CN111287027A - Rail transit structure - Google Patents
Rail transit structure Download PDFInfo
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- CN111287027A CN111287027A CN202010125190.5A CN202010125190A CN111287027A CN 111287027 A CN111287027 A CN 111287027A CN 202010125190 A CN202010125190 A CN 202010125190A CN 111287027 A CN111287027 A CN 111287027A
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- 229910052725 zinc Inorganic materials 0.000 claims description 3
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Images
Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
- E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The application discloses a rail transit structure, wherein six fixing holes are symmetrically formed in a first rail plate adjacent to a junction bending point in four adjacent rail plates on any side of the junction bending point; six fixing holes are symmetrically formed in a second track plate adjacent to the first track plate; four fixing holes are symmetrically formed on a third track plate adjacent to the second track plate; four fixing holes are symmetrically formed on a fourth track plate adjacent to the third track plate; four fixing holes are symmetrically formed in the N track plates sequentially connected with one end, far away from the target position, of the fourth track plate, and N is larger than or equal to 1; the fixing hole penetrates through the track plate and the mortar layer and extends to the supporting layer; the chemical anchor is disposed in the fixation hole. The utility model provides a rail transit structure can ensure train safety.
Description
Technical Field
The application relates to the field of ballastless tracks, in particular to a track traffic structure.
Background
At present, the business mileage of the China high-speed railway reaches over 2.9 kilometers and exceeds 2/3 of the total mileage of the worldwide high-speed railway, and China becomes the country with the longest mileage of the worldwide high-speed railway and the highest transportation density. The longitudinal connecting plate type track structure is one of the main structural forms adopted on a domestic high-speed railway line with the speed per hour of 350km/h, and the total mileage of a main line is 4852km, which accounts for about 30 percent of the total mileage of a non-track high-speed railway.
The safety, stability and long-term durability of the longitudinal connecting plate type track structure are greatly influenced by factors such as joint connection state between end plates of the track plate, bonding state of a mortar layer, environmental temperature change and the like. Through long-term research, under the action of external complex load, various diseases can be generated on the components and the seam positions between layers and between adjacent plates of the longitudinal connecting plate type track structure. Among a plurality of diseases, wide and narrow joint damage, interlayer separation crack and track slab upwarp are typical diseases of II-type slabs, particularly the diseases of the track slab upwarp in summer under high temperature conditions, which is one of the most prominent diseases of the current CRTS II-type slab tracks. The occurrence of the track slab upwarp damages the integrity of the whole track structure, directly influences the irregularity of the line, and is related to the running safety of the train, and particularly in the turning process of the train, if the upwarp occurs, great potential safety hazards are brought to railway transportation.
Disclosure of Invention
In view of this, it is desirable to provide a rail transit structure that can effectively ensure safety.
In order to achieve the above purpose, the technical solution of the embodiment of the present application is implemented as follows:
a rail transit structure comprises a straight line road, a relaxation curve road, a round curve road and a plurality of chemical anchor bolts, wherein the straight line road, the relaxation curve road and the round curve road comprise a base, a supporting layer laid on the base, a plurality of rail plates connected in sequence and a mortar layer bonded between the supporting layer and the rail plates; the junction between the straight line path and the gentle curved path and the junction between the circular curved path and the gentle curved path are junction bending points; at least four adjacent track plates on any side of the boundary bending point are provided with fixing holes; the fixing hole penetrates through the track plate and the mortar layer and extends to the supporting layer; the chemical anchor is disposed in the fixation hole.
Further, the straight line road is erected on a bridge and/or a roadbed section; the relaxation curved road is erected on the bridge and/or the roadbed section; the circular curve is erected on the bridge and/or the roadbed section respectively.
Further, the number of the fixing holes on the track slab close to the junction inflection point is greater than or equal to the number of the fixing holes on the track slab far away from the junction inflection point.
Furthermore, six fixing holes are symmetrically formed in the first track plate adjacent to the junction bending point; six fixing holes are symmetrically formed in a second track plate adjacent to the first track plate; four fixing holes are symmetrically formed in a third track plate adjacent to the second track plate; four fixing holes are symmetrically formed in a fourth track plate adjacent to the third track plate;
furthermore, four fixing holes are symmetrically formed in the N track plates sequentially connected with one end, far away from the target position, of the fourth track plate, and N is larger than or equal to 1.
