CN105821764B - Non-fragment orbit rigidity adjuster - Google Patents

Abstract

The invention relates to a ballastless track stiffness adjustment device, which comprises a bridge pier, an abutment arranged on the subgrade, a beam body arranged on the pier, a track plate laid on the abutment and the beam body, and a track plate fixed on the track plate through fasteners. The upper rail, the track slab is disconnected at the joint between the abutment and the beam body or at the joint between two adjacent beams. Misalignment to reduce the pull-up force on the fasteners to ensure the safety and stability of the train's micro-support bridge. It not only meets the requirements of train load, temperature load, beam deflection, beam expansion and contraction on the structure itself, but also can significantly reduce the section height of the main board, which is convenient to match the height of the flat track slab, and at the same time increases the clearance height between the bottom surface of the main board and the top surface of the beam body , to provide sufficient headroom for beam rotation and vertical displacement, reduce the impact of beam deformation on the track slab structure, reduce the pull-out force of fasteners, and ensure train driving safety and passenger comfort.

Description

Ballastless track stiffness adjustment device

technical field

The invention relates to the technical field of high-speed railway bridge structures, in particular to a ballastless track stiffness adjustment device used in a ballastless track bridge system to reduce the influence of beam deformation on the track slab structure.

Background technique

High-speed railway construction is an inevitable trend in the development of my country's railway transportation. As my country's high-speed railway construction is gradually implemented and put into operation, ballastless track is used as the main high-speed railway due to its high smoothness, stability and less maintenance times. One of the track structure types. In order to meet the smoothness and stability requirements of high-speed railway lines, it may be necessary to build viaducts for several kilometers or even tens of kilometers. Taking the Beijing-Shanghai high-speed railway as an example, there are 244 bridges, accounting for 80.47% of the length of the main line, and the trains basically run on the bridges. Long-span bridges often have large beam end angles and vertical misalignment at the beam end due to train load or temperature, causing the pull-out force of the ballastless track fastener system to exceed the buckle pressure, and local rails at the beam end bulge, affecting driving safety and passenger comfort. Spend. When the gap between the bridges or between the bridge and the abutment is large, the distance between the nodes of the rail fasteners is too large to meet the requirements of the smooth running of the train and the stress deformation of the track, which increases the stress on the rails and fasteners. When it exceeds a certain range, it may cause broken rails and train derailment, endangering driving safety.

If pure steel or pure concrete structure is adopted, the existing problems are as follows:

(1) It cannot provide enough headroom for beam body rotation and vertical displacement: long-span bridges produce large corners or vertical displacements under the action of train load or temperature, while pure steel or pure concrete structures have a large section height, and The bottom surface of the main board is flat, which causes the interaction or collision between the bridge girder and the main board to generate a large internal force and reduce the structural performance.

(2) Does not conform to the mechanical characteristics of the structure: the concrete material is a kind of strong pressure and weak tension material. Under the action of load, the top of the main board of the ballastless track stiffness adjustment device is under compression and the bottom is under tension, resulting in a large number of cracks at the bottom, shortening the ballastless track The life of the stiffness adjustment device increases the number of structural maintenance.

(3) The noise pollution of the steel structure is serious: if the ballastless track stiffness adjustment device in the form of pure steel is used, due to the small stiffness, the deformation will be large under the action of the dynamic load of the train, and the macroscopic performance is that the two ends of the main board collide with the beam body repeatedly to generate serious noise And aggravate beam damage.

(4) Structural form: If the ballastless track stiffness adjustment device in the form of pure concrete is used, the corresponding main board is thick and the structural form is inflexible. Formwork pouring and steel bars are required for fabrication. The construction quality is not easy to guarantee and installation is inconvenient.

(5) Limiting defects: If the horizontal and vertical limit requirements are simply achieved through the protruding structure, the track plate will be worn by the serpentine movement of the train or the action of shaking the head. In severe cases, the track plate will be deformed and the train will derail, which will increase maintenance. workload.

(6) Concrete pouring defects of the ballastless track stiffness adjustment device: the track slab structure is very flat, and the ballastless track stiffness adjustment device needs to be connected with the front and rear track slabs to meet the elevation requirements of the top surface of the rail. Concrete often cannot be vibrated and compacted in a narrow space, and the quality of the concrete cannot be guaranteed.

Especially in long-span bridges, there are usually large beam gaps, resulting in increased stress on rails and fasteners. It can be seen that in order to improve the safety and comfort of driving on ballastless track. Therefore, it is necessary to develop a ballastless track stiffness adjustment device. A ballastless track rigidity adjustment device provided by the present invention can overcome the above defects, meet the requirements of train load, temperature load, bridge deflection, and bridge expansion and contraction on the structure itself, and at the same time adjust the beam end angle and vertical misalignment, and reduce fasteners Pull-up force ensures driving safety and passenger comfort.

Contents of the invention

The purpose of the present invention is to provide a ballastless track stiffness adjustment device to reduce the influence of the beam body rotation angle and vertical misalignment on the track slab, so as to ensure driving safety and passenger comfort. By setting up a ballastless track stiffness adjustment device spanning the expansion joints of the beam body, or spanning the joint between the bridge and the abutment, to meet the fastener spacing, adjust the beam body rotation angle and vertical misalignment, and reduce the pull-out force of the fasteners.

In order to achieve the above technical purpose, the technical solution of the patent of the present invention is: the ballastless track stiffness adjustment device, including the bridge pier, the bridge abutment set on the subgrade, the beam body set on the bridge pier, and the track laid on the bridge abutment and the beam body slab and the rails fixed on the track slab by fasteners, the track slab is disconnected at the joint between the abutment and the girder or at the joint between two adjacent girders, and there is a gap between the disconnected track slabs for adjustment The beam end angle and vertical misalignment of the beam body can reduce the pull-up force on the fasteners to ensure the safety and stability of the train. A micro-support bridge. When the train runs on the rails, the ballastless track stiffness adjustment device can reduce the force on the rails and fasteners, and reduce the influence of beam deformation on the track slab structure. The ballastless track stiffness adjustment device regarded as a miniature bridge can meet the requirements of train running smoothness and track force deformation, and at the same time meet the requirements of the fastener node spacing, reduce the pull-out force of the fastener, and ensure that the rail force is within the allowable range , It will not cause rail breakage and train derailment because the rail exceeds the force range, which will endanger driving safety. The ballastless track stiffness adjustment device provides a smooth stiffness transition between girders or between girders and abutments. The setting of the ballastless track stiffness adjustment device prevents the sudden change in stiffness caused by the gap between the beam body and the beam body or between the beam body and the abutment. Problems create the danger of jumping off track or even going off track.

