Railway asphalt crossing laying method

Abstract

The invention discloses a railway asphalt crossing laying method, and relates to the technical field of railway crossings. The method comprises the steps of firstly excavating a foundation pit in a crossing area; then, concrete is poured in the foundation pit to serve as a concrete cushion layer; after the concrete cushion layer is cured, a reinforcing mesh is laid on the concrete cushion layer; then, a sleeper is laid on the reinforcing mesh; then, connecting a steel rail on the sleeper; thirdly, concrete filler is poured into the gaps between the concrete cushion layer and the reinforcing mesh and between the concrete cushion layer and the sleeper in the foundation pit till the concrete filler reaches the bottom of the steel rail; and after maintenance of the concrete filler is finished, asphalt filler is laid on the periphery of the steel rail in the foundation pit. According to the railway asphalt crossing laying method, the railway asphalt crossing obtained through the laying method has the advantages of being good in stability, high in bearing capacity and short in construction period, and the problems that an existing railway crossing is poor in stability, long in construction period or insufficient in bearing capacity are effectively solved.

Description

Technical Field

[0001] The present invention relates to the technical field of railway crossings, and in particular to a laying method for railway crossings inside steel plants. Background Art

[0002] Before the widespread application of integral ballast crossings, railway crossings inside steel plants mainly relied on steel plate crossings and precast rubber plate crossings. The steel plate crossing uses medium-thick plates as the surface layer, which is suitable for crossings with wooden sleepers at the bottom and is relatively easy to install; while the rubber crossing is quickly installed by directly laying precast rubber plates on the sleepers. However, both of these crossings have significant defects: ① The surface of the steel plate crossing is too smooth, which is likely to cause double-wheel vehicles to slip on rainy days, and it is difficult to firmly install the steel plates, resulting in a large impact on the lower sleepers, and there are potential safety hazards such as floating steel plates; ② The rubber crossing is prone to aging under the irradiation of solar ultraviolet rays, and its performance significantly deteriorates; at the same time, due to the unevenness of its foundation, when heavy-duty vehicles pass quickly, the crossing is likely to float, and its stability is poor.

[0003] In recent years, people have begun to try to change railway crossings from wooden sleepers and steel plate crossings to concrete integral ballast crossings. This change effectively solves potential hazards such as floating of crossing rails, significantly extends the maintenance cycle of crossings, and completely solves the problem of people falling due to the wet and slippery steel plates on rainy days. However, the concrete integral ballast crossing also has certain problems: ① According to the standard construction process, the construction of a 13-meter-long crossing takes 30 days (with concrete and early-strength agent). For crossings where heavy-duty vehicles frequently pass in the factory area, long-term blockade construction has a huge impact on railway and road traffic; ② If it is changed to an asphalt integral ballast crossing and constructed according to the ordinary construction process, although the construction time is shortened to 1 day, when heavy-duty vehicles pass, it is likely to cause the foundation to be unstable, resulting in the overall undulation of the crossing or deep rut marks in the area where the wheels roll, affecting the safe passage of vehicles, and the subsequent repair time is long, which is not conducive to traffic safety. Summary of the Invention

[0004] The present invention provides a laying method for railway asphalt crossings, which has the advantages of good stability, strong bearing capacity and short construction period, and effectively solves the problems of poor stability, long construction period or insufficient bearing capacity existing in existing railway crossings.

[0005] In order to solve the above problems, the technical solution adopted by the present invention is: It includes the following steps: A. First, excavate a foundation pit in the crossing area; B. Then, pour concrete in the foundation pit as a concrete cushion; C. After the curing of the concrete cushion is completed, lay a steel mesh above the concrete cushion; D. Then, lay sleepers above the steel mesh; E. Then, connect the rails to the sleepers; F. Next, pour concrete filling into the gaps between the concrete cushion, the steel mesh and the sleepers in the foundation pit until the bottom of the rail; G. After the curing of the concrete filling is completed, lay asphalt filling around the rail in the foundation pit.

[0006] In the above technical solution, a more specific technical solution may further be: the sleeper includes sleeper fasteners, and the sleeper fasteners are installed in the asphalt filling.

[0007] Further, in step C, the grid spacing of the steel mesh is 150 mm, and the distance between the steel mesh and the concrete cushion is 70 mm.

[0008] Further, in step G, the asphalt filling is medium-grained asphalt filling.

[0009] Further, in step G, the top of the asphalt filling is flush with the top of the rail.

[0010] Further, in step A, the concrete used for pouring the concrete cushion is concrete with grade C15.

[0011] Further, in step F, the concrete used for pouring the concrete filling is concrete with grade C40.

[0012] Further, in step G, the asphalt used for laying the asphalt filling is medium-grained asphalt mixture.