Further, the rail transit structure comprises a plurality of abutments, the substrate is laid on the abutments, and the distance between the center positions of two adjacent abutments is L; when L is more than or equal to 40m and less than 70m, N is 1; when L is more than or equal to 70m and less than 100m, N is 2; when L is more than or equal to 100m and less than 200m, N is 3; when L is less than or equal to 200m, N is 4.
Furthermore, an angle A exists between the central line of the fixing hole and the plate surface of the track plate, and the angle A is more than or equal to 85 degrees and less than or equal to 95 degrees.
Further, the track plate and the supporting layer comprise reinforcing steel bars, and the fixing holes and the reinforcing steel bars are arranged in a staggered mode.
Further, the chemical anchor bolt comprises a pin and a wrapping layer wrapping the outer side of the pin.
Further, the pin is made of carbon alloy, and the surface of the pin is treated by a powder zinc impregnation anticorrosion process; and/or the wrapping layer is an epoxy resin layer.
Furthermore, the pin comprises an upper section corresponding to the track plate, a middle section corresponding to the mortar layer and a lower section corresponding to the supporting layer, the middle section is a smooth cylinder, and concave-convex grains are formed on the surface of the upper section and/or the surface of the lower section.
Further, the pin comprises a centering ring, and the centering ring is arranged at the bottom end, far away from the upper section, of the lower section.
The utility model provides a track traffic structure, implant the chemistry crab-bolt respectively through the corresponding track board at juncture inflection point, strengthen the track board, connection between mortar layer and the supporting layer, improve the overall stability of track board, effectively prevent the vertical shake of train perpendicular to track traffic extending direction because of encircleing on the track board and leading to, and then the change of having blocked camber truns into the horizontal shake of train perpendicular to track traffic extending direction and the hidden danger of vertical shake combination motion, finally ensure train safety.
Drawings
Fig. 1 is a top view of a rail transit structure according to an embodiment of the present application, in which chemical anchors are omitted;
FIG. 2 is a view in the direction C of FIG. 1 after deployment; wherein, half of the straight track, the easement curved track and the circular curved track structure are omitted.
FIG. 3 is an enlarged cross-sectional view taken at B of FIG. 2, wherein the pin is shown without internal structure cut-away;
FIG. 4 is a schematic structural diagram of a connection between a straight track and a gentle curve track according to an embodiment of the present disclosure; wherein the chemical pins are omitted;
FIG. 5 is a schematic structural diagram of a connection between a curved track and a circular curved track according to an embodiment of the present disclosure; wherein the chemical pins are omitted;
fig. 6 is a schematic structural view of a track plate according to an embodiment of the present application, wherein the number of the fixing holes is six;
fig. 7 is a schematic structural view of a track plate according to another embodiment of the present application, wherein the number of the fixing holes is four.
Detailed Description
It should be noted that, in the case of conflict, the technical features in the examples and examples of the present application may be combined with each other, and the detailed description in the specific embodiments should be interpreted as an explanation of the present application and should not be construed as an improper limitation of the present application.
In the description of the embodiments of the present application, the "up", "down", "left", "right", "front", "back" orientation or positional relationship is based on the orientation or positional relationship shown in fig. 2, it is to be understood that these orientation terms are merely for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be considered as limiting the present application.
As shown in fig. 1 to 7, the rail transit structure includes a straight lane 9, a curved relief lane 8, a curved circular lane 7, and a plurality of chemical anchors 60, and each of the straight lane 9, the curved relief lane 8, and the curved circular lane 7 includes a base 2, a support layer 3 laid on the base 2, a plurality of track plates 4 connected in sequence, and a mortar layer 5 bonded between the support layer 3 and the track plates 4.
It is to be understood that the rail transit structure may be erected on a bridge and/or a roadbed section according to the difference of the rail transit driving route; the straight line road 9 is erected on the bridge and/or the roadbed section; the relaxation curved road 8 is erected on the bridge and/or the roadbed section; the roundabout 7 is erected on the bridge and/or the roadbed section. When the rail transit structure is erected on the roadbed section, the substrate 2 is directly used for bearing, and the rail transit structure can also be partially erected on the roadbed section and partially erected on the bridge, and the upper structures of the rail transit structure are the same.