Further, the miniature support bridge includes a main board for supporting on the bottom of the rail, a main board support arranged at the bottom of the main board, and a limiting device for limiting the main board to move longitudinally and laterally along the track slab in the horizontal direction. The main board of the ballastless track stiffness adjustment device can adopt any of the following nine forms: channel steel-concrete stiffness adjustment plate, four-corner support channel steel-concrete stiffness adjustment plate, I-beam-concrete stiffness adjustment plate, inner diagonal brace Stiffened composite I-beam-concrete stiffness adjustment plate, inner diagonal brace stiffened composite I-beam-concrete laminate stiffness adjustment plate, П-shaped steel-concrete stiffness adjustment plate, inner diagonal brace stiffened composite П-shaped steel-concrete stiffness adjustment plate, inverted U Shaped outsourcing steel-concrete stiffness adjustment plate, four-corner support inverted U-shaped outsourcing steel-concrete stiffness adjustment plate. Although these forms have their own characteristics and advantages, they have a common feature: the four-corner support channel steel-concrete stiffness adjustment plate and the four-corner support inverted U-shaped outer cladding steel-concrete stiffness adjustment plate. The cavity part can be a beam Provide sufficient headroom for body rotation and vertical displacement. The other seven forms increase the headroom height between the bottom surface of the main board and the top surface of the beam body due to the height of the support pad, which can also provide sufficient headroom for the beam body rotation and vertical displacement. clearance. Especially for long-span bridges, there will be no contradiction between beam rotation and main board collision. The ballastless track stiffness adjustment device can reduce the force on the rail and fasteners, and reduce the impact of beam deformation on the track slab structure. Different forms of the main board are composite members of steel and concrete. Composite members give full play to the respective material properties of steel and concrete. Since concrete and steel work together, compared with pure steel structures, it can save 20%-40% of steel consumption. By increasing the section rigidity of the main board, the calculated section is larger than that of the pure steel structure due to the participation of concrete, which can reduce the deflection of the main board by about 20%. The main board can use the installed steel plate to support the formwork and cast in-situ concrete, saving construction materials and speeding up the construction progress. Under the action of load, the noise of the main board is significantly lower than that of the pure steel structure, which can reduce noise pollution and is conducive to environmental protection. The steel structure part of the motherboard is factory-made, which is easy to guarantee the quality. Concrete is poured directly using steel plates and a small amount of formwork, which reduces the need for steel binding, making it easy to manufacture and easy to control quality. The weight of the main board is light, which reduces the thickness of the main board, which is convenient to connect with the overall flat track plate structure, meets the requirements for the elevation of the top surface of the rail, and brings great convenience to the installation. The tension member at the bottom of the main board is a steel plate, and the stress member at the upper compression area is concrete, which not only reduces the cross-sectional height of the main board, but also rationally utilizes the mechanical properties of the material, giving full play to the advantages of steel and concrete materials, and the structural form is more flexible. Change. The lower part of the main board is made of section steel or outsourcing steel plate, which avoids structural damage caused by concrete cracks exposed to the air, is easy to maintain, and has better structural safety and durability.

Further, the top of the abutment and/or the top of the pier is provided with a beam body support; the beam body support and the main board support are arranged in a one-to-one correspondence in the vertical direction.

Further, the limiting device includes lateral limiting blocks arranged at the four corners of the main board, an energy-dissipating element steel plate with energy-dissipating element rubber laminated on the outer layer between the main board and the track plate, and an energy-dissipating element steel plate arranged between the main board and the lateral limiting blocks. The energy-dissipating element steel plates with energy-dissipating element rubber laminated on the outer layer between them; or the limit device includes a fitting structure between the main board and the track plate, and a dissipating plate with energy-dissipating element rubber laminated on the outer layer in the fitting structure. The energy-dissipating element steel plate and the energy-dissipating element steel plate with the energy-dissipating element rubber laminated on the outer layer arranged between the main board and the track plate.

Furthermore, the surface shape of the energy dissipation element rubber and the energy dissipation element steel plate is square, rectangular or cylindrical; the energy dissipation element steel plate is connected to the embedded steel plate of the surrounding structure by welding, and local pressure-bearing steel bars are arranged under the embedded steel plate Net; the thickness of the steel plate of the energy dissipation element is 5mm-15mm, and the thickness of the rubber of the energy dissipation element is 10cm-20cm; the size of the steel plate of the energy dissipation element is larger than that of the rubber of the energy dissipation element; high-performance bonding is adopted between the steel plate of the energy dissipation element and the rubber of the energy dissipation element Agent vulcanization bonding.

Further, the main board adopts channel-shaped steel whose notch is arranged downward and whose upper surface is covered with concrete. The two groove walls of the channel-shaped steel are arranged longitudinally along the main board, and the supports of the main board are respectively arranged at the bottom of the two groove side walls of the channel-shaped steel.

Further, the two groove walls of the channel steel are provided with grooves from bottom to top to form a four-corner support channel steel-concrete rigidity adjustment plate, and the cavity part of the lower part of the channel steel provides movable clearance for the rotation and vertical displacement of the beam body.

Furthermore, the main board adopts a structure in which two sets of I-beams support the concrete slab from the bottom, and the upper surface of the upper flange of the I-beam is equipped with connectors and concrete to form a whole, and jointly bear the load when the train passes the rails.

Further, cross-braced obliquely supporting stiffeners are provided between the two I-beams to form a composite I-beam-concrete stiffness adjustment plate with internal oblique braces to improve the lateral stiffness of the I-beams.

Furthermore, the main board adopts a structure in which two sets of I-beams arranged longitudinally along the main board are erected on the upper part of a precast concrete slab, which is used as a formwork during the construction of the post-cast concrete layer; The shear reinforcement, the precast concrete slab and the post-cast concrete layer are connected by the beard steel bar, the bent shear reinforcement and the interface bonding force; the I-beam and the post-cast concrete layer are connected by studs; the upper flange of the I-beam faces outward Extended flanged construction formwork.

Furthermore, the main board adopts the structure of cast-in-place concrete on the upper surface of the upper flange steel plate of the П-shaped steel, and the mechanical properties of the steel are exerted through the structural form of the wide-flange thin web of the П-shaped steel to improve the reliability and service life of the main board.

Further, cross braced oblique support stiffeners are arranged on the inner side of the П-shaped steel to form a composite П-shaped steel-concrete stiffness-adjusting plate with inner diagonal braces and stiffeners.

Furthermore, the main board adopts an inverted U-shaped steel with the opening facing downward and the inside of the steel plate is filled with concrete, which can effectively prevent the local buckling of the side steel plate. The steel plate also has a restraining effect on the internal filling of concrete, which can increase the stiffness and ductility of the main board section.

Further, along the longitudinal direction of the main board, it is arranged in an inverted U shape at the same time, forming an inverted U-shaped outsourcing steel-concrete stiffness adjustment plate supported by four corners, and the lower cavity part provides movable clearance for the rotation and vertical displacement of the beam body.

Further, the main board support at the bottom of the main board is supported on the support block to raise the main board and increase the clearance height between the bottom surface of the main board and the top surface of the beam body, so that the beam end of the beam body can be freely displaced vertically.

Further, the main board adopts a combined structure of steel plate and concrete, and the connection between the steel plate and the concrete is uniformly welded with studs on the upper surface of the steel plate, and the steel plate is fixed to the concrete through the pegs.

Furthermore, the main board adopts a combined structure of steel plate and concrete, U-shaped steel bars are welded to the steel plate, and distributed steel bars arranged longitudinally along the main board are bound at the two corners of the top of the U-shaped steel bar to form a reliable connection between the steel plate and the post-cast concrete. It bears the load when the train passes the rail.

Furthermore, the main board adopts a combined structure of steel plate and concrete. The upper surface of the steel plate is welded with a perforated steel plate and welded with studs. Each hole in the perforated steel plate is pierced with a through steel bar; the concrete is filled into the perforated hole to form a concrete pin. The steel bars tightly connect the concrete and steel plates, and the concrete dowels and studs in the through steel bars and piercings work together.

Further, the ballastless track stiffness adjustment device includes a main board supported on the bottom of the rail, a main board support arranged at the bottom of the main board, and a limiting device for limiting the longitudinal and lateral movement of the main board along the track slab in the horizontal direction. The main board is supported by the main board support arranged on the beam body or the bridge abutment, and the beam body is supported on the pier through the beam body support.

Further, the main board is a composite member of steel and concrete. Concrete and steel work together as a whole through three new connection methods, which increases the rigidity of the main board section, not only bears the load when the train passes through the rails, but also significantly reduces the height of the main board section, which is convenient to connect with the overall flat track slab structure. Meet the requirements for the elevation of the top surface of the rail. The reduction of the section height of the main board can increase the clearance height between the bottom surface of the main board and the top surface of the beam under the premise of the track slab structure of the same height, so as to provide enough clearance for the beam body rotation and vertical misalignment at the beam end of the bridge without Produce the contradictory problem of beam body rotation and mainboard collision.

Further, along the transverse direction of the main board, the main board adopts a channel-shaped steel with the notch facing downwards and the upper surface is covered with concrete, that is, the channel-shaped steel-concrete stiffness adjusting plate. Channel-shaped steel can be directly used as a formwork for concrete pouring, and cast-in-place concrete can save construction materials and speed up construction progress. Both sides of the channel-shaped steel are convenient for directly setting the main board support.

Further, in addition to adopting channel-shaped steel-concrete stiffness-adjusting plates with equal section heights, it is also possible to set the channel-shaped steel-concrete stiffness-adjusting plates longitudinally along the main board to form four-corner-supported channel-shaped steel-concrete stiffness-adjusting plates. The side cavities provide sufficient headroom for beam rotation and vertical displacement.

