WO2011124089A1 - 一种无砟轨道构造 - Google Patents
一种无砟轨道构造 Download PDFInfo
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- WO2011124089A1 WO2011124089A1 PCT/CN2011/000601 CN2011000601W WO2011124089A1 WO 2011124089 A1 WO2011124089 A1 WO 2011124089A1 CN 2011000601 W CN2011000601 W CN 2011000601W WO 2011124089 A1 WO2011124089 A1 WO 2011124089A1
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- layer
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- compacting concrete
- ballastless track
- concrete layer
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
- E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
- E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
- E01B1/007—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with interlocking means to withstand horizontal forces
Definitions
- the present invention relates to railway ballastless tracks, and more particularly to a high speed railway and ballastless track structure. Background technique
- the ballastless track structure is mainly composed of structural layers such as track plates, adjustment layers and load-bearing layers.
- the track plates are made of prestressed reinforced concrete structures, and the load-bearing layers are laid on the underlying foundation.
- the adjustment layer is the key structural layer for the elastic adjustment and force transmission support of the ballastless track structure, which directly affects the fast and safe operation of high-speed trains.
- the track plate In the existing ballastless track structure, the track plate usually adopts a prestressed reinforced concrete structure. In order to avoid cracking of the plate body, a plurality of sets of prestressed steel bars are uniformly distributed in the horizontal direction of the plate body. The track plate is laid on the adjustment layer along the longitudinal direction of the line.
- the longitudinal direction of the adjacent two track plates is circular convex block.
- the asphalt mortar is filled between the track plate and the load plate. Adjust the layer and fill the gap between the plate and the circular convex stop with resin mortar.
- the track plates are prestressed by the prestressed steel bars at the factory, and each of the track plates after installation is independent.
- the shortcoming is that after the line runs for a period of time, the track plate and the asphalt mortar adjustment layer will be peeled off, and the longitudinal end of the track plate is prone to warp, which will undoubtedly give the train running stability, comfort and track structure. The longevity of life has an adverse effect.
- CA mortar cement-asphalt mortar
- the technical problem to be solved by the invention is to provide a ballastless track structure, which not only can effectively meet the requirements of the ballastless track for stability and comfort, but also has convenient construction of the track plate, and can reduce the maintenance and maintenance of the track structure and increase the track. The service life of the structure.
- a ballastless track structure of the present invention comprising a carrier layer and a track plate laid along the longitudinal direction of the line, and an adjustment layer between the carrier layer and the track plate, the characteristics thereof
- the adjustment layer is a self-compacting concrete layer
- the rail plate and the self-compacting concrete layer are integrally connected by a connecting member
- the bearing layer has a limiting structure acting on the self-compacting concrete layer.
- the connecting member is a door type steel bar which is embedded in a row along the longitudinal direction of the track plate.
- the upper part of each door type steel bar is fixedly connected with the reinforcing bar in the track plate, and the lower part protrudes into the self-compacting concrete layer.
- the limiting structure is a limiting boss or a limiting groove arranged along the middle line of the bearing layer, and each limiting boss protrudes upward from the surface of the bearing layer into the self-compacting concrete layer.
- the utility model has the beneficial effects that the slab track plate and the self-compacting concrete layer are integrally connected to form an integral structure, which improves the integrity of the track, can meet the requirements of the ballastless track for stability and comfort, and effectively solves the track plate. It is easy to peel off with the adjustment layer of asphalt mortar, and the warp plate is easy to produce warpage.
- the self-compacting concrete layer is used as the adjustment layer, which can simplify the construction process, control the quality of the project and reduce the pollution to the environment.
- the shape of the convex block structure, the end of the track plate does not need to be filled with the boss resin, the track structure is convenient to construct, and the maintenance and maintenance of the track structure can be reduced, and the service life of the track structure is increased.
- Figure 1 is a schematic longitudinal sectional view of a ballastless track structure of the present invention
- FIG. 2 is a cross-sectional view showing the first embodiment of the ballastless track structure of the present invention
- Figure 3 is an enlarged schematic view showing a portion A of Figure 2;
- Figure 4 is a schematic cross-sectional view showing a second embodiment of the ballastless track structure of the present invention
- Figure 5 is a cross-sectional view showing a third embodiment of the ballastless track structure of the present invention
- Figure 7 is an enlarged plan view showing a portion B of Figure 5;
- the parts, part names and corresponding marks are shown in the figure: carrier layer 10, limit boss 1 1 , limit groove 12 , stop 13 , foam board 14 , track plate 20 , door type reinforcement 21 , block
- the shoulder 22 the self-compacting concrete layer 30, the barrier layer 40, the rubber pad 41, the rubber pad 42, and the foam plate 43.
