Railway asphalt crossing

Abstract

The utility model discloses a railway asphalt crossing, and relates to the technical field of railway crossings. The structure comprises a foundation pit with an upward opening, a concrete cushion layer is laid at the bottom of the foundation pit, a reinforcing mesh is laid on the concrete cushion layer, sleepers are laid on the reinforcing mesh, and steel rails are connected to the sleepers; concrete fillers are poured below the bottoms of the steel rails and in the foundation pit and in gaps between the concrete cushion layer and the reinforcing mesh and between the concrete cushion layer and the sleepers; asphalt filler is laid above the top of the sleeper, in the foundation pit and on the periphery of the steel rail. The railway crossing has the advantages of being good in stability and high in bearing capacity, and the problems that an existing railway crossing is poor in stability, insufficient in bearing capacity and the like are effectively solved.

Description

TECHNICAL FIELD

[0001] The utility model relates to railway crossing technical field especially a railway crossing in steel plant interior. BACKGROUND

[0002] Before the overall ballast crossing is widely applied, the railway crossing in steel plant interior mainly depends on the steel plate crossing and prefabricated rubber plate crossing. The steel plate crossing adopts the medium plate as the surface layer, is suitable for the crossing with the wooden sleeper at the bottom, and is relatively simple to install. The rubber crossing realizes the rapid installation by directly laying the prefabricated rubber plate on the sleeper. However, the two crossings have the following defects:

[0003] ①The surface of the steel plate crossing is too smooth, and the double-wheel vehicle is prone to skidding in the rainy day. The steel plate is difficult to stably install, and has a great impact on the lower sleeper, and has the safety hidden danger such as the steel plate floating;

[0004] ②The rubber crossing is prone to aging under the irradiation of the ultraviolet rays of the sun, and the performance is significantly reduced. At the same time, the foundation is uneven, and the crossing is prone to floating when the heavy load vehicle passes quickly, and the stability is poor.

[0005] In recent years, people begin to try to change the railway crossing from the wooden sleeper and the steel plate crossing to the concrete overall ballast crossing. The change effectively solves the hidden danger such as the crossing rail floating, significantly prolongs the crossing maintenance period, and completely solves the problem that the personnel falls down due to the wet and slippery steel plate in the rainy day. However, the concrete overall ballast crossing also has the following problems:

[0006] ①According to the standard construction process, the 13m long crossing construction needs 30 days (concrete plus early strength agent), and for the crossing of the factory area where the heavy load vehicle frequently passes, the long-term blocking construction causes great influence on the railway and highway traffic;

[0007] ②If the asphalt overall ballast crossing is changed and constructed according to the ordinary construction process, although the construction time is shortened to 1 day, the foundation is prone to instability when the heavy load vehicle passes, the whole crossing is prone to fluctuation, or the deep vehicle rut mark is generated in the vehicle rolling area, the vehicle safety is affected, and the subsequent repair time is long, which is not conducive to the traffic safety. SUMMARY

[0008] The utility model provides a railway asphalt crossing, and the railway asphalt crossing has the advantages of good stability and strong bearing capacity, and effectively solves the problems of poor stability and insufficient bearing capacity of the existing railway crossing.

[0009] In order to solve the above problems, the utility model adopts the following technical scheme:

[0010] It includes the foundation pit of opening upward, the bottom of the foundation pit is paved with the concrete cushion, the top of the concrete cushion is paved with the reinforcement net, the top of the reinforcement net is paved with the sleeper, the sleeper is connected with the rail; the bottom of the rail, in the foundation pit, the gap between the concrete cushion and the reinforcement net and the sleeper is poured with the concrete filler; the top of the sleeper, in the foundation pit, the periphery of the rail is paved with the asphalt filler.

[0011] In the technical scheme, the sleeper can further include a sleeper fastener, and the sleeper fastener is located in the asphalt filler.

[0012] Further, the asphalt filler is a medium-grained asphalt filler.

[0013] Further, the top of the asphalt filler is flush with the top of the rail.