Further, along the transverse direction of the main board, the main board can also adopt a structure in which two sets of I-beams support the concrete slab from the bottom, that is, the I-beam-concrete stiffness adjustment board. The exposed I-shaped steel and the reinforced concrete slab are connected by shear keys to form a stiffness-adjusting slab. The I-beam structure part is made by the factory, which is easy to make and easy to control the quality.

Further, the I-beam-concrete stiffness adjusting plate can be provided with cross-braced obliquely supporting stiffeners on the inside of the I-beam to form a composite I-beam-concrete stiffness adjusting plate with internal oblique braces and stiffeners. The lateral rigidity of the I-beam can be effectively improved through the oblique support of the stiffener, and the defects of the steel structure can be improved without significantly increasing the weight of the structure, limiting the clearance under the stiffness adjustment plate, so that the structure can resist the serpentine movement of the upper train, Lateral forces on the substructure such as head shaking or temperature changes.

Furthermore, a layer of prefabricated concrete slabs can also be built on the upper flanges of the two sets of I-beams for the stiffness adjustment plate of the composite I-beam-concrete composite plate stiffened by inner diagonal braces to form a stiffness-adjusting plate of the composite I-beam-concrete composite plate stiffened by inner diagonal braces. . Its structure is as follows: first, the prefabricated concrete slab is supported on two sets of I-beam upper flanges welded with shear connectors in advance, and then a layer of concrete is poured on the prefabricated concrete slab. When the cast-in-place concrete reaches a certain strength with the passage of time, one end is welded on the I-beam flange, and the shear connector embedded in the cast-in-place concrete at the other end begins to have bearing capacity, showing the integrity of the overall work. performance. The biggest difference between this structure and the composite I-steel-concrete stiffness-adjusting slab with internal diagonal braces is that the upper flange of the I-steel is provided with a prefabricated concrete slab, which is used as a formwork during the construction of the post-cast concrete layer. This structure not only maintains the advantages of the composite I-beam-concrete rigidity adjustment plate with internal diagonal bracing, but also has the advantages of saving formwork, speeding up construction, and reducing temporary support. The main board often suffers from different degrees of fatigue damage under the action of the train load for many years, and this structure is very beneficial for the quick repair of the main board and the reduction of on-site construction work.

Further, along the transverse direction of the main board, the main board can also adopt the structure of cast-in-place concrete on the surface of the steel plate on the upper flange of the П-shaped steel, that is, the П-shaped steel-concrete stiffness adjusting plate. The concrete flange constrains the П-shaped steel. The structural form of the wide flange and thin web can give full play to the mechanical properties of the steel, cooperate with the compressive stress of the upper concrete, reduce the internal stress at the joint between the flange and the web, and avoid The transverse board end of the main board generates complex stress, which improves the structural reliability and service life. With the continuous increase of operating time, the load effect of the main board under the train load increases, the material stress amplitude increases, the safety reserve of the structure's strength, stiffness, stability, etc. decreases, and the probability of various diseases increases. The hazards are intensified, so it is very important to improve the reliability and service life of the motherboard. In addition, the upper flange of П-shaped steel can be directly used as the formwork for concrete pouring, which saves formwork, speeds up construction, reduces temporary support, and is easy to control quality.

Furthermore, the П-shaped steel-concrete stiffness adjustment plate can also be provided with cross-braced oblique support stiffeners on the inner side of the П-shaped steel to form a composite П-shaped steel-concrete stiffness adjustment plate with inner diagonal braces, so that the structure can resist the serpentine shape of the upper train. Lateral forces on the underlying structure due to movement, head shaking, or temperature changes.

Further, along the transverse direction of the main board, the main board can also adopt an inverted U-shaped steel with the opening facing downward and the inside of the steel plate filled with concrete, that is, an inverted U-shaped steel-concrete stiffness-adjusting plate wrapped outside. Its basic structure is to use a steel beam with an inverted U-shaped section as a formwork, and fill the interior with concrete, and the concrete and steel beam form a combined section through connectors. Concrete is filled inside the steel plate, which can effectively prevent local buckling of the side steel plate and improve the ultimate bending capacity of the steel plate; the steel plate also has a restraining effect on the internal filling of concrete, which can increase the stiffness and ductility of the main plate section. The steel plate can be used as a template for concrete, reducing the number of templates and the process of setting up the formwork.

Further, in addition to adopting an inverted U-shaped steel-concrete rigidity adjustment plate with equal cross-section height, it can also be arranged longitudinally along the main board in an inverted U shape with the opening facing downward to form an inverted U-shaped steel-concrete steel-concrete with four-corner support. Stiffness adjustment plate. The cavity part on the lower side of the inverted U-shaped steel beam can also provide clearance for the corner of the beam body and vertical dislocation, avoiding the lifting of the rail at the end of the beam body and reducing the impact on the track slab.

Furthermore, if the main board is rectangular in plane, the matching stoppers are lateral stoppers made of concrete with relatively high rigidity at the four corners of the main board. The lateral limit block is simple and easy to implement, convenient to construct and convenient to manufacture. Arranging at the four corners of the main board can effectively realize the lateral limit and ensure the lateral stability of the main board. If the lateral limit block is damaged during the accumulated operation, it is also easy to repair and replace.

Furthermore, a steel plate-rubber composite energy-dissipating element is used between the lateral limit block and the main board. The energy-dissipating element rubber is arranged between the upper and lower layers of energy-dissipating element steel plates, and the surface shape of the energy-dissipating element rubber and the energy-dissipating element steel plates can be square, rectangular or cylindrical. The thickness of steel plates for energy-dissipating components is 5-15mm, and the thickness of rubber for energy-dissipating components is 10-20cm. A high-performance adhesive is vulcanized and bonded between the component steel plate and the energy-dissipating component rubber to form a steel plate-rubber composite energy-dissipating component to buffer the structural deformation energy. With the increasing frequency of high-speed train operation, the limit device is subjected to millions of impacts over the years, and the steel plate-rubber composite energy-dissipating element can buffer the structural deformation energy and exert fatigue resistance. Even if it needs to be replaced after long-term operation, it has the characteristics of easy disassembly, simplicity and convenience, and low cost.

Furthermore, the upper steel plate of the steel plate-rubber composite energy-dissipating element is connected to the embedded steel plate of the lateral limit block by welding; Pressed steel mesh.

Furthermore, if the lateral limit of the main board adopts lateral limit blocks at the four corners of the main board, steel plate-rubber composite energy-dissipating elements should be installed between the front and back of the main board and adjacent track plates to realize the longitudinal limit.

Further, if the main board is in the shape of a "ji" shape on the plane, the matching limiting device is symmetrically arranged in the shape of a "ji" shape for the main board, and the adjacent track plate is symmetrically arranged in a "U" shape structure, so that the two A wedge-shaped structure is formed between them, restraining each other to achieve the purpose of longitudinal and horizontal restraint.

Furthermore, a steel plate-rubber composite energy-dissipating element is arranged between the "J"-shaped structure of the main board and the "U"-shaped structure of the adjacent track plates.

Furthermore, the connection between the steel plate and the concrete in the main board is welded to the steel plate with U-shaped steel bars, and the distributed steel bars along the longitudinal length are tied at the top two corners of the U-shaped steel bars, that is, the U-shaped mixed reinforcement connection. The U-shaped mixed reinforcement connection forms a reliable whole between the steel plate and the post-cast concrete through U-shaped steel bars and distributed steel bars, and jointly bears the loads of trains and other loads. The advantage of the U-shaped mixed reinforcement connection method is that it effectively increases the contact area with the concrete, and the construction is simple while ensuring the reliability of the connection. The spacing of the transverse U-shaped steel bars along the main board section is 100-250mm, and the distributed steel bars should be arranged along the longitudinal full section of the main board.

