Crossing connecting structure for turnout group
By using a combination of fiber-reinforced concrete, carbon fiber-reinforced plastic, and rubber asphalt layers to reinforce the level crossing connection structure, the problem of difficult laying of level crossings in turnout groups was solved, improving stability and durability, simplifying installation steps, and reducing costs.
Patent Information
- Application Number
- CN202422462780.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-12
- Publication Date
- 2025-10-24
- Estimated Expiration
- 2034-10-12
AI Technical Summary
The existing level crossings are difficult to lay in turnout groups, have poor stability, high cost, and long production cycle, making it difficult to adapt to the needs of rails of different sizes.
The structure is reinforced by a combination of fiber-reinforced concrete layers, carbon fiber-reinforced plastic layers, thermoplastic elastomer layers, and rubber asphalt layers. Combined with bolted connections and special gaskets, the installation process is simplified, and the stability and durability of the rails are enhanced.
It improves the overall stability and durability of the level crossing, reduces material costs, simplifies the installation process, adapts to rails of different heights, and enhances the versatility and adaptability of the device.
Smart Images
Figure CN223468623U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to the technical field of railway transportation in metallurgical industry, in particular to a crossing connection structure for turnout group. BACKGROUND
[0002] Due to the limitation of terrain, process and other conditions, some crossings are laid in the turnout group, and multiple railways cross the highway horizontally and obliquely.
[0003] The current crossing forms include wooden sleeper crossing, asphalt crossing, steel plate crossing, steel rail crossing and integral crossing. Due to the complexity of the turnout, it is difficult to lay the above-mentioned crossings in the turnout group, and the stability is poor, the cost is high, the size of each group of crossings in the turnout group is different, the steel rail crossing and the integral crossing need to be made in advance, the manufacturing period is long, and the pouring mold needs to be changed for the construction of a group of crossings, so a crossing connection structure for turnout group is provided. UTILITY MODEL CONTENT
[0004] In order to overcome the shortcomings of the prior art, the utility model provides a crossing connection structure for turnout group, which sets a reinforcing structure in the steel rail, including a fiber reinforced concrete layer, a carbon fiber reinforced plastic layer, a thermoplastic elastomer layer and a rubber asphalt layer, which enhances the overall stability of the crossing, and the combination of these materials provides better impact resistance and durability, especially under high flow and heavy load conditions.
[0005] To solve the above technical problems, the utility model provides the following technical scheme: a crossing connection structure for turnout group, including steel rail, the steel rail is inserted with spacing iron, the steel rail is connected with channel steel through spacing iron, rail type gasket is arranged on the steel rail, the steel rail and channel steel are fixedly connected through bolt, reinforcing structure is arranged on the steel rail.
[0006] As a preferred technical scheme of the utility model, the reinforcing structure includes a fiber reinforced concrete layer arranged on the steel rail, a carbon fiber reinforced plastic layer arranged in the inner layer of the fiber reinforced concrete layer, a thermoplastic elastomer layer arranged in the inner layer of the carbon fiber reinforced plastic layer and a rubber asphalt layer arranged in the inner layer of the thermoplastic elastomer layer.
[0007] As a preferred technical scheme of the utility model, the fiber reinforced concrete layer mainly contains steel fibers, and the fiber reinforced concrete layer and the rubber asphalt layer are respectively arranged at the edges of the two end faces of the steel rail.
[0008] As a preferred technical scheme of the utility model, the steel rail is drilled at the center position, and the hole spacing is 2-3 meters.
[0009] As a preferred technical scheme of the utility model, the channel steel is arranged at the same height as the steel rail.
[0010] As a preferred technical scheme of the utility model, the steel rail is made into a horn shape at both ends, and the opening width of the steel rail bent towards the line center at a distance of 300 mm from the terminal is not less than 150 mm.
[0011] As a preferred technical scheme of the utility model, the rubber asphalt layer is a material mixed by waste tire rubber powder and asphalt, and is used for surface treatment of the crossing.
