Railway track bed, method of installing a railway track bed and vessel

Abstract

The application relates to a train track base, a mounting method of the train track base and a ship, which is applied to a large-curvature area of a bow deck and / or a stern deck of the ship and comprises a base segment and a positioning component. The base segment is linear and has a plurality of base segments which are sequentially spliced along the bow-stern direction of the ship to form a whole linear type of the track base which is adapted to the curvature change of the deck, and the cross section of the base segment is concave. The positioning component has a plurality of positioning components which are respectively arranged at the splicing end portions of two adjacent base segments so that the base segments form a continuous track mounting base surface, and each positioning component is used for limiting the relative displacement of the two adjacent base segments in the vertical direction and the horizontal direction and locking and fixing the two adjacent base segments. The segmented splicing structure of the application replaces the traditional integral hot bending structure, effectively reduces the machining difficulty and construction period of the track base in the bow-stern curvature area of the ship, and improves the installation precision and construction efficiency.

Description

Technical Field

[0001] This invention relates to the field of passenger roll-on / roll-off ship construction technology, and more specifically, to a train track base, a method for installing the train track base, and a ship. Background Technology

[0002] In the construction of passenger roll-on / roll-off (Ro-Ro) ships, the deck lines in the bow and stern areas have significant curvature. To meet the needs of trains embarking and disembarking and securing on board, these areas require the installation of train track bases to secure the rails.

[0003] In existing technologies, the track bases in the bow and stern curvature areas generally adopt an integrated hot bending forming structure. That is, the straight U-shaped track base is bent as a whole to match the deck line by flame heating, and then hoisted and welded to fix it as a whole.

[0004] However, this integrated layout has the following problems: 1. High processing difficulty: The three-dimensional hot bending of the U-shaped structural components relies entirely on worker experience, making it difficult to control processing accuracy. Furthermore, hot processing easily leads to structural distortion and deformation, often requiring extensive correction and adjustment after forming. 2. Low construction efficiency: Hot bending and repeated corrections are time-consuming, significantly extending the dock cycle and increasing construction costs. 3. High rework rate: Residual welding stress easily causes the base to spring back and deform. If the accuracy does not meet the requirements for track installation, cutting and rework, or even scrapping and remanufacturing, is necessary.

[0005] Therefore, it is necessary to provide a new type of track base arrangement to overcome the aforementioned problems of difficult processing and low efficiency. Summary of the Invention

[0006] This application provides a train track base, a method for installing the train track base, and a vessel, solving the problem of difficult processing and construction of the train track base structure in areas with large curvature at the bow and stern of the vessel.

[0007] This application provides a train track base for use in areas of significant curvature on the bow and / or stern decks of a ship. The base includes: multiple straight base segments, which are sequentially spliced ​​along the bow-stern direction of the ship to form an overall track base profile adapted to the deck curvature variation; the cross-section of each base segment is concave; and multiple positioning components, each disposed at the splicing end of two adjacent base segments, so that each base segment constitutes a continuous track mounting base surface. Each positioning component is used to limit the relative vertical and lateral displacement of two adjacent straight track base segments and to lock and fix the two adjacent base segments.

[0008] In some alternative embodiments, the positioning component includes a positioning element and a fastener, the positioning element being disposed at the end where two adjacent base segments are joined together, and the fastener being used to lock and fix the positioning element and the two adjacent base segments.

[0009] In some optional embodiments, the positioning element includes a plug-in body, a first ear plate, and a second ear plate. The first ear plate and the second ear plate are respectively disposed at the splicing ends of two adjacent base segments. The first ear plate is connected to one of the base segments by the fastener, and the second ear plate is connected to the other base segment by the fastener.

[0010] In some optional embodiments, the positioning component includes a male protruding step and a female groove. The male protruding step is disposed at the splicing end of one of the base segments, and the female groove is disposed at the splicing end of the other base segment. The shapes of the male protruding step and the female groove are matched, and the two are inserted to achieve positioning and centering of adjacent two base segments.

[0011] In some optional embodiments, the positioning element includes a reinforcing panel and an external connecting plate, the two ends of the reinforcing panel being located at the splicing ends of two adjacent base segments, the cross-sectional shape of the reinforcing panel matching the cross-sectional shape of the base segment, and the external connecting plate fitting into the splicing seam between two adjacent straight track base segments.

[0012] In some alternative embodiments, the adjusting shim is disposed between the base segment and the hull deck, and the adjusting shim is used to adjust the local height of the base segment at the splice.

[0013] On the other hand, this application also provides a vessel including the train track base mentioned in any of the above.

