Rail transit reaction frame static load destructive test device

Abstract

The utility model discloses a rail transit reaction frame static load destructive test device which comprises a wood sleeper which stretches across a rail system and is arranged on a steel rail, a plurality of jacks are arranged above the wood sleeper, and a reaction frame assembly is arranged above the jacks. The counter-force frame assembly comprises a transverse steel member arranged above the jack, a plurality of longitudinal counter-pressure steel plates are arranged on the transverse steel member at intervals, and the longitudinal counter-pressure steel plates and the transverse steel member are supported and fixed to a track plate through a plurality of anti-pulling anchor rod piles. The rail transit reaction frame static load destructive test device has the advantages of being simple in structure, convenient to manufacture, low in cost, easy to disassemble and assemble and the like, and has high supporting stability and flexibility. In addition, multiple forms such as single-end single supporting and double-end opposite supporting can be arranged, and the requirements of different supporting forms can be met.

Description

Technical Field

[0001] The utility model relates to the technical field of track construction, in particular to a static load destructive testing device for a track transportation reaction frame. Background Art

[0002] Rail transit is a common form of transportation. The tracks are laid on the track slabs and are the part that directly bears the huge pressure from locomotives and vehicles. Generally, the track system is composed of rails, sleepers, fasteners and other ancillary equipment. Its safety is very important. During track construction or later defect treatment and maintenance, it is necessary to test the load of the track system to ensure that it will not be displaced or damaged under greater pressure to meet the requirements of use.

[0003] Most existing tests are conducted offline, with steel pier support systems installed to simulate the site, rails, sleepers, fasteners, etc. installed on the steel piers, and then pressurized using jacks, etc. Although this test method can also test the track, it cannot truly reflect the actual situation. Summary of the invention

[0004] The utility model aims to provide a static load destructive test device for a rail transit reaction frame in view of the problems existing in the prior art.

[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0006] A rail transit reaction frame static load destructive test device comprises a wooden sleeper arranged on a steel rail across a track system, a plurality of jacks are arranged above the wooden sleeper, and a reaction frame assembly is arranged above the jack; the reaction frame assembly comprises a transverse steel member arranged above the jack, a plurality of longitudinal reaction steel plates are arranged at intervals on the transverse steel member, and the longitudinal reaction steel plates and the transverse steel member are supported and fixed on a track plate by a plurality of anti-pullout anchor piles.

[0007] The rail transit reaction frame static load destructive test device has the characteristics of simple structure, convenient production, low cost, easy disassembly and assembly, and strong support stability and flexibility. It can be set in a variety of forms such as single-end single support and double-end pair support to meet the needs of different support forms.

[0008] The reaction frame assembly supports and installs the transverse steel member and the longitudinal counter-pressure steel plate above the track through a plurality of anti-pullout anchor piles. The wooden sleeper is arranged across the steel rail. The jack is arranged between the wooden sleeper and the transverse steel member, and pressure can be applied by the jack. Since the upper transverse steel member is fixed, highly stable, and has anti-pullout performance, the force applied by the jack will be transmitted downward, and together with the reaction frame assembly, a reaction force is formed on the wooden sleeper, thereby subjecting the track system below to stress.

[0009] Furthermore, the anti-pullout anchor pile is connected to the track plate via a connecting sleeve, and the anti-pullout anchor pile passes through the track plate and extends to the supporting layer below the track plate.

[0010] Furthermore, the connecting sleeve is arranged in the operating hole drilled on the track plate, and a prestressed anchor hole connected to the pull-out anchor pile is drilled downward along the center of the connecting sleeve; the total depth of the prestressed anchor hole is not less than 300 cm to ensure that the pull-out anchor pile has sufficient pull-out resistance and supporting performance.

[0011] Furthermore, the upper ends of the anti-pullout anchor piles pass through the transverse steel members and the longitudinal back-pressure steel plates respectively and are fastened by a plurality of locking nuts, so the connection is simple, convenient and relatively stable.

[0012] Furthermore, a pair of anti-pullout anchor piles are respectively provided on both sides of each of the rails, and the longitudinal spacing between the pair of anti-pullout anchor piles is greater than the width of the sleeper supporting the rails.