The intersections of the straight lane 9 and the gentle curve lane 8 and the circular curve lane 7 and the gentle curve lane 8 are boundary inflection points.
It should be understood that, unlike the straight-ahead rail transit, the two ends of one continuous beam have movable support positions and the adjacent simply-supported beam segments generate large relative displacement due to thermal expansion and cold contraction, so that the rail plate 4 at the position is extruded to form an upper arch; and the method is also different from the straight-going of the rail transit, and the end parts of the continuous beams are coordinately deformed due to the large span of the continuous beams, so that the hogging moment is generated to cause the upward arching deformation of the rail plate 4. In the process of turning during the running of the train, the train passes through a straight line path 9, a junction of the straight line path 9 and a gentle curve path 8, a junction of the gentle curve path 8 and a round curve path 7, a junction of the round curve path 7 and the gentle curve path 8, a junction of the gentle curve path 8 and the straight line path 9 in sequence; because the curvature of the straight track 9 is 0, the curvature of the round curved track 7 is constant, and the easement curved track 8 is usually an involute with gradually changing curvature, a train needs to undergo a curvature mutation at the junction of the straight track 9 and the easement curved track 8, the junction of the easement curved track 8 and the round curved track 7, the junction of the round curved track 7 and the easement curved track 8, and the junction of the easement curved track 8 and the straight track 9 respectively, and the change of the curvature is converted into horizontal shaking of the train perpendicular to the extending direction of the rail transit under the centrifugal action due to high self speed.
The horizontal jitter is always present, and the risk that the horizontal jitter and the vertical jitter occur simultaneously at any point is great for the train operation. Therefore, when the train passes through the junction between the straight track 9 and the gentle curve track 8 and the junction between the gentle curve track 8 and the round curve track 7, that is, the junction bending point in the embodiment of the present application, it is necessary to avoid the vertical shake of the train perpendicular to the rail traffic extending direction caused by the upward arching of the rail plate 4 as much as possible.
The junction of any one of the straight track 9 and the gentle curve track 8 and the junction of the gentle curve track 8 and the circular curve track 7 are not necessarily relatively weak sections, but it should be ensured that no arching occurs. In the rail transit structure, the rail plate 4 may be deformed by arching at the junction between the straight road 9 and the easement curve road 8, and the rail plate 4 may also be deformed by arching at the junction between the easement curve road 8 and the circular curve road 7, and it is usually necessary to adopt bolts at all the junction inflection points to prevent the train from shaking vertically in the extending direction of the rail transit.
the fixing hole 5 penetrates through the track plate 4 and the mortar layer 5 and extends to the supporting layer 3; the chemical anchor 60 is disposed in the fixing hole 5; thereby effectively strengthen the joint strength between track board 4, mortar layer 6 and the supporting layer 3, improve track board 4's overall stability, avoid juncture to become near 4 upbows of track board in turn to prevent that perpendicular to track traffic extending direction's vertical shake from appearing in the train.
The chemical anchor 60 generally includes a dowel 61 and a coating 62 disposed on the outside of the dowel 61, the coating 62 being formed by curing an implant material.
Any one side of the boundary inflection point in the embodiments of the present application refers to one of two sides along the extension direction of the rail traffic.
The process of implanting the chemical anchor bolt requires arranging the fixing hole 5 in advance; the number of the fixing holes 5 on the track plate 4 close to the junction bending point is greater than or equal to the number of the fixing holes 5 on the track plate 4 far away from the junction bending point; in order to ensure to pass through to other districts gradually as juncture inflection point, fixed orifices 5 are relatively more in juncture inflection point quantity to along with 4 and the keeping away from of juncture inflection point distance of track board, the quantity of fixed orifices 5 on the gradual reduction track board 4, the effectual track board 4 that prevents is upwarped, thereby prevent that perpendicular to track traffic extending direction's vertical shake from appearing in the train.