[0014] On the other hand, this application also provides a method for installing a train track base, which is implemented using any of the train track bases mentioned above, including the following steps: obtaining the actual alignment data of the bow and / or stern decks of a ship; dividing the track base into multiple base segments according to the actual alignment data; determining the preset installation position of each base segment; selecting one base segment as a reference segment, hoisting the reference segment to the theoretical installation position on the ship's deck and temporarily fixing it; sequentially hoisting adjacent base segments from the reference segment to both ends, so that each base segment is connected and fixed at the splice by positioning components to form a continuous track base that adapts to the curvature change of the deck.

[0015] In some optional embodiments, before the two adjacent base segments are joined and fixed, the height and angle at the joint of the two base segments are adjusted so that the deviation between the height and angle of the two currently installed base segments and the theoretical installation position is within an allowable range.

[0016] In some optional embodiments, the step of adjusting the height and angle at the splice of the two base segments includes repeatedly measuring the linearity of the continuous track base using a track straightness tester, and eliminating local deviations by grinding or adding shims.

[0017] Compared with the prior art, the present invention has the following technical advantages: The train track base is applied to areas with significant curvature on the bow and / or stern decks of ships, specifically addressing the installation challenges of track bases in curved areas. The base is segmented and straight, with multiple segments sequentially spliced ​​along the bow and stern of the ship. This transforms the complex three-dimensional spatial curve into a combination of several straight segments, avoiding the technical difficulties of three-dimensional thermal bending of large U-shaped structures. This results in an overall track base profile that adapts to changes in deck curvature. The segmented splicing achieves profile fitting, ensuring track continuity and smooth train operation. The concave cross-section of the base segments allows for direct installation and support of the rails. The system comprises multiple positioning components, each positioned at the splicing end of two adjacent base segments. This enables rapid connection between adjacent segments, ensuring that each base segment forms a continuous track mounting surface. This guarantees a flat and continuous rail mounting surface, preventing impact loads when trains pass. Each positioning component limits the relative vertical and lateral displacement of two adjacent straight track base segments, constrains the relative movement of adjacent segments in the direction of force, ensures the long-term stability of the track alignment, resists dynamic loads generated by train operation, locks and fixes two adjacent base segments, guarantees structural strength and rigidity, and resists longitudinal loads generated by train braking and traction forces. Attached Figure Description

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the structure of a base segmented by multiple angles according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the positioning component from multiple angles according to an embodiment of the present invention; Figure 3 A schematic diagram of the positioning component from multiple angles provided in another embodiment of the present invention; Figure 4A schematic diagram of the positioning component from multiple angles in another embodiment of the present invention; in, Figures 1-4 The correspondence between the reference numerals and component names in the attached drawings is as follows: 1-Base segment; 2-Positioning component; 21-Plug-in body; 22-First ear plate; 23-Second ear plate; 24-Male end protruding step; 25-Female end groove; 26-Reinforcing insert; 27-External connecting plate; 28-Fastener. Detailed Implementation

[0019] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0020] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0021] In the construction of passenger roll-on / roll-off (Ro-Ro) ships, the deck lines in the bow and stern areas have significant curvature. To meet the needs of trains embarking and disembarking and securing on board, these areas require the installation of train track bases to secure the rails.

[0022] In existing technologies, the track bases in the bow and stern curvature areas generally adopt an integrated hot bending forming structure. That is, the straight U-shaped track base is bent as a whole to match the deck line by flame heating, and then hoisted and welded to fix it as a whole.

[0023] However, this integrated layout has the following problems: 1. High processing difficulty: The three-dimensional hot bending of the U-shaped structural components relies entirely on worker experience, making it difficult to control processing accuracy. Furthermore, hot processing easily leads to structural distortion and deformation, often requiring extensive correction and adjustment after forming. 2. Low construction efficiency: Hot bending and repeated corrections are time-consuming, significantly extending the dock cycle and increasing construction costs. 3. High rework rate: Residual welding stress easily causes the base to spring back and deform. If the accuracy does not meet the requirements for track installation, cutting and rework, or even scrapping and remanufacturing, is necessary.

[0024] Therefore, it is necessary to provide a new type of track base arrangement to overcome the aforementioned problems of difficult processing and low efficiency.

[0025] This application provides a train track base and a vessel, solving the difficulties in processing and constructing the train track base structure in areas of significant curvature at the bow and stern of the vessel. The following is a description of the accompanying drawings. Figure 4 A detailed description of the train track base is provided.

