Embedded track structure for subway and track

Abstract

The utility model relates to an embedded track structure for a subway and a track, which comprise a track plate and an I-shaped steel rail fixed on the track plate, the I-shaped steel rail comprises a head part, a connecting part and a bottom part which are connected in sequence; the steel plates are symmetrically arranged on the two sides of the I-shaped steel rail; the concrete is symmetrically poured on the two sides, away from each other, of the pair of steel plates; the filling material is arranged between the steel plate and the I-shaped steel rail and has elasticity, and the head of the I-shaped steel rail extends out of the filling material. By means of the arrangement, vibration generated in the train running process can be effectively absorbed and buffered, and noise is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transportation, in particular to an embedded rail structure and a rail for a subway. Background Art

[0002] With the continuous acceleration of urbanization, urban rail transit systems play a vital role in modern city construction. Rail transit offers many advantages, including high transportation capacity, high efficiency, and environmental protection. However, the noise and vibration generated by rail trains during operation have gradually become one of the major factors affecting the urban environment.

[0003] When trains travel at high speeds, conventional track structures (such as conventional steel rails) generate high-frequency vibrations due to wheel-rail contact, which are transmitted to the surrounding environment, causing noise and vibration pollution. Residents exposed to long-term noise and vibration not only experience a decline in their quality of life but may also develop health problems. Furthermore, if vibrations within the track system are not effectively controlled, they may adversely affect surrounding structures and even endanger their safety. Utility Model Content

[0004] In order to solve the above-mentioned defects, the present invention proposes an embedded track structure and track for subway.

[0005] The technical solution adopted by the utility model is an embedded track structure for subway, comprising a track plate and:

[0006] An I-shaped rail comprises a head, a connecting portion and a bottom portion connected in sequence;

[0007] a pair of steel plates symmetrically arranged on both sides of the I-shaped rail;

[0008] Concrete is poured symmetrically on two sides of the pair of steel plates that are away from each other;

[0009] A filling material is provided between the steel plate and the I-shaped steel rail and has elasticity, and the head of the I-shaped steel rail extends out of the filling material.

[0010] Preferably, it further comprises a concrete cushion layer, which is cast on the track plate, and the I-shaped rail, steel plate, concrete and filling material are respectively fixed on the concrete cushion layer.

[0011] Preferably, the concrete cushion layer is made of concrete with a strength grade of C25.

[0012] Preferably, the thickness of the concrete cushion layer is 6 mm.

[0013] Preferably, an elastic support layer is provided between the bottom of the I-shaped rail and the concrete cushion layer.

[0014] Preferably, a bracket is fixedly connected between the steel plate and the I-shaped rail.

[0015] Preferably, the filling material is polyurethane or rubber.

[0016] Preferably, the width of the bottom of the I-shaped rail is greater than the width of the head.

[0017] The utility model also proposes an embedded track for subway, comprising a pair of the above-mentioned embedded track structures for subway, wherein the pair of embedded track structures for subway are symmetrically arranged.

[0018] Preferably, the concrete between a pair of subway embedded track structures is cast in one piece.

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

[0020] Because the filling material is elastic and has a certain shock-absorbing function, it can effectively absorb and buffer the vibrations generated during train operation, reducing the impact on the track structure, alleviating the vibration impact on the track and its surrounding environment, reducing the vibration impact on surrounding buildings, reducing noise, and improving passenger comfort and the quality of life of surrounding residents. Moreover, the use of filling materials helps to reduce vibration transmission and stress concentration within the track structure, thereby indirectly reducing the wear of the rails caused by vibration and impact during train operation, thereby extending the service life of the I-rail. In addition, the symmetrical arrangement of steel plates and concrete not only ensures the structural rigidity of the track, but also effectively prevents track deformation or damage caused by high-speed train passage by evenly distributing mechanical stress, avoiding the fatigue damage problem caused by long-term use in traditional track structures. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The present invention will be described in detail below with reference to the embodiments and accompanying drawings, wherein:

[0022] Figure 1 This is a schematic diagram of an embedded track structure for subways;

[0023] Figure 2 This is a schematic diagram of an embedded track for subways.