Further, the steel plate in the main board can be connected to the concrete by welding a perforated steel plate on the top of the steel plate and welding studs, and each hole of the perforated steel plate is provided with a through-bar, that is, a perforated steel plate-bolt-through-bar composite connection. When the concrete is poured, the concrete filling the hole forms a concrete pin, and the through steel bar in the hole tightly connects the concrete slab and the connector. The separation of steel plate and concrete greatly improves the shear resistance and fatigue resistance of the connector. With the rapid development of the national economy and transportation, the frequency of high-speed trains will increase. Taking the Beijing-Shanghai high-speed railway as an example, there are currently 290 trains in operation every day, and more than 100,000 times a year will exert fatigue load on the main board. Therefore, this The technical solution provided by the invention solves the fatigue resistance performance of the connector and has great significance.

Further, the connection method between the steel plate and the concrete in the main board can also be directly welded and planted studs on the top of the steel plate, that is, stud connection. The studs are connected to the steel plate by welding, resisting the shear force between the steel plate and the concrete, constraining the horizontal mutual sliding of the concrete and the steel plate, and preventing the lifting action between the steel plate and the concrete, jointly bearing the shear force and the tensile force, and has a good Excellent deformation capacity, which is beneficial to the shear redistribution of the main board. The material is isotropic, so that the studs can be simply distributed evenly along the entire length of the main board or in sections, which is convenient for the simplified design and construction operation of the studs, and is suitable for industrial production methods. The diameter of the stud is 10-25mm, and the ratio of the length to the diameter of the stud is recommended to be between 3-4.

Furthermore, the simple support structure system can be selected for the main board, and the main board support is set to allow horizontal movement along the longitudinal direction of the track plate, but not lateral movement.

Furthermore, the minimum self-weight of the main board should be able to ensure that it will not be lifted up under the influence of factors such as the beam end angle and vertical misalignment, and the height should match the height of the track slab.

Further, the centerline of the main board support should be designed on the same vertical plane as the centerline of the beam support.

Further, the concrete part of the main board adopts a new type of self-compacting self-flowing concrete. Taking the CRTS I type track slab as an example, the height of the track slab in the straight bridge and tunnel section is only 657mm. To arrange the main board in the very flat track slab, under the premise of meeting the elevation of the top surface of the rail, and to connect with the front and rear track slabs, it is bound to put forward strict requirements for the concrete pouring in the main board. A new type of self-compacting self-flowing concrete proposed by the present invention breaks through the limitations of traditional vibrating concrete in the forming method, and can flow freely by relying entirely on its own gravity (or only needs a slight vibration from an external force), and fills every corner of the formwork through the gap between steel bars , to meet the requirements of strength and good durability after hardening. The technical solution provided by the invention can break through the technical bottleneck that the concrete cannot be compacted by vibration, and provide a concrete that is suitable for pouring in the narrow space of the main board and can guarantee the quality.

Further, the raw materials of the new self-compacting self-flowing concrete are: (a) cement: ordinary 42.5 Portland cement; (b) fly ash: Class I fly ash; (c) sand: river sand, medium sand, The fineness modulus is 2.58, the grading in zone II is qualified, the bulk density is 1576kg/m ³ , and the apparent density is 2610kg/m ³ ; (d) stone: crushed stone, 5-20mm continuous grading is qualified, and the needle flake content is 9.2% , crushing index 3.4, bulk density 1470kg/m ³ , apparent density 2700kg/m ³ ; (e) Water reducing agent: high-efficiency water reducing agent, water reducing rate greater than 25%.

Further, after the mixing of the new self-compacting self-flowing concrete is completed, the slump test, L-shaped flow meter test, U-shaped meter test, and V funnel test should be carried out.

Further, the slump test, L-shaped flow meter test, U-shaped flow meter test, and V funnel test should meet the following standards: the slump should be controlled at 240mm-270mm; The height difference △h of the instrument test should be less than 30mm; the passing time of the V funnel should be controlled within 4s~25s.

Further, the new self-compacting self-flowing concrete is fully wetted with water half an hour before pouring the steel plate.

Further, the new self-compacting self-flowing concrete should be sprinkled with fine sand on the steel plate before pouring. The fine sand can form a composite connection with the connectors, improve the co-working ability between the steel plate and the concrete, further reduce the section height of the main board, provide clearance for beam rotation and vertical displacement, and meet the elevation requirements of the top surface of the rail.

Further, the fineness modulus of the fine sand is 1.6-2.2; the mud content is not more than 3.0%.

The present invention has the following advantages and beneficial technical effects:

(1) The present invention is to provide a ballastless track stiffness adjustment device, which is arranged at the transition section between the beam body and the beam body, or between the beam body and the abutment, and is regarded as a miniature bridge spanning the expansion joint of the beam body. Support rails above expansion joints. The ballastless track rigidity adjustment device includes a main board supported on the bottom of the rail, a main board support arranged at the bottom of the main board, and a limiting device for limiting the main board to move longitudinally and laterally along the track slab in the horizontal direction.

The invention can be widely used in ballastless track bridges to reduce the stress on the track plate at the beam end at the expansion joint section of the beam body. The ballastless track rigidity adjustment device is easy to install, fully exerts the mechanical performance of structural materials, and has good adjustment performance.

The present invention will be further described below in conjunction with accompanying drawing.

Description of drawings

Fig. 1 is one of the structural schematic diagrams of the ballastless track stiffness adjusting device of the embodiment of the present invention;

Fig. 2 is the second structural diagram of the ballastless track stiffness adjusting device according to the embodiment of the present invention;

Fig. 3 is the third structural diagram of the ballastless track stiffness adjusting device according to the embodiment of the present invention;

Fig. 4 is the fourth schematic structural view of the ballastless track stiffness adjusting device according to the embodiment of the present invention;

Fig. 5 is the fifth schematic diagram of the structure of the ballastless track stiffness adjusting device according to the embodiment of the present invention;

Fig. 6 is a structural schematic diagram of a steel plate-rubber composite energy dissipation element according to an embodiment of the present invention;

Fig. 7 is one of the structural schematic diagrams of the channel-shaped steel-concrete stiffness adjusting plate of the embodiment of the present invention;

Fig. 8 is a schematic diagram of a stud connection structure according to an embodiment of the present invention;

Fig. 9 is a structural schematic diagram of an inner diagonal brace stiffened composite I-beam-concrete stiffness adjusting plate according to an embodiment of the present invention;

Fig. 10 is a structural schematic diagram of an inner diagonal bracing stiffened composite П-shaped steel-concrete stiffness adjusting plate according to an embodiment of the present invention;

Fig. 11 is a structural schematic diagram of an inverted U-shaped outsourcing steel-concrete stiffness adjusting plate according to an embodiment of the present invention;

Fig. 12 is a schematic structural view of the rigidity adjustment plate of the inner diagonal brace stiffened composite I-beam-concrete composite slab according to the embodiment of the present invention;

Fig. 13 is the second structural schematic diagram of the channel-shaped steel-concrete stiffness adjusting plate according to the embodiment of the present invention;

Fig. 14 is a schematic structural diagram of a U-shaped hybrid reinforcement connection structure according to an embodiment of the present invention;

Figure 15 is a top plan view of Figure 5;

Fig. 16 is a structural schematic diagram of a perforated steel plate-spindle-through steel composite connection structure according to an embodiment of the present invention;

Fig. 17 is a schematic structural view of the ballastless track stiffness adjustment device at the expansion joint of the beam body according to the embodiment of the present invention;

FIG. 18 is a top plan view of FIG. 17 .

illustration:

1-Main board; 2-Rail; 3-Fastener; 4-Track plate; 5-Beam body; 6-Main board support; 7-Beam support; 8-Pier; - energy dissipation element steel plate; 12 - energy dissipation element rubber; 13 - I-shaped steel; 14 - oblique support stiffener; 15 - lateral limit block; 16 - U-shaped steel bar; 17 - through steel bar; 18 - perforated steel plate ; 19- abutment; 20- precast concrete slab; 21- mustache reinforcement; 22- bending shear reinforcement; 23- flange construction formwork; 24- distribution reinforcement; 25- support block.

detailed description

The technical content of the present invention will be further described below, but it is not intended to limit the essence of the present invention.

