Rigidity transition section ballast bed between monolithic ballast bed and gravel ballast bed
By setting up a rigid transition section of the track bed at the boundary between the overall track bed and the gravel track bed, the thickness changes of the reinforced concrete bottoming are used to achieve a gradual change in track stiffness, which solves the problem of uneven lines caused by the difference in stiffness of the overall track bed and the gravel track bed, improves driving smoothness and is suitable for promotion.
Patent Information
- Application Number
- CN202421508744.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-28
- Publication Date
- 2025-04-29
- Estimated Expiration
- 2034-06-28
AI Technical Summary
Due to different materials and large stiffness differences in the overall roadbed and gravel roadbed, the route is uneven during connection, which affects the ride comfort during operation, and in serious cases affects operation safety.
The rigidity transition section of the track bed is set up at the dividing point between the integral track bed and the gravel track bed. The gradual change in track stiffness is achieved through the change of the thickness of the reinforced concrete bottom, which specifically includes the track ball, the reinforced concrete bottom and the plain concrete cushion layer. The thickness of the reinforced concrete bottom gradually decreases from the integral track bed side to the gravel track bed side.
It realizes a smooth transition of the stiffness difference between the overall roadbed and the gravel roadbed, improves the smoothness when driving, has a simple and reasonable structure, is convenient to construct, has a long service life, and can be flexibly designed according to different stiffness requirements.
Smart Images
Figure CN222809792U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of roadbeds, in particular to a roadbed with a rigidity transition section between an integral roadbed and a crushed stone roadbed. Background Art
[0002] At present, with the development of rail transit, line expansion has become a common problem that needs to be dealt with. The so-called line expansion generally refers to the need to connect existing lines or add new lines to existing lines according to the design requirements of the operating lines. At this time, it is necessary to consider the transition problem between lines, that is, how to ensure the organic connection between the track beds.
[0003] As common track bed forms, monolithic track bed and gravel track bed have been widely used in various scenarios in rail transit. When the two need to be connected, the most common problem is that because the materials of the two are completely different, the gravel track bed is mainly gravel ballast, while the monolithic track bed is a concrete structure, so there is a significant difference in the stiffness of the two. Therefore, when the two are connected, it often leads to uneven lines, affecting the ride comfort during operation, and in severe cases even affecting operational safety. Summary of the invention
[0004] The purpose of the utility model is to provide a rigidity transition section ballast between an integral ballast and a gravel ballast in view of the above-mentioned deficiencies of the prior art, which is arranged at the boundary between the integral ballast and the gravel ballast, and realizes a gradual change in track rigidity by changing the thickness of the reinforced concrete bottom, thereby improving the smoothness of driving.
[0005] The purpose of this utility model is achieved by the following technical solutions:
[0006] A rigidity transition section roadbed between an integral roadbed and a gravel roadbed is arranged at the boundary between the integral roadbed and the gravel roadbed, and is characterized in that the rigidity transition section roadbed comprises ballast, a reinforced concrete bottom and a plain concrete cushion layer from top to bottom, wherein the ballast is laid above the reinforced concrete bottom, the plain concrete cushion layer is laid below the reinforced concrete bottom, and the thickness of the reinforced concrete bottom gradually decreases from one side of the integral roadbed to the side of the gravel roadbed.
[0007] The rigidity transition section ballast is perpendicular to the line direction at the closing point of the gravel ballast.
[0008] The reinforced concrete base is a C40 reinforced concrete base, and the plain concrete cushion is a C15 plain concrete cushion.
[0009] The advantages of the utility model are: achieving a smooth transition of the stiffness difference between the integral roadbed and the gravel roadbed, effectively improving the smoothness of driving; simple and reasonable structure, convenient construction, long service life; can be flexibly designed according to different stiffness requirements, and is suitable for promotion. BRIEF DESCRIPTION OF THE DRAWINGS
[0010] Figure 1 It is a schematic diagram of the structure of the utility model;
[0011] Figure 2 for Figure 1 The Ⅰ-Ⅰ sectional view in FIG.
[0012] Figure 3 for Figure 1 The Ⅱ-Ⅱ sectional view in the figure;
[0013] Figure 4 It is a schematic diagram of the longitudinal section of the steel bars of the concrete base in the utility model. DETAILED DESCRIPTION
[0014] The following is a further detailed description of the features of the present invention and other related features through embodiments in conjunction with the accompanying drawings to facilitate understanding by technicians in the same industry:
[0015] like Figure 1-4 As shown, the marks 1-5 and A, B in the figure respectively represent: ballast 1, reinforced concrete base 2, plain concrete cushion 3, sleeper 4, steel bar 5, integral roadbed direction A, and crushed stone roadbed direction B.