[0012] Compared with the prior art, the utility model can achieve the beneficial effects that:
[0013] 1. Improved stability: By setting the reinforcing structure in the steel rail, including the fiber reinforced concrete layer, the carbon fiber reinforced plastic layer, the thermoplastic elastomer layer and the rubber asphalt layer, the overall stability of the crossing is enhanced, and the combination of these materials provides better impact resistance and durability, especially under high flow and heavy load conditions.
[0014] 2. Enhanced durability: The addition of the fiber reinforced concrete layer improves the crack resistance and toughness of the concrete, reduces the formation of cracks, and prolongs the service life of the crossing. The corrosion-resistant properties of the carbon fiber reinforced plastic layer help to protect the crossing from environmental factors such as moisture and chemical erosion.
[0015] 3. Reduced weight: The lightweight properties of the carbon fiber reinforced plastic layer help to reduce the overall weight of the crossing, which not only reduces material costs, but also simplifies the installation and maintenance process.
[0016] 4. By drilling holes in the center of the main rail waist at an interval of 2-3 meters, and using special gaskets and bolts to connect the steel rail and the channel steel, the installation steps are simplified, the standardization of installation is improved, and the channel steel is preferably selected to be the same height as the corresponding steel rail. If the height exceeds, cutting is performed. This design can flexibly adapt to steel rails of different heights, enhancing the versatility and adaptability of the device. BRIEF DESCRIPTION OF DRAWINGS
[0017] Fig. 1 is a schematic view of the structure of the utility model in the front view state;
[0018] Fig. 2 is a schematic view of the steel rail structure of the utility model in the front view section.
[0019] Wherein the reference numerals are: 1, steel rail; 11, fiber reinforced concrete layer; 12, carbon fiber reinforced plastic layer; 13, thermoplastic elastomer layer; 14, rubber asphalt layer; 2, channel steel; 3, spacer; 4, rail gasket; 5, bolt. DETAILED DESCRIPTION
[0020] In order to make the technical means, creative features, purpose and efficacy of the present invention easy to understand, the present invention is further described below in conjunction with specific embodiments, but the following embodiments are only preferred embodiments of the present invention, not all. Based on the embodiments in the implementation manner, other embodiments obtained by those skilled in the art without making creative work are all within the scope of protection of the present invention. The experimental methods in the following embodiments, unless otherwise specified, are all conventional methods, and the materials, reagents, etc. used in the following embodiments, unless otherwise specified, can be obtained from commercial channels.
[0021] Example:
[0022] like Figs. 1-2 As shown, a crossing connection structure used in a switch group includes a rail 1, a spacer iron 3 inserted into the rail 1, the rail 1 connected to the channel steel 2 via the spacer iron 3, a rail-shaped gasket 4 provided on the rail 1, the rail 1 and the channel steel 2 are fixedly connected by bolts 5, and a reinforcement structure is provided inside the rail 1;
[0023] The reinforcement structure includes a fiber reinforced concrete layer 11 provided on the outer layer of the rail 1, a carbon fiber reinforced plastic layer 12 provided on the inner layer of the fiber reinforced concrete layer 11, a thermoplastic elastomer layer 13 provided on the inner layer of the carbon fiber reinforced plastic layer 12, and a rubber asphalt layer 14 provided on the inner layer of the thermoplastic elastomer layer 13;
[0024] The fiber reinforced concrete layer 11 mainly contains steel fibers. The advantages of the fiber reinforced concrete layer 11 are as follows: by adding steel fibers to the rail 1, the crack resistance and toughness of the concrete can be improved, and the formation of cracks can be reduced. It is used for the edges and joints of crossings to improve impact resistance and durability. The carbon fiber reinforced plastic layer 12 is lightweight, high-strength and corrosion-resistant, and can be used to reduce weight and improve corrosion resistance. The thermoplastic elastomer layer 13 is a material between rubber and plastic, with good elasticity and flexibility. It is easy to process and recycle and can be used as a buffer pad or protective layer for crossings to reduce wear and maintenance costs of crossings. The fiber reinforced concrete layer 11 and the rubber asphalt layer 14 are respectively arranged on the edges of the two end faces of the rail 1. The rubber asphalt layer 14 is a material mixed with waste tire rubber powder and asphalt. It has good elasticity and deformation resistance, can absorb and disperse impact force, and is used for surface treatment of crossings to improve the flatness and comfort of crossings and reduce noise.