[0013] Further, in step G, the laying method of the asphalt filling is divided into two steps: ① In the first step, first lay the asphalt filling to two-thirds of the height of the rail and compact it; ② In the second step, then continue to lay the asphalt filling to the set height and compact it.

[0014] Further, the laying thickness of the asphalt filling is 150 mm, the laying thickness of the first step is 100 mm, and the laying thickness of the second step is 50 mm.

[0015] Due to the adoption of the above technical solution, the present invention has the following beneficial effects compared with the prior art: 1. The railway crossing laid according to the present invention has the advantages of good stability, strong load-bearing capacity, short construction period, etc., effectively solving the problems of poor stability, long construction period or insufficient load-bearing capacity existing in the existing railway crossings, and providing a strong guarantee for the safety and efficiency of railway transportation.

[0016] 2. The railway crossing laid by the present invention adopts a multi-layer structure design of a concrete cushion, a steel mesh, sleepers and concrete fillers, effectively solving the problem of poor stability existing in the existing railway crossings (such as steel plate crossings and rubber crossings). This structural design can resist the impact of heavy-duty vehicles, prevent the overall undulation of the crossing or the generation of deep rut marks in the wheel rolling area, thus ensuring the safe passage of vehicles.

[0017] 3. The addition of the steel mesh in the present invention and the firm connection between the sleepers and the rails endow it with stronger load-bearing capacity, which can meet the needs of frequent passage of heavy-duty vehicles and extend the service life of the crossing.

[0018] 4. Since the asphalt layer of the railway crossing laid by the present invention has a certain strength and good elasticity, the rolling gravity of the heavy vehicles carried is relieved and dispersed to a certain extent in the asphalt layer, which can reduce the maintenance time of the bottom concrete layer.

[0019] 5. The present invention can also adjust parameters such as the depth of the foundation pit, the grid spacing of the steel mesh, and the laying thickness of the asphalt filler according to the specific engineering requirements, showing good flexibility and adaptability, which is convenient for popularization and application under different geological conditions and traffic demands.

[0020] 6. Compared with the construction period of up to 30 days for the concrete monolithic track bed crossing, the present invention adopts a more efficient construction process. By combining precast components (such as concrete cushions, steel meshes, sleepers) and in-situ pouring, the construction time can be significantly shortened, and the impact on railway and highway traffic during construction can be reduced.

[0021] 7. The present invention places the sleeper fasteners in the asphalt filler, which not only optimizes the overall structure of the crossing, but more importantly, greatly improves the convenience of rail replacement. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic structural diagram of a railway asphalt crossing obtained by the method of the present invention.

[0023] Figure 2 is a schematic structural diagram of the steel mesh in the railway asphalt crossing of the present invention.

[0024] Figures 1-2 In the figure, reference numeral 1 - foundation pit, 2 - concrete cushion, 3 - steel mesh, 4 - sleeper, 5 - rail, 6 - concrete filler, 7 - asphalt filler, 8 - sleeper fastener. Detailed implementation manners

[0025] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments: Figures 1-2 The following is a schematic diagram of the railway asphalt crossing structure obtained by the laying method of the present invention. The laying method includes the following steps: A. First, excavate a foundation pit 1 in the crossing area; B. Then, pour concrete in the foundation pit 1 to form a concrete cushion 2; C. After the curing of the concrete cushion 2 is completed, lay a steel mesh 3 above the concrete cushion 2. The addition of the steel mesh 3 and the stable connection between the sleeper 4 and the rail 5 endow it with stronger bearing capacity, which can meet the needs of frequent passage of heavy-duty vehicles and extend the service life of the crossing; D. Next, lay the sleeper 4 above the steel mesh 3; E. Then, connect the rail 5 to the sleeper 4; F. Next, pour a concrete filling 6 into the gaps between the concrete cushion 2, the steel mesh 3 and the sleeper 4 in the foundation pit 1 until it reaches the bottom of the rail 5; G. After the curing of the concrete filling 6 is completed, lay an asphalt filling 7 around the rail 5 in the foundation pit 1. The asphalt filling 7 has a certain strength and good elasticity. The rolling gravity of the heavy vehicle is alleviated and dispersed to a certain extent in the asphalt layer, which can reduce the curing time of the bottom concrete cushion 2.

[0026] In the above embodiment, through the multi-layer structure design of the concrete cushion 2, the steel mesh 3, the sleeper 4 and the concrete filling 6, the problem of poor stability existing in the existing railway crossings (such as steel plate crossings and rubber crossings) is effectively solved. This structural design can resist the impact of heavy-duty vehicles, prevent the overall undulation of the crossing or the generation of deep rut marks in the wheel rolling area, thereby ensuring the safe passage of vehicles.