[0016] Example: Figures 1 to 4 As shown, the rigidity transition section between the integral roadbed and the gravel roadbed in this embodiment is set at the boundary between the integral roadbed and the gravel roadbed, that is, Figure 1 As shown, it is located between the direction A of the integral roadbed and the direction B of the gravel roadbed, and plays the role of organically connecting the integral roadbed and the gravel roadbed, especially playing the role of transitioning the stiffness difference between the integral roadbed and the gravel roadbed.
[0017] Specifically, the stiffness transition section roadbed in this embodiment mainly includes ballast 1, reinforced concrete base 2 and plain concrete cushion layer 3, wherein the ballast 1 is laid on the reinforced concrete base 2, and the plain concrete cushion layer 3 is laid under the reinforced concrete base 2.
[0018] In this embodiment, the stiffness transition section roadbed is a combined roadbed that combines the ballast of a gravel roadbed and the concrete structure of an integral roadbed. At the same time, the thickness of the reinforced concrete base 2 gradually decreases from the integral roadbed to the gravel roadbed, so that the overall stiffness of the stiffness transition section roadbed also decreases accordingly from the integral roadbed to the gravel roadbed, thereby realizing the stiffness transition from the relatively high stiffness integral roadbed to the relatively low stiffness gravel roadbed.
[0019] In this embodiment, the plain concrete cushion layer 3 is provided to provide a flat surface for the reinforced concrete bottom 2, thereby ensuring that the thickness variation accuracy of the reinforced concrete bottom 2 can accurately reflect the stiffness variation of the stiffness transition section roadbed of this embodiment. Figure 1 As shown, the plain concrete cushion layer 3 on one side of the gravel roadbed slightly exceeds the range of the reinforced concrete bottom 2, that is, it extends out of the reinforced concrete bottom 2 along the line direction. At this time, the stiffness of the roadbed in this local stiffness transition section is provided by the ballast 1 and the plain concrete cushion layer 3, further realizing the smoothness of the stiffness transition.
[0020] contrast Figure 2 and Figure 3 As shown, the thickness of the reinforced concrete base 2 on one side of the integral ballast is significantly greater than its thickness on the side of the gravel ballast, thereby achieving a stiffness transition and improving the smoothness of the line.
[0021] In this embodiment, the connection position between the rigidity transition section roadbed and the gravel roadbed, that is, the closing position of the rigidity transition section roadbed must be perpendicular to the line direction to ensure a smooth transition of rigidity. In some cases, the closing position of the rigidity transition section roadbed on the other side of the integral roadbed must also be perpendicular to the line direction.
[0022] like Figure 4 As shown, in this embodiment, the interior of the reinforced concrete bottom 2 is provided with steel bars 5 that are consistent with the thickness variation thereof, and the steel bars 5 may include steel bars along the line direction and steel bars perpendicular to the line direction.
[0023] Although the above embodiments have described the concepts and embodiments of the purpose of the utility model in detail with reference to the accompanying drawings, ordinary technicians in this field can recognize that various improvements and modifications can still be made to the utility model without departing from the scope of the claims, so they are not described one by one here.
Claims
1. A rigidity transition section ballast between an integral ballast and a crushed stone ballast, arranged at the boundary between the integral ballast and the crushed stone ballast, characterized in that: The stiffness transition section roadbed includes ballast, reinforced concrete bottom and plain concrete cushion layer from top to bottom, wherein the ballast is laid above the reinforced concrete bottom, and the plain concrete cushion layer is laid below the reinforced concrete bottom, and the thickness of the reinforced concrete bottom gradually decreases from one side of the integral roadbed to the side of the gravel roadbed.
2. The rigidity transition section ballast between an integral ballast and a crushed stone ballast according to claim 1, characterized in that: The rigidity transition section ballast is perpendicular to the line direction at the closing point of the gravel ballast.
3. The rigidity transition section ballast between an integral ballast and a crushed stone ballast according to claim 1, characterized in that: The reinforced concrete base is a C40 reinforced concrete base, and the plain concrete cushion is a C15 plain concrete cushion.