Structure and construction method for connection between asphalt pavement and steel rail at level crossing of tram

Abstract

The present invention discloses a structure for connecting an asphalt pavement and a steel rail at a level crossing of a tram, which is characterized in that: it includes a steel rail (1), a rubber damping material (2), a reinforced concrete base layer (3), a secondary cast-in-place reinforced concrete base layer (3'), an L-shaped reinforced concrete pavement (4), an asphalt pavement transition section (5), an asphalt pavement (5'), and a waterproof isolation material (6); and unique structures are respectively constructed on the outer side and the inner side of the steel rail (1), which can effectively reduce the impact of the tram steel rail on the asphalt pavement within the level crossing range, and improve the edge restraint of the pavement, preventing the influence of complex traffic at the level crossing on the asphalt pavement; a part of space is reserved between the steel rail and the asphalt pavement, which is convenient for construction and compaction, ensuring the compaction degree of the edge part of the asphalt pavement.

Description

Technical Field

[0001] The present invention belongs to the field of urban new rail transportation, and in particular relates to a structure and a construction method for connecting an asphalt pavement and a steel rail at a tram level crossing. Background Art

[0002] In recent years, modern trams have become increasingly popular in large and medium-sized cities in China due to their relatively low construction cost, safe operation, good comfort, strong transportation capacity, low energy consumption and zero pollution. They have become a new attempt and new method to solve urban traffic problems.

[0003] However, at the intersection of trams and municipal roads, the asphalt pavement on both sides of the tram tracks often cracks and falls off, which has a huge impact on driving safety and road life. Summary of the Invention

[0004] In response to at least one of the above defects or improvement needs of the prior art, the present invention takes into account the influence of fatigue life on the cracking and falling off of the pavement at the connection. From the perspective of reducing track vibration, improving the boundary constraint of the asphalt pavement, and facilitating construction to improve construction quality, rubber shock absorption is set at the connection and reinforced concrete boundaries are used to strengthen the asphalt pavement constraint. The present invention provides a structure and construction method for connecting the asphalt pavement and the rails at the tram level crossing. In the level crossing section with complex traffic conditions and shared road rights between trams and municipal traffic, rubber damping materials are used to reduce the impact of the rails on the asphalt pavement. At the same time, reinforced concrete materials are used as the transition section between the rails and the asphalt pavement to improve the boundary constraint of the asphalt pavement and facilitate construction and rolling. Finally, waterproof materials are used to block waterproofing, thereby reducing the cracking and falling off of the asphalt pavement at the connection.

[0005] To achieve the above object, according to one aspect of the present invention, there is provided a structure for connecting an asphalt pavement and a steel rail at a tram level crossing, characterized in that it comprises a steel rail, a rubber damping material, a reinforced concrete base, a secondary cast reinforced concrete base, a reinforced concrete pavement, an asphalt pavement transition section, an asphalt pavement, and a waterproof isolation material;

[0006] On the outside of the rail:

[0007] The reinforced concrete base course is provided below the rail. The reinforced concrete road surface is provided above the reinforced concrete base course on the outer side of the rail. The cross-sectional shape of the reinforced concrete road surface is L-shaped and is composed of a vertical part of the reinforced concrete road surface and a horizontal part of the reinforced concrete road surface away from the rail. A space formed between the upper part of the rail base, the outer side of the rail web, the lower part of the rail head and the side surface of the vertical part of the reinforced concrete road surface is provided with the rubber damping material. An asphalt pavement transition section is provided above the horizontal part of the reinforced concrete road surface and on the outer side of the vertical part of the reinforced concrete road surface. A space between the rail head, the vertical part of the reinforced concrete road surface and the rubber damping material is provided with the waterproof isolation material. The top surfaces of the rail head, the waterproof isolation material, the vertical part of the reinforced concrete road surface and the asphalt pavement transition section are flush;

[0008] On the inner side of the rail:

[0009] The reinforced concrete base course is provided below the rail. A secondary-cast reinforced concrete base course is provided above the reinforced concrete base course on the inner side of the rail. The asphalt pavement is provided above the secondary-cast reinforced concrete base course. A space formed between the upper part of the rail base, the inner side of the rail web, the lower part of the rail head and the side surfaces of the secondary-cast reinforced concrete base course and the asphalt pavement is provided with the rubber damping material. A space between the rail head, the asphalt pavement and the rubber damping material is provided with the waterproof isolation material. The top surfaces of the rail head, the waterproof isolation material and the asphalt pavement are flush.

