Linear rail transformation method of ballastless track

Abstract

The invention discloses a linear rail transformation method of a ballastless track, which comprises the following steps of: removing a rail in a to-be-transformed area and widening an original track bed according to a design file to obtain a newly-built track bed; sleeper concrete higher than the surface of a roadbed slab on the newly-built roadbed is removed, and an under-slab base plate is laid, wherein the under-slab base plate is used for adjusting the elevation of a to-be-laid rail; an iron base plate is laid on the lower base plate of each laid plate, and the iron base plates are fixedly connected with the newly-built ballast bed; a rail to be laid is laid to the corresponding position of the iron base plate according to a design file; and the rail to be laid is fixed to the iron base plate through a rail gauge adjusting device. The method does not need to re-lay the ballast bed of the turnout area, so that the construction is more convenient, the construction time is short, and the application range is wide.

Description

Technical Field

[0001] The present invention relates to the field of rail transit, and particularly to a method for reconstructing a straight railway track of a ballastless track. Background Art

[0002] With the development of rail transit in China and the continuous update of construction plans, it is inevitable to insert turnouts in the existing ballastless track sections. Currently, the method of removing and reconstructing is mostly adopted for inserting turnouts in existing ballastless track sections, that is, removing the ballastless bed in the area where the turnout is to be inserted and laying the curved bed or turnout bed again as a whole. Such operation not only has a large amount of work but also affects the operation of the existing railway. Summary of the Invention

[0003] To solve the problems existing in the prior art, the present invention provides a method for reconstructing a straight railway track of a ballastless track, which is convenient and fast in construction, has a relatively small amount of work, and has a wide range of applications.

[0004] For this purpose, the present invention adopts the following technical solutions:

[0005] A method for reconstructing a straight railway track of a ballastless track includes the following steps:

[0006] Remove the railway track in the area to be reconstructed and widen the original bed according to the design document to obtain a newly built bed;

[0007] Remove the sleeper concrete above the surface of the bed slab on the newly built bed, and lay an under-slab pad at the position of the original sleeper, and the under-slab pad is used to adjust the elevation of the railway track to be laid;

[0008] Lay a tie plate on each laid under-slab pad and fixedly connect them to the newly built bed;

[0009] Lay the railway track to be laid at the corresponding position of the tie plate according to the design document;

[0010] Use a gauge adjustment device to fix the railway track to be laid on the tie plate.

[0011] The area to be reconstructed is an area where a turnout is to be inserted or an area where a curved railway track is to be inserted; when widening the original bed, a rebar planting operation is also carried out.

[0012] When the area to be reconstructed is an area where a turnout is to be inserted, when laying the railway track, directly lay the prefabricated turnout area railway track at the corresponding position of the tie plate according to the design document;

[0013] When the area to be reconstructed is an area where a curved railway track is to be inserted, when laying the railway track, first displace the straight railway track and then lay it at the predetermined position to obtain a curved railway track that meets the curve radius in the design document.

[0014] A long hole parallel to its long side is provided in the middle of the tie plate. The cross-sectional shape of the long hole is adapted to the shape of the head of the positioning bolt, so that the positioning bolt can move along the long hole to adjust its position and the gauge adjustment device can be fixed at a suitable position by a nut. The under-sleeper pad is fixedly connected to the tie plate and the new roadbed. The gauge adjustment device is provided with a limiting part and bolt holes for fixation. The limiting part is used to fix the rail by pressing the base of the rail.

[0015] The limiting part is a flange formed by the outward extension of the top of the side of the gauge adjustment device for pressing the base of the rail. The shape of the side of the gauge adjustment device in contact with the rail is adapted to the shape of the corresponding part of the rail. In addition, a number of limiting grooves are equidistantly provided on both sides of the long hole on the upper surface of the tie plate.

[0016] In one embodiment, the gauge adjustment device is arranged between two adjacent rails, and the limiting parts are formed on both sides of the gauge adjustment device and are in contact with the rails on both sides.

[0017] In another embodiment, the gauge adjustment device is arranged outside the outermost rail, and the limiting part is arranged on the side in contact with the rail.

[0018] In yet another embodiment, the gauge adjustment device is arranged between two relatively distant rails or outside the outermost rail, and the limiting part is arranged on the side of the gauge adjustment device in contact with the rail. A limiting lug is further provided at the bottom of the side of the gauge adjustment device away from the rail, and the limiting lug is inserted into the limiting groove on the tie plate.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] 1. Since the method of the present invention does not require re-laying the roadbed in the area to be renovated, the construction is more convenient, which not only reduces the construction cost but also significantly shortens the construction period.

[0021] 2. The method of the present invention is not limited by the number and size of the rails to be laid in the turnout area, especially in the frog area, and can be renovated, with a wide range of applications.