Figure 1 is one of the structural schematic diagrams of the ballastless track stiffness adjusting device of the embodiment of the present invention; Figure 2 is the second structural schematic diagram of the ballastless track stiffness adjusting device of the embodiment of the present invention; Figure 3 is the ballastless track stiffness adjusting device of the embodiment of the present invention The third structural schematic diagram of the track stiffness adjusting device; Fig. 4 is the fourth structural schematic diagram of the ballastless track stiffness adjusting device according to the embodiment of the present invention; Fig. 5 is the fifth structural schematic diagram of the ballastless track stiffness adjusting device according to the embodiment of the present invention; Fig. 6 is a structural schematic diagram of a steel plate-rubber composite energy-dissipating element according to an embodiment of the present invention; Fig. 7 is one of the structural schematic diagrams of a channel-shaped steel-concrete stiffness adjusting plate according to an embodiment of the present invention; Fig. 8 is a peg according to an embodiment of the present invention Schematic diagram of the connection structure; Fig. 9 is a structural schematic diagram of the inner diagonal brace stiffened composite I-beam-concrete stiffness adjustment plate of the embodiment of the present invention; Fig. 10 is a structure diagram of the inner diagonal brace stiffened composite П-shaped steel-concrete stiffness adjustment plate of the embodiment of the present invention Schematic diagram of structure; Fig. 11 is a schematic diagram of the structure of an inverted U-shaped outsourcing steel-concrete rigidity adjustment plate according to an embodiment of the present invention; Fig. 12 is a schematic diagram of a rigidity adjustment plate of a composite I-shaped steel-concrete laminated plate with internal diagonal braces and stiffening according to an embodiment of the present invention Schematic diagram of the structure; Fig. 13 is the second structural diagram of the channel-shaped steel-concrete stiffness adjusting plate of the embodiment of the present invention; Fig. 14 is a schematic structural diagram of the U-shaped mixed reinforcement connection structure of the embodiment of the present invention; Fig. 15 is the top view of Fig. 5 Plan view; FIG. 16 is a schematic structural view of the composite connection structure of perforated steel plate-bolts-through steel bars according to an embodiment of the present invention; FIG. 17 is a schematic structural view of the ballastless track stiffness adjustment device at the expansion joint of the beam body according to an embodiment of the present invention; FIG. 18 is a top plan view of FIG. 17 .

As shown in FIGS. 1 and 2 , the ballastless track stiffness adjusting device of this embodiment is a miniature bridge spanning the junction between the beam body 5 and the abutment 19 . The track slab 4 is laid on the beam body 5 or the abutment 19, the beam body 5 is supported on the abutment 19 by the beam body support 7, and the originally continuous track slab 4 is disconnected at the junction of the beam body 5 and the abutment 19. The ballastless track stiffness adjustment device includes a main board 1, a main board support 6 arranged at the bottom of the main board 1, and a limiting device for limiting the main board 1 to move longitudinally and laterally along the track plate 4 in the horizontal direction. open position. The main board 1 is supported by the main board support 6 arranged on the beam body 5 and the abutment 19 , and the beam body 5 is supported on the abutment 19 through the beam body support 7 . When the train passes above the beam body 5, the beam body 5 will rotate or vertically displace. Along the transverse direction of the main board 1, when the cross-section of the main board 1 adopts channel steel or inverted U-shaped steel with the opening facing down, it is also set in the longitudinal direction of the main board 1 to form a channel with the opening facing down or an inverted U shape, forming a four-corner supporting channel steel-concrete rigidity The adjusting plate and the four-corner supporting inverted U-shaped outsourcing steel-concrete rigidity adjusting plate. The setting of the cavity part on the lower side of the main board 1 can make the beam end of the beam body 5 freely rotate and vertically displace freely, reduce the impact of the beam end rotation angle and vertical misalignment of the beam body 5 on the track plate 4, and ensure driving safety and passenger comfort. The principle of the ballastless track stiffness adjustment device on the vertical displacement adjustment of the beam body is shown in Figure 1. The main board 1 adopts: four-corner support channel-shaped steel-concrete stiffness adjustment plate or four-corner support inverted U-shaped outsourcing steel-concrete stiffness adjustment plate. The principle of the adjustment of the ballastless track stiffness adjustment device on the angle of the beam is shown in Figure 2. The main board 2 adopts a four-corner support channel steel-concrete stiffness adjustment plate or a four-corner support inverted U-shaped outsourcing steel-concrete stiffness adjustment plate.

As shown in Figures 3 and 4, the ballastless track stiffness adjustment device of this embodiment, because the main board 1 adopts a combined structure, reduces the section height of the main board 1, and can be installed longitudinally along the main board 1 under the premise of the same height of the track board 4 Become equal section height, then adopt support block 25 to pad high main board 1, increase the headroom height of main board 1 bottom surface and beam body 5 top surfaces, make the beam end of beam body 5 freely rotate and vertical free displacement. The main board 1 spans the joint between the beam body 5 and the abutment 19, the main board 1 is supported on the support pad 25 by the main board support 6, and the support pad 25 is respectively placed on the beam body 5 and the abutment 19, and the beam body 5 is again It is supported on the abutment 19 by the beam body support 7 . The principle of adjusting the vertical displacement of the beam body by the ballastless track stiffness adjusting device is shown in Figure 3. Figure 4 shows the working principle of ballastless track stiffness adjustment device on beam body angle adjustment.

As shown in Figure 5, the ballastless track stiffness adjustment device of this embodiment includes a main board 1 supported on the bottom of the rail 2, a main board support 6 arranged at the bottom of the main board 1, and a main board support 6 for restricting the main board 1 from moving along the track plate 4 in the horizontal direction. Limiting device for longitudinal and lateral movement. The main board 1 is supported by the main board support 6 arranged on the beam body 5 , and the beam body 5 is supported on the pier 8 through the beam body support 7 . The rail 2 is fixed on the continuous track plate 4 through the fastener 3, the track plate 4 is laid on the beam body 5, the beam body 5 is supported on the pier 8 through the beam body support 7, and the original continuous track plate 4 The expansion joint is broken. A ballastless track stiffness adjustment device is arranged between the disconnected track plates 4, which are miniature bridges spanning the expansion joints of the beam body 5, and support the rail 2 above the expansion joints of the beam body 5. The ballastless track stiffness adjustment device shown in Figure 5 is a schematic diagram of a rectangular plane and a four-corner support channel-shaped steel-concrete stiffness adjustment plate for the main board. The setting of the cavity part on the lower side of the main board 1 can make the beam end of the beam body 5 freely rotate and vertically displace freely, avoid the lifting of the rail 2 at the beam end of the beam body 5, reduce the pull-out force of the fastener 3, and ensure driving safety and passenger comfort. The ballastless track stiffness adjustment device at the expansion joint of the beam body, as shown in Figure 5, has a rectangular structure on the plane.

In this embodiment, the main board 1 may adopt a rectangle on a plane, as shown in FIG. 15 . The plane of the main board 1 may also be in the shape of a "ji", as shown in FIG. 18 .

As shown in Fig. 5 and Fig. 15, Fig. 15 is a top plan view of Fig. 5 . In this embodiment, if the main board 1 is rectangular on the plane, as shown in Figure 15, its limiting device is to arrange lateral limiting blocks 15 at the four corners of the main board 1 to realize lateral spacing, between the main board 1 and the adjacent track plate 4 A steel plate-rubber composite energy-dissipating element is set up to realize the longitudinal limit.

As shown in Fig. 17 and Fig. 18, Fig. 18 is a top plan view of Fig. 17 . In the present embodiment, if the main board 1 is a "several"-shaped structure on the plane, as shown in Figure 18, its limiting device is symmetrically arranged in a "U"-shaped structure for the adjacent track plate 4, so that the main board 1 and the track plate 4 A wedge-shaped structure is formed between the two, restraining each other to achieve the purpose of vertical and horizontal restraint.

As shown in FIG. 6 , a steel plate-rubber composite energy dissipation element must be arranged between the main board 1 and the track plate 4 . The steel plate-rubber composite energy dissipation element is composed of upper and lower layers of energy dissipation element steel plate 11 and energy dissipation element rubber 12 .