[0013] Furthermore, the wooden sleeper is located between a pair of longitudinal anti-pullout anchor piles, the length of the wooden sleeper is not less than 2500 mm, and a rail leveling pad is provided between the wooden sleeper and the rail to facilitate leveling operations.

[0014] Furthermore, there are two jacks, each of which is arranged directly above the rail, and leveling steel plates are provided at the upper and lower ends of the jack respectively; the jack is a hydraulic jack.

[0015] Furthermore, the transverse steel member is a transverse I-beam or a plurality of transverse channel steels.

[0016] Compared with the prior art, the beneficial effects of the utility model are: 1. The static load destructive test device for the rail transit reaction frame can effectively carry out load tests on the rail system to test the components of the rail system that are first destroyed under the action of external forces, that is, which components such as rails, fasteners and sleepers will have problems first or even fail under greater pressure, thereby testing whether the various components of the rail system meet the design requirements and providing guarantees for the normal operation of rail transit; 2. The static load destructive test device for the rail transit reaction frame has the characteristics of simple structure, convenient manufacture, low cost, easy disassembly and assembly, and also has strong support stability and flexibility; and it can be set in a variety of forms such as single-end single support and double-end pair support to meet the needs of different support forms. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a partial cross-sectional elevational schematic diagram of a static load destructive test device for a rail transit reaction frame of the utility model;

[0018] Figure 2 It is a top perspective schematic diagram of a rail transit reaction frame static load destructive test device of the utility model;

[0019] Figure 3 It is a top view schematic diagram of another rail transit reaction frame static load destructive test device of the utility model;

[0020] In the figure: 1. Rails; 2. Wooden sleepers; 3. Jacks; 4. Transverse steel members; 5. Longitudinal counter-pressure steel plates; 6. Pull-out anchor piles; 7. Locking nuts; 8. Connecting sleeves; 9. Track plates; 10. Support layers; 11. Leveling steel plates; 12. Rail leveling pads. DETAILED DESCRIPTION

[0021] The following will be combined with the drawings in the utility model to clearly and completely describe the technical solution of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0022] In the description of the present invention, it should be noted that the directions or positional relationships indicated by terms such as "middle", "upper", "lower", "left", "right", "inside" and "outside" are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.

[0023] like Figure 1 and Figure 2 As shown, a rail transit reaction frame static load destructive test device includes a wooden sleeper 2 spanning the track system and arranged on a steel rail 1, a plurality of jacks 3 are provided above the wooden sleeper 2, and a reaction frame assembly is provided above the jacks 3; the reaction frame assembly includes a transverse steel member 4 arranged above the jacks 3, a plurality of longitudinal counter-pressure steel plates 5 are provided at intervals on the transverse steel member 4, and the longitudinal counter-pressure steel plates 5 and the transverse steel member 4 are supported and fixed on a track plate 9 by a plurality of anti-pullout anchor piles 6.

[0024] This rail transit reaction frame static load destructive test device can effectively carry out load tests on the rail system to test the components of the rail system that are first damaged under the action of external forces, that is, under a large pressure state, which components such as rails, fasteners and sleepers will first have problems or even fail, thereby testing whether the various components of the rail system meet the design requirements and provide guarantee for the normal operation of rail transit.

[0025] For example, after the load test is completed, if the vertical displacement of the rail does not exceed 3mm, the lateral displacement of the rail does not exceed 2mm (the standard for gauge expansion), the sleepers and iron pads do not show lateral slippage, the lower anchor bolts are not damaged or loose, and the structure and components are reliably connected, then it indicates that the track system meets the use requirements.

[0026] The rail transit reaction frame static load destructive test device has the characteristics of simple structure, convenient production, low cost, easy disassembly and assembly, and strong support stability and flexibility. It can be set in a variety of forms such as single-end single support and double-end pair support to meet the needs of different support forms.

[0027] The reaction frame assembly supports and installs the transverse steel member 4 and the longitudinal counter-pressure steel plate 5 above the track through a plurality of anti-pullout anchor piles 6. The wooden sleeper 2 is arranged across the steel rail 1. The jack 3 is arranged between the wooden sleeper 2 and the transverse steel member 4. The jack 3 can be used to apply pressure. Since the upper transverse steel member 4 is fixed, has high stability, and has anti-pullout performance, the force applied by the jack will be transmitted downward, and together with the reaction frame assembly, a reaction force will be formed on the wooden sleeper 2, so that the track system below is subjected to force.