Specifically, six fixing holes 5 are symmetrically formed in a first track plate 4a adjacent to the junction inflection point among the adjacent four track plates 4 on either side of the junction inflection point; six fixing holes 5 are symmetrically formed on the second track plate 4b adjacent to the first track plate 4 a; four fixing holes 5 are symmetrically formed in a third track plate 4c adjacent to the second track plate 4 b; four fixing holes 5 are symmetrically formed in a fourth track plate 4d adjacent to the third track plate 4 c; the stress is reasonably dispersed, and the track plate 4 is effectively prevented from arching.
Four fixing holes 5 are symmetrically formed on the N track plates 4 sequentially connected with one end, far away from the target position, of the fourth track plate 4d, wherein N is more than or equal to 1; namely, the anchor bolt is properly implanted in the middle of the basement 2 between two adjacent abutments 1, thereby effectively preventing the middle of the basement 2 from generating downward bending moment and further effectively preventing the track slab 4 on the junction bending point from forming an upward arch.
The concrete bolt implanting method of the rail transit structure comprises the following steps:
and S10, setting boundary bending points at the boundary of the straight track 9 and the gentle curve track 8 and the boundary of the round curve track 7 and the gentle curve track 8.
S21, six fixing holes 5 are symmetrically drilled in the first track plate 4a adjacent to the boundary buckling point among the four track plates 4 on either side of the boundary buckling point.
S22, six fixing holes 5 are symmetrically drilled in the second track plate 4b adjacent to the first track plate 4 a.
And S23, symmetrically drilling four fixing holes 5 on a third track plate 4c adjacent to the second track plate 4b, wherein the third track plate 4c and one end of the second track plate 4b far away from the junction bending point are sequentially connected.
And S24, symmetrically drilling four fixing holes 5 on a fourth track plate 4d adjacent to the third track plate 4c, wherein one end of a junction bending point of the fourth track plate 4d and the third track plate 4c is sequentially connected.
S25, four fixing holes 5 are symmetrically formed on the N track plates 4 sequentially connected with one end of the fourth track plate 4d far away from the target position, wherein N is more than or equal to 1.
Both sides, one side or any one side of the boundary inflection point in the steps of S21-S25 are both sides, one side or any one side of the corresponding finger along the extending direction of the rail traffic.
The steps S21-S25 can reasonably adjust the sequence as required; it will be appreciated that the fourth track plate 4d, the third track plate 4c, the second track plate 4b and the first track plate 4a on either side of the intersection inflection point are referred to in turn, but only for the sake of clarity of the relative positions, the track plates 4 are in fact present and the relative positions are clear, so that the reference does not constitute a requirement that the fixing holes 5 must be drilled in the first track plate 4a before the second track plate 4b can be drilled. Drilling the fixed holes 5 on any track plate 4 does not have a causal relationship, and may be to drill four fixed holes 5 on a fourth track plate 4d first and then six fixed holes 5 on a first track plate 4a, or may be to drill a fourth track plate 4d on one side of the junction inflection point first and then drill a fourth track plate 4d on the other side of the junction inflection point, as long as it can be ensured that a suitable number of fixed holes 5 are drilled in a total of eight +2N track plates 4 on both sides of the junction inflection point.
According to the difference of the boundary bending point, 6-point bolt implantation or 4-point bolt implantation is carried out on the four track plates 4 at the two sides of the boundary bending point, and corresponding to the steps S21-S25, a corresponding number of fixing holes 5 are punched for the subsequent steps to implant the anchor bolts. In order to ensure gradual transition from the junction inflection point to other sections, the number of the fixing holes 5 in the region close to the junction inflection point is relatively large, and along with the advance of the distance between the track slab 4 and the junction inflection point, the number of the fixing holes 5 on the track slab 4 is gradually reduced, so that the stress is reasonably dispersed, and the track slab 4 is effectively prevented from arching.
S30, pouring the implant glue material into the fixing holes 5 to form the wrapping layer 62. The bolt-embedding material needs to be a chemical adhesive adapted to the properties of the cracked concrete, for example, the wrapping layer 62 can be an epoxy layer. The bolt embedding material should meet the relevant requirements of the specification on post-anchoring in cracked concrete, and can ensure the effective work of the anchor bolt under the condition that the track plate 4 or the supporting layer 3 cracks. After the suppository implanting is finished and the suppository implanting glue is completely cured, the subsequent engineering construction can be carried out. In order to ensure the performance of the implant material, the step should be carried out under the ambient temperature condition of 20-30 ℃.