[0026] Based on the above, there is an urgent need to provide a train track base for use in areas with large curvature of the bow and / or stern decks of ships. The base base includes: a base segment 1, which is straight and has multiple segments. These segments are sequentially spliced ​​along the bow and stern direction of the ship to form an overall track base profile that adapts to changes in deck curvature. The cross-section of each base segment 1 is concave. Positioning components 2, which have multiple segments, are respectively disposed at the splicing ends of two adjacent base segments 1, so that each base segment 1 constitutes a continuous track mounting base surface. Each positioning component 2 is used to limit the relative vertical and lateral displacement of two adjacent straight track base segments 1 and to lock and fix the two adjacent base segments 1 in place.

[0027] Specifically, the train track base is applied to areas with large curvature on the bow and / or stern decks of ships, specifically solving the installation problem of track bases in curved areas. The base is divided into segments 1, which are straight and have multiple segments. Multiple base segments 1 are spliced ​​sequentially along the bow and stern direction of the ship, transforming the complex three-dimensional curve into a combination of several straight segments. This avoids the technical difficulties of three-dimensional thermal bending of large U-shaped structures, forming an overall track base line shape that adapts to the changes in deck curvature. The line shape fitting is achieved through segment splicing, ensuring track continuity and smooth train operation. The cross-section of base segment 1 is concave, which can be directly used to install and support the rails. Multiple positioning components 2 are respectively set at the splicing ends of two adjacent base segments 1 to realize the rapid connection between adjacent segments, so that each base segment 1 forms a continuous track installation base surface, ensuring that the rail installation surface is flat and continuous, avoiding impact loads when the train passes. Each positioning component 2 is used to limit the relative displacement of two adjacent straight track base segments 1 in the vertical and lateral directions, constrain the relative movement of adjacent segments in the direction of force, ensure the long-term stability of the track alignment, resist the dynamic loads generated by train operation, lock and fix the two adjacent base segments 1, ensure structural strength and rigidity, and resist the longitudinal loads generated by the braking force and traction force of the train.

[0028] Furthermore, the base segment 1 is a U-shaped channel steel structure. The U-shaped channel steel structure includes a base plate and side plates respectively connected to both sides of the base plate to form a concave structure.

[0029] In some alternative embodiments, the positioning component 2 includes a positioning element and a fastener 28. The positioning element is disposed at the end where two adjacent base segments 1 are joined together, and the fastener 28 is used to lock and fix the positioning element and the two adjacent base segments 1.

[0030] Specifically, the positioning component 2 includes a positioning element and a fastener 28. The positioning element is responsible for the positioning function, splicing two adjacent base segments 1 together. The fastener is responsible for locking, used to lock and fix the positioning element and the two adjacent base segments 1. The positioning element is set at the splicing end of the two adjacent base segments 1 to achieve quick centering and positioning, ensuring splicing accuracy. The fastener 28 is used to lock and fix the plug-in element and the two adjacent base segments 1. Positioning and locking do not interfere with each other, and the locking force can be independently controlled and is detachable. The plug-in element is responsible for positioning, and the fastener 28 is responsible for locking. The two do not interfere with each other. During construction, the plug-in positioning of all segments can be completed first. After confirming that the overall line shape is qualified, unified locking can be performed, avoiding the cumulative error caused by positioning and locking at the same time.

[0031] In some optional embodiments, the positioning element includes a plug-in body 21, a first ear plate 22 and a second ear plate 23. The first ear plate 22 and the second ear plate 23 are respectively disposed at the splicing ends of two adjacent base segments 1. The first ear plate 22 is connected to one of the base segments 1 by a fastener 28, and the second ear plate 23 is connected to the other base segment 1 by a fastener 28.

[0032] Specifically, the plug-in body 21 serves as an intermediate connector, with the first ear plate 22 and the second ear plate 23 respectively positioned at the splicing ends of two adjacent base segments 1, thus achieving an indirect connection between the plug-in body 21 and the base segments 1. In areas with significant curvature, if there are minor deviations in the overall alignment after splicing, the relative angles between the segments can be fine-tuned by adding or removing shims between the first ear plate 22 or the second ear plate 23 and the base segments 1.

[0033] Furthermore, the shape of the plug-in body 21 is arc-shaped, and the central angle corresponding to the arc shape is determined according to the actual situation.

[0034] In some optional embodiments, the positioning component 2 includes a male protruding step 24 and a female groove 25. The male protruding step 24 is disposed at the splicing end of one of the base segments 1, and the female groove 25 is disposed at the splicing end of the other base segment 1. The shapes of the male protruding step 24 and the female groove 25 are matched, and the two are inserted to achieve positioning and centering of two adjacent base segments 1.