[0014] Further, the grid spacing of the reinforcement net is 150 mm, and the spacing between the reinforcement net and the concrete cushion is 70 mm.

[0015] Further, the paving thickness of the asphalt filler is 150 mm.

[0016] Compared with the prior art, the utility model has the following beneficial effects:

[0017] 1. The utility model has the advantages of good stability and strong bearing capacity, effectively solves the problems of poor stability and insufficient bearing capacity of the existing railway crossing, and provides a powerful guarantee for the safety and efficiency of railway transportation.

[0018] 2. The utility model adopts the multi-layer structure design of the concrete cushion, the reinforcement net, the sleeper and the concrete filler, effectively solves the problem of poor stability of the existing railway crossing (such as the steel plate crossing and the rubber crossing), and the structure design can resist the impact of heavy vehicles, prevent the overall fluctuation of the crossing or the deep vehicle rut mark in the vehicle rolling area, and ensure the safe passing of vehicles.

[0019] 3. The utility model adds the reinforcement net and stably connects the sleeper and the rail, so that the bearing capacity is stronger, which can meet the demand of frequent passing of heavy vehicles and prolong the service life of the crossing.

[0020] 4. The utility model has certain strength and good elasticity, the rolling gravity of the heavy vehicle is relieved and dispersed in the asphalt layer, and the maintenance time of the bottom concrete layer can be reduced.

[0021] 5. This utility model can also adjust parameters such as the depth of the foundation pit, the spacing of the steel mesh, and the thickness of the asphalt filler according to specific engineering needs, showing good flexibility and adaptability, which facilitates its application under different geological conditions and traffic requirements.

[0022] 6. This utility model places the sleeper fasteners inside the asphalt filler, which not only optimizes the overall structure of the crossing, but more importantly, greatly improves the convenience of rail replacement. Attached Figure Description

[0023] Fig. 1 This is a schematic diagram of the structure of this utility model.

[0024] Fig. 2 This is a schematic diagram of the steel mesh structure in this utility model.

[0025] Figs. 1-2 In the diagram, the following are the components: 1 – foundation pit, 2 – concrete cushion layer, 3 – steel mesh, 4 – sleeper, 5 – rail, 6 – concrete filler, 7 – asphalt filler, and 8 – sleeper fastener. Detailed Implementation

[0026] The present invention will be further described in detail below with reference to the accompanying drawings: Example

[0027] like Figs. 1-2 The diagram shows a railway asphalt crossing, comprising an upward-opening pit 1, a concrete pad 2 at the bottom of the pit 1, and a steel mesh 3 on top of the concrete pad 2. The addition of the steel mesh 3 and the stable connection between the sleepers 4 and the rails 5 enhance its load-bearing capacity, meeting the needs of frequent heavy-load vehicle passage and extending the service life of the crossing. Sleepers 4 are laid above the steel mesh 3, and rails 5 are connected to the sleepers 4. Below the bottom of the rails 5, within the pit 1, concrete filler 6 is poured into the gaps between the concrete pad 2, the steel mesh 3, and the sleepers 4. Above the top of the sleepers 4, within the pit 1, asphalt filler 7 is laid around the perimeter of the rails 5. The asphalt filler 7 has a certain strength and good elasticity, which alleviates and disperses the weight of heavy vehicles, reducing the curing time of the bottom concrete layer.

[0028] In the above embodiment, by adopting a multi-layered structural design of concrete pad 2, steel mesh 3, sleeper 4 and concrete filler 6, it effectively solves the problem of poor stability of existing railway crossings (such as steel plate crossings and rubber crossings). This structural design can resist the impact of heavy-load vehicles and prevent the overall undulation of the crossing or the deep ruts in the wheel-rolled area, thereby ensuring the safe passage of vehicles.

[0029] Preferably, the sleeper 4 includes a sleeper fastener 8, which can be located within the asphalt filler 7. This not only optimizes the overall structure of the crossing but, more importantly, greatly improves the ease of replacing the rail 5. Since asphalt is easier to break down than concrete, when replacing the rail 5, workers only need to partially break down the asphalt filler 7 to easily expose the sleeper fastener 8. Then, by loosening the sleeper fastener 8, the old rail 5 can be easily removed from the sleeper 4. After replacing the old rail 5, the sleeper fastener 8 is re-fastened, and the asphalt filler 7 is re-laid to restore the integrity of the crossing. The entire process is fast and efficient, significantly reducing the difficulty and cost of replacing the rail 5.