S40, implanting the pin 61 in the fixing hole 5 to match with the implanting adhesive material to form a chemical anchor 60; therefore, the chemical anchor bolts 60 are reasonably arranged, so that the track plate 4, the mortar layer 5 and the supporting layer 3 are fixed, and the track plate 4 is prevented from being arched and deformed finally. In order to ensure the performance of the implant material, the step should be carried out under the ambient temperature condition of 20-30 ℃.
According to the rail transit structure, the junction bending point is determined through effective analysis; and the both sides of juncture inflection point set up the fixed orifices on the track board to plant chemical crab-bolt 60 respectively at juncture inflection point's corresponding track board 4, strengthen the connection between track board 4, mortar layer 6 and the supporting layer 3, improve track board 4's overall stability, effectively prevent the vertical shake of train perpendicular to track traffic extending direction that leads to because of the track board 4 upwarp, and then blocked the change of camber and trunked into the horizontal shake of train perpendicular to track traffic extending direction and the hidden danger of vertical shake combination motion, finally ensure train safety.
In the prior art, a method for treating an upper arch of a longitudinal connecting plate type track structure usually adopts some specially-made limiting buckling devices to limit the deformation of a track plate. However, the buckling and pressing device of the track slab influences the overall aesthetic property of the track structure, is easily limited by site construction conditions and sites, and often has local stress concentration, so that the local damage of the track slab is easily caused, and secondary diseases occur; in addition, because stop device exposes in the atmosphere, it is great to receive weather like the influence of rainwater, high temperature etc. to have the not enough scheduling problem of durability, can not be fine satisfies the user demand. Compared with the buckling device in the prior art, the buckling device has the advantages that due to the fact that the buckling device is tightly combined with rail transit, the exposed part is small, attractive and elegant appearance is achieved, construction with rails is firstly achieved, limitation of site construction conditions and places is small, stress can be effectively dispersed due to reasonable design, the service life is prolonged, and the using requirements can be well met.
In a possible embodiment, as shown in fig. 2, the rail transit structure includes a plurality of abutments 1, the substrate 2 is laid on the abutments 1, and the distance between the center positions of two adjacent abutments 1 is L;
when L is more than or equal to 40m and less than 70m, N is 1;
when L is more than or equal to 70m and less than 100m, N is 2;
when L is more than or equal to 100m and less than 200m, N is 3;
when L is less than or equal to 200m, N is 4.
It should be noted that, theoretically, the junction-crossing bending point is the lap joint of two track slabs 4, but in actual construction, due to various errors, the junction-crossing bending point is one track slab 4, and at this time, which side is divided according to the relative lengths of the two sides of the track slab 4, but the total number of the track slabs 4 for bolt implantation is kept unchanged, and (8+2N) slabs are also taken.
In a possible embodiment, as shown in fig. 4 to 7, the fixing holes 5 are generally symmetrical, so as to ensure the balanced force on both sides of the track plate 4. That is, the two ends of the track plate 4 along the extension direction of the track traffic are provided with an equal number of fixing holes 5, and the fixing holes 5 at any end of the track plate 4 should be symmetrically distributed relative to the central axis along the extension direction of the track traffic; specifically, at one end of the track plate 4, the fixing hole 5 may be set to be C, which is 205 ± 5mm from a central axis of the track plate 4 in the track traffic extending direction, and the fixing hole 5 may be set to be D, which is 166.6 ± 5mm from the shoulder 41 on the track plate 4.
Specifically, there are a plurality of fixing holes 5 at one end of the track slab 4, for example, the number of fixing holes 5 at one end is 4, the fixing holes 5 may be two rows, and form two rows, the distance between the first row and one end edge of the track slab 4 is set to E, E is 300 ± 5mm, the distance between two adjacent rows may be F, and F is 650 ± 5mm, and the distance may also be adjusted according to the site construction conditions.
