Outer strand bent track joint reinforcing structure
By using external curved rail joint reinforcement structures at small radius curve joints, including piers and struts, the problem of high sleeper stress and line deformation at small radius curve joints is solved, and the stability of the track alignment and operational safety are achieved. improvement.
Patent Information
- Application Number
- CN202421170658.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-27
- Publication Date
- 2025-01-21
- Estimated Expiration
- 2034-05-27
AI Technical Summary
In the design of urban tracks and tram tracks, the position of the small radius curve joint is not easy to bend because the rails are not easy to bend, which has a large stress on the sleepers, which can easily cause the sleepers to move after the rails are installed, and the line curves are deformed, and the later operation is extremely safe. Hidden danger.
The external curved track joint is used to strengthen the structure, including piers and struts. Before the pier construction, the struts rest between the sleepers and ground anchors in front and behind the track joint. After the pier construction, the struts rest against the front and rear joints. The end face of the sleeper is fixed with the roadbed to ensure the linear stability of the track.
This reinforcement structure ensures that the sleepers will not move and the line curve will not deform after the rail is installed, reducing the amount of linear adjustment during subsequent ballast loading, improving the stability of the track during operation, and reducing investment in operation and maintenance.
Smart Images
Figure CN222375099U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of small-radius track laying, in particular to an outer strand curved track joint reinforcement structure. Background Art
[0002] When designing urban rail and tram tracks, due to site restrictions, the track curve radius may be small. According to the "Metro Design Specifications", when the track curve radius is less than 350m, it is a small radius curve. The joint position of the small radius curve has a large stress on the sleeper because the rail is not easy to bend, which can easily cause the sleeper to move after the rail is installed, and the line curve to deform. The line shape adjustment is large during the subsequent ballasting and leveling, and there are great safety hazards in the later operation. Utility Model Content
[0003] In order to solve the above problems, the utility model provides an outer strand curved rail joint reinforcement structure.
[0004] The technical solution adopted by the utility model is that the outer strand curved rail joint reinforcement structure includes piers and struts. Before the piers are constructed, six struts are used, which respectively abut between six sleepers and ground anchors before and after the rail joint. The ground anchors are fixedly connected to the roadbed, and the struts and the sleepers maintain a straight line. After the piers are constructed, one side of the pier abuts against the end faces of the four sleepers before and after the joint and the bottom is fixed to the roadbed.
[0005] Preferably, the support rod is located at the top of the sleeper, and the length of the support rod is a, 1m<a<1.5m.
[0006] Preferably, the pier is 2 m long, 1 m wide, and has a height ranging from one-half to two-thirds of the height from the end face of the roadbed to the end face of the sleeper.
[0007] Preferably, multiple vertical bars are arranged in the pier, the lower ends of the multiple vertical bars are embedded in the roadbed, the multiple vertical bars are arranged at intervals and fixed with annular steel bars arranged in the top and middle parts, and also include oblique bars, the two ends of which are welded to the top of the left vertical bar and the bottom of the right vertical bar.
[0008] Compared with the prior art, the beneficial effect of the utility model is that before the track is installed, a support rod is first installed on one side of the sleeper to straighten the sleeper, so as to ensure that the sleeper will not move after the rail is installed, and the line curve will not be deformed, thereby reducing the problem that the sleeper cannot be squared according to the curve line shape during the subsequent ballasting and leveling, and the line line shape adjustment is large. After the line is laid, an area of the size of 4 sleepers is planed out on the outside of the sleeper at the outer joint of the small curve radius, and reinforced concrete piers are constructed. After the concrete strength reaches 100%, the support rod structure is removed to ensure that after the track is laid, the track will not be deformed due to external forces during operation, and the track line shape can be effectively fixed to ensure the stability of the later operating line and reduce the investment in later operation maintenance. BRIEF DESCRIPTION OF THE DRAWINGS
[0009] Figure 1 It is a cross-sectional schematic diagram of the reinforcement structure of the outer curved track joint;
[0010] Figure 2 Install the side view for the brace;
[0011] Figure 3 This is a top view of the pier structure. DETAILED DESCRIPTION
[0012] The present invention will be further explained below in conjunction with the accompanying drawings to facilitate better understanding by those skilled in the art.