- a ballastless track construction of the present invention includes a carrier layer 10 and a track plate 20 laid longitudinally along the line, and an adjustment layer between the carrier layer 10 and the track plate 20.
- the adjusting layer is a self-compacting concrete layer 30, and the rail plate 20 and the self-compacting concrete layer 30 are integrally connected by a connecting member to form an integral structure, which can improve the integrity of the track and satisfy the stability and comfort of the ballastless track.
- the requirements can effectively solve the problems that the track plate and the asphalt mortar adjustment layer are easily peeled off, and the longitudinal end of the track plate is prone to warpage.
- the circular convex stop structure is eliminated on the bearing layer, the end of the track plate does not need to be filled with the boss resin, the track structure is convenient to construct, the track structure maintenance and maintenance can be reduced, and the service life of the track structure is increased.
- the use of a self-compacting concrete layer as an adjustment layer simplifies the construction process, facilitates control of engineering quality, and reduces environmental pollution.
- the load bearing layer 10 has a limit structure acting on the self-compacting concrete layer 30 to constrain the influence of the lateral train load and the longitudinal horizontal braking force on the track structure, and further strengthen the structure.
- the connecting member may adopt various structures, such as a shear pin embedded in the rail plate 20, a steel member of various shapes, etc., and one of the preferred structures, that is, the connecting member, is shown in FIG.
- the door type steel bars 21 are arranged in a row along the longitudinal direction of the track plate 20.
- the upper part of each of the door type steel bars 21 is fixedly connected with the reinforcing bars in the track plate 20, and the lower part protrudes into the self-compacting concrete layer 30.
- the sill-type reinforcing bars 21 are generally arranged in two rows, and are disposed at a position spaced apart from the rail position in the width direction of the rail plate 20. Referring to Embodiment 1 of FIG.
- the limiting structure may adopt a limiting boss 1 1 disposed along the line spacing of the carrier layer 10 , and each limiting boss 11 protrudes from the surface of the bearing layer 10 into the self-compacting concrete layer 30 .
- an isolation layer 40 is disposed between the surface of the load-bearing layer 10 and the bottom surface of a self-tight-solid 30, and the isolation layer 40 is generally geotextile/chlorinated.
- the limiting structure can also be used with the limiting groove 12 disposed along the line of the bearing layer 10, and the self-compacting concrete layer 30 is poured into the limiting groove 12 after being filled. Form the lower concave and convex table.
- two rows of shoulders 22 for restraining the traverse of the rail fastener are disposed on the surface of the rail plate 20.
- the curved section adjusts the elevation and plane position of the bearing groove to adapt to the orbital adjustment problem of ultra-high variation and small radius curve, so it can be well adapted to the small curve shape, which can further reduce the fastener stiffness and have better construction.
- gauge retention
- an elastic damping layer is disposed between the top surface of the bearing layer 10 and the bottom surface of the self-compacting concrete layer 30, and the vibration damping and the noise are effectively reduced by the elastic damping layer, and the sensitive portion can be used. Vibration and noise are controlled within specified limits to ensure a good living environment.
- the following table compares the maximum value of the acceleration of the vibration-damping track structure with the elastic track-reducing layer of the ordinary track plate structure. It can be seen that the base and the under-line foundation of the elastic damping layer without the ballast track structure are provided. The acceleration value is significantly smaller than that of the ordinary ballastless track structure, indicating that the vibration damping effect is good. Maximum acceleration (m/s 2 )
- the elastic damping layer is made of a rubber pad having a certain thickness.
- a preferred arrangement of the elastic damping layer is shown in FIGS. 1 and 2, that is, the elastic damping layer is provided by two laterally spaced along the carrier layer 10.
- the rubber pads 41 and 42 are formed.
- the two rows of rubber pads 41, 42 A foam board 43 is laid between them.
- a stopper 13 for restraining the rubber pads 41, 42 is provided on both lateral sides of the carrier layer 10 to prevent lateral sliding of the rubber pads 41, 42.
- the role of the limit structure is to constrain the effects of lateral train loads and longitudinal horizontal braking forces on the track structure.
- the limiting structure is a limiting groove 12 disposed along the line spacing of the bearing layer 10, and the limit is filled after the self-compacting concrete layer 30 is poured.
- a lower concave and convex table is formed in the groove 12, and a foam plate 14 is laid between the bottom surface of the limiting groove 12 and the bottom surface of the lower concave plate of the adjusting layer 30.