For the fixed holes 5 at one end of the track plate 4, a single fixed hole 5 is left in a row, for example, the fixed holes 5 at one end are 3, two fixed holes 5 are in a row, the distance between the fixed holes and the edge of one end of the track plate 4 is set to be 300 +/-5 mm, the rest fixed holes 5 are in a row, the distance between two adjacent rows can be 395 +/-5 mm, and the distance can be properly adjusted according to the field construction condition; it should be noted that the fixing holes 5, which are arranged in a single row, should be arranged on the central axis along the extension of the rail traffic to ensure a symmetrical distribution.
The advantage that above so set up is for standard track board 4, and the length and width is all certain, and standard width is 2550mm, and standard thickness is 200mm, and standard length is 6450mm, and fixed orifices 5 can directly refer to and punch, simplifies on-the-spot constructor's design process, simplifies the flow.
In addition, in the process of drilling the fixed hole 5, vibration-free drilling equipment and a special drill bit are adopted for drilling, the drilling position and the drilling depth must be strictly controlled during drilling, and impurities in the fixed hole 5 are immediately removed after drilling so as to ensure cleanness and dryness in the hole.
In a possible embodiment, as shown in fig. 3, the fixing holes 5 should be arranged perpendicular to the track plate 4, and it is usually required that the center line of the fixing holes 5 has an angle a of 85 ° or more and 95 ° or less with the plate surface of the track plate 4 to ensure the fixing effect after the anchor bolt is formed.
In one possible embodiment, the track plate 4 and the supporting layer 3 comprise steel bars, and the fixing holes 5 are arranged in a staggered manner with respect to the steel bars. Before drilling the fixing hole 5, the detection equipment can be used for detecting the reinforcing steel bars of the track plate 4 and the supporting layer 3; the detection device may be a radar or a metal detector. The fixed holes 5 and the reinforcing steel bars are staggered and avoided, so that the problem of structural rigidity caused by the fact that the reinforcing steel bars of the track board 4 and the supporting layer 3 are broken when the fixed holes 5 are drilled can be avoided.
In a possible embodiment, the pins 61 are made of a high-strength and high-fatigue-resistance alloy steel, which may be a carbon alloy, for example, and have sufficient shear and pull resistance and ensure fatigue life of the anchoring structure under fatigue loading. The surface of the pin 61 is treated by a powder zinc impregnation anti-corrosion process, so that the service life is prolonged.
As shown in FIG. 3, the pin 61 has a diameter of 27 + -10 mm and a length of 350 + -10 mm, and correspondingly, the fixing hole 5 has a diameter of 32 + -10 mm and a depth of 400+ -10 mm; wherein the pin 61 is typically located 150mm in the track plate 4, 30mm in the mortar layer, 170mm in the support layer, within a tolerance of ± 10mm to ensure the insertion of the pin 61 into position. Further, the pin 61 includes an upper section 61a corresponding to the track plate 4, a middle section 61b corresponding to the mortar layer 5, and a lower section 61c corresponding to the supporting layer 3; from this, it can be theoretically obtained that the length of the lower section 61c is 170mm, the length of the middle section 61b is 30mm, and the length of the upper section 61a is 150 mm.
Of course, because of construction errors in the field, the loft size of each track slab 4 needs to be measured and determined in the field before bolting, and for sections with a thickness of the mortar layer 5 greater than 30mm, the lengths of the fixing holes 5 and the pins 61 should be added with the actual mortar layer thickness and then subtracted by the theoretical 30 mm. Specifically, if the thickness of the mortar layer 5 is 50, the theoretical depth of the fixing hole 5 is 400mm, and the actual drilling depth is 400+ 50-30-420 mm.
In a possible embodiment, as shown in fig. 3, concave-convex lines 61d are formed on the surface of the upper section 61a and/or the lower section 61c to enhance the friction force, so as to ensure that the pin 61 can form a strong bond with the fixing hole 5 through the wrapping layer; however, the mortar layer 5 corresponding to the middle section 61b is just at the boundary position between the track plate 4 and the supporting layer 3, and has a large shearing stress, and the middle section 61b is configured as a smooth cylinder to ensure a good shearing resistance of the pin 61.
In addition, the pin 61 includes a centering ring (not shown) disposed at the bottom end of the lower section 61c remote from the upper section 61a to ensure that the embolic material is evenly distributed between the pin 61 and the walls of the fixation hole 5 during implantation of the pin 61 to provide a reliable adhesive force.