[0013] Example 1
[0014] like Figure 1-3 As shown, the outer curved track joint reinforcement structure includes a pier 1 and a strut 2. Before the construction of the pier 1, six struts 3 are used, which are respectively abutted between six sleepers 2 and ground anchors 4 before and after the track joint. The ground anchor 4 is fixedly connected to the roadbed 5. The strut 3 is located at the top of the sleeper 2. The length of the strut 3 is a, then 1m<a<1.5m. The strut 3 and the sleeper 2 are kept in a straight line, and the length of the strut 3 is adjustable for easy installation and straightening the sleeper 2 to ensure that the sleeper 2 will not move after the rail is installed, and the line curve will not be deformed, thereby reducing the problem that the sleeper 2 cannot be squared according to the curve line shape during subsequent ballasting and track leveling and the line line shape adjustment amount is large.
[0015] After the line is laid, an area the size of four sleepers 2 is planed out on the outside of the sleepers 2 at the outer joint of the small curve radius, and a reinforced concrete pier 1 is constructed. The pier 1 is 2m long and 1m wide, and its height is within the range of one-half to two-thirds of the height from the end face of the roadbed 5 to the end face of the sleeper 2. One side of the pier 1 is against the end faces of the four sleepers 2 before and after the joint, and the bottom is fixed to the roadbed 5.
[0016] Furthermore, multiple vertical bars 6 are arranged in the pier 1, the lower ends of the multiple vertical bars 6 are embedded in the roadbed 5, the multiple vertical bars 6 are arranged at intervals and fixed by annular steel bars 7 arranged at the top and middle parts, and also include oblique bars 8, the two ends of the oblique bars 8 are welded to the top of the left vertical bar 6 and the bottom of the right vertical bar 6.
[0017] After the construction of pier 1, when the concrete strength reaches 100%, the support rod 3 structure is removed and can be reused. The setting of pier 1 ensures that after the track is laid, the track will not be deformed due to external forces during operation, which can effectively fix the track line shape, ensure the stability of the later operation line, and reduce the investment in later operation maintenance.
[0018] The above-mentioned embodiments are only for describing the preferred implementation of the utility model, and are not intended to limit the scope of the utility model. Without departing from the design spirit and principle of the utility model, various modifications and improvements made by those skilled in the art to the technical solution of the utility model shall fall within the protection scope determined by the claims of the utility model.
Claims
1. The outer strand curved track joint reinforcement structure is characterized by: The invention comprises a support pier (1) and a support rod (3). Before the construction of the support pier (1), six support rods (3) are used, which are respectively abutted between six sleepers (2) and ground anchors (4) before and after the track joint. The ground anchor (4) is fixedly connected to the roadbed (5). The support rod (3) and the sleeper (2) are kept in a straight line. After the construction of the support pier (1), one side of the support pier (1) abuts against the end faces of the four sleepers (2) before and after the joint and the bottom is fixed to the roadbed (5).
2. The outer strand curved track joint reinforcement structure according to claim 1, characterized in that: The support rod (3) is located at the top of the sleeper (2), and the length of the support rod (3) is a, 1m<a<1.5m.
3. The outer strand curved track joint reinforcement structure according to claim 1 or 2, characterized in that: The pier (1) is 2 meters long, 1 meter wide, and has a height ranging from one-half to two-thirds of the height from the end face of the roadbed to the end face of the sleeper (2).
4. The outer strand curved track joint reinforcement structure according to claim 1, characterized in that: A plurality of vertical bars (6) are arranged in the pier (1), the lower ends of the plurality of vertical bars (6) are embedded in the roadbed (5), the plurality of vertical bars (6) are arranged at intervals and fixed by annular steel bars (7) arranged at the top and the middle, and also include oblique bars (8), the two ends of the oblique bars (8) are welded to the top of the left vertical bar (6) and the bottom of the right vertical bar (6).