[0028] The setting of the wooden sleeper 2 can allow two rails to be stressed at the same time. The transverse steel member 4 is arranged parallel to the wooden sleeper 2 and can provide a stable reaction force. The setting of the longitudinal counter-pressure steel plate 5 plays a connecting role and can also apply a reaction force in the longitudinal direction.

[0029] Furthermore, the anti-pullout anchor pile 6 is connected to the track plate 9 through a connecting sleeve 8, and the anti-pullout anchor pile 6 passes through the track plate 9 and extends to the supporting layer 10 below the track plate 9. The setting of the connecting sleeve 8 facilitates the connection of the anti-pullout anchor pile 6 on the one hand, and has a positioning and guiding function on the other hand, so as to open a prestressed anchor hole.

[0030] Furthermore, the connecting sleeve 8 is arranged in the operating hole drilled on the track plate 9, and a prestressed anchor hole connected to the pull-out anchor pile 6 is drilled downward along the center of the connecting sleeve 8; the total depth of the prestressed anchor hole is not less than 300 cm to ensure that the pull-out anchor pile 6 has sufficient pull-out resistance and supporting performance.

[0031] Furthermore, the upper ends of the anti-pullout anchor piles 6 pass through the transverse steel members 4 and the longitudinal back-pressure steel plates 5 respectively and are fastened by a plurality of locking nuts 7, and can be fastened together with gaskets when necessary. This connection method is simple and convenient, and the superimposed connection of multiple nuts is also relatively stable.

[0032] Furthermore, a pair of anti-pullout anchor piles 6 are provided on both sides of each of the steel rails 1, and the longitudinal spacing between the pair of anti-pullout anchor piles 6 is greater than the width of the sleepers (such as concrete sleepers) supporting the steel rails, so as to ensure that the spacing between the two can accommodate the wooden sleepers 2, and the width of the wooden sleepers is not less than the width of the sleepers of the steel rails.

[0033] Furthermore, the wooden sleeper 2 is located between a pair of longitudinal pull-out anchor piles 6, and the length of the wooden sleeper 2 is not less than 2500 mm, preferably 3100 mm, which can well cover a railway line; a rail leveling pad 12 is also provided between the wooden sleeper 2 and the rail 1 to ensure that the supporting surface is flat, which is conducive to smooth and uniform pressure transmission.

[0034] Furthermore, there are two jacks 3, and the jacks 3 are arranged directly above the rails 1 so that the force of the jacks can act better on the track system; the upper and lower ends of the jacks 3 are also provided with leveling steel plates 11, which can be used for leveling; the jacks 3 are hydraulic jacks, which are convenient for synchronous control and can provide sufficient hydraulic pressure.

[0035] Furthermore, the transverse steel member 4 is two parallel transverse channel steels, which can be connected to the anti-pullout anchor piles 6 from both ends of the longitudinal back-pressure steel plate 5 respectively, and the leveling steel plate above the jack abuts against the two transverse channel steels at the same time. This connection method can reduce the dead weight and volume of the transverse steel member and is convenient for opening holes.

[0036] In some embodiments, Figure 3As shown, the transverse steel member 4 is a transverse I-beam, which is directly supported on a plurality of the jacks, and the longitudinal counter-pressure steel plate is directly arranged on the transverse I-beam for connection and fixing. This form of transverse steel member connection and installation is simpler and has higher stability.

[0037] One installation and use method of this rail transit reaction frame static load destructive test device is as follows:

[0038] 1. Submit the operation plan, apply for the window time, and carry out construction during the window time period of the railway line;

[0039] 2. Use a water drill to drill the operating holes on the track plate, and set the connecting sleeve in the operating holes. The longitudinal spacing of the operating holes is 60 cm, the transverse spacing is 60+835+60 cm, the drilling diameter is 10 cm, and the depth is 10 cm;

[0040] 3. Use a pneumatic drill to drill a prestressed anchor hole downward in the center of the connecting sleeve, with a hole diameter of 75 cm and a drilling depth of not less than 300 cm, extending into the supporting layer;

[0041] 4. Install Φ28mm prestressed full-thread anchor rods, i.e. the pull-out anchor piles; after the anchor rods are installed in place, pour M30 early-strength polymer mortar;

[0042] 5. Install the exposed part of the prestressed full-thread anchor rod; that is, the pull-out anchor pile described in this application can be two parts, upper and lower, and connected at the connecting sleeve.

