Reinforcing structure for lateral force transmission of rail bearing groove of monolithic track bed

Abstract

The invention discloses a reinforcing structure for lateral force transmission of a monolithic track bed rail bearing groove, belongs to the technical field of ballastless track structure design and construction, structurally aims to optimize mechanical transmission performance, overall stability and durability of a railway track, and is particularly suitable for a track structure system which is high in load and runs for a long time. The structure is composed of a U-shaped steel plate and a U-shaped reinforcement cage, and the complex load of the track is shared through accurate matching. The U-shaped steel plate is positioned and fixed on the track panel before a ballast bed is poured, and the reinforcement cage is inserted and assembled in the steel plate, so that the supporting force is enhanced. Compared with the traditional design, the U-shaped steel plate improves the rigidity of the ballast bed, provides more reliable support, and reduces the stress concentration and deformation risk of the end part of the track plate; the reinforcement cage serves as a secondary reinforcing structure in operation, torque is effectively dispersed, and concrete stress concentration is reduced. The combination of the U-shaped steel plate and the reinforcement cage obviously prolongs the service life of the track, and especially shows excellent structure retentivity in severe environments such as heavy load, high speed, frequent load alternation and the like.

Description

Technical Field

[0001] The present invention relates to the technical field of design and construction of ballastless tracks for rail transit, and in particular to a reinforcement structure for transmitting force on the side of a rail groove of an integral roadbed. Background Art

[0002] At present, the integral trackbed in the field of rail transportation occasionally breaks and cracks during long-term use due to the dynamic loads generated by train operation and external environmental factors such as temperature changes and humidity erosion. The damage to the track will not only affect the flatness of the track and the stability of train operation, but will also further increase the fatigue accumulation risk of the overall structure. Due to the integrated characteristics of the integral trackbed structure, damage repair usually faces great technical difficulties, especially in terms of locating the cracked parts, controlling the expansion of cracks, and the impact on the strength and durability of the original trackbed structure during the repair process. Traditional repair methods often involve a lot of manual operations, time costs and material consumption, and it is difficult to carry out rapid repairs without affecting train operation. Therefore, improving the crack resistance of the trackbed structure and providing effective reinforcement methods have become one of the important issues that need to be solved urgently.

[0003] In response to the problem of damage and cracking of the entire track bed, a reinforcement structure based on an assembly frame connection of U-shaped steel cages and steel plates is proposed. This reinforcement structure improves the crack resistance and bending strength of the track bed by introducing a combination of U-shaped steel plates and U-shaped steel cages at key parts of the track bed. The ratio of the length of the left and right sides of the U-shaped steel plate to the bottom width can be adjusted according to the working conditions to ensure that the track bed structure can evenly distribute stress under different load conditions and reduce the probability of cracks. At the same time, the combination of U-shaped steel plates and U-shaped steel cages can provide additional rigid support for the entire track bed, increase its bearing capacity, and delay fatigue damage caused by long-term train operation. The design of this reinforcement structure simplifies the on-site construction process and can be quickly and accurately installed in weak areas of the track bed, effectively solving the problem of repairing the entire track bed after damage.

[0004] This U-shaped steel cage and plate reinforcement structure is suitable for a variety of complex line scenarios, particularly in trackbed repair on trunk lines, curved sections, ramps, and tunnels subject to frequent train traffic. On heavy-haul and high-speed railways, where trackbed stability and durability are critical, this reinforcement structure can be used to preemptively strengthen key areas and reduce the likelihood of future damage. Summary of the Invention

[0005] In response to at least one of the defects or improvements of the track structure such as damage and cracking in the prior art, an embodiment of the present invention provides a reinforcement method for an integral trackbed type ballastless track structure to improve the stress of the track structure, extend the service life of the track structure, and reduce the maintenance frequency of the overall track structure.

[0006] To achieve the above objectives, an embodiment of the present invention provides a method for reinforcing an integral ballastless track structure, comprising: a combined assembly consisting of a U-shaped steel plate and transverse steel bars, longitudinal stirrups, and connecting steel bars.

