Rail side semi-flexible transition structure of urban tramcar and construction method thereof

Abstract

The invention discloses a rail side semi-flexible transition structure of an urban tramcar and a construction method of the rail side semi-flexible transition structure. Asphalt concrete pavement and rail top sealant are provided with semi-flexible transition layers. The semi-flexible transition layer is made of a polymer composite material, and the rigidity of the semi-flexible transition layer is between the asphalt concrete pavement and the rail top sealant after the semi-flexible transition layer is hardened; the method comprises the following steps: 1, erecting a steel rail, and mounting a steel rail flexible package through an adhesive; 2, pouring a reinforced concrete roadbed slab, and embedding an asphalt laying protection plate; 3, laying asphalt concrete pavement according to road construction requirements; 4, after asphalt concrete pavement construction is completed and the strength is achieved, performing rail top sealant construction; and 5, cutting to remove the horizontal asphalt laying protective plate, heating the semi-flexible transition layer material by adopting a movable mixing machine, discharging and pouring after the semi-flexible transition layer material reaches a preset temperature, and forming the semi-flexible transition layer after the semi-flexible transition layer material is cooled and stabilized. By improving the cohesiveness and rigidity transition of the asphalt concrete and the rail top sealing layer, the problems of cracking and damage of the asphalt concrete on the steel rail side of the embedded monolithic track bed are solved.

Description

technical field [0001] The invention relates to the technical field of tram track construction, in particular to a semi-flexible transition structure on the rail side of an urban tram and a construction method thereof. Background technique [0002] Urban tram, as a medium-capacity urban rail transit system, has become an important part of my country's urban public transportation system. According to incomplete statistics, my country currently has more than 15 cities in operation, more than 20 cities under construction, and about 90 cities planning to build tram lines. Due to the long operation time, maintenance and repair can only be used during the night outage, and it is mainly in the form of ground lines, the main line of urban trams in my country generally adopts buried integral track beds. For ground-line mixed roads or level crossings, the buried monolithic ballast bed needs to be paved with asphalt concrete in combination with municipal roads. However, at the joint ...

AI Technical Summary

Problems solved by technology

However, at the joint between the rail and the asphalt concrete, since the asphalt aggregate and the rail wrapping are flexible materials, local compaction is not easy, resulting in insufficient compactness of the asphalt concrete on the rail side, and the transverse impact and rail vibration caused by social vehicle braking Many unfavorable factors, such as fatigue damage and uneven deformation of the rail flexible wrapping material under pressure, act together to cause cracks and damages, and the average width of cracks and damages reaches more than 5cm

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