical solutions in all countries where they are built and are being built.

At the same time, all railways are, to one degree or another, subject to alternating deformations (rise-draft), which arise as a result of changes in the properties of soils along the route, which are diverse in their physicomechanical and deformation characteristics.

The deformative (negative) properties of the soil of the bases leading to the rise-draft of railway tracks include:

- heaving of the base soil, which manifests itself during the freezing of the soil of the active layer;

- subsidence of loesslike and macroporous soils;

- swelling during waterlogging of loamy and clay soils;

- subsidence of bulk and alluvial soils;

- deformability of organomineral and organic soils.

In the design and construction of railways, all of these negative manifestations of base soils are supposed to be eliminated due to the ballast layer. In part, some manifestations are removed or reduced. It is not possible to eliminate all negative phenomena leading to the rise or subsidence of the railway track (ballast layer, sleepers and rail). Throughout the entire period of operation of railways, they have to be straightened.

Recently, in the context of an increase in traffic volumes, train speeds, especially high-speed Sapsan type, etc., an increase in the reliability of railway tracks both in Russia and abroad is required.

Currently, improving the reliability of railways is carried out in the following areas:

- increasing the rigidity of the rail base by reducing the distance between the sleepers, i.e. densities of laying them up to 2000 pcs / km;

- increasing the linear mass of the rails to increase the bending stiffness of the rails. So during the period from 1950 to 2000, the mass of rails in Russia was increased from 38.4 to 64.4 kg / m;

- increasing the rigidity of the crushed stone ballast layer (currently in Russia reaches 1 m or more).

With increasing loads on the axis of the rolling stock (in the future up to 30 tf / axis, an increase in the speed of train movements up to 300 km / h and more causes an increase in the stress-strain state of the elements of the railway track, as a result of changes in the deformative properties of soils of the upper layers of the base. These changes lead to to intensive accumulation of residual deformations, which in turn reduces the reliability of the path.

Known ballast prism with pore-filling substance for high-speed cargo-intensive sections of the jointless railway [1].

A disadvantage of the known solution is the great complexity of the erection of the ballast and significant material costs.

A base plate of a rail track is also known [2].

The disadvantage of the known high material consumption and cost of construction.

The closest technical solution to the proposed rail track is a ball-free track, including a concrete sheet on a supporting structure [3].

However, this ball-free path does not sufficiently take into account the deformative (negative) properties of the base soils and, accordingly, does not have sufficient reliability.

All of the above-mentioned known technical solutions of railway tracks, one way or another, have drawbacks associated with a dynamic mobile system subject to vertical alternating deformation by the system: "natural ground foundation - ballast crushed stone layer - sleepers or various kinds of plates - rails" do not exclude alternating vertical movements (rise precipitation).

The purpose of the invention is to increase the reliability of the rail track, reducing material and operating costs for its maintenance, reducing the construction time.

This goal is achieved by the fact that in the existing system "natural soil foundation - ballast macadam layer - sleepers or various kinds of plates - rails", macadam ballast layer and sleepers are excluded.

The essence of the proposed technical solution is that the rail track includes a combined frame structure consisting of rails connected to prestressed monolithic or prefabricated grillage elements made of: reinforced concrete, metal or composite material, with piles through inclined and vertical trapezoidal grooves at half the height of the element and the pile head, while the horizontal axis of the piles can coincide with the central axis of the railway track, as well as with the axis of rail tracks along straight sections and with a radial displacement of the axis in the direction of maximum torque from the movement of the train on the turning sections, while the angle of inclination of the vertical axis of the piles can be made from 90 to 60 degrees from the horizontal plane of the railway track against the direction of movement of the train, in cross section, the structure can be supported by one or two piles, and the optimal length of the block frame grillage is calculated by the formula: depending on the area of laying the railway

Where

Δ _n - horizontal movement of the pile head from temperature deformations of the longitudinal structure of the grillage with an even number of equal spans of the frame grillage

α _t - coefficient of linear expansion of the material of the frame grillage (for reinforced concrete α _t = 1⋅10 ^-5 deg ^-1 );

n is the serial number of the pile, counting from the middle of the grillage;

L _c - the distance between the pairs of piles under the frame along the route, m;

расчетный перепад температуры в районе прохождения железнодорожной магистрали

calculated temperature difference in the area of passage of the railway

α _r is the coefficient of accounting for soil conditions.