[0007] The track bed unit is a steel plate-reinforced concrete structure, which is cast in situ on the lower foundation. The exposed U-shaped steel cage and U-shaped steel plate are wrapped in the cast-in-situ concrete material of the track bed unit after assembly, so that the U-shaped reinforcement structure, the track bed unit and the lower foundation form an integral structure, which is used to improve the damage caused by cumulative damage to the overall track structure during long-term train operation.

[0008] When assembling the U-shaped steel plates of the integral reinforcement, they are symmetrically distributed along the two sides according to the position of the centerline of the track structure, with the same number of steel plates on each side and arranged longitudinally along the track structure. The track plate configuration varies depending on the arrangement method. For unitized track plates, the same number of integral combined reinforcement structures as the track structure units on one side are symmetrically arranged along the longitudinal direction. For continuous track plates, a specific number of integral reinforcement structure units are arranged along both sides of the centerline of the track structure, and adjacent reinforcement structures are fixed with longitudinal steel plate clips or transverse connecting steel bars.

[0009] Another aspect of the present invention provides a construction method for an integral ballastless track structure, which is used for constructing a track structure reinforcement device, and comprises the following steps:

[0010] (1) Before construction, the construction of the lower foundation and the assembly of the U-shaped steel cage and the U-shaped steel plate are completed so that the lower foundation and the U-shaped reinforcement structure meet the construction requirements;

[0011] (2) For the unitized integral trackbed, according to the installation method of the track row, the U-shaped reinforcement structure assembly unit of the track structure is placed at the bottom of each integral trackbed unit, and the horizontal accuracy, high and low accuracy of the U-shaped reinforcement structure assembly and the accuracy of the spatial geometric position of the integral structure are measured, and the error is required to be within the design range.

[0012] (3) For the continuous integral track bed, the selection is made based on the specific number of integral reinforcement structural units and the longitudinal dimensions of the track structure. The U-shaped integral reinforcement structure has a flexible arrangement method. After arranging several U-shaped integral reinforcement structural units, the end of the U-shaped steel plate unit and the transverse reinforcement of the structure end are hinged in turn. The hinge method between the reinforcement and the reinforcement, and the reinforcement and the steel plate are tightened by 10mm steel bars. The hinge method between the steel plates is to use steel plate clips or steel plate connecting steel bars. Then, the horizontal accuracy, high and low accuracy of several U-shaped integral reinforcement structures and the accuracy of the spatial geometric position of the overall structure are measured. The error is required to be within the design range. Finally, the longitudinal stirrups of each U-shaped integral reinforcement structural unit are fixed with steel wire;

[0013] (4) Setting up a special mold for the roadbed, fully wetting the top surface of the sleepers and the lower foundation, and pouring concrete into the mold to form the roadbed unit; by separately casting and forming multiple roadbed units in the longitudinal direction, the casting and forming of the roadbed of the ballastless track structure is completed. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a schematic diagram of the combined assembly of the U-shaped steel cage and U-shaped steel plate of the present invention adapted to the unitized integral track bed. Section AA in the figure is a section through the centers of two sleepers at any point perpendicular to the center line of the track, and section BB is a section through the center of the unitized integral track bed on one side in the longitudinal direction of the track structure.

[0015] Figure 2 It is an AA cross-sectional view of the unitized integral track bed of the present invention, which includes examples of components such as sleepers and fastener systems, a combined assembly of a U-shaped steel cage and a U-shaped steel plate, longitudinal reinforcing steel bars, transverse stirrups in the middle area of ​​the track structure, stirrups at the bottom of the U-shaped reinforcement assembly, and stirrups on both sides of the U-shaped reinforcement assembly.

[0016] Figure 3 It is a schematic diagram of a U-shaped steel plate of the present invention.

[0017] Figure 4 It is a cross-sectional view of the unitized integral track bed BB of the present invention.