[0022] 3. Since there are many existing turnout models, the types of turnout rail fixing devices are complex. However, the gauge adjustment device used in the method of the present invention has good adaptability to various types of turnouts and strong versatility.

[0023] 4. The gauge adjustment device used in the method of the present invention is applicable to curves with different radii. Especially for small-radius curves with a large amount of rail deflection, the project investment is greatly reduced. Description of the Drawings

[0024] Figure 1 Flow chart of the embodiment of the present invention;

[0025] Figure 2 Schematic diagram of the states before and after the transformation of a straight railway track line into a railway turnout area line in the first embodiment;

[0026] Figure 3 Schematic diagram of the states before and after the transformation of a straight railway track line into a curved railway line in the second embodiment;

[0027] Figure 4 Schematic diagram of the state after the construction of step S2 in the first and second embodiments;

[0028] Figure 5 Top view structural schematic diagram of a part of the railway turnout area after the transformation of the present invention;

[0029] Figure 6 Top view structural schematic diagram of the rail tie plate in the embodiment of the present invention;

[0030] Figure 7 Cross-sectional schematic diagram of the rail tie plate in the embodiment of the present invention;

[0031] Figure 8 Structural schematic diagram of the first gauge block in the embodiment of the present invention;

[0032] Figure 9 Structural schematic diagram of the second gauge block in the embodiment of the present invention;

[0033] Figure 10 Structural schematic diagram of the third gauge block in the embodiment of the present invention;

[0034] Figure 11 Cross-sectional structural schematic diagram of an arrangement mode of the turnout area rails in the embodiment;

[0035] Figure 12 Cross-sectional structural schematic diagram of another arrangement mode of the turnout area rails in the embodiment;

[0036] Figure 13 Cross-sectional structural schematic diagram of an arrangement mode of a curved railway track in the embodiment;

[0037] Wherein:

[0038] 1. Under-plate pad, 2. Rail tie plate, 3. Gauge adjustment device, 4. Ballast bolt, 5. Positioning bolt, 6. Rail, 7. Limiting part, 201. Long hole, 202. Limiting groove, 301. First gauge block, 302. Second gauge block, 303. Third gauge block, 304. Limiting convex foot, 8. Newly built ballast, 801. New ballast, 802. Original ballast, 803. Original sleeper, 9. Through hole. Detailed implementation manners

[0039] The technical solutions of the present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments.

[0040] Embodiment 1

[0041] The transformation method of this embodiment is applied to double-block ballastless tracks or slab ballastless tracks and is used to transform a straight railway track line into a railway turnout area line. Refer to Figure 1 、 Figure 2 、 Figure 4 and Figure 5 , the transformation method includes the following steps:

[0042] S1, widen the original roadbed:

[0043] First, remove the original railway tracks in the area where the turnout is to be inserted, and widen the roadbed in the turnout area according to the design document to obtain the turnout area roadbed. For widening the roadbed, the connection between the new and old concrete is specifically strengthened by the way of implanting steel bars.

[0044] S2, process the sleeper concrete and lay the under-slab pads:

[0045] First, remove the sleeper concrete on the turnout area roadbed that is higher than the surface of the roadbed slab, lay the under-slab pad 1 at the position of the original sleeper according to the design document, and keep the elevation of each under-slab pad 1 unified. The new roadbed 801 and the original roadbed 802 form the newly built roadbed 8, and the under-slab pads 1 are laid on them. The structure in the original roadbed 802 is the part of the original sleeper 803 remaining in the roadbed.

[0046] S3, set the tie plates:

[0047] First, lay the tie plates 2 on each under-slab pad 1 laid in S2, and then fixedly connect the under-slab pads 1 and the tie plates 2 to the turnout area roadbed through the roadbed bolts.

[0048] S4, lay the railway tracks:

[0049] Lay the prefabricated turnout area railway tracks at the corresponding positions of the tie plates according to the design document.

[0050] S5, set the gauge adjustment device:

[0051] Set gauge adjustment devices 3 of different types and lengths at the corresponding positions according to the design document and fix the gauge adjustment devices 3 to the corresponding tie plates 2 through the positioning bolts 5, so that the limiting parts 7 on the gauge adjustment devices 3 press against the turnout area railway tracks laid in S4.

[0052] Embodiment 2

[0053] The renovation method of this embodiment is applied to double-block ballastless track or slab ballastless track, and is used to transform a straight railway track line into a curved railway track line. As Figure 1 , Figure 3 and Figure 4 shown, the renovation method includes the following steps:

[0054] S1, widen the original roadbed:

[0055] First, remove the original railway tracks in the area where the curved railway tracks are to be inserted, and widen the original roadbed according to the design document to obtain a curved roadbed. For widening the roadbed, the connection between the new and old concrete is specifically strengthened by the way of implanting steel bars.