In order to increase the reliability of railway tracks, reduce material and operating costs for its maintenance, exclude work on protecting road slopes from erosion, exclude work on the construction of drainage ditches, fence roads from people and animals, which is important for high-speed roads, metal rails are fixed on overhead separately standing or frame reinforced concrete grillages located above the ground at a height of 0.3 to 1.5 m eliminating the need for the construction of a ballast layer and sleepers.

Thanks to the use of pile-frame foundations for rails, all negative manifestations of the properties of various soils along the railway track are eliminated.

Almost pile foundations perceive the forces of heaving of the soil, the forces of swelling, etc. Pile foundations perceive the load on the side surface of the trunk and the supporting area of the end. At the same time, heaving, weak, subsiding and swelling layers, organomineral, organic, alluvial layers of the base soil are penetrated. Thus, the negative manifestations of the soil base of the railway track are completely eliminated.

Also, it is not necessary to carry out work to protect the road slopes from erosion, to build drainage ditches along the road. As a result of the elevation of the railway track, there is no need to fence the road with people and animals, which is important for high-speed roads.

In FIG. 1 schematically shows part of a railway track in section with the contours of a passenger car pos. 1 and electric locomotive pos. 2 on the track. In the soil base of the railway track, shown as an example, an engineering-geological section with bearing loamy soil base pos. 3, on which an active seasonally thawing layer of poses is present from the surface. 4 in the summer and seasonally freezing in the winter. The active layer, as a rule, has heaving properties. When freezing in the winter period of loamy soils, normal heaving forces can reach values of up to 300 tf / m ² . The magnitude of the rise in the surface of the active layer can reach 10-12 cm.

In the section of FIG. 1 also shows, for example, the subsidence layer pos. 5, and a weak water-saturated layer pos. 6, giving sediment when exposed to a load on the surface of the soil mass from the train.

In FIG. 2 is a cross-sectional view of FIG. 1 to aa. The section shows a diagram of the car pos. 1 on a pair of wheels mounted on rails pos. 9. The rails are laid and secured by anchors in a reinforced concrete or (polymer concrete) transverse grillage element, pos. 7 supported by piles pos. 8. Piles are rigidly connected to the grillage by means of the working reinforcement of the pile. Material, cross-sectional size, pile length is selected depending on the actual static and dynamic loads on the grillage in accordance with the current regulatory documents of SNiP and SP in the Russian Federation. In FIG. 2-15 the size between the rails is marked with the letter “B”. For Russian railways the value is B = 1520 mm. In this case, the transverse length of the grillage is equal to within В _р = 2000 ÷ 2200 mm. Cross-section of grillage (300 × 350) ÷ (400-450) mm.

In FIG. Figures 3-15 show the variants of the aboveground grillage.

In FIG. 3 shows a monolithic reinforced concrete grillage, based on reinforced concrete piles pos. 8 square section. Longitudinal element grillage pos. 11 has a broadening at the junction of the pile with the transverse element pos. 7 grillage. Elements of grillage pos. 7 are joined with the grillage element pos. 11 is integral.

In FIG. 4 is a cross-sectional view of FIG. 3 to 1-1.

In FIG. 5 shows a part of the aerial widened element of the grillage pos. 11 along the entire length of the path (link) on reinforced concrete piles pos. 8 square section. Cross elements of grillage pos. 7 and piles pos. 8 are joined with the longitudinal element of the grillage pos. 11 is integral.

In FIG. 6 is a cross-sectional view of FIG. 5 to 2-2.

In FIG. 7 shows a plan, and in FIG. 8 - a fragment of the aerial element of the grillage pos. 11 using piles pos. 8 rectangular section. Prefabricated transverse grillage elements, pos. 7 are attached to the longitudinal grillage using embedded parts 15 for welding.

In FIG. 9 is a cross-sectional view of FIG. 8 to 3-3.

In FIG. 10 shows a variant of the rail track, including precast concrete glasses pos. 14 having sockets pos. 10 under the piles. Prefabricated transverse grillage elements, pos. 7 have embedded parts at the ends.

In FIG. 11 shows a variant of a railroad track from precast-monolithic elements. The longitudinal grillage is made of a monolithic glass pos. 13 having embedded parts pos. 15 connected with prefabricated elements grillage pos. 7.

In FIG. 12 shows a variant of a rail track made of precast grillage elements, pos. 11. The transverse element of the grillage pos. 7 is fixed on one tubular pile pos. 12.

In FIG. 13 is a cross-sectional view of FIG. 12 to 4-4. By means of welding, the longitudinal elements of the grillage, pos., Are attached to the transverse element of the grillage. 11 on which the rails are stacked.