[0018] Figure 5 It is a schematic diagram of an arbitrary short sleeper in a unitized integral track bed of the present invention and a U-shaped reinforcement assembly inside (not at the end) a track slab unit, or an arbitrary short sleeper in a continuous integral track bed and a U-shaped steel plate-rebar reinforcement assembly inside (not at the end) a track slab.

[0019] Figure 6 This is a schematic diagram of the U-shaped steel cage and U-shaped steel plate combined assembly of the present invention adapted to a continuous integral track bed, wherein the section AA in the figure is the connecting section between the ends of two groups of a specific number of integral reinforcement structural units.

[0020] Figure 7 This is an AA cross-sectional view of the continuous integral roadbed of the present invention, which emphasizes the steel plate snap-on connection between two groups of a specific number of integral reinforced structural units.

[0021] Figure 8 This is a schematic diagram of the steel plate snap-on connection between two longitudinal steel plates in the AA cross-sectional view of the continuous integral track bed of the present invention.

[0022] Figure 9 This is an AA cross-sectional view of the continuous integral roadbed of the present invention, which emphasizes the transverse connecting steel bar connection mode between two groups of a specific number of integral reinforced structural units.

[0023] Figure 10 This is a schematic diagram of the connection between two longitudinal steel plates using transverse reinforcement in the AA cross-sectional view of the continuous integral track bed of the present invention.

[0024] In all the drawings, the same reference numerals represent the same technical features, specifically:

[0025] 1. U-shaped steel plate structure; 2. Transverse reinforcement at the bottom of the rail groove; 3. Transverse reinforcement on both sides of the steel plate; 4. Longitudinal stirrups at the bottom of the rail groove; 5. Longitudinal stirrups; 6. Longitudinal stirrups at the ends of the U-shaped reinforcement structure; 7. Transverse reinforcement at the ends of the U-shaped reinforcement structure; 8. Ends of the U-shaped steel plate structure; 9. Transverse stirrups at the center of the track; 10. Longitudinal reinforcement at the center of the track; 11. Fastener system; 12. Rails; 13. Sleepers; 14. Longitudinal connecting stirrups at the ends between U-shaped reinforcement structure units; 15. Connecting clips of the end steel plates between U-shaped reinforcement structure units; 16. Transverse connecting reinforcement of the end steel plates between U-shaped reinforcement structure units.

Claims

1. An integral U-shaped steel cage and U-shaped steel plate combined assembly structure, used for improving the integral track bed reinforcement structure of force transmission on the side of the rail groove, the U-shaped steel plate is composed of a plurality of U-shaped steel plate units, and a through hole corresponding to the steel bar is reserved on the steel plate (1), and the size at the end of the U-shaped steel plate is slightly smaller than that in the middle. The prefabricated U-shaped steel cage includes transverse steel bars, longitudinal stirrups and connecting stirrups. The transverse steel bars mainly include the transverse steel bars (2) at the bottom of the rail groove at the bottom of the U-shaped steel plate and the transverse steel bars (3) on both sides of the U-shaped steel plate. The longitudinal steel bars (4) mainly clamp the transverse steel bars at the bottom of the U-shaped steel plate and the rail groove in the longitudinal direction. The connecting bars mainly include the steel bars (5) for longitudinally connecting the transverse steel bars on both sides of the U-shaped steel plate and the longitudinal connecting steel bars (6) between the steel bar steel plate structural units at the end of the track plate. The integral U-shaped steel bar-steel plate reinforcement structure is tied and fixed with steel wire, characterized in that: According to the design requirements of the track structure, the transverse spatial dimensions of the single-span track structure unit are determined, and then the two rows of transverse steel bars (2) at the bottom of the U-shaped integral reinforcement structure and the three rows of transverse steel bars (3) on both sides of the U-shaped integral reinforcement structure are inserted and positioned at the through holes of the U-shaped steel plate (1). According to the longitudinal dimensions and vertical dimensions of the three rows of transverse steel bars (3) on both sides of the U-shaped integral reinforcement structure, the longitudinal connecting steel bars (5) used to clamp the three rows of transverse steel bars on both sides of the U-shaped steel plate are determined, and four groups are evenly distributed along the transverse direction on both sides of the single-span track structure. According to the line selection and the design requirements of the track structure type, the longitudinal dimensions of the track structure unit are determined, and then the transverse steel bars inserted at the bottom of the U-shaped steel plate (1) are clamped longitudinally, and the longitudinal stirrups (4) run through the entire bottom of the U-shaped steel plate along the longitudinal direction of the track structure unit. According to the dimensions of the last group of sleepers and the end of the ballast bed of the track structure unit, the geometric dimensions of the ends (8) of the U-shaped steel plate structure are determined, and then two groups of transverse steel bars (7) with smaller spacing are inserted according to the dimensions of the steel plate ends (8). After the assembly is completed, it is fixed as a whole to form an integral U-shaped steel plate-steel reinforcement structural unit.