[0027] Preferably, the sleeper 4 includes a sleeper fastener 8, and the sleeper fastener 8 can be installed in the asphalt filling 7, which not only optimizes the overall structure of the crossing, but more importantly, greatly improves the convenience of replacing the rail 5. Since the asphalt material is easier to break than concrete, when the rail 5 needs to be replaced, the construction personnel only need to locally break the asphalt filling 7 to easily expose the sleeper fastener 8. Subsequently, by loosening the sleeper fastener 8, the old rail 5 to be replaced can be conveniently disassembled from the sleeper 4. After replacing the new rail 5, tighten the sleeper fastener 8 again and lay the asphalt filling 7 again to restore the integrity of the crossing. The whole process is both fast and efficient, significantly reducing the difficulty and cost of replacing the rail 5.

[0028] The present invention can also adjust parameters such as the depth of the foundation pit 1, the grid spacing of the steel mesh 3, and the laying thickness of the asphalt filler 7 according to specific engineering requirements, showing good flexibility and adaptability, which is convenient for popularization and application under different geological conditions and traffic demands.

[0029] In the above embodiment, in step C, the grid spacing of the steel mesh 3 is 150 mm, and the distance between the steel mesh 3 and the concrete cushion 2 is 70 mm.

[0030] In step G, the asphalt filler 7 is a medium-grained asphalt filler.

[0031] In step G, the top of the asphalt filler 7 is flush with the top of the rail 5.

[0032] In step A, the concrete used for pouring the concrete cushion 2 is concrete with a grade of C15.

[0033] In step F, the concrete used for pouring the concrete filler 6 is concrete with a grade of C40.

[0034] In step G, the asphalt used for laying the asphalt filler 7 is a medium-grained asphalt mixture.

[0035] In step G, the laying method of the asphalt filler 7 is divided into two steps: ① In the first step, first lay the asphalt filler 7 to two-thirds of the height of the rail 5 and compact it; ② In the second step, then continue to lay the asphalt filler 7 to the set height and compact it.

[0036] The laying thickness of the asphalt filler 7 is 150 mm, the laying thickness of the first step is 100 mm, and the laying thickness of the second step is 50 mm.

[0037] The method for replacing the rail of the railway asphalt crossing obtained by the laying method of the present invention is as follows: Break the asphalt filler 7 laid around the rail 5 in the foundation pit 1 to expose the sleeper fasteners 8 and loosen them. Remove the old rail 5 to be replaced from the sleeper 4, then install the new rail 5 on the sleeper 4, re-fasten the sleeper fasteners 8, and finally lay the asphalt filler 7 around the rail 5 in the foundation pit 1 again to complete the process of replacing the rail 5.

[0038] It should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A laying method for railway asphalt crossings, characterized in that It includes the following steps: A. First, excavate a foundation pit in the crossing area; B. Then, pour concrete in the foundation pit as a concrete cushion; C. After the curing of the concrete cushion is completed, lay a steel mesh above the concrete cushion; D. Next, lay sleepers above the steel mesh; E. Then, connect the rails to the sleepers; F. Next, pour a concrete filling material into the gaps between the concrete cushion, the steel mesh and the sleepers in the foundation pit until the bottom of the rail; G. After the curing of the concrete filling material is completed, lay an asphalt filling material around the rail in the foundation pit.

2. The laying method of the railway bituminous crossing according to claim 1, wherein: The sleeper includes sleeper fasteners, and the sleeper fasteners are installed in the asphalt filling material.

3. The method for laying railway asphalt crossings according to claim 1 or 2, characterized in that: In step C, the grid spacing of the steel mesh is 150 mm, and the distance between the steel mesh and the concrete cushion is 70 mm.

4. The laying method of the railway asphalt crossing according to claim 3, characterized in that: In step G, the asphalt filling material is a medium-grained asphalt filling material.

5. The method for laying railway asphalt crossings according to claim 4, characterized in that: In step G, the top of the asphalt filling material is flush with the top of the rail.

6. The method for laying a railway bituminous crossing according to claim 5, characterized in that: In step A, the concrete for pouring the concrete cushion is concrete with a grade of C15.

7. The laying method of the railway asphalt crossing according to claim 6, characterized in that: In step F, the concrete for pouring the concrete filling material is concrete with a grade of C40.

8. The laying method of the railway asphalt crossing according to claim 7, characterized in that: In step G, the asphalt for laying the asphalt filling material is a medium-grained asphalt mixture.

9. The method for laying railway asphalt crossings according to claim 8, characterized in that: In step G, the laying method of the asphalt filling material is divided into two steps: ① In the first step, first lay the asphalt filling material to two-thirds of the height of the rail and compact it; ② In the second step, then continue to lay the asphalt filling material to the set height and compact it.

10. The method for laying railway asphalt crossings according to claim 9, characterized in that: The laying thickness of the asphalt filling material is 150 mm, the laying thickness of the first step is 100 mm, and the laying thickness of the second step is 50 mm.

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