[0010] Preferably,

[0011] The rail is an I-shaped steel rail.

[0012] Preferably,

[0013] The rail is a 50 kg / m I-shaped steel rail.

[0014] Preferably,

[0015] The rail is a grooved rail for tram.

[0016] Preferably,

[0017] The rail is a 60R2 grooved rail for tram.

[0018] Preferably,

[0019] The rubber damping material is adhesively connected to the rail.

[0020] Preferably,

[0021] An asphalt tack coat is provided between the vertical portion of the reinforced concrete pavement and the transition section of the asphalt pavement.

[0022] To achieve the above object, according to another aspect of the present invention, there is also provided a construction method for the structure connecting the asphalt pavement and the steel rail at the level crossing of a tram, characterized by including the following steps:

[0023] S1. Install the formwork and fixing system of the tram steel rail;

[0024] S2. Paste rubber damping materials on the inner and outer sides of the steel rail;

[0025] S3. Pour the reinforced concrete base under the two steel rails and wait for it to reach the predetermined strength;

[0026] S4. Above the concrete secondary pouring demarcation line of the reinforced concrete base, on the outer sides of the two steel rails, pour the reinforced concrete pavement into an L shape; on the inner sides between the two steel rails, pour the secondary pouring reinforced concrete base into a flat layer;

[0027] S5. Reserve space for the waterproof isolation material on both sides of the rail head with a mold;

[0028] S6. On the outer sides of the two steel rails, spread the transition section of the asphalt pavement on the horizontal portion of the reinforced concrete pavement; on the inner sides between the two steel rails, spread the asphalt pavement on the secondary pouring reinforced concrete base;

[0029] S7. Roll the transition section of the asphalt pavement on the outer side and the asphalt pavement on the inner side;

[0030] S8. Remove the molds on both sides of the rail head and pour the waterproof isolation material.

[0031] Preferably,

[0032] In S5, the width requirement of the molds on both sides of the rail head is to prevent the asphalt pavement on the inner side from appearing above the rubber damping material in S6 and S7.

[0033] Preferably,

[0034] In S6, before spreading the transition section of the asphalt pavement, first spray the asphalt tack coat on the outer side of the vertical portion of the reinforced concrete pavement.

[0035] The above preferred technical features can be combined with each other as long as they do not conflict with each other.

[0036] Generally speaking, compared with the prior art through the above technical solutions conceived by the present invention, the following beneficial effects are obtained:

[0037] 1. The structure and construction method for connecting the asphalt pavement and the steel rail at the level crossing of the tram of the present invention can effectively reduce the impact of the steel rail of the tram on the asphalt pavement within the level crossing range, improve the edge restraint of the pavement, and prevent the influence of the complex traffic at the level crossing on the asphalt pavement.

[0038] 2. The structure and construction method for connecting the asphalt pavement and the steel rail at the level crossing of the tram of the present invention reserve a part of space between the steel rail and the asphalt pavement, which is convenient for construction rolling and ensures the compaction degree of the edge part of the asphalt pavement.

[0039] 3. The structure and construction method for connecting the asphalt pavement and the steel rail at the level crossing of the tram of the present invention can effectively reduce the serious phenomenon of cracking and peeling at the connection between the asphalt pavement and the rail transit. Starting from the cause of the diseases at the connection, this design structure effectively overcomes the problems of weak boundary restraint, strong track vibration impact, and insufficient construction compaction.

[0040] 4. By adopting this design structure with shock absorption and strengthening at the connection, the phenomenon of cracking and peeling at the connection can be effectively reduced, which can well ensure the driving safety and comfort, reduce the cost of repeated road maintenance, avoid wasting manpower and material resources, and bring indirect social and economic benefits.

[0041] 5. Within the level crossing range of the tram track and the municipal road surface, the shock absorption and strengthening measures at the connection proposed by the present invention have broad application prospects. Description of the Drawings

[0042] Figure 1 is a schematic diagram of the structure of the connection between the asphalt pavement and the outer side of the steel rail at the level crossing in the structure for connecting the asphalt pavement and the steel rail at the level crossing of the tram in the embodiment of the present invention;

[0043] Figure 2 is a schematic diagram of the structure of the connection between the asphalt pavement and the inner side of the steel rail at the level crossing in the structure for connecting the asphalt pavement and the steel rail at the level crossing of the tram in the embodiment of the present invention. Detailed Embodiments

[0044] In order to make the purpose, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the present invention and are not used to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other. The present invention will be further described in detail below with reference to the specific embodiments.

