阅读说明：本技术 城市有轨电车轨侧半柔性过渡结构及其施工方法 (Urban tramcar rail side semi-flexible transition structure and construction method thereof ) 是由 张中杰 程樱 刘书 崔逸鹏 刘静之 于 2021-09-06 设计创作，主要内容包括：本发明公开了城市有轨电车轨侧半柔性过渡结构及其施工方法,沥青混凝土铺装和轨顶密封胶设有半柔性过渡层；半柔性过渡层为高分子复合材料,在硬化后,其刚度在沥青混凝土铺装和轨顶密封胶之间；步骤如下：1、架设钢轨,通过胶粘剂安装钢轨柔性包裹；2、浇筑钢筋砼道床板,埋入沥青敷设护板；3、按道路施工要求敷设沥青混凝土铺装；4、待沥青混凝土铺装施工完成且达到强度后,施工轨顶密封胶；5、切割去除水平向的沥青敷设护板,采用移动拌合机加热半柔性过渡层材料,达到预设温度后出料浇灌,待冷却稳定后形成半柔性过渡层。本发明通过提高沥青混凝土与轨顶密封层的粘结性与刚度过度性,解决埋入式整体道床钢轨侧沥青混凝土开裂、破损难题。(The invention discloses a semi-flexible transition structure at the rail side of an urban tramcar and a construction method thereof.A semi-flexible transition layer is arranged on asphalt concrete pavement and rail top sealant; the semi-flexible transition layer is made of a polymer composite material, and after the semi-flexible transition layer is hardened, the rigidity of the semi-flexible transition layer is between asphalt concrete pavement and rail top sealant; the method comprises the following steps: 1. erecting a steel rail, and installing a steel rail flexible package through an adhesive; 2. pouring a reinforced concrete road bed board, and embedding asphalt to lay a guard plate; 3. paving asphalt concrete according to the road construction requirement; 4. constructing the rail top sealant after the asphalt concrete pavement construction is completed and the strength is reached; 5. and cutting to remove the horizontal asphalt laying guard plate, heating a semi-flexible transition layer material by adopting a movable mixing machine, discharging and pouring after reaching a preset temperature, and forming the semi-flexible transition layer after cooling and stabilizing. The invention solves the problems of cracking and damage of the asphalt concrete at the steel rail side of the embedded type monolithic roadbed by improving the cohesiveness and rigidity transition of the asphalt concrete and the rail top sealing layer.)

1. The semi-flexible transition structure at the rail side of the urban tramcar comprises a steel rail (1); the middle part and the lower part of the steel rail (1) are provided with steel rail flexible packages (2) through adhesives (3); two sides of the steel rail (1) are close to the upper part, and rail top sealant (7) is arranged above the steel rail flexible package (2); a reinforced concrete track bed board (4) and asphalt concrete pavement (6) are sequentially arranged on the outer side of the steel rail (1) from bottom to top; the method is characterized in that:

the asphalt concrete pavement (6) and the rail top sealant (7) are provided with semi-flexible transition layers (8);

the semi-flexible transition layer (8) is made of a polymer composite material, and after the semi-flexible transition layer is hardened, the rigidity of the semi-flexible transition layer is between the asphalt concrete pavement (6) and the rail top sealant (7);

and a groove for filling the semi-flexible transition layer (8) is formed in the upper surface of the asphalt concrete pavement (6) close to the rail top sealant (7).

2. The urban tram rail side semi-flexible transition structure according to claim 1, characterized in that the cross section of the groove is stepped, and the depth of the part close to the rail top sealant (7) is greater than the depth of the part far from the rail top sealant (7).