[0035] Specifically, the insertion and mating of the convex step and the groove constrains the two base segments 1 in both vertical and lateral degrees of freedom, leaving only adjustable margins in the bow and stern directions. The mating surfaces of the convex step and the groove are in surface contact. Vertical and lateral loads generated during train operation are directly transmitted to adjacent segments through the upper and lower surfaces and sides of the convex step. This results in a large contact area, low stress concentration, and high load-bearing capacity and fatigue resistance. The convex step and groove are only responsible for positioning and alignment, while fastener 28 is responsible for locking. The insertion and positioning of all segments can be completed first, and after verifying the overall alignment, locking can be implemented uniformly. If there are deviations in the alignment, simply pull out and re-insert.

[0036] In some alternative embodiments, the positioning element includes a reinforcing panel 26 and an external connecting plate 27. The two ends of the reinforcing panel 26 are respectively located at the splicing ends of two adjacent base segments 1. The cross-sectional shape of the reinforcing panel 26 matches the cross-sectional shape of the base segment 1. The external connecting plate 27 is fitted into the splicing seam between two adjacent straight track base segments 1.

[0037] Specifically, the two ends of the reinforcing panel 26 are located at the splicing ends of two adjacent base segments 1, respectively. The reinforcing panel 26 simultaneously spans the ends of the two adjacent base segments, forming an internal overlap, achieving continuous load transfer at the splicing seam and avoiding stress concentration in the gap. The cross-sectional shape of the reinforcing panel 26 matches the cross-sectional shape of the base segment 1, and the reinforcing panel 26 fits completely against the inner contour of the U-shaped base without gaps, ensuring that the panel contacts the inner wall of the base for stress distribution without affecting the rail installation space. The reinforcing panel 26 and the base segment 1 form an integral load-bearing structure. The external connecting plate 27 is fitted into the splicing seam between two adjacent base segments 1, covering the splicing seam from the outside, forming a cross-seam clamp, further enhancing the connection strength of the splicing node, and effectively resisting the vertical, lateral, and longitudinal multi-directional loads generated during train operation.

[0038] Furthermore, the two base segments 1 are connected from inside the U-shaped groove to ensure the continuity of vertical load-bearing capacity at the splice seam. The external connecting plate clamps across the seam from outside the U-shaped groove, providing additional lateral and longitudinal constraints. The internal reinforcing panel 26 and the external connecting plate form a sandwich-like connection structure, and the bending and shear resistance at the joint is far greater than that of a single connection method.

[0039] In some optional embodiments, an adjusting shim is also included, which is disposed between the base segment 1 and the hull deck, and is used to adjust the local height of the base segment 1 at the splice.

[0040] Specifically, adjusting shims are installed between base section 1 and the hull deck, forming an adjustable gap filling layer between them. This provides adjustable redundancy for the installation height of base section 1. The adjusting shims are used to adjust the local height of base section 1 at the splicing point, changing the installation height of that node by increasing or decreasing the thickness or number of shims. Certain construction tolerances are unavoidable during the segmented assembly and welding of the bow and stern decks. The adjusting shims can be selected and combined on-site according to the actual deck lines to absorb and compensate for the deck's construction errors at the base installation level.

[0041] Furthermore, if the top surface heights of two adjacent base segments are inconsistent at the segment splicing points, an impact load will be generated when the train passes over, affecting the safety and smoothness of operation. By adding a shim between the lower base segment 1 and the deck, the top surface of the base on that side can be raised to be flush with the adjacent segment, ensuring the overall flatness of the track installation base surface. The plug-in components ensure the horizontal positioning accuracy, and the adjusting shims ensure the vertical height accuracy.

[0042] This application also provides a vessel including the train track base mentioned in any of the above.

[0043] This application provides a method for installing a train track base, which is implemented using any of the train track bases mentioned above. The method includes the following steps: obtaining the actual alignment data of the bow and / or stern deck of a ship; dividing the track base into multiple base segments 1 according to the actual alignment data; determining the preset installation position of each base segment 1; selecting one base segment 1 as a reference segment, hoisting the reference segment to the theoretical installation position on the ship's deck and temporarily fixing it; and sequentially hoisting adjacent base segments 1 from the reference segment to both ends, so that each base segment 1 is connected and fixed at the splice by positioning components 2 to form a continuous track base that adapts to the curvature changes of the deck.