As shown in Figure 9 and Figure 12, in this embodiment, along the transverse direction of the main board 1, the main board 1 is provided with cross-supported obliquely supporting stiffeners 14 between two groups of I-beams 13 to form an inner diagonally braced composite I-beam - Concrete stiffness adjustment plate, as shown in Figure 9. The main board 1 can also set up a prefabricated concrete slab 20 on the upper flange of the I-beam 13, and then use the precast concrete slab 20 as a template to cast a layer of concrete slab in-situ to form a rigidity adjustment plate for the composite I-beam-concrete laminated slab with inner diagonal braces and stiffening. , as shown in Figure 12.

As shown in Figure 10, in this embodiment, along the transverse direction of the main board 1, the main board 1 can adopt cast-in-place concrete on the upper surface of the upper flange steel plate 10 of the П-shaped steel, and the inner side of the П-shaped steel is provided with an oblique support stiffener 14 to form an inner diagonal brace Stiffened composite П steel-concrete stiffness adjustment plate.

As shown in FIG. 11 , in this embodiment, along the transverse direction of the main board 1 , the main board 1 can adopt an inverted U-shaped steel-concrete rigidity adjustment plate with the opening facing downward and the inside of the steel plate 10 filled with concrete.

As shown in FIG. 7 and FIG. 13 , in this embodiment, the main board 1 can adopt a channel-shaped steel-concrete stiffness-adjusting board with the notches facing down and the upper surface covered with concrete. If the steel plate 10 and concrete are connected by studs, as shown in FIG. 7 ; if the steel plate 10 and concrete are connected by U-shaped mixed reinforcement, as shown in FIG. 13 .

As shown in Figure 8, Figure 14 and Figure 16, in this embodiment, the steel plate 10 and the concrete are connected by stud connection, U-shaped mixed reinforcement connection, perforated steel plate-spindle-through steel compound connection. Fig. 8 is a stud connection; Fig. 14 is a U-shaped hybrid reinforcement connection; Fig. 16 is a perforated steel plate-stud-through steel composite connection.

During implementation, a ballastless track rigidity adjustment device is provided, including a main board 1, a rail 2, a fastener 3, a track plate 4, a beam body 5, a main board support 6, a beam body support 7, bridge piers 8, studs 9, Steel plate 10, energy-dissipating element steel plate 11, energy-dissipating element rubber 12, I-beam 13, oblique support stiffener 14, lateral limit block 15, U-shaped steel bar 16, through steel bar 17, perforated steel plate 18, abutment 19 , prefabricated concrete slab 20, mustache reinforcement 21, bent shear reinforcement 22, flange construction template 23, distribution reinforcement 24;

As shown in Figure 1, when the beam body 5 is displaced vertically, the main board 1 spanning the junction of the beam body 5 and the bridge abutment 19 can make the beam end of the beam body 5 move freely in the vertical direction, and reduce the weight of the beam body 5. The effect of vertical displacement on the track slab 4 laid above the beam body 5 and the abutment 19 .

As shown in Figure 2, when the beam body 5 turns, the main board 1 spanning the junction of the beam body 5 and the abutment 19 can make the beam end of the beam body 5 rotate freely, and reduce the impact of the free rotation of the beam end of the beam body 5. The influence of the track slab 4 laid on the beam body 5 and the abutment 19 above.

As shown in Figure 3, when the cross-section of the main board 1 is set at the same height along the longitudinal direction of the main board 1, the main board 1 is supported on the support pad 25 through the main board support 6, and the support pad 25 is respectively placed on the beam body 5 and the abutment 19 on. The support block 25 raises the main board 1, increases the clearance height between the bottom surface of the main board 1 and the top surface of the beam body 5, makes the beam body 5 freely displaceable in the vertical direction, and reduces the impact of the vertical displacement of the beam body 5 on laying on the beam body. Body 5 and the influence of the track plate 4 above the abutment 19.

As shown in Figure 4, when the cross-section of the main board 1 is arranged at the same height along the longitudinal direction of the main board 1, the main board 1 is supported on the support pad 25 through the main board support 6, and the support pad 25 is respectively placed on the beam body 5 and the abutment 19 on. Due to the reduction of the height of the section of the main board 1, the main board 1 is raised by the support cushion block 25, so that the beam end of the beam body 5 can rotate freely. This arrangement reduces the influence of the free rotation of the beam end of the beam body 5 on the track slab 4 laid above the beam body 5 and the abutment 19 .

As shown in Figure 5, the ballastless track stiffness adjustment device includes a main board 1 supported on the bottom of the rail 2, a main board support 6 arranged at the bottom of the main board 1, and a main board support 6 for restricting the main board 1 from moving longitudinally and laterally along the track plate 4 in the horizontal direction. limit device. Figure 5 shows the ballastless track stiffness adjustment device installed at the expansion joint of the beam body 5. The main board 1 is regarded as a miniature bridge supported on the beam body 5, and the rail 2 is supported above the beam body 5 expansion joint, and the beam body 5 is again It is supported on the pier 8 by the beam body support 7 .

As shown in Figure 6, the steel plate-rubber composite energy dissipation element is composed of upper and lower layers of energy dissipation element steel plate 11 and energy dissipation element rubber 12, forming a composite energy dissipation element to buffer structural deformation energy. The energy-dissipating element rubber 12 is arranged between the upper and lower layers of energy-dissipating element steel plates 11, and the shapes of the energy-dissipating element rubber 12 and the energy-dissipating element steel plate 11 can be square, rectangular or cylindrical. The thickness of energy-dissipating element steel plate 11 is 5-15 mm, and the thickness of energy-dissipating element rubber 12 is 10-20 cm. The size of energy-dissipating element steel plate 11 is larger than the size of energy-dissipating element rubber 12. The excess size is selected according to the size of energy-dissipating element rubber 12. It is recommended to ~10cm, the energy-dissipating element steel plate 11 and the energy-dissipating element rubber 12 are vulcanized and bonded with a high-performance adhesive. The steel plate-rubber composite energy-dissipating element effectively buffers the lateral and longitudinal effects between the main board 1 and the limiting device, and does not generate impact on the track plate 4, thereby increasing the service life of the main board 1 and the track plate 4.

As shown in FIG. 7 , the main board 1 adopts a channel-shaped steel with the notch facing downwards and the upper surface is covered with concrete, and the main board supports 6 are directly arranged on both sides of the channel-shaped steel. The channel steel and concrete are connected by studs. The channel-shaped steel-concrete stiffness adjustment plate can reduce the thickness of the concrete part. When pouring concrete, it can effectively prevent the hydration heat of the concrete in the plate from being too large to be released, prevent the concrete from cracking, reduce the initial damage of the structure, and improve the service life.

As shown in FIG. 8 , the studs 9 are evenly distributed on the steel plate 10 by welding. The diameter of the stud 9 is 10-25mm, and the ratio of the length to the diameter of the stud 9 is recommended to be between 3-4. The distance between the studs 9 in the longitudinal direction should not be less than 6 times the diameter of the stud 9 rod, and should not be greater than 400mm, and the horizontal distance should not be less than 4 times the diameter of the stud 9 rod, and should not be greater than 400mm, from the center of the stud 9 to the steel plate 10 The side distance should not be less than 35mm. The production of the stud 9 does not require large-scale rolling equipment, has little influence on the arrangement of steel bars in the concrete slab, is convenient for construction, and has high reliability. The stud connection increases the contact area with the concrete part, and the screw thread on the stud 9 increases the frictional force and mechanical bite force with the concrete. Under the action of load, the interface between the steel plate 10 and the concrete has a good stress transfer mechanism, forming a co-working whole.

As shown in Figure 9, cross-bracing oblique support stiffeners 14 are arranged inside the I-beam 13, which can effectively improve the lateral stiffness of the I-beam 13 without significantly increasing the weight of the main board 1, so that the main board 1 can resist The lateral force generated on the main board 1 by the serpentine motion of the upper train, head shaking or temperature change.

As shown in Fig. 10, cross-bracing obliquely supporting stiffeners 14 are arranged inside the П-shaped steel to form a composite П-shaped steel-concrete stiffness adjustment plate with internal diagonal braces and stiffeners. The upper flange steel plate 10 of П-shaped steel can be directly used as the formwork for concrete pouring to speed up the construction speed; at the same time, the structural form of the wide flange and thin web can give full play to the mechanical properties of the steel and improve the reliability and service life of the main board 1 .