In each embodiment, the rail transit extending direction is U-shaped or semicircular, and a tangent line at any point in the rail transit extending direction is a straight line; it will be appreciated that the turning radius of the rail traffic is quite large and can be considered to be collinear with the tangent line with respect to the individual rail plate or plates 4.
The various embodiments/implementations provided herein may be combined with each other without contradiction.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (12)
1. A rail transit structure is characterized by comprising a straight line road, a relaxation curve road, a round curve road and a plurality of chemical anchor bolts, wherein the straight line road, the relaxation curve road and the round curve road respectively comprise a base, a supporting layer laid on the base, a plurality of track plates connected in sequence and a mortar layer bonded between the supporting layer and the track plates;
the junction between the straight line path and the gentle curved path and the junction between the circular curved path and the gentle curved path are junction bending points;
at least four adjacent track plates on any side of the boundary bending point are provided with fixing holes;
the fixing hole penetrates through the track plate and the mortar layer and extends to the supporting layer;
the chemical anchor is disposed in the fixation hole.
2. The rail transit structure of claim 1, wherein the rectilinear tract is erected on a bridge and/or a roadbed section; the relaxation curved road is erected on the bridge and/or the roadbed section; the circular curve is erected on the bridge and/or the roadbed section respectively.
3. The rail transit structure of claim 1, wherein the number of fixing holes on the rail plate near the junction inflection point is greater than or equal to the number of fixing holes on the rail plate far from the junction inflection point.
4. The rail transit structure of claim 1, wherein six of the fixing holes are symmetrically formed on a first one of the rail plates adjacent to the junction inflection point;
six fixing holes are symmetrically formed in a second track plate adjacent to the first track plate;
four fixing holes are symmetrically formed in a third track plate adjacent to the second track plate;
and four fixing holes are symmetrically formed in the fourth track plate adjacent to the third track plate.
5. The rail transit structure of claim 4, wherein four fixing holes are symmetrically formed in each of N rail plates sequentially connected to one end of a fourth rail plate away from the target position, and N is greater than or equal to 1.
6. The rail transit structure of claim 5, wherein the rail transit structure comprises a plurality of abutments, the substrate is laid on the abutments, and the distance between the central positions of two adjacent abutments is L;
when L is more than or equal to 40m and less than 70m, N is 1;
when L is more than or equal to 70m and less than 100m, N is 2;
when L is more than or equal to 100m and less than 200m, N is 3;
when L is less than or equal to 200m, N is 4.
7. The rail transit structure of claim 1, wherein the center line of the fixing hole has an angle a of 85 ° or more and 95 ° or less with the plate surface of the rail plate.
8. The rail transit structure of claim 1, wherein the rail plate and the support layer include reinforcing bars, and the fixing holes are arranged to be offset from the reinforcing bars.
9. The rail transit structure of claim 1, wherein the chemical anchor comprises a dowel and a wrapping layer wrapped around the outside of the dowel.
10. The rail transit structure of claim 9, wherein the pin is carbon alloy, and the surface of the pin is treated by a powder zinc impregnation anticorrosion process;
and/or the wrapping layer is an epoxy resin layer.
11. The rail transit structure of claim 9, wherein the pin comprises an upper section corresponding to the rail plate, a middle section corresponding to the mortar layer, and a lower section corresponding to the supporting layer, the middle section is a smooth cylinder, and the surface of the upper section and/or the lower section is formed with concave-convex lines.
12. The rail transit structure of claim 11, wherein the pin includes a centering ring disposed at a bottom end of the lower section distal from the upper section.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010125190.5A CN111287027A (en) | 2020-02-27 | 2020-02-27 | Rail transit structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010125190.5A CN111287027A (en) | 2020-02-27 | 2020-02-27 | Rail transit structure |
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| Publication Number | Publication Date |
|---|---|
| CN111287027A true CN111287027A (en) | 2020-06-16 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010125190.5A Pending CN111287027A (en) | 2020-02-27 | 2020-02-27 | Rail transit structure |
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| CN (1) | CN111287027A (en) |
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Application publication date: 20200616 |