3. The urban tram rail side semi-flexible transition structure according to claim 2, wherein the depth 2a of the stepped groove close to the rail top sealant (7) is more than or equal to 40mm, and the depth of the other side is a;

the width of recess is 2b, and is relevant with whole heating and cooling, urban road grade, asphalt concrete compactness when asphalt concrete lays, and the computational formula is as follows:

b≥(η¹η²η³b_e)_n×10

wherein, b_eTaking the width of a semi-flexible transition layer base as 50 mm;

η¹delta temperature of integral heating and cooling in combination with asphalt concrete laying for temperature coefficient_T；T₀The temperature when asphalt concrete is laid; t is_eThe maximum/minimum effective temperature standard value of the project location can be calculated according to the average maximum/minimum temperature T of the local day when no relevant technical requirements exist_tCorrecting consideration considering extreme temperature influence;

η²as road grade coefficient, knotDividing the urban road engineering into a expressway, a main road, a secondary road and a branch according to relevant design specifications of the urban road engineering;

η³the density coefficient of the asphalt concrete is 1.0-1.1 according to the density from large to small by combining with relevant standards of construction of asphalt pavement of a highway.

4. The semi-flexible transition structure on the tram rail side of the city according to claim 1, characterized in that the groove bottom is provided with an asphalt laying shield (5).

5. The urban tram rail side semi-flexible transition structure according to claim 4, characterized in that the asphalt laying shield (5) is a hard rubber with a thickness not less than the road fine-grained asphalt concrete layer thickness.

6. The urban tram rail side semi-flexible transition structure according to claim 1, characterized in that the semi-flexible transition layer (8) is a three-component, thermally constructed, pour-moldable composite polymer material; the first component is homologous with the rail top sealant material, the second component is homologous with the asphalt material, and the third component is the adhesive material of the two components.

7. The urban tram rail side semi-flexible transition structure according to claim 1, characterized in that the rail flexible wrapping (2) is a polymer foam or rubber.

8. The semi-flexible transition structure on the tram rail side of the city according to claim 1, characterized in that the adhesive (3) is a modified silane or epoxy adhesive.

9. The construction method of the urban tram rail side semi-flexible transition structure according to claim 1, comprising the following steps:

step 1, erecting the steel rail (1); then the steel rail flexible package (2) is installed through the adhesive (3);

step 2, pouring the reinforced concrete road bed board (4), and embedding an asphalt laying protection board (5);

step 3, laying the asphalt concrete pavement according to the road construction requirement (6);

step 4, constructing a rail top sealant (7) after the construction of the asphalt concrete pavement (6) is finished and the strength is reached;

and 5, cutting to remove the horizontal asphalt laying protection plate (5), heating a semi-flexible transition layer material by adopting a movable mixing machine, discharging and pouring after the temperature reaches a preset temperature, and forming a semi-flexible transition layer (8) after cooling is stable.

Technical Field

The invention relates to the technical field of tramcar track construction, in particular to a semi-flexible transition structure on the track side of an urban tramcar and a construction method thereof.

Background

The urban tramcar as an urban rail transit system with medium traffic volume has become an important component of urban public transit systems in China. According to incomplete statistics, more than 15 cities are opened and operated, more than 20 cities are built, and about 90 cities are planned and built with tramcar lines in China. Because the operation time is long, the maintenance and repair can only use the night outage time, and the maintenance and repair is mainly in the form of a ground line, the tramcar main line in the city of China generally adopts an embedded integral ballast bed. For mixed roads or level crossings of ground lines, the embedded integral ballast bed needs to be paved by asphalt concrete in combination with municipal roads. However, at the joint of the steel rail and the asphalt concrete, as the asphalt aggregate and the steel rail are wrapped by partially flexible materials, the asphalt concrete on the side of the steel rail is not compact enough, and the phenomena of cracking and breakage generally occur under the combined action of a plurality of adverse factors such as transverse impact generated by social vehicle braking, fatigue damage caused by steel rail vibration, uneven deformation of the steel rail flexible wrapping material when being pressed and the like, and the cracking and breakage width is more than 5cm on average. The protection of the asphalt concrete layer is lost on the outer side of the track and the wrapping material, the disease is aggravated and developed, and the driving safety and the comfort of the tramcar are seriously influenced.