[0044] Specifically, the steps between "determining the preset installation position of each base segment 1" and "selecting a base segment 1 as a reference segment, hoisting the reference segment to the theoretical installation position on the ship's deck and temporarily fixing it" also include prefabricating each of the aforementioned straight track base segments 1 in the workshop and numbering each segment.

[0045] Optionally, the actual hull shape data can be obtained by scanning the hull deck with a 3D laser measuring instrument.

[0046] In some optional embodiments, before the two adjacent base segments 1 are joined and fixed, the height and angle at the joint of the two base segments 1 are adjusted so that the deviation between the height and angle of the currently installed two base segments 1 and the theoretical installation position is within the allowable range.

[0047] In some alternative embodiments, the step of adjusting the height and angle at the joint of the two base segments 1 includes repeatedly measuring the linearity of the continuous track base using a track straightness tester, and eliminating local deviations by grinding or adding shims.

[0048] In this invention, the term "multiple" refers to at least two or more, unless otherwise explicitly defined. The terms "install," "connect," "link," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "link" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0049] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0050] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A train track base, characterized in that, Applied to areas of significant curvature on the bow and / or stern decks of ships, including: The base segment (1) is straight and has multiple segments. The multiple base segments (1) are spliced ​​together sequentially along the bow and stern direction of the ship to form an overall track base line that adapts to the curvature change of the deck. The cross-section of the base segment (1) is concave. Positioning components (2) are provided in multiples and are respectively disposed at the splicing ends of two adjacent base segments (1) so that each base segment (1) forms a continuous track mounting base surface. Each positioning component (2) is used to limit the relative displacement of two adjacent straight base segments (1) in the vertical and horizontal directions and to lock and fix the two adjacent base segments (1).

2. The train track base according to claim 1, characterized in that, The positioning component (2) includes a positioning element and a fastener (28). The positioning element is disposed at the end where two adjacent base segments (1) are spliced ​​together, and the fastener (28) is used to lock and fix the positioning element and the two adjacent base segments (1).

3. The train track base according to claim 2, characterized in that, The positioning element includes a plug-in body (21), a first ear plate (22) and a second ear plate (23). The first ear plate (22) and the second ear plate (23) are respectively disposed at the splicing ends of two adjacent base segments (1). The first ear plate (22) is connected to one of the base segments (1) by the fastener (28), and the second ear plate (23) is connected to the other base segment (1) by the fastener (28).

4. The train track base according to claim 2, characterized in that, The positioning element includes a male protruding step (24) and a female groove (25). The male protruding step (24) is disposed at the splicing end of one of the base segments (1), and the female groove (25) is disposed at the splicing end of the other base segment (1). The shapes of the male protruding step (24) and the female groove (25) are matched, and the two are inserted to achieve positioning and centering of two adjacent base segments (1).

5. The train track base according to claim 2, characterized in that, The positioning element includes a reinforcing panel (26) and an external connecting plate (27). The two ends of the reinforcing panel (26) are located at the splicing ends of two adjacent base segments (1). The cross-sectional shape of the reinforcing panel (26) matches the cross-sectional shape of the base segment (1). The external connecting plate (27) fits into the splicing seam between two adjacent straight track base segments (1).

6. The train track base according to claim 1, characterized in that, It also includes an adjusting shim, which is disposed between the base segment (1) and the hull deck, and is used to adjust the local height of the base segment (1) at the splice.

7. A ship, characterized in that, Includes the train track base as described in any one of claims 1-6.

8. A method for installing a train track base, characterized in that, This is achieved using the train track base as described in any one of claims 1-6, and includes the following steps. Obtain actual hull form data for the bow and / or stern decks of the vessel; The track base is divided into multiple base segments based on the actual alignment data; Determine the preset installation position of each of the base segments; Select one of the base segments as the reference segment, hoist the reference segment to the theoretical installation position on the ship's deck, and temporarily fix it; The adjacent base segments are hoisted sequentially from the reference section to both ends, and each base segment is connected and fixed at the splice point by positioning components to form a continuous track base that adapts to the curvature change of the deck.

9. The method for installing a train track base according to claim 8, characterized in that, Before the adjacent two base segments are joined and fixed, the process also includes, The height and angle at the joint of the two base segments are adjusted so that the deviation between the height and angle of the currently installed two base segments and the theoretical installation position is within the allowable range.

10. The method for installing the train track base according to claim 9, characterized in that, The step of adjusting the height and angle at the joint of the two base segments includes, The linearity of the continuous track base was repeatedly measured using a track straightness tester, and local deviations were eliminated by grinding or adding shims.

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