- a specific form of the limiting structure is shown in the embodiment 4 of FIG.
- the limiting structure is a limiting boss 1 1 disposed along the line spacing of the carrier layer 10 , and each limiting boss 1 1 is supported by a carrier layer
- the surface of the 10 protrudes upward into the self-compacting concrete layer 30, and a foam board 14 is laid between the top surface of the limiting boss 11 and the bottom surface of the corresponding self-compacting concrete layer 30.
- the bearing layer 10 is a rigid foundation under the line, that is, there is no base track structure on the rigid foundation of the tunnel, the bridge, the pile plate, etc., thereby effectively reducing the height of the track structure and the construction cost, and reducing the construction process and improving the construction. effectiveness.
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Railway Tracks (AREA)
Description
说 明 书 一种无砟轨道构造 技术领域
本发明涉及铁路无砟轨道，特别涉及一种用于高速铁路和无砟轨道构 造。 背景技术
无砟轨道构造主要由轨道板、调整层和承载层等结构层构成，轨道板 采用预应力钢筋混凝土结构，承载层铺设在线下基础之上。 其中调整层作 为无砟轨道结构弹性调整和传力支撑的关键性结构层，直接影响高速列车 快速安全运行。在现有的无砟轨道构造中，轨道板通常采用预应力钢筋混 凝土结构， 为避免板体开裂， 板体内横向均布设有多组预应力钢棒。轨道 板沿线路纵向铺设在调整层上，铺设时相邻两块轨道板的纵向之间采用圆 形凸型挡台，轨道板调整安装到位后，在轨道板与承载层板之间充填沥青 砂浆调整层，在板与圓形凸型挡台之间间隙内填充树脂砂浆。在现有的单 元板式无砟轨道构造中，轨道板在工厂生产时就通过其预应力钢棒对板体 施加了预应力， 铺设安装后的每块轨道板之间是独立的。 其不足之处是， 在线路运行一段时间后，轨道板与沥青砂浆调整层会发生剥离，轨道板的 纵向端部易产生翘曲，这无疑会给列车运行的平稳性、舒适性和轨道结构 的寿命造成不利的影响。也有纵连式的板式无砟轨道结构，但是其连接型 式基本等同于纵向预应力钢筋的方式， 连接构造复杂， 施工较为烦瑣。除 此之外， 调整层普遍釆用水泥 -沥青砂浆（ CA砂浆）， CA砂浆调整层的 优点是可方便维修更换，但由于 CA砂浆材料强度偏低，难以承受长期疲 劳载荷， CA砂浆施工工艺繁瑣， 必须配备专用搅拌和灌注设备， 且水泥 硬化时间长， 强度上升慢， 对施工进度影响较大。
1
确认本
发明内容
本发明所要解决的技术问题是提供一种无砟轨道构造，不仅能有效地 满足无砟轨道对平稳性、舒适性的要求， 而且轨道板施工方便， 并可减少 轨道结构维护、 维修， 增加轨道结构的使用寿命。
本发明解决其技术问题所采用的技术方案是： 本发明的一种无砟轨 道构造， 包括承载层和沿线路纵向铺设的轨道板， 以及位于承载层、轨道 板之间的调整层， 其特征是： 所述调整层为自密实混凝土层， 轨道板与自 密实混凝土层之间通过连接构件连接为一体，所述承载层具有作用于自密 实混凝土层的限位结构。
所述连接构件为沿轨道板长度方向间隔成列埋设的门型钢筋，各门型 钢筋的上部与轨道板内配筋固定连接， 下部则凸入自密实混凝土层内。
所述限位结构为沿承载层中线间隔布设的限位凸台或限位凹槽， 各 限位凸台由承载层表面向上凸入自密实混凝土层内。