[0030] This utility model can also adjust parameters such as the depth of the foundation pit 1, the mesh spacing of the steel mesh 3, and the paving thickness of the asphalt filler 7 according to specific engineering needs, showing good flexibility and adaptability, which facilitates its application under different geological conditions and traffic requirements.

[0031] Specifically, asphalt filler 7 is a medium-grained asphalt filler.

[0032] The preferred mesh spacing of the reinforcing mesh 3 is 150mm, and the preferred spacing between the reinforcing mesh 3 and the concrete cushion layer 2 is 70mm.

[0033] The preferred thickness of the asphalt filler 7 is 150 mm.

[0034] The laying method of this utility model is as follows:

[0035] A. First, excavate pit 1 in the crossing area, with an excavation depth of about 600mm;

[0036] B. Then, C15 grade commercial concrete is poured into the foundation pit 1 as concrete cushion layer 2;

[0037] C. After the concrete foundation 2 has cured, lay a steel mesh 3 with a diameter of 16mm on top of the concrete foundation 2. The mesh spacing of the steel mesh 3 is 150mm, and the steel mesh 3 is raised by about 70mm.

[0038] D. Next, sleepers 4 are laid on top of the steel mesh 3;

[0039] E. Then, connect the rail 5 above the sleeper 4;

[0040] F. Next, pour C40 concrete filler 6 into the gap between the concrete cushion layer 2, the steel mesh 3, and the sleeper 4 in the foundation pit, up to the bottom of the rail 5. At the same time, be careful not to cover the sleeper fastener 8.

[0041] G. After the concrete filler 6 has cured, lay medium-grained asphalt mixture as asphalt filler 7 around the rail 5 in the foundation pit 1 until it is level with the height of the rail 5 (the laying thickness is about 150mm). The laying process adopts layered compaction: the first layer is 100mm thick and is compacted; the second layer is 50mm thick and is compacted again. After curing, it can be opened to traffic.

[0042] The method for replacing the rails in this utility model is as follows:

[0043] Remove the asphalt filler 7 around the rail 5 in the pit 1 to expose and loosen the sleeper fasteners 8. Remove the old rail 5 that needs to be replaced from the sleeper 4, then replace it with a new rail 5 and install it on the sleeper 4. Fasten the sleeper fasteners 8 again, and finally lay asphalt filler 7 around the rail 5 in the pit 1 again to complete the replacement process of the rail 5.

[0044] It should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it; although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A railway asphalt crossing, characterized by: The application relates to a foundation pit with an upward opening, the bottom of the foundation pit is paved with a concrete cushion, the top of the concrete cushion is paved with a reinforcing mesh, the top of the reinforcing mesh is paved with a sleeper, and the sleeper is connected with a steel rail; the bottom of the steel rail is below the foundation pit, and the gap between the concrete cushion and the reinforcing mesh and the sleeper in the foundation pit is filled with a concrete filler; the periphery of the steel rail in the foundation pit is paved with an asphalt filler above the top of the sleeper.

2. The railway asphalt crossing according to claim 1, characterized in that: The sleeper comprises a sleeper fastener, and the sleeper fastener is located in the asphalt filler.

3. Railway asphalt crossing according to claim 1 or 2, characterized in that: The asphalt filler is a medium-grained asphalt filler.

4. The railway asphalt crossing according to claim 3, characterized in that: The top of the asphalt filler is flush with the top of the steel rail.

5. The railway asphalt crossing according to claim 4, characterized in that: The grid spacing of the reinforcing mesh is 150 mm, and the spacing between the reinforcing mesh and the concrete cushion is 70 mm.

6. The railway asphalt crossing according to claim 5, characterized in that: The paving thickness of the asphalt filler is 150 mm.

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