As shown in FIG. 11 , the inverted U-shaped steel with the opening facing downward and the inside of the steel plate 10 filled with concrete is used, and the steel plate 10 forms a combined section with the concrete through the pegs 9 . The steel plate 10 is filled with concrete, which can effectively prevent the local buckling of the side steel plate 10 and improve the ultimate bending bearing capacity of the steel plate 10; at the same time, it can avoid structural damage caused by concrete cracks exposed to the air, and the safety and durability of the structure are better. The steel plate 10 also has a restraining effect on the internal filling concrete, which can increase the rigidity and ductility of the section of the main plate 1 . The steel plate 10 can be used as a formwork for concrete, reducing the number of formwork and the process of setting up the formwork, and the thickness of the concrete pouring is small, avoiding the cracking of the concrete caused by the excessive heat of hydration inside, improving the structural performance, saving the production cost, and improving the production efficiency.

As shown in Fig. 12, the stiffness-adjusting plate of the composite I-beam-concrete laminated slab with internal diagonal bracing and stiffening is mainly composed of I-beam 13, oblique support stiffener 14, precast concrete slab 20 and post-cast concrete layer. The prefabricated concrete slab 20 is erected on the I-beam 13 as a formwork during the construction of the post-cast concrete layer, and forms a laminated slab with the post-cast concrete layer to bear the force together. In the prefabricated concrete slab 20, the outstretched beard steel bars 21 and bent shear steel bars 22 are preset. The prefabricated concrete slab 20 and the post-cast concrete layer are connected through the beard steel bar 21 , the bent shear steel bar 22 and their interface bonding force; the steel plate 10 and the post-cast concrete layer are connected through the stud 9 . The prefabricated concrete slab 20 is erected on the upper flange of the I-beam 13. This structure has the advantages of saving formwork, speeding up construction, and reducing temporary support. As the main board 1 needs to be quickly repaired, it is very beneficial to reduce on-site construction work.

As shown in Figure 13, the difference between it and Figure 7 is that the connectors used are U-shaped mixed reinforcement connections, while Figure 7 uses stud connections.

As shown in Figure 14, the U-shaped steel bars 16 are connected to the steel plate 10 by welding, and the distance between the U-shaped steel bars 16 along the main board 1 is 100-250 mm. 1 Longitudinal full-section layout. Three sides of the U-shaped steel bars 16 are in contact with the concrete to further increase the contact area. At the same time, the distributed steel bars 24 tied on the top can better transmit the force of the concrete part to the lower steel plate 10 to exert its mechanical properties. The on-site construction is simple and efficient, and at the same time, the connection is guaranteed. reliability.

As shown in Figure 15, if the main board 1 is rectangular on the plane, its supporting limiting device includes lateral limiting blocks 15 arranged at the four corners of the track plate 4, steel plates arranged between the main plate 1 and the adjacent track plate 4 - Rubber composite energy dissipation elements and steel plate-rubber composite energy dissipation elements arranged between the main board 1 and the lateral limit block 15 . The four corners are evenly arranged, and the limit function is realized by adding the lateral limit block 15, so that the structure of the track plate 4 is consistent, and the production and installation efficiency is improved. In addition, the four corners are evenly arranged to facilitate the maintenance and replacement of the structure after service, without dismantling the original track plate 4 and rail 2, which shortens the maintenance time and greatly improves the structural life, which is in line with the current modularization of civil engineering structures development trend.

As shown in FIG. 16 , a perforated steel plate 18 is welded on the steel plate 10 and a peg 9 is welded and planted, and each hole of the perforated steel plate 18 is provided with a penetrating steel bar 17 . When concrete is poured, the concrete filling the hole forms a concrete pin, and the through steel bar 17 in the hole tightly connects the concrete slab and the connector together, and the through steel bar 17 and the concrete pin in the hole and the stud 9 work together to produce a joint. The resistance prevents the separation of the steel plate 10 and the concrete, and greatly improves the shear resistance and fatigue resistance of the connector.

As shown in FIG. 17 , the main board 1 can be regarded as a miniature bridge supported on the beam body 5 , supporting the rail 2 above the expansion joint of the beam body 5 , and the beam body 5 is supported on the pier 8 through the beam body support 7 . The difference from Fig. 5 is that the main board 1 has a "ji"-shaped structure on the plane, and its corresponding limiting devices are also different.

As shown in Figure 18, if the main board 1 is in the shape of "Ji" on the plane, the "Ji"-shaped structure of the main board 1 is arranged in a wedge-shaped dislocation with the "U"-shaped structure of the track plate 4 adjacent to the head and tail, and is connected horizontally and vertically with the track plate 4. surface, to ensure the two-way stability of the main board 1, so as to realize the limit requirement.

The present invention is also characterized in that the energy-dissipating element steel plate 11 of the steel plate-rubber composite energy-dissipating element is connected to the pre-embedded steel plate of the limit device by welding, and a local pressure-bearing steel mesh should be arranged under the pre-embedded steel plate.

The present invention is also characterized in that the main board 1 can choose a simply supported structure system, and the main board support 6 is set to allow horizontal movement along the longitudinal direction of the track plate 4, but cannot move laterally.

The present invention is also characterized in that the minimum self-weight of the main board 1 should be able to ensure that no lifting occurs under the influence of factors such as the beam end angle and vertical misalignment of the beam body 5, and the height matches the height of the track plate 4.

The present invention is also characterized in that the central line of the support of the main board 1 should be designed on the same vertical plane as the central line of the support of the beam body 5 .

The present invention is also characterized in that the concrete in the main board 1 adopts novel self-compacting self-flowing concrete.

The present invention is also characterized in that the raw materials of novel self-compacting self-flowing concrete are: (a) cement: adopt ordinary 42.5 Portland cement; (b) fly ash: Class I fly ash; (c) sand: river sand, Medium sand, fineness modulus 2.58, grading qualified in Zone II, bulk density 1576kg/m ³ , apparent density 2610kg/m ³ ; (d) stone: gravel, 5-20mm continuous grading qualified, needle flake content 9.2%, crushing index 3.4, bulk density 1470kg/m ³ , apparent density 2700kg/m ³ ; (e) Water reducing agent: high-efficiency water reducing agent, water reducing rate greater than 25%.

The present invention is also characterized in that after the mixing of the novel self-compacting and self-flowing concrete is completed, a slump test, an L-shaped flow meter test, a U-shaped meter test, and a V funnel test should be carried out.

The present invention is also characterized in that the slump test, L-shaped flow meter test, U-shaped meter test, and V funnel test should meet the following standards: the slump should be controlled at 240mm to 270mm; the slump expansion should be controlled at 600mm to 700mm ; The height difference △h of the U-shaped instrument test should be less than 30mm; the passage time of the V funnel should be controlled within 4s ~ 25s.

The present invention is also characterized in that the steel plate 10 is fully wetted with water half an hour before pouring the novel self-compacting self-flowing concrete.

The present invention is also characterized in that the new self-compacting self-flowing concrete should be sprinkled with fine sand on the steel plate 10 before pouring.

The present invention is also characterized in that the fineness modulus of the fine sand is 1.6-2.2; the mud content is not more than 3.0%.

The ballastless track rigidity adjustment device provided by the invention can meet the requirements of train load, temperature load, beam body deflection, and beam body expansion and contraction on the structure itself, and at the same time adjust the beam body rotation angle and vertical misalignment, and reduce the pull-out of fasteners To ensure driving safety and passenger comfort.