Therefore, aiming at the above engineering characteristics and difficult problems of the urban tramcar, a simple, effective, reliable-quality, economic and reasonable structural form is provided to prevent the embedded integral ballast bed steel rail side asphalt concrete from cracking, which is a difficult problem to be solved urgently in the industry at present.

Disclosure of Invention

In view of the defects of the prior art, the invention provides a semi-flexible transition structure on the rail side of an urban tramcar and a construction method thereof, and aims to solve the difficult problems of cracking and breakage of asphalt concrete on the rail side of an embedded monolithic track bed of a mixed road or a level crossing of a ground line of the urban tramcar by improving the cohesiveness and the rigidity transition of the asphalt concrete and a rail top sealing layer.

In order to achieve the purpose, the invention discloses a semi-flexible transition structure at the rail side of an urban tramcar, which comprises a steel rail; the middle part and the lower part of the steel rail are provided with steel rail flexible packages through adhesives; two sides of the steel rail are close to the upper part, and rail top sealant is arranged above the flexible steel rail package; and a reinforced concrete track bed plate and asphalt concrete pavement are sequentially arranged on the outer side of the steel rail from bottom to top.

Wherein the asphalt concrete pavement and the rail top sealant are provided with semi-flexible transition layers;

the semi-flexible transition layer is made of a polymer composite material, and after the semi-flexible transition layer is hardened, the rigidity of the semi-flexible transition layer is between the asphalt concrete pavement and the rail top sealant;

and a groove used for filling the semi-flexible transition layer is formed in the upper surface of the asphalt concrete pavement, which is close to the position of the rail top sealant.

Preferably, the cross section of the groove is stepped, and the depth of the part close to the rail top sealant is larger than the depth of the part far away from the rail top sealant.

More preferably, the depth 2a of the stepped groove close to one side of the rail top sealant (7) is more than or equal to 40mm, and the depth of the stepped groove close to the other side is a;

the width of recess is 2b, and is relevant with whole heating and cooling, urban road grade, asphalt concrete compactness when asphalt concrete lays, and the computational formula is as follows:

b≥(η¹η²η³b_e)_n×10

wherein, b_eTaking the width of a semi-flexible transition layer base as 50 mm;

η¹delta temperature of integral heating and cooling in combination with asphalt concrete laying for temperature coefficient_T；T₀The temperature when asphalt concrete is laid; t is_eThe maximum/minimum effective temperature standard value of the project location can be calculated according to the average maximum/minimum temperature T of the local day when no relevant technical requirements exist_tCorrecting consideration considering extreme temperature influence;

η²dividing the road grade coefficient into a fast road, a main road, a secondary main road and a branch road by combining with relevant design specifications of urban road engineering;

η³the density coefficient of the asphalt concrete is 1.0-1.1 according to the density from large to small by combining with relevant standards of construction of asphalt pavement of a highway.

Preferably, the bottom of the groove is provided with an asphalt laying protection plate.

More preferably, the asphalt laying protection plate is hard rubber, and the thickness of the asphalt laying protection plate is not less than that of the road fine-grained asphalt concrete layer.

Preferably, the semi-flexible transition layer is a composite high polymer material which comprises three components, is subjected to thermal construction and can be formed in a pouring mode; the first component is homologous with the rail top sealant material, the second component is homologous with the asphalt material, and the third component is the adhesive material of the two components.

Preferably, the steel rail is flexibly wrapped by high polymer foaming material or rubber.

Preferably, the adhesive is a modified silane or epoxy adhesive.

The invention also provides a construction method of the semi-flexible transition structure at the rail side of the urban tramcar, which comprises the following steps:

step 1, erecting the steel rail; then the steel rail flexible package is installed through the adhesive;

step 2, pouring the reinforced concrete road bed plate, and embedding asphalt to lay a protective plate;

step 3, paving the asphalt concrete according to the road construction requirement;

step 4, constructing a rail top sealant after the asphalt concrete pavement construction is finished and the strength is reached;

and 5, cutting to remove the horizontal asphalt laying guard plate, heating a semi-flexible transition layer material by adopting a movable mixer, discharging and pouring after the temperature reaches a preset temperature, and forming the semi-flexible transition layer after cooling and stabilizing.