[0024] 10. I-shaped rail; 20. Steel plate; 30. Concrete; 40. Filling material; 50. Concrete cushion; 60. Track plate. DETAILED DESCRIPTION

[0025] To make the objectives, technical solutions, and advantages of the present invention more apparent, embodiments of the present invention will be described in further detail below with reference to the accompanying drawings. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar components or components having the same or similar functions. The embodiments described below with reference to the accompanying drawings are illustrative and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0026] In one embodiment, Figure 1 As shown, a subway embedded track structure includes a track slab 60 at the bottom layer of the entire embedded track structure. It is directly installed on the foundation or track foundation and provides support for the superstructure (such as the concrete cushion 50, I-shaped rails 10, steel plates 20, concrete 30, and filler material 40). The track slab 60 is typically made of high-strength concrete 30 to ensure it can withstand the high loads and vibration impacts from train operation. To enhance its durability and fatigue resistance, the track slab 60 may incorporate steel bars or fiber reinforcements into the concrete 30 to increase its bending strength and crack resistance.

[0027] The embedded subway track structure also includes an I-shaped rail 10 fixed to a track plate 60, a pair of steel plates 20, concrete 30, and filler material 40. The I-shaped rail 10 includes a head, a connecting portion, and a bottom portion, which are connected in sequence. The head is used for direct contact with the train wheels, providing a smooth running surface. The connecting portion connects the head and the bottom portion to form a solid integral structure, while the bottom portion is fixed by the track plate 60 to ensure the stability of the rail. The pair of steel plates 20 are symmetrically arranged on both sides of the I-shaped rail 10, providing lateral restraint for the I-shaped rail 10. Concrete 30 is symmetrically cast on both sides of the pair of steel plates 20, which are away from each other. The concrete 30 provides additional compressive strength for the embedded subway track structure, effectively resisting high-frequency vibration and impact forces from train operation. The filler material 40 is arranged between the steel plates 20 and the I-shaped rail 10 and is elastic. It serves as a buffer layer between the rail and the steel plates 20. The filler material 40 can be polyurethane (polyurethane) or rubber, etc. The head of the I-shaped rail 10 extends out of the filling material 40 to ensure that when the train wheels come into contact with the I-shaped rail 10 , the running surface remains flat and is not affected by other materials, thereby ensuring the stability of the train operation.

[0028] Because the filling material 40 has elasticity and a certain shock-absorbing function, it can effectively absorb and buffer the vibrations generated during train operation, reducing the impact on the track structure, alleviating the vibration impact on the track and its surrounding environment, reducing the vibration impact on surrounding buildings, reducing noise, and improving passenger comfort and the quality of life of surrounding residents. Moreover, the use of the filling material 40 helps to reduce vibration transmission and stress concentration within the track structure, thereby indirectly reducing the wear of the rails caused by vibration and impact during train operation, thereby extending the service life of the I-rail 10. In addition, the symmetrical arrangement of the steel plates 20 and concrete 30 not only ensures the structural rigidity of the track, but also effectively prevents deformation or damage to the track caused by high-speed train passage by evenly distributing mechanical stress, avoiding the fatigue damage problem caused by long-term use in traditional track structures.

[0029] In one embodiment, the concrete 30 on one side of the steel plate 20 is 100 mm wide and 140 mm high, and the distance between the steel plate 20 and the axis of the I-rail 10 is 92 mm, which greatly improves the bearing capacity, lateral force resistance and overall rigidity of the embedded track structure for the subway, providing safe, stable and durable structural support for the subway track system.

[0030] In one embodiment, a connecting bracket is fixed between the steel plate and the I-shaped rail. The bracket is typically made of metal and possesses sufficient strength and toughness to ensure stability under long-term, high-load conditions. The bracket disperses and absorbs vibration and stress from train operation, reducing the direct load on the steel plate and rail. The presence of the bracket effectively prevents loosening and deformation of the track structure during high-speed train travel.