During implementation, a ballastless track rigidity adjustment device is provided, including a main board for supporting the bottom of the rail, a main board support arranged at the bottom of the main board, and a limiter for limiting the longitudinal and lateral movement of the main board along the track slab in the horizontal direction device. The main board is supported by the main board support arranged on the beam body or the abutment on both sides of the beam body expansion joint, and the rail is supported above the beam body expansion joint; the limit device realizes the horizontal and vertical limit requirements, and there is a steel plate between it and the main board -Rubber composite energy-dissipating elements to buffer structural deformation energy. The main board adopts composite plates, and there are U-shaped mixed reinforcement connections, perforated steel plate-bolts-through steel composite connections or stud connections between the steel plate and the new self-compacting self-flowing concrete to improve the joint work and fatigue resistance. The ballastless track stiffness adjustment device of the present invention not only meets the requirements of train load, temperature load, beam deflection, and beam expansion and contraction on the structure itself, but also can significantly reduce the section height of the main board, which is convenient for matching the height of the flat track slab, and at the same time increases The clearance height between the bottom surface of the main board and the top surface of the beam body provides sufficient clearance for the rotation and vertical displacement of the beam body, reduces the influence of beam deformation on the track slab structure, reduces the pull-out force of fasteners, and ensures the safety and security of trains. passenger comfort.

The above descriptions are only preferred embodiments of the present invention, and are not intended to limit the scope of protection of the present invention. All equivalent structural transformations made using the content of the description of the present invention, or directly or indirectly used in other related technical fields, are all included in the same way. Within the scope of patent protection of the present invention.

Claims (10)

1. a kind of non-fragment orbit rigidity adjuster, including bridge pier (8), the abutment (19) on roadbed, on bridge pier (8) Beam body (5), the track plates (4) that are layed on abutment (19) and beam body (5) and track plates (4) are fixed on by fastener (3) On rail (2), it is characterised in that binding site of the track plates (4) between abutment (19) and beam body (5) disconnects or in phase Binding site between adjacent two beam bodies (5) disconnects, and the beam-ends for adjusting beam body (5) is provided between the track plates (4) of disconnection and is turned Angle and the vertical uplift force being subject to reducing fastener (3) that misplaces ensure the miniature support bridge of train traffic safety and roadability Beam.

2. non-fragment orbit rigidity adjuster according to claim 1, it is characterised in that miniature supporting bridge includes being used for It is supported on the mainboard (1) of rail (2) bottom, the mainboard bearing (6) located at mainboard (1) bottom and exists for limiting mainboard (1) The stopping means moved along track plates (4) vertical and horizontal in horizontal direction.

3. non-fragment orbit rigidity adjuster according to claim 2, it is characterised in that abutment (19) top and/or bridge Pier (8) top is provided with beam body bearing (7)；Beam body bearing (7) vertically corresponds arrangement with mainboard bearing (6).

4. non-fragment orbit rigidity adjuster according to claim 3, it is characterised in that stopping means includes being located at mainboard (1) the lateral Displacement block (15) of corner, the outer layer between mainboard (1) and track plates (4) are superimposed with dissipative cell rubber (12) dissipative cell steel plate (11) and the outer layer between mainboard (1) and lateral Displacement block (15) are superimposed with dissipative cell The dissipative cell steel plate (11) of rubber (12)；Or stopping means include inserted structure between mainboard (1) and track plates (4), Outer layer in inserted structure be superimposed with dissipative cell rubber (12) dissipative cell steel plate (11) and located at mainboard (1) with Outer layer between track plates (4) is superimposed with the dissipative cell steel plate (11) of dissipative cell rubber (12).

5. non-fragment orbit rigidity adjuster according to claim 4, it is characterised in that dissipative cell rubber (12) and consumption The plate face shape of energy element steel plate (11) is using square, rectangle or cylinder；Dissipative cell steel plate (11) is using welding Mode is connected with the pre-embedded steel slab of surrounding structure, and partial pressing's bar-mat reinforcement is arranged under pre-embedded steel slab；Dissipative cell steel plate (11) Thickness selects 5mm-15mm, dissipative cell rubber (12) thickness to select 10cm-20cm；Dissipative cell steel plate (11) size is more than consumption Can element rubber (12) size；Vulcanized using high performance adhesive between dissipative cell steel plate (11) and dissipative cell rubber (12) Bond.

6. non-fragment orbit rigidity adjuster according to any one of claim 1 to 5, it is characterised in that mainboard (1) is adopted Arranged down with notch and upper surface oversite concrete U-steel, two cell walls of U-steel longitudinally arrange along mainboard (1), mainboard Bearing (6) is respectively arranged on two groove sidewall bottoms of U-steel.

7. non-fragment orbit rigidity adjuster according to claim 6, it is characterised in that two cell walls of U-steel are under It is supreme to offer groove, corner supporting grooved steel-concrete stiffness tuning plate is formed, the chamber portion of U-steel bottom is beam body (5) rotation and vertical displacement offer activity headroom.

8. non-fragment orbit rigidity adjuster according to any one of claim 1 to 5, it is characterised in that mainboard (1) is adopted Support the upper surface of the structure of concrete slab, the top flange plate of I-steel (13) that connection is installed from bottom with two groups of I-steel (13) Part forms entirety with concrete, and shared train passes through load during rail (2).

9. non-fragment orbit rigidity adjuster according to claim 8, it is characterised in that two I-steel are provided between (13) The skewed horizontal load ribbed stiffener (14) of cross support, forms inner side diagonal brace and puts more energy into compound I-steel (13)-concrete stiffness tuning plate, To improve the anti-lateral rigidity of I-steel (13)；Or mainboard (1) is using the two groups of I-steel (13) longitudinally arranged along mainboard (1) The structure of precast slab (20) is set up on top, template when being constructed as rear pouring concrete layer；In precast slab (20) overhanging beard reinforcing bar (21) is preset in and shear reinforcement (22) is bent up, precast slab (20) and rear pouring concrete layer By beard reinforcing bar (21), bend up shear reinforcement (22) and interfacial adhesion connection；I-steel (13) and rear pouring concrete layer Connected by peg (9)；The top flange plate of I-steel (13) is protruding edge of a wing construction formwork (23).

10. non-fragment orbit rigidity adjuster according to any one of claim 1 to 5, it is characterised in that mainboard (1) Using the structure of top flange steel plate (10) upper surface cast-in-place concrete of П shaped steel, by the knot of the wide width wing edge thin web plate of П shaped steel Configuration formula plays the mechanical property of steel, improves the reliability and service life of mainboard (1)；Or П shaped steel inner side sets and intersects The skewed horizontal load ribbed stiffener (14) of support, is put more energy into compound П types steel-concrete stiffness tuning plate with forming inner side diagonal brace；Or it is main Plate (1) can effectively prevent sidepiece steel plate (10) using the inverted U-shaped steel of the internal fill concrete of opening down and steel plate (10) Local buckling, steel plate (10) is acted on internal fill concrete also Constrained, can be increased the rigidity in mainboard (1) section and be prolonged Property；Or along mainboard (1) longitudinal direction, while being arranged to inverted U-shaped, form corner and support inverted U-shaped outsourcing steel-concrete stiffness tuning Plate, the chamber portion of bottom provides activity headroom for the rotation and vertical displacement of beam body (5)；Or the mainboard of mainboard (1) bottom Bearing (6) is supported on bearing cushion block (25), with padded mainboard (1) and the headroom of increase mainboard (1) bottom surface and beam body (5) top surface Highly, the beam-ends of beam body (5) is made vertically can free displacement；Or mainboard (1) is using steel plate (10) and the combination knot of concrete Structure, steel plate (10) being connected by and concrete between has peg (9), steel plate (10) in the upper surface uniform welding of steel plate (10) Fixed with the mutual drawknot of concrete by peg (9)；It is U-shaped or mainboard (1) is using steel plate (10) and the combining structure of concrete Reinforcing bar (16) is welded on steel plate (10), the distribution steel that colligation is longitudinally laid along mainboard (1) at two jiaos of U-shaped reinforcing bar (16) top Muscle (24), steel plate (10) and rear pouring concrete is formed and is connected reliable overall, and shared train passes through lotus during rail (2) Carry；Or mainboard (1), using steel plate (10) and the combining structure of concrete, punched steel plate (18) is welded in the upper surface of steel plate (10) And plant peg (9) is welded, each hole of punched steel plate (18) wears perforated rebar (17)；Concrete Filled is formed in perforating Concrete pin, the perforated rebar (17) in perforation closely links together concrete with steel plate (10), perforated rebar (17), Concrete pin and peg (9) cooperation in perforation.