In FIG. 14 shows a variant of a rail track made of precast grillage elements, pos. 11 grillage poses connected with transverse elements 7 and piles pos. 8 through inclined and vertical trapezoidal grooves pos. 16 half the height of the element and the head of the pile.

In FIG. 15 is a cross-sectional view of FIG. 14 to 5-5.

The production technology for the installation of the rail track is carried out in the following sequence.

Piles of poses are arranged on a leveled base. 8 or tubular piles pos. 12, depending on the selected technology, in accordance with one of the known methods, if necessary, with preliminary leader drilling for driven piles in permafrost soils, the installation of grillage elements pos. 7 of one type of construction of FIG. 3-15 in a prefabricated or monolithic version, after which the installation of grillage elements pos. 11 and rails pos. 9 according to one of the selected technologies of FIG. 3-15, while the connection with the piles can be performed through a monolithic glass pos. 13, collection cup pos. 14, through embedded parts pos. 15 or through inclined and vertical trapezoidal grooves pos. 16.

The proposed design of the railroad track allows to reduce the consumption of material, reduce operating costs for its maintenance, and the construction technology allows to improve the quality of work and the reliability of the railway track, to reduce the construction time.

Technical and economic indicators for the construction of the ^1st km of rail track

A. According to the proposed solution (pile foundation - above-ground grillage-rails)

1. Section of a longitudinal beam under the rail:

- height h = 300 mm;

- width b = 400 mm;

- sectional area F = 0.3 × 0.4 = 0.12 m ³

The volume of reinforced concrete 1000 l.m will be V = 0.12 × 1000 = 120 m ³

The total volume of reinforced concrete on 2 longitudinal beams V = 240 m ³

2. The cross-section of the transverse beam frame

- height h = 150 mm;

- width b = 150 mm;

- the length of the transverse beam 1 = 1120 mm

- sectional area F = 0.15 × 0.15 = 0.0225 m ²

- the volume of reinforced concrete of one beam V = 0.0225 × 1.12 = 0.0252 m ³

- the number of beams at a distance of 2 m between the axles per 1000 l.m. is n = 500 pcs.

The volume of reinforced concrete on 500 transverse beams V = 0.0252 × 500 = 12.6 m ³

The volume of reinforced concrete on grillage will require V = 240 + 12.6 = 253 m ³

The average length of piles L _St = 5 m

B. By a known solution (ballast layer - sleepers-rails)

- the volume of concrete on one railroad tie V = 0.108 m ³

- the number of reinforced concrete sleepers per 1 km of track - n = 1600 pcs.

- the volume of reinforced concrete V = 0.108 × 1600 = 172 m ³

- the volume of the ballast layer at an average height of 0.5 m

V = (3.6 + 6/2) × 0.5 × 1000 = 2400 m ³

The economic effect is C _eff = C ₁ + C ₂ = 11.38-, 94 = 3.44 million rubles. per 1 km of rail track.

Information sources

1. Patent No. 2475580, CL E01B 1/00; E02D 3/12, 02.20.2013.

2. Patent No. 2509835, CL E01B 1/00; EB01 3/14; EB01 3/24; EB01 3/40, 03/20/2014.

3. Patent No. 2472893, Cl E01B 2/00; ЕВВ 1/00, 01/20/2013.

Claims (11)

1. Rail track, which includes a combined frame structure consisting of rails connected to prestressed monolithic or prefabricated grillage elements made of: reinforced concrete, metal or composite material, characterized in that the connection to the piles is made through inclined and vertical trapezoidal grooves half the height of the transverse element of the grillage and pile head, while the horizontal axis of the piles coincides with the central axis of the railway track, as well as In the case of rails rails along straight sections and with a radial displacement of the axis in the direction of maximum torque from the movement of the train on the turning sections, the angle of inclination of the vertical axis of the piles is made from 90 to 60 degrees from the horizontal plane of the railway track against the direction of movement of the train. 2. Rail track according to claim 1, characterized in that the optimal length of the block frame grillage is calculated by the formula: depending on the area of the railway

Where: Δ _n - horizontal movement of the pile head from temperature deformations of the longitudinal structure of the grillage with an even number of equal spans of the frame grillage; α _t - coefficient of linear expansion of the material of the frame grillage (for reinforced concrete α _t = 1⋅10 ^-5 deg ^-1 ); n is the serial number of the pile, counting from the middle of the grillage; L _c - the distance between the pairs of piles under the frame along the route, m; Δt = (| T | _max + | T | _min ) calculated temperature difference in the area of passage of the railway; α _r is the coefficient of accounting for soil conditions.

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