The invention has the beneficial effects that:

the invention adopts a semi-flexible transition layer structure, has good bearing capacity and flexibility, and has excellent fatigue damage resistance and chemical stability.

Because the material is homologous with the rail top sealant and the asphalt, the high temperature, the rail top sealant and the asphalt concrete can be utilized to form good boundary fusion in the construction process, and the risk of boundary bonding failure is greatly reduced.

The construction process can be highly integrated, and the construction period is not increased basically.

The appearance of the invention can be perfectly fused with the rail top sealant, and the invention has small color difference with asphalt, and is beautiful and smooth.

The conception, the specific structure and the technical effects of the present invention will be further described with reference to the accompanying drawings to fully understand the objects, the features and the effects of the present invention.

Drawings

Fig. 1 shows a schematic structural diagram of an embodiment of the present invention.

Fig. 2 is a schematic diagram illustrating a state of completing step 1 according to an embodiment of the present invention.

FIG. 3 is a diagram illustrating a state of completing step 2 according to an embodiment of the present invention.

Fig. 4 is a diagram illustrating a state of completing step 3 according to an embodiment of the present invention.

FIG. 5 is a diagram illustrating a state of step 4 according to an embodiment of the present invention.

FIG. 6 is a diagram illustrating a state of completing step 5 according to an embodiment of the present invention.

Detailed Description

Examples

As shown in fig. 1, the semi-flexible transition structure on the rail side of the urban tramcar comprises a steel rail 1; the middle part and the lower part of the steel rail 1 are provided with steel rail flexible packages 2 through adhesives 3; two sides of the steel rail 1 are close to the upper part, and rail top sealant 7 is arranged above the steel rail flexible package 2; and a reinforced concrete track bed plate 4 and an asphalt concrete pavement 6 are sequentially arranged on the outer side of the steel rail 1 from bottom to top.

Wherein, the asphalt concrete pavement 6 and the rail top sealant 7 are provided with a semi-flexible transition layer 8;

the semi-flexible transition layer 8 is made of polymer composite materials, and after the semi-flexible transition layer is hardened, the rigidity of the semi-flexible transition layer is between the asphalt concrete pavement 6 and the rail top sealant 7;

the upper surface of the asphalt concrete pavement 6 close to the rail top sealant 7 is provided with a groove for filling a semi-flexible transition layer 8.

The principle of the invention is as follows:

aiming at the joint of an embedded integral ballast bed and a municipal road of a mixed road or a level crossing of a ground line of a modern tramcar, the engineering problem of cracking and damage of asphalt concrete on the rail side is commonly caused, the influence of integral temperature rise and fall, road grade and compactness during paving of the asphalt concrete on the road is comprehensively considered, and through means of engineering summary, coupling analysis and parameter induction, the rail side semi-flexible transition layer for preventing the cracking of the asphalt concrete on the rail side of the embedded integral ballast bed and the construction method thereof are provided, the blank of the urban tramcar industry is filled, and the technical progress of the industry is promoted.

Firstly, the semi-flexible transition layer structure has good bearing capacity and flexibility, and has excellent fatigue damage resistance and chemical stability.

Secondly, because the material is homologous with the rail top sealant and asphalt, the high temperature, the rail top sealant and the asphalt concrete can be utilized to form good boundary fusion in the construction process, and the risk of boundary bonding failure is greatly reduced.

And the construction process can be highly integrated, and the construction period is not increased basically.

Finally, the appearance and the rail top sealant can be perfectly fused, the color difference with asphalt is small, and the appearance is attractive and smooth.

In some embodiments, the cross-section of the groove is stepped, with the depth of the portion closer to the rail head sealant 7 being greater than the depth of the portion further from the rail head sealant 7.