[0056] S2, process the sleeper concrete and install the under-slab pads:

[0057] First, remove the sleeper concrete on the curved roadbed that is higher than the surface of the roadbed slab, lay the under-slab pads 1 at the positions of the original sleepers according to the design document, and keep the elevation of each under-slab pad 1 unified. The new roadbed 801 and the original roadbed 802 form the newly built roadbed 8, and the under-slab pads 1 are laid on the newly built roadbed 8. The structure in the original roadbed 802 is the part of the original sleeper 803 remaining inside the roadbed.

[0058] S3, set the baseplates:

[0059] First, lay the baseplates on each under-slab pad completed in S2, and then fixedly connect the under-slab pads, the baseplates and the curved roadbed through the roadbed bolts.

[0060] S4, lay the railway tracks:

[0061] Shift the straight railway tracks and lay them at the predetermined positions to obtain the curved railway tracks that meet the curve radius in the design document.

[0062] S5, set the gauge adjustment device:

[0063] According to the design document, set gauge adjustment devices 3 of different types and lengths at the corresponding positions and fix the gauge adjustment devices 3 to the corresponding baseplates 2 through the positioning bolts 5, so that the limiting parts 7 on the gauge adjustment devices 3 press against the railway tracks laid in S4.

[0064] Embodiment 3

[0065] As Figure 5 , Figure 11 and Figure 12 shown, in the railway turnout area renovated by using the method of the present invention, a plurality of equally spaced and parallel fastener devices are used to fix the railway tracks on the newly built roadbed. The fastener device includes an under-slab pad 1, a baseplate 2 and a gauge adjustment device 3.

[0066] The under-slab pad 1 is a rectangular plate with a certain thickness. It is arranged on the newly built roadbed 8 and is used to carry the tie plate 2 and the rail 6 installed on it, and make them in the designed elevation position.

[0067] As Figure 6 , Figure 7 , Figure 11 and Figure 12 shown, the tie plate 2 is installed on the under-slab pad 1, and a long hole 201 parallel to its long side is opened in the middle of the tie plate 2. Refer to Figure 7 . In the cross-section of the tie plate 2, the shape of the long hole 201 is adapted to the head shape of the positioning bolt 5, so that the positioning bolt 5 can move along the long hole to adjust the position and fix the gauge adjustment device 3 in a suitable position through a nut. A plurality of limit grooves 202 are opened at equal intervals along the length direction on both sides of the long hole 201.

[0068] The under-slab pad 1 and the tie plate 2 are both perpendicular to the straight rail, and the under-slab pad 1 and the tie plate 2 are fixed to the roadbed through the roadbed bolts 4. In the embodiment shown in the figure, through holes 9 are respectively arranged at both ends of the under-slab pad 1 and the tie plate 2 for installing the roadbed bolts 4 to fix to the roadbed.

[0069] There are three types of the gauge adjustment devices, namely the first gauge block 301, the second gauge block 302 and the third gauge block 303, where:

[0070] As Figure 8 shown, a bolt hole is opened in the middle of the first gauge block 301, and limit parts 7 are formed on both sides of the upper part. Refer to Figure 11 . The first gauge block 301 is fixed between two rails that are relatively close through the positioning bolt 5, and the two limit parts 7 respectively press against the bases (rail soles) of the two sides of the rails.

[0071] As Figure 9 shown, a bolt hole is opened in the middle of the second gauge block 302, and a limit part 7 is arranged on one side of the upper part. Refer to Figure 11 , Figure 12 . The second gauge block 302 is fixed between two rails that are relatively far apart or between the rail and the through hole 9 through the positioning bolt 5 for fixing the rail base on one side.

[0072] As Figure 10 shown, a bolt hole is opened in the middle of the third gauge block 303, a limit part 7 is arranged on one side of the upper part, and a limit convex foot 304 is arranged at the bottom of the other side. Refer to Figure 11 , Figure 12, the third gauge block 303 is used to fix the base of one side of the rail. Different from the second gauge block 302, the limiting lug 304 of the third gauge block 303 is also inserted into the limiting groove 202 on the tie plate 2.

[0073] As Figures 8 to 10 shown, the limiting part 7 is a flange formed by the outward extension of the top side of the gauge adjustment device, and is used to press the base (rail bottom) of the rail to fix the rail. Let the included angle between the outer edge of the top of the limiting part 7 and the adjacent edge be α, then: when the gauge adjustment device is used to fix a straight rail, α = 90°; when the gauge adjustment device is used to fix a curved rail, according to the different curve radii of the curved rail, a gauge adjustment device with a suitable α angle is selected. That is to say, for the gauge adjustment device used to press the base of the rail, the shape of the side in contact with the rail is adapted to the shape of the corresponding part of the rail.