[0025] The steel rail 1 is drilled at the center position, the hole interval is 2-3 meters, the channel steel 2 is arranged at the same height corresponding to the steel rail 1, the steel rail 1 is formed into a horn mouth shape at two ends, the steel rail 1 is bent to the center of the line at 300mm from the terminal, the opening width is not less than 150mm, the interval iron 3 is used to connect the outer side of the steel rail 1 and the channel steel 2, the width of the flange groove is kept at 70mm in a straight line, and is kept at 90-100mm in a curve, if time permits, the steel bars can be put into the inner side of two channel steels after the channel steels are connected, the non-acting surface is all poured with concrete, and the poured concrete needs to be maintained for 28 days.
[0026] In the utility model, unless another definite provision and limitation, first feature is "on" or "under" second feature, can include that first and second features are in direct contact, also can include that first and second features are not in direct contact but contact through another feature between them. Moreover, first feature "on", "above" and "upper surface of" second feature includes that first feature is directly above and obliquely above second feature, or only indicates that the horizontal height of first feature is higher than second feature. First feature "under", "below" and "lower surface of" second feature includes that first feature is directly below and obliquely below second feature, or only indicates that the horizontal height of first feature is less than second feature.
[0027] The basic principle, main features and advantages of the utility model are shown and described above. The skilled in the art should understand that the utility model is not limited by the above-mentioned embodiments, the above-mentioned embodiments and the description in the specification are only preferred examples of the utility model, and are not used to limit the utility model, under the premise that the utility model is not deviated from the spirit and scope, the utility model will have various changes and improvements, and these changes and improvements all fall into the range of the utility model to be protected, and the range of the utility model to be protected is defined by the appended claims and equivalents thereof.
Claims
1. A crossing connection structure for use in a frog, comprising a rail (1), characterized in that: The rail (1) is inserted with a spacing iron (3), the rail (1) is connected with the channel steel (2) through the spacing iron (3), the rail (1) is provided with a rail type gasket (4), the rail (1) and the channel steel (2) are fixedly connected through bolts (5), the rail (1) is provided with a reinforcing structure, the reinforcing structure comprises a fiber reinforced concrete layer (11) arranged on the rail (1), a carbon fiber reinforced plastic layer (12) arranged in the inner layer of the fiber reinforced concrete layer (11), a thermoplastic elastomer layer (13) arranged in the inner layer of the carbon fiber reinforced plastic layer (12), and a rubber asphalt layer (14) arranged in the inner layer of the thermoplastic elastomer layer (13).
2. The crossing connection structure for a frog according to claim 1, wherein: The fiber reinforced concrete layer (11) is mainly composed of steel fibers, and the fiber reinforced concrete layer (11) and the rubber asphalt layer (14) are respectively arranged at the edges of the two end faces of the rail (1).
3. The crossing connection structure for a frog according to claim 2, characterized in that: The rail (1) is drilled at the center position, and the hole spacing is 2-3 meters.
4. The crossing connection structure for use in a frog according to claim 3, characterized in that: The channel steel (2) is arranged at the same height as the rail (1).
5. The crossing connection structure for use in a frog according to claim 4, characterized in that: The two ends of the rail (1) are formed into a bell mouth shape, and the opening width of the rail (1) bent to the center of the line at a distance of 300mm from the terminal is not less than 150mm.