In some embodiments, the depth 2a of the stepped groove close to one side of the rail top sealant (7) is more than or equal to 40mm, and the depth of the stepped groove close to the other side is a;

the width of the groove is 2b, and is related to the overall temperature rise and fall, the grade of the urban road and the compactness of the asphalt concrete when the asphalt concrete is laid, and the calculation formula is as follows:

b≥(η¹η²η³b_e)_n×10

wherein, b_eTaking the width of a semi-flexible transition layer base as 50 mm;

η¹delta temperature of integral heating and cooling in combination with asphalt concrete laying for temperature coefficient_TPerforming interpolation calculation according to the table 1; t is₀The temperature when asphalt concrete is laid; t is_eThe maximum/minimum effective temperature standard value of the project location can be calculated according to the average maximum/minimum temperature T of the local day when no relevant technical requirements exist_tCorrecting consideration considering extreme temperature influence;

η²dividing the road grade coefficient into a expressway, a main road, a secondary main road and a branch road by combining with relevant design specifications of urban road engineering, and taking the expressway, the main road, the secondary main road and the branch road according to the table 2;

η³the density coefficient of the asphalt concrete is 1.0-1.1 according to the density from large to small by combining with relevant standards of construction of asphalt pavement of a highway.

Table 1: temperature coefficient of

Table 2: road grade coefficient

Supposing that the urban tramcar project is laid with the road asphalt concrete in spring with the temperature of 16 ℃ and the average maximum/minimum temperature T in the local day_tThe temperature is 33 ℃ and-2 ℃, the thickness of the road fine grain type asphalt concrete surface layer is 45mm, the road fine grain type asphalt concrete surface layer is an urban main road, and the compactness of an asphalt concrete test section is 98.5% during construction, then:

local maximum/minimum effective temperature standard value T_eAt 29.32 ℃ and-2 ℃ respectively;

integral temperature raising and lowering delta_TThe temperature is 28 ℃; linear interpolation, eta, according to Table 1¹1.09 was taken.

According to Table 2,. eta²Take 1.05. Combining the relevant specifications of the construction of the asphalt pavement of the highway, the compactness is the median value of the specification allowable range, so eta³Take 1.05.

Therefore, a is 22.5mm, and b is 60 mm.

In some embodiments, the bottom of the recess is provided with an asphalt laying apron 5.

In certain embodiments, the asphalt lay-up sheeting 5 is a hard rubber having a thickness no less than the thickness of the road fine-grained asphalt concrete layer.

In some embodiments, the semi-flexible transition layer 8 is a three-component, thermally constructed, castable composite polymeric material; the first component is homologous with the rail top sealant material, the second component is homologous with the asphalt material, and the third component is the adhesive material of the two components.

In some embodiments, rail flexible wrap 2 is a polymer foam or rubber.

In certain embodiments, adhesive 3 is a modified silane or epoxy adhesive.

As shown in fig. 2 to fig. 6, the invention further provides a construction method of the semi-flexible transition structure on the rail side of the urban tramcar, which comprises the following steps:

step 1, erecting a steel rail 1; then a steel rail flexible package 2 is installed through an adhesive 3;

step 2, pouring a reinforced concrete road bed plate 4, and embedding an asphalt laying guard plate 5;

3, paving asphalt concrete according to the road construction requirement to pave 6;

step 4, constructing a rail top sealant 7 after the asphalt concrete pavement 6 is constructed and the strength is reached;

and 5, cutting to remove the horizontal asphalt laying guard plate 5, heating the semi-flexible transition layer material by adopting a movable mixer, discharging and pouring after the temperature reaches a preset temperature, and forming a semi-flexible transition layer 8 after cooling and stabilizing.

The foregoing detailed description of the preferred embodiments of the invention has been presented. It should be understood that numerous modifications and variations could be devised by those skilled in the art in light of the present teachings without departing from the inventive concepts. Therefore, the technical solutions available to those skilled in the art through logic analysis, reasoning and limited experiments based on the prior art according to the concept of the present invention should be within the scope of protection defined by the claims.