2. The assembly frame connection reinforcement structure of the U-shaped steel cage and the steel plate as claimed in claim 1, characterized in that: According to the design type of the track structure, if the track structure is distributed continuously as a whole, the U-shaped steel plate-rebar unit is arranged longitudinally according to the design size of the whole U-shaped steel plate-rebar unit. The size of the U-shaped steel plate-rebar unit can be flexibly designed and specifically designed according to the different numbers of sleepers on both sides of the track structure. The connection of the ends of the U-shaped steel plate-rebar is mainly composed of longitudinal stirrups (14) connecting the end transverse steel bars and longitudinal steel plate buckles (15) or transverse connecting steel bars (16) connecting the ends of the three longitudinal steel plates in the U-shaped overall reinforcement structure.

3. The U-shaped steel cage and steel plate assembly frame connection reinforcement structure as claimed in claim 1, characterized in that: The two rows of transverse steel bars (2) at the bottom of the U-shaped steel plate (1), the three rows of transverse steel bars (3) on both sides of the U-shaped steel plate unit, the transverse steel bars (7) on one side of the end of the U-shaped steel plate unit, and all longitudinal sections and vertical sections of the U-shaped steel plate are kept within a range of not less than 30 mm with the transverse, longitudinal and vertical end faces of the single-span track plate unit.

4. The U-shaped steel cage and steel plate assembly frame connection reinforcement structure as claimed in claim 1, characterized in that: The longitudinal connection method of the integral combined reinforcement structure is selected according to the line design requirements. If the integral roadbed structure adopts a unit plate structure, the corresponding longitudinal reinforcement structure is selected according to the longitudinal size of the unit structure. The longitudinal size of the unit integral roadbed and the concrete protective layer determine the length and spacing of the U-shaped steel cage and the steel plate, and the overall stability and strength of the roadbed are guaranteed through reasonable longitudinal reinforcement methods.

5. The U-shaped steel cage and steel plate assembly frame connection reinforcement structure as claimed in claim 1, characterized in that: The longitudinal connection method of the reinforcement structure is selected according to the line design requirements. If the overall ballast bed structure adopts a continuous track structure, the reinforcement structure of the U-shaped steel cage and the steel plate is interactively designed according to the actual size of the overall ballast bed. The reinforcement structure can be connected to each other by hinged end steel plates and hoop end transverse steel bars in a multi-section splicing manner. The hinged connection method can ensure the flexibility between the reinforcement structures while maintaining the continuity and uniform force of the overall ballast bed, thereby improving the ballast bed's ability to resist deformation in the longitudinal direction.

6. The U-shaped steel cage and steel plate assembly frame connection reinforcement structure as claimed in claim 1, characterized in that: The U-shaped overall reinforcement structure is arranged longitudinally and symmetrically along the center line of the track structure. The U-shaped steel plate unit is longitudinally symmetrical on the center line of the single span of the track structure, and three steel plates are evenly distributed on both sides of the center line, ensuring the symmetry and stability of the overall structure. The steel bars are distributed transversely and symmetrically along the center line of the single span of the track structure, further enhancing the balance of the overall structure in transverse force. This longitudinal and transverse bidirectional symmetrical design not only improves the accuracy of the structure during construction and reduces spatial geometric errors, but also enhances the overall stiffness and deformation resistance of the structure, effectively improving the mechanical properties and durability after assembly.