[0043] 6. Install the wooden sleepers horizontally on the rails, and the size of the wooden sleepers is 16cm×24cm×320cm;

[0044] 7. Install multiple leveling steel plates at the bottom of the jacks on the wooden sleepers, with the size of the steel plates being 25cm×25cm×1cm;

[0045] 8. Install 50 thin jacks on the leveling pads;

[0046] 9. Install the leveling steel plate on the top of the jack, the size of the steel plate is 25cm×25cm×1cm; and perform the leveling operation;

[0047] 10. Install a horizontal I-beam on the leveling pad above the jack, with a length of 320 cm;

[0048] 11. Multiple longitudinal counter-pressure steel plates are installed at intervals, and the size of the steel plates is 10cm×50cm×3cm;

[0049] 12. Connect and install a plurality of the locking nuts;

[0050] 13. You can also use rails to level thin steel plates, check the overall stability and flatness of the structure, and start applying pressure after confirming that everything is correct.

[0051] Specifically, before use, check whether the reaction frame connection nut is loose, connect the oil pipe between the jack and the oil pump, and put the mechanical sensor in the middle of the jack and the reaction frame test area in the above steps, connect the data connection line between the force value display, preheat for 5 minutes after turning on the power, start the oil pump, and load and read the force value display data in sequence according to GJJ-621-2005 (hydraulic jack calibration regulations). Perform destructive tests according to the principle of synchronous jacking, such as stopping pressurization after the pressure reaches 35KN, and judging whether the vertical displacement value of the rail does not exceed 2mm.

[0052] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A static load destructive test device for a rail transit reaction frame, characterized in that: It includes wooden sleepers arranged on steel rails across the track system, a plurality of jacks are arranged above the wooden sleepers, and a reaction frame assembly is arranged above the jacks; the reaction frame assembly includes a transverse steel member arranged above the jacks, a plurality of longitudinal counter-pressure steel plates are arranged at intervals on the transverse steel member, and the longitudinal counter-pressure steel plates and the transverse steel member are supported and fixed on the track plate by a plurality of anti-pullout anchor piles.

2. The rail transit reaction frame static load destructive test device according to claim 1 is characterized in that: The anti-pullout anchor pile is connected to the track plate via a connecting sleeve, and the anti-pullout anchor pile passes through the track plate and extends to a supporting layer below the track plate.

3. The static load destructive test device for rail transit reaction frame according to claim 2 is characterized in that: The connecting sleeve is arranged in the operating hole drilled on the track plate, and a prestressed anchor hole connected to the pull-out anchor pile is drilled downward along the center of the connecting sleeve; the total depth of the prestressed anchor hole is not less than 300 cm.

4. The static load destructive test device for rail transit reaction frame according to claim 1 is characterized in that: The upper ends of the anti-pullout anchor piles pass through the transverse steel members and the longitudinal counter-pressure steel plates respectively and are fastened by a plurality of locking nuts.

5. The static load destructive test device for rail transit reaction frame according to claim 1 is characterized in that: A pair of anti-pullout anchor piles are respectively arranged on both sides of each rail, and the longitudinal spacing between the pair of anti-pullout anchor piles is greater than the width of the sleeper supporting the rail.

6. The static load destructive test device for rail transit reaction frame according to claim 1 is characterized in that: The wooden sleeper is located between a pair of longitudinal anti-pullout anchor piles, the length of the wooden sleeper is not less than 2500 mm, and a rail leveling pad is provided between the wooden sleeper and the rail.

7. The static load destructive test device for rail transit reaction frame according to claim 1 is characterized in that: There are two jacks, which are arranged just above the rails. Leveling steel plates are provided at the upper and lower ends of the jacks respectively. The jacks are hydraulic jacks.

8. The static load destructive test device for rail transit reaction frame according to claim 1 is characterized in that: The transverse steel member is a transverse I-beam or a plurality of transverse channel steels.

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