[0045] As a preferred embodiment of the present invention, as Figure 1-2 shown, the present invention provides a

[0046] A structure for connecting an asphalt pavement and a steel rail at a level crossing of a tram, comprising a steel rail 1, a rubber damping material 2, a reinforced concrete base layer 3, a secondary cast-in-place reinforced concrete base layer 3', a reinforced concrete pavement 4, an asphalt pavement transition section 5, an asphalt pavement 5', and a waterproof isolation material 6.

[0047] As Figure 1 shown, outside the steel rail 1:

[0048] The reinforced concrete base layer 3 is arranged below the steel rail 1, the reinforced concrete pavement 4 is arranged above the reinforced concrete base layer 3 outside the steel rail 1. The cross-sectional shape of the reinforced concrete pavement 4 is L-shaped and consists of a vertical part 41 of the reinforced concrete pavement and a horizontal part 42 of the reinforced concrete pavement away from the steel rail 1. The rubber damping material 2 is arranged in the space enclosed between the side surface of the vertical part 41 of the reinforced concrete pavement and above the bottom of the rail, outside the rail waist, and below the rail head of the steel rail 1. The asphalt pavement transition section 5 is arranged above the horizontal part 42 of the reinforced concrete pavement and outside the vertical part 41 of the reinforced concrete pavement. The waterproof isolation material 6 is arranged in the space between the rail head of the steel rail 1, the vertical part 41 of the reinforced concrete pavement, and the rubber damping material 2. The top surfaces of the rail head of the steel rail 1, the waterproof isolation material 6, the vertical part 41 of the reinforced concrete pavement, and the asphalt pavement transition section 5 are flush.

[0049] As Figure 2 shown, inside the steel rail 1:

[0050] The reinforced concrete base layer 3 is arranged below the steel rail 1, the secondary cast-in-place reinforced concrete base layer 3' is arranged above the reinforced concrete base layer 3 inside the steel rail 1, the asphalt pavement 5' is arranged above the secondary cast-in-place reinforced concrete base layer 3'. The rubber damping material 2 is arranged in the space enclosed between the side surfaces of the secondary cast-in-place reinforced concrete base layer 3' and the asphalt pavement 5' and above the bottom of the rail, inside the rail waist, and below the rail head of the steel rail 1. The waterproof isolation material 6 is arranged in the space between the rail head of the steel rail 1, the asphalt pavement 5', and the rubber damping material 2. The top surfaces of the rail head of the steel rail 1, the waterproof isolation material 6, and the asphalt pavement 5' are flush.

[0051] Preferably, the steel rail 1 is an I-shaped steel rail, especially an I-shaped steel rail of 50 kg / m.

[0052] Alternatively, the steel rail 1 is a grooved rail for a tram, especially a 60R2 grooved rail.

[0053] Preferably, the rubber damping material 2 is adhesively connected to the steel rail 1.

[0054] Preferably, an asphalt tack coat 7 is sprayed between the vertical part 41 of the reinforced concrete pavement and the asphalt pavement transition section 5.

[0055] To achieve the above object, according to another aspect of the present invention, there is also provided a construction method for the connection structure between the asphalt pavement and the steel rail at the level crossing of a tram, including the following steps:

[0056] S1. Install the formwork and fixing system of the tram steel rail 1 according to the conventional design;

[0057] S2. Paste rubber damping materials 2 on the inner and outer sides of the steel rail 1;

[0058] S3. Pour a reinforced concrete base course 3 under the two steel rails and wait for it to reach the predetermined strength;

[0059] S4. Above the concrete secondary pouring demarcation line 8 of the reinforced concrete base course 3, on the outer sides of the two steel rails 1, pour the reinforced concrete pavement 4 into an L shape; on the inner sides between the two steel rails 1, pour the secondary pouring reinforced concrete base course 3' into a flat layer;

[0060] S5. Reserve space for the waterproof isolation material 6 on both sides of the steel rail head with a mold;

[0061] S6. On the outer sides of the two steel rails 1, spread the asphalt pavement transition section 5 on the horizontal part 42 of the reinforced concrete pavement; on the inner sides between the two steel rails 1, spread the asphalt pavement 5' on the secondary pouring reinforced concrete base course 3';

[0062] S7. Roll the outer asphalt pavement transition section 5 and the inner asphalt pavement 5';

[0063] S8. Remove the molds on both sides of the steel rail head and pour the waterproof isolation material 6.