7. The U-shaped steel cage and steel plate assembly frame connection reinforcement structure as claimed in claim 1, characterized in that: The U-shaped steel plate, transverse steel bars, longitudinal stirrups and connecting bars of the overall U-shaped reinforcement structure are tied and connected by high-strength steel wires to ensure close connection and uniform force between the components. The fixing method of the steel plate buckle can be to fix the buckle on the steel plate by bolts, or to adopt a direct clamping method to firmly connect the end faces of two adjacent steel plates together by the buckle to achieve a reliable connection. Finally, a reinforced assembly structure composed of an overall U-shaped steel plate and steel bars is formed, thereby further enhancing the tensile, bending and shearing properties of the overall structure, ensuring the structural stability and durability of the assembly under complex load conditions.

8. The U-shaped steel cage and steel plate assembly frame connection reinforcement structure as claimed in claim 1, characterized in that: The vertical height (on both sides of the rail groove), the top longitudinal width (between two adjacent sleeper units) and the longitudinal width of the steel plate (at the bottom of the rail groove) of the U-shaped steel plate structure are determined according to the relative positions of the sleepers in the track structure. The in-groove geometric dimensions of the U-shaped steel plate and the top longitudinal width of the steel plate are determined according to the vertical height and width of the sleepers, the longitudinal spacing between two adjacent sleeper units and the concrete protective layer described in claim 3.

9. The U-shaped steel cage and steel plate assembly frame connection reinforcement structure as claimed in claim 1, characterized in that: The positioning of the reinforcement structure assembly needs to be precisely calibrated according to the design requirements of the line to ensure that the U-shaped steel cage and the steel plate are assembled in the corresponding positions of the integral roadbed. The calibration process uses a laser level, a total station or other high-precision measuring instruments to gradually calibrate and adjust the spatial geometric position of the assembly to ensure that its longitudinal, transverse and vertical positions meet the line design standards. The positioning method is to first locate the spatial position of the steel plate, then locate the longitudinal steel bars according to the reserved through holes on the steel plate, and finally locate the spatial position of the U-shaped integral reinforcement structure. The horizontal accuracy of the reinforcement structure assembly is controlled by adjusting the support device and the horizontal calibration tool. During assembly, the relative spatial position of the steel cage and the steel plate is gradually fine-tuned by adjusting bolts, pads or other height adjustment devices to ensure that the reinforcement structure avoids problems such as tilting or local unevenness. The height and low accuracy of the reinforcement structure assembly controls the vertical accuracy of the steel cage and steel plate assembly through the height adjustment device to ensure that the height deviation of each component after installation is within 1mm. The foundation height of different sections and different lines is measured, and the installation height of the steel bars and steel plates is calibrated section by section based on the measurement data.

10. The U-shaped steel cage and steel plate assembly frame connection reinforcement structure as claimed in claim 1, characterized in that: The lengths of the left and right sides of the U-shaped steel plate unit are i The ratio between the bottom width b is dynamically adjusted according to the working conditions, and the value of the ratio is a i =c×b, c is the proportional factor, (i=1,2,3…) and c≤1. The geometric design within this proportional range is adjusted according to the load, stress distribution and other working parameters of the line to ensure that the U-shaped steel plate can meet the design requirements of the line structure at different times and under different working conditions. The U-shaped steel plate realizes flexible adjustment of size without fixing the specific size through proportional geometric design, ensuring that it can adapt to a variety of application scenarios. When the value of c is less than or equal to 1, the length of the left and right sides of the steel plate does not exceed the bottom width. This design is suitable for line structures under different working conditions, and can provide effective resistance to lateral and longitudinal stresses. While ensuring the overall structural strength, it can adapt to the roadbed structure requirements of various complex environments. In addition, the dynamic adjustment of the proportional relationship can also optimize material utilization, avoid structural redundancy or insufficiency caused by excessive or small size, and achieve flexibility in design and application while maintaining structural stability.

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