[0074] The gauge adjustment device fixes the rail through the combined action of the limiting part 7 and the tie plate 2. The third gauge block 303 with a corresponding length can be selected according to the distance between the rail 6 and the limiting groove 202.

[0075] Figure 11 shown is an arrangement method of rails in a turnout area. Among them, a total of four rails are fixed by six limiting blocks, including two first gauge blocks 301, two second gauge blocks 302 and two third gauge blocks 303. They are fixed on the tie plate 2 through positioning bolts 5. The limiting part 7 presses the base of the rail, and the limiting lug 202 is clamped in the limiting groove.

[0076] Figure 12 shown is another arrangement method of rails in a turnout area. Since the four rails in the figure are all far apart, they are fixed by 8 limiting blocks, including six third gauge blocks and two second gauge blocks. They are fixed on the tie plate 2 through positioning bolts. The limiting part 7 presses the base of the rail, and the limiting lug is clamped in the limiting groove.

[0077] Figure 13 shown is an arrangement method of a curved rail. Two straight rails are fixed by 4 limiting blocks, including four third gauge blocks. They are fixed on the tie plate through positioning bolts. The limiting part presses the base of the rail, and the limiting lug is clamped in the limiting groove.

[0078] The materials of the components in the fastener device can refer to the materials of existing railway fasteners. The thickness and width of the tie plate 2 and the underplate 1 can refer to existing tie plates and underplates, or be adjusted according to actual situations.

[0079] The above further elaborates in detail the purpose, technical solution and beneficial effects of the present invention in combination with the embodiments. It should be understood that the above are only specific embodiments of the present invention and are not used to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for transforming a straight railway track of a ballastless track, characterized in that, It includes the following steps: Remove the rails in the area to be renovated and widen the original roadbed according to the design document to obtain a newly built roadbed; Remove the sleeper concrete on the newly built roadbed that is higher than the surface of the roadbed slab, and lay an under-sleeper pad at the original sleeper position, and the under-sleeper pad is used to adjust the elevation of the rails to be laid; Lay base plates on each laid under-sleeper pad and fixedly connect them to the newly built roadbed; Lay the rails to be laid at the corresponding positions of the base plates according to the design document; Use a gauge adjustment device to fix the rails to be laid to the base plates; 2. The method for reconstructing a straight railway track according to claim 1, wherein: The area to be renovated is an area where a turnout is to be inserted or an area where curved rails are to be inserted; when widening the original roadbed, a rebar planting operation is also carried out.

3. The method for straight rail renovation according to claim 2, characterized in that: When the area to be renovated is an area where a turnout is to be inserted, when laying the rails, directly lay the prefabricated turnout area rails at the corresponding positions of the base plates according to the design document; When the area to be renovated is an area where curved rails are to be inserted, when laying the rails, first deflect the straight rails and then lay them at the predetermined positions to obtain curved rails that meet the curve radius in the design document.

4. The method for straight rail renovation according to claim 1, characterized in that: A long hole parallel to its long side is opened in the middle of the base plate, and the cross-sectional shape of the long hole is adapted to the head shape of the positioning bolt, so that the positioning bolt can move along the long hole to adjust the position and fix the gauge adjustment device at a suitable position through a nut; The under-sleeper pad, the base plate and the newly built roadbed are fixedly connected; The gauge adjustment device is provided with a limiting part and bolt holes for fixing, and the limiting part is used to fix the rails by pressing the base of the rails; 5. The method for straight rail renovation according to claim 4, characterized in that: The limiting part is a flange formed by the outward extension of the top of the side of the gauge adjustment device for pressing the base of the rails; the shape of the side of the gauge adjustment device in contact with the rails is adapted to the shape of the corresponding part of the rails; 6. The method for transforming a straight railway track according to claim 4, characterized in that: On the upper surface of the base plate, a number of limiting grooves are also equidistantly opened along both sides of the long hole; 7. The straight railway track transformation method according to claim 6, characterized in that: The gauge adjustment device is arranged between two adjacent rails, and the limiting parts are formed on both sides of the gauge adjustment device and are in contact with the rails on both sides; 8. The straight railway track transformation method according to claim 6, characterized in that: The gauge adjustment device is arranged outside the outermost rail, and the limiting part is arranged on the side in contact with the rail; 9. The straight railway track transformation method according to claim 6, characterized in that: The gauge adjustment device is arranged between two relatively far rails or outside the outermost rail, and the limiting part is arranged on the side of the gauge adjustment device in contact with the rails; a limiting convex foot is also arranged at the bottom of the side of the gauge adjustment device away from the rails, and the limiting convex foot is inserted into the limiting groove on the base plate; 10. The method for straight railway track transformation according to claim 9, characterized in that: The distance between the limiting convex foot and the limiting part is determined according to the distance between the rail and the limiting groove.

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