本发明的有益效果是， 板式轨道板与自密实混凝土层连接为一体， 形成整体结构， 提高了轨道的整体性， 能满足无砟轨道对平稳性、舒适性 的要求，并有效地解决轨道板与沥青砂浆调整层易剥离、轨道板纵向端部 易产生翘曲等问题；采用自密实混凝土层作为调整层，能够简化施工工艺 , 便于控制工程质量，减少对环境的污染；承载层上取消圆形凸型挡台结构， 轨道板端部不需灌注凸台树脂，轨道结构施工方便，并可减少轨道结构维 护、 维修， 增加轨道结构的使用寿命。 附图说明
本说明书包括如下八幅附图：
图 1是本发明无砟轨道构造的纵断面示意图；
图 2是本发明无砟轨道构造实施例 1的横断面示意图；
图 3是图 2中 A局部的放大示意图；
图 4是本发明无砟轨道构造实施例 2的横断面示意图；
图 5是本发明无砟轨道构造实施例 3的横断面示意图； 图 7是图 5中 B局部的放大示意图；
图 — — 一^ Γ砟-轨 -道-构造 -实-施-例- 4 -的横-断貧示言图。 图中示出零部件、 部位名称及所对应的标记： 承载层 10、 限位凸台 1 1、 限位凹槽 12、 挡台 13、 泡沫板 14、 轨道板 20、 门型钢筋 21、 挡肩 22、 自密实混凝土层 30、 隔离层 40、 橡胶垫 41、 橡胶垫 42、 泡沫板 43。 具体实施方式
下面结合附图和实施例对本发明进一步说明。
参照图 1和图 2， 本发明一种无砟轨道构造包括承载层 10和沿线路 纵向铺设的轨道板 20 , 以及位于承载层 10、 轨道板 20之间的调整层。 所 述调整层为自密实混凝土层 30，轨道板 20与自密实混凝土层 30之间通过 连接构件连接为一体， 形成整体结构， 可提高轨道的整体性， 满足无砟轨 道对平稳性、舒适性的要求，并能有效地解决轨道板与沥青砂浆调整层易 剥离、轨道板纵向端部易产生翘曲等问题。承载层上取消圆形凸型挡台结 构， 轨道板端部不需灌注凸台树脂， 轨道结构施工方便， 并可减少轨道结 构维护、 维修， 增加轨道结构的使用寿命。 采用自密实混凝土层作为调整 层， 能够简化施工工艺， 便于控制工程质量， 减少对环境的污染。 所述承 载层 10具有作用于自密实混凝土层 30的限位结构， 以约束横向列车荷载 及纵向水平制动力对轨道结构的影响， 对结构起到进一步加强的作用。
所述连接构件可以采用多种结构， 如预埋固定在轨道板 20内的剪力 钉、各种形状的钢筋构件等， 图 1中示出的是其中一种优选结构， 即所述 连接构件为沿轨道板 20长度方向间隔成列埋设的门型钢筋 21 , 各门型钢 筋 21的上部与轨道板 20内配筋固定连接， 下部则凸入自密实混凝土层 30 内。 参照图 2 , 所述门型钢筋 21通常可布设两列， 沿轨道板 20宽皮方向 间隔布设在钢轨位置的下方。
参照图 2实施例 1 , 所述限位结构可以采用沿承载层 10中线间隔布 设的限位凸台 1 1，各限位凸台 1 1由承载层 10表面向上凸入自密实混凝土 层 30内。 参照图 3 , 为方便轨道结构的维护、 维修， 所述承载层 10的表 ¾ "与一自―密―实 30底面之间设置有隔离层 40 , 隔离层 40通常采用土 工布 \氯化聚乙烯防水卷材等。 参照图 4实施例 2 , 所述限位结构也可釆 用沿承载层 10中线间隔布设的限位凹槽 12 , 自密实混凝土层 30灌注后在 限位凹槽 12内形成下凹凸台。
参照图 2 , 所述沿轨道板 20的表面上布设有两列用于约束钢轨扣件 横移的挡肩 22。 曲线地段通过调整承轨槽的高程和平面位置适应超高变 化和小半径曲线的轨向调整问题, 因此可以很好的适合小曲线线形，可以 进一步降低扣件刚度， 并具备较好的施工性和轨距保持能力
参照图 5和图 8 , 所述承载层 10的顶面与自密实混凝土层 30的底面 之间设置有弹性减振层，通过弹性减振层有效地减少振动与噪声，运用于 敏感地段可将振动与噪声控制在规定的指标内， 确保良好的生活环境。
下表是设置弹性减的减振轨道结构与未设置弹性减振层的普通轨道 板结构的各部位加速度最大值的对比，可以看出设置弹性减振层无砟轨道 构造的底座和线下基础的加速度量值比普通无砟轨道构造明显减小，说明 减振效果良好。 加速度最大值（m/s2 )
限位结构的作用是约束横向列车荷载及纵向水平制动力对轨道结构 的影响。 图 5实施例 3中示出了限位结构的另一种具体形式， 即所述限位 结构为沿承载层 10中线间隔布设的限位凹槽 12, 自密实混凝土层 30灌注 后在限位凹槽 12内形成下凹凸台，在限位凹槽 12的底面与调整层 30下凹 凸台的底面之间铺设有泡沫板 14。 图 8实施例 4中示出了限位结构的一 种具体形式，即所述限位结构为沿承载层 10中线间隔布设的限位凸台 1 1 , 各限位凸台 1 1由承载层 10表面向上凸入自密实混凝土层 30内，限位凸台 1 1的顶面与所对应的自密实混凝土层 30底面之间铺设有泡沫板 14。