[0031] In one embodiment, a subway embedded track structure utilizes a standardized embedded design. The modular design of the filler material 40, I-shaped rails 10, steel plates 20, and concrete 30 allows for rapid installation and replacement, greatly simplifying the construction process. This not only improves construction efficiency but also facilitates subsequent track maintenance and replacement.

[0032] In one embodiment, an embedded track structure for a subway further includes a concrete cushion layer 50, which is cast on a track plate 60, and the I-shaped rail 10, steel plate 20, concrete 30 and filling material 40 are respectively fixed on the concrete cushion layer 50. The concrete cushion layer 50 is cast on the track plate 60 and serves to stabilize the entire embedded track structure. As the main structure that supports the I-shaped rail 10, steel plate 20, filling material 40 and concrete 30, the concrete cushion layer 50 provides a solid support for the upper structure. As an intermediate bearing layer, the concrete cushion layer 50 reduces the load borne by the track plate 60, avoids the load concentration directly acting on the track plate 60, thereby reducing the stress concentration and fatigue damage of the track plate 60, ensuring that the track plate 60 maintains structural stability during long-term operation, and delays its wear and aging.

[0033] In one embodiment, the concrete base layer 50 utilizes concrete 30 with a strength grade of C25. Specifically, the concrete base layer 50 has a compressive strength grade of C25, meaning that under standard curing conditions, the compressive strength of a cubic specimen of concrete 30 reaches 25 megapascals (MPa) after 28 days. Using concrete 30 with a strength grade of C25 as the base layer material can provide sufficient load-bearing capacity, crack resistance, and durability for the subway embedded track structure, ensuring the stability and safety of the entire track system during long-term operation. Furthermore, C25 concrete 30 offers excellent workability, ease of construction, and high cost-effectiveness, making it an ideal foundation material for subway track systems.

[0034] In one embodiment, the thickness of the concrete pad 50 is 6 mm. The thickness of 6 mm makes it lighter, which can effectively reduce material usage and reduce costs in the rail system, while shortening the construction period, saving space, and meeting the demand for lightweight.

[0035] In one embodiment, an elastic support layer is provided between the bottom of the I-shaped rail 10 and the concrete cushion 50. The elastic support layer can be made of rubber, polyurethane, or an elastic composite material. Positioned between the bottom of the I-shaped rail 10 and the concrete cushion 50, the elastic support layer forms a buffer zone, providing the necessary isolation and support between the I-shaped rail 10 and the concrete cushion 50. The elastic support layer further absorbs and reduces vibration and noise, enhancing passenger comfort, reducing wear on the track and equipment, and alleviating environmental noise pollution during train operation, thereby improving the overall comfort of urban rail transit.

[0036] In one embodiment, the steel plate 20 is 10 mm thick. This 10 mm thickness provides excellent load-bearing capacity, effectively supporting the central track structure and dynamic loads from trains. This 10 mm thickness ensures that the steel plate 20 is not easily deformed or damaged under prolonged operation and repeated loads, ensuring the safety and reliability of the track system. Furthermore, the steel plate 20 can be manufactured from high-strength steels such as Q235 and Q345, offering excellent tensile strength, toughness, and corrosion resistance, making it suitable for use in harsh environments.

[0037] In one embodiment, the width of the base of the I-rail 10 is greater than the width of the head, resulting in a wider cross-section at the base of the I-rail 10. This design allows the base to better support the required load-bearing capacity of the I-rail 10. The wide base design enhances the I-rail 10's anti-overturning capability, effectively preventing track tilt or deformation due to gravity and lateral forces when a train passes, thereby ensuring the safety of the rail system during operation.