[0064] Preferably, in S5, the reserved width of the waterproof isolation material 6 should be sufficient, and the width requirements of the molds on both sides of the steel rail head prevent the inner asphalt pavement 5' from appearing above the rubber damping material 2 in S6 and S7, avoiding cracking and damage of the asphalt pavement materials.

[0065] Preferably, in S6, before spreading the asphalt pavement transition section 5, first spray an asphalt tack coat 7 on the outer side of the vertical part 41 of the reinforced concrete pavement.

[0066] Preferably, in S4, the widths of the asphalt pavement transition section 5 and the horizontal part 42 of the reinforced concrete pavement should be appropriately selected to ensure sufficient stiffness and bearing capacity.

[0067] In summary, compared with the prior art, the solution of the present invention has the following significant advantages:

[0068] 1. The structure and construction method for connecting the asphalt pavement and the steel rail at the level crossing of the tram of the present invention can effectively reduce the impact of the steel rail of the tram on the asphalt pavement within the level crossing range, improve the edge restraint of the pavement, and prevent the influence of the complex traffic at the level crossing on the asphalt pavement.

[0069] 2. The structure and construction method for connecting the asphalt pavement and the steel rail at the level crossing of the tram of the present invention reserve a part of space between the steel rail and the asphalt pavement, which is convenient for construction rolling and ensures the compaction degree of the edge part of the asphalt pavement.

[0070] 3. The structure and construction method for connecting the asphalt pavement and the steel rail at the level crossing of the tram of the present invention can effectively reduce the serious phenomenon of cracking and peeling at the connection between the asphalt pavement and the rail transit. Starting from the cause of the diseases at the connection, this design structure effectively overcomes the problems of weak boundary restraint, strong track vibration impact, and insufficient construction compaction.

[0071] 4. Adopting this design structure with shock absorption and strengthening at the connection can effectively reduce the phenomenon of cracking and peeling at the connection, well guarantee the driving safety and comfort, reduce the cost of repeated road maintenance, avoid wasting manpower and material resources, and bring indirect social and economic benefits.

[0072] 5. Within the scope of the level crossing between the tram track and the municipal road surface, the shock absorption and strengthening measures proposed by the present invention have broad application prospects.

[0073] It can be understood that the embodiments of the system described above are merely illustrative. The units described as separate components may or may not be physically separated, and may be located in one place or distributed to different network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative labor.

[0074] In addition, those skilled in the art should understand that in the application documents of the embodiments of the present invention, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, the element defined by the statement "including a..." does not exclude the existence of another same element in the process, method, article or device including the said element.

[0075] In the description of the embodiments of the present invention, a large number of specific details are set forth. However, it should be understood that the embodiments of the present invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this description. Similarly, it should be understood that, in order to streamline the disclosure of the present invention and assist in understanding one or more of the various inventive aspects, in the foregoing description of the exemplary embodiments of the present invention, the various features of the present invention are sometimes grouped together in a single embodiment, figure, or description thereof.

[0076] However, the disclosed method should not be construed as reflecting an intention that the claimed embodiments of the present invention require more features than are expressly recited in each claim. Rather, as the claims reflect, the inventive aspects lie in less than all of the features of the single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate embodiment of the present invention.