所述承载层 10为线下刚性基础， 即在隧道、 桥梁、 桩板等线下刚性 基础上不设底座轨道结构， 从而有效地降低轨道结构高度和工程造价，而 且可减少施工工序和提高施工效率。
以上所述只是用图解说明本发明无砟轨道构造的一些原理，并非是要 将本发明局限在所示和所述的具体结构和适用范围内，故凡是所有可能被 利用的相应修改以及等同物， 均属于本发明所申请的专利范围。
Claims
1. 一种无砟轨道构造， 包括承载层（10)和沿线路纵向铺设的轨道 板（ 20 )， 以及位于承载层（ 10 )、 轨道板 ( 20 )之间的调整层， 其特征是： 所述调整层为自密实混凝土层（ 30 )，轨道板（ 20 )与自密实混凝土层（ 30 ) 之间通过连接构件连接为一体， 所述承载层（ 10 )具有作用于自密实混凝 土层（30) 的限位结构。
2. 如权利要求 1所述的一种无砟轨道构造， 其特征是： 所述连接构 件为沿轨道板 (20) 长度方向间隔成列埋设的门型钢筋 （21)， 各门型钢 筋（21 )的上部与轨道板（20) 内配筋固定连接， 下部则凸入自密实混凝 土层（30) 内； 所述门型钢筋 （21 )为两列， 沿轨道板 (20) 宽度方向间 隔布设。
3. 如权利要求 1所述的一种无砟轨道构造， 其特征是： 所述限位结 构为沿承载层 （10) 中线间隔布设的限位凸台 （11 )， 各限位凸台 （11 ) 由承载层（10)表面向上凸入自密实混凝土层 （30) 内。
4. 如权利要求 1所述的一种无砟轨道构造， 其特征是： 所述限位结 构为沿承载层（ 10 )中线间隔布设的限位凹槽（ 12 ), 自密实混凝土层（ 30 ) 灌注后在限位凹槽（12) 内形成下凹凸台。
5. 如权利要求 1所述的一种无砟轨道构造， 其特征是： 所述承载层 ( 10) 的表面与自密实混凝土层（30)底面之间设置有隔离层（40)。
6. 如权利要求 1所述的一种无砟轨道构造， 其特征是： 所述所述承 载层（ 10)的顶面与自密实混凝土层（30)的底面之间设置有弹性减振层。
7. 如权利要求 6所述的一种无砟轨道构造， 其特征是： 所述弹性减 振层由沿承载层 （10)横向间隔设置的两行橡胶垫（41、 42)构成，该两 行橡胶垫（41、 42)之间铺设有泡沫板（43)。
8. 如权利要求 7所述的板式一种无砟轨道构造， 其特征是： 所述承 载层 （10) 的横向两侧设置有对橡胶垫（41、 42)构成约束的挡台 （13)。
9. 如权利要求 7所述的一种板式无砟轨道构造， 其特征是： 所述限 位结构为沿承载层（10)中线间隔布设的限位凸台（11 ),各限位凸台（11 ) 由承载层（10)表面向上凸入自密实混凝土层（30) 内，该限位凸台 （11) 的顶面与所对应的自密实混凝土层（30)底面之间铺设有泡沫板（1.4)。
10. 如权利要求 7所述的一种板式无砟轨道构造，其特征是： 所述限 位结构为沿承载层（10) 中线间隔布设的限位凹槽（12), 自密实混凝土 层 0)灌-注 -后拿限位凹槽（12) 内—形成下凹凸台，该限位凹槽（12) 的 面与自密实混凝土层（30) 下凹凸台的底面之间铺设有泡沫板（14)。
11. 如权利要求 1至 10任意一项所述的一种板式无砟轨道构造， 其 特征是： 所述承载层 （10) 为线下刚性基础。
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| CN2010201530159U CN201648876U (zh) | 2010-04-08 | 2010-04-08 | 一种无砟轨道构造 |
| CN201020153042.6 | 2010-04-08 | ||
| CN201020153027.1 | 2010-04-08 | ||
| CN2010201530426U CN201678905U (zh) | 2010-04-08 | 2010-04-08 | 无底座无砟轨道构造 |
| CN201020153015.9 | 2010-04-08 | ||
| CN2010201530271U CN201648877U (zh) | 2010-04-08 | 2010-04-08 | 板式无砟轨道减振构造 |
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