[0038] In one embodiment, Figure 2 As shown, a subway embedded track includes a pair of subway embedded track structures in the above-mentioned embodiments. The pair of subway embedded track structures are symmetrically arranged, and the embedded track structures on the left and right sides are symmetrical to each other to form a complete track system, which can effectively absorb and buffer the vibration generated during the operation of the train and reduce noise.

[0039] In one embodiment, the concrete 30 between a pair of embedded subway track structures is cast integrally, forming a continuous, integrated structure. This allows for more efficient force transmission, reduces local stress concentration, and significantly enhances the strength and stability of the entire embedded subway track. This reduces the number of joints and connection points, significantly reducing the likelihood of future cracks and other structural issues, and lowering the cost of routine inspection and maintenance. By eliminating potential joints and unevenness, the smoothness of train operation on the track is improved, vibration and noise are reduced, and passenger comfort is further enhanced. The minimum elastic distance between a pair of I-shaped rails 10 is 143.5 mm.

[0040] In this specification, the use of terms such as "Embodiment 1," "this embodiment," or "in one embodiment" indicates that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representations 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 appropriately combined in any one or more embodiments or examples.

[0041] In the description of this specification, the terms "connect," "install," "fix," "dispose," and "have" are to be understood in a broad sense. For example, "connect" can mean a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0042] In the description of this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises", "comprising" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article or apparatus comprising the element.

[0043] The above description of the embodiments is to facilitate ordinary technicians in this technical field to understand and apply the technology of this case. People familiar with the technology in this field can obviously make various modifications to these examples easily and apply the general principles described here to other embodiments without having to go through creative work. Therefore, this case is not limited to the above embodiments. Modifications to the following situations should all be within the scope of protection of this case: ① A new technical solution implemented based on the technical solution of this utility model and combined with existing common knowledge, the technical effect produced by the new technical solution does not exceed the technical effect of this utility model; ② The equivalent replacement of some features of the technical solution of this utility model with common technology, the technical effect produced is the same as the technical effect of this utility model; ③ The technical solution of this utility model can be expanded, and the substantive content of the expanded technical solution does not exceed the technical solution of this utility model; ④ The equivalent transformation made by using the contents of the description and drawings of this utility model is directly or indirectly applied to other related technical fields.

Claims

1. An embedded track structure for subway, characterized in that: It includes a track plate and fixed on the track plate: An I-shaped rail comprises a head, a connecting portion and a bottom portion connected in sequence; a pair of steel plates symmetrically arranged on both sides of the I-shaped rail; Concrete is poured symmetrically on two sides of the pair of steel plates that are away from each other; A filling material is provided between the steel plate and the I-shaped steel rail and has elasticity, and the head of the I-shaped steel rail extends out of the filling material.

2. The embedded track structure for subway according to claim 1, characterized in that: It also includes a concrete cushion layer, which is poured on the track plate, and the I-shaped steel rails, steel plates, concrete and filling materials are respectively fixed on the concrete cushion layer.

3. The embedded track structure for subway according to claim 2, characterized in that: The concrete cushion layer adopts concrete with strength grade C25.

4. The embedded track structure for subway according to claim 2, characterized in that: The thickness of the concrete cushion layer is 6 mm.

5. The embedded track structure for subway according to claim 2, characterized in that: An elastic supporting layer is provided between the bottom of the I-shaped steel rail and the concrete cushion layer.

6. The embedded track structure for subway according to any one of claims 1 to 5, characterized in that: A bracket is fixedly connected between the steel plate and the I-shaped steel rail.

7. The embedded track structure for subway according to any one of claims 1 to 5, characterized in that: The filling material is polyurethane or rubber.

8. The embedded track structure for subway according to any one of claims 1 to 5, characterized in that: The width of the bottom of the I-shaped rail is greater than the width of the head.

9. An embedded track for subway, characterized in that: It comprises a pair of subway embedded track structures according to any one of claims 1 to 8, wherein the pair of subway embedded track structures are symmetrically arranged.

10. The embedded track for subway according to claim 9, characterized in that: The concrete between a pair of subway embedded track structures is cast in one piece.

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