[0077] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the embodiments of the present invention and are not intended to limit them. Although the embodiments of the present invention have been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments or perform equivalent replacements for some of the technical features. However, such modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A structure for connecting an asphalt pavement and a steel rail at a level crossing of a tram, characterized in that: It includes a rail (1), a rubber damping material (2), a reinforced concrete base layer (3), a secondary-cast reinforced concrete base layer (3’), a reinforced concrete road surface (4), an asphalt road surface transition section (5), an asphalt road surface (5’), and a waterproof isolation material (6); On the outer side of the rail (1): The reinforced concrete base layer (3) is provided below the rail (1), the reinforced concrete road surface (4) is provided above the reinforced concrete base layer (3) on the outer side of the rail (1). The cross-sectional shape of the reinforced concrete road surface (4) is L-shaped and consists of a vertical part (41) of the reinforced concrete road surface and a horizontal part (42) of the reinforced concrete road surface away from the rail (1). The space enclosed between the side surface of the vertical part (41) of the reinforced concrete road surface and above the rail bottom, outside the rail waist, and below the rail head of the rail (1) is provided with the rubber damping material (2). The asphalt road surface transition section (5) is provided above the horizontal part (42) of the reinforced concrete road surface and outside the vertical part (41) of the reinforced concrete road surface. The waterproof isolation material (6) is provided in the space between the rail head of the rail (1), the vertical part (41) of the reinforced concrete road surface, and the rubber damping material (2). The top surfaces of the rail head of the rail (1), the waterproof isolation material (6), the vertical part (41) of the reinforced concrete road surface, and the asphalt road surface transition section (5) are flush; On the inner side of the rail (1): The reinforced concrete base layer (3) is provided below the rail (1), the secondary-cast reinforced concrete base layer (3’) is provided above the reinforced concrete base layer (3) on the inner side of the rail (1), the asphalt road surface (5’) is provided above the secondary-cast reinforced concrete base layer (3’). The space enclosed between the side surfaces of the secondary-cast reinforced concrete base layer (3’) and the asphalt road surface (5’) and above the rail bottom, inside the rail waist, and below the rail head of the rail (1) is provided with the rubber damping material (2). The waterproof isolation material (6) is provided in the space between the rail head of the rail (1), the asphalt road surface (5’), and the rubber damping material (2). The top surfaces of the rail head of the rail (1), the waterproof isolation material (6), and the asphalt road surface (5’) are flush; The waterproof isolation material (6) is formed by reserving a space for the waterproof isolation material (6) on both sides of the rail head with a mold, compacting the asphalt road surface transition section (5) on the outer side of the rail and the asphalt road surface (5’) on the inner side of the rail by rolling, and then pouring after removing the molds on both sides of the rail head; An asphalt tack coat (7) is provided between the vertical part (41) of the reinforced concrete road surface and the asphalt road surface transition section (5).

2. The structure for connecting the asphalt road surface and the rail at the level crossing of a tram as claimed in claim 1, wherein: The rail (1) is an I-shaped steel rail.

3. The structure for connecting the asphalt road surface and the rail at the level crossing of a tram as claimed in claim 1, wherein: The rail (1) is a 50 kg / m I-shaped steel rail.

4. The structure for connecting the asphalt pavement and the steel rail at the level crossing of the tramcar, as described in claim 1, is characterized in that: The steel rail (1) is a trough rail of the tramcar.

5. The structure for connecting the asphalt pavement and the steel rail at the level crossing of the tramcar, as described in claim 1, is characterized in that: The steel rail (1) is a 60R2 trough rail of the tramcar.

6. The structure for connecting the asphalt pavement and the steel rail at the level crossing of the tramcar, as described in claim 1, is characterized in that: The rubber damping material (2) is adhesively connected to the steel rail (1).

7. A construction method for the structure connecting the asphalt pavement and the steel rail at the level crossing of a tram, characterized in that, It includes the following steps: S1. Install the formwork and fixing system of the tramcar steel rail (1); S2. Paste the rubber damping material (2) on the inner and outer sides of the steel rail (1); S3. Pour the reinforced concrete base layer (3) under the two steel rails and wait for it to reach the predetermined strength; S4. Above the concrete secondary pouring demarcation line (8) of the reinforced concrete base layer (3), on the outer sides of the two steel rails (1), pour the reinforced concrete pavement (4) into an L shape; on the inner sides between the two steel rails (1), pour the secondary pouring reinforced concrete base layer (3’) into a flat layer; S5. Reserve the space for the waterproof isolation material (6) on both sides of the rail head with a mold; S6. On the outer sides of the two steel rails (1), spread the asphalt pavement transition section (5) on the horizontal part (42) of the reinforced concrete pavement; on the inner sides between the two steel rails (1), spread the asphalt pavement (5’) on the secondary pouring reinforced concrete base layer (3’); S7. Roll the outer asphalt pavement transition section (5) and the inner asphalt pavement (5’); S8. Remove the molds on both sides of the rail head and pour the waterproof isolation material (6).

8. The construction method of the structure for connecting the asphalt pavement and the steel rail at the level crossing of the tramcar, as described in claim 7, is characterized in that: In S5, the width requirement of the molds on both sides of the rail head is to prevent the inner asphalt pavement (5’) in S6 and S7 from appearing above the rubber damping material (2).

9. The construction method of the structure for connecting the asphalt pavement and the steel rail at the level crossing of the tramcar, as described in claim 7, is characterized in that: In S6, before spreading the asphalt pavement transition section (5), first spray the asphalt tack coat (7) on the outer side of the vertical part (41) of the reinforced concrete pavement.

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