CN215906566U - Track bridge pillar shock mitigation system and shock-absorbing structure thereof - Google Patents
Track bridge pillar shock mitigation system and shock-absorbing structure thereof Download PDFInfo
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- CN215906566U CN215906566U CN202122309827.9U CN202122309827U CN215906566U CN 215906566 U CN215906566 U CN 215906566U CN 202122309827 U CN202122309827 U CN 202122309827U CN 215906566 U CN215906566 U CN 215906566U
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Abstract
The utility model discloses a track bridge strut damping system and a damping structure thereof, wherein the damping structure comprises an embedded part, a damping buffer plate, a steel backing plate and a damping buffer frame, the damping buffer plate is laid at the center of the top surface of the embedded part, the steel backing plate is laid on the damping buffer plate and is tightly pressed through a first fastening nut, the damping buffer frame is of a hollow rectangular frame type structure and is placed on the peripheral side of the top surface of the damping buffer plate, a track bridge strut is limited through a second fastening nut, a first gap is reserved between the track bridge strut and the top surface of the backing plate, a second gap is reserved between the side surface and the damping buffer frame, and track cement is filled in the first gap and the second gap. According to the utility model, the vibration in the vertical direction is buffered through the damping buffer plate, the vibration in the horizontal direction is buffered through the damping buffer frame, the damping effect is improved, only one damping structure is required to be arranged on the periphery of each track bridge strut, and the construction cost is reduced.
Description
Technical Field
The utility model relates to the technical field of shock absorption of subway and urban railway track bridges, in particular to a track bridge strut shock absorption system and a shock absorption structure thereof.
Background
Nowadays, urban subways and urban railways are a main transportation form, and are more and more people's travel choices, and play an important role in urban public transportation, so that the construction density of the subways and the urban railways is higher and higher.
However, in the operation of urban subways and urban railways, vibration can be generated due to interaction between wheel rails, and the vibration can be transmitted into soil structures of the subways in various transmission modes, so that building structures along the subways are affected, and the living quality of residents is reduced.
Therefore, the improvement of the damping and noise reduction of the subway rail becomes an important problem which cannot be ignored in the construction of the subway rail. In the prior art, it is common practice to lay a rubber floating slab track bed below the track. However, this mode is applicable to the direct situation of laying of track on ground basis, and to the structural style that adopts the track bridge to support, the scheme that chinese utility model patent CN201473888U adopted is that, the pillar passes through basic built-in fitting and installs on the concrete foundation, and simultaneously, terminal surface connection pillar bedplate about the pillar, rail iron seat are connected to the bedplate on the pillar, both ends respectively have an installation boss about the vertical direction of rail iron seat, and bullet strip III type fastener installs on the boss, and the bullet strip through bullet strip III type fastener is with rail both sides chucking to fix the rail on the pillar, pillar lower pillar bedplate is connected with basic built-in fitting. The steel rail and the pillar can be insulated and damped under the action of the elastic strip III-type fastener, so that the safety of maintenance operation is ensured, and the walking vibration of the bullet train is reduced. This solution also presents the following problems:
firstly, there is not decompression buffer structure between pillar and the concrete foundation, and bullet strip III type fastener can not be with between rail and the pillar at vibrations complete elimination, and among the soil body structure of subway can be introduced into to remaining vibrations, causes the influence to the building structure along the subway line, reduces resident's quality of life.
Secondly, if the rubber floating slab track bed in the prior art is additionally arranged, a larger area is usually paved, and the construction cost is increased.
In view of this, there is an urgent need to improve the existing track bridge strut damping system, its damping structure and construction method to improve the damping effect, reduce the construction cost and improve the working efficiency.
SUMMERY OF THE UTILITY MODEL
In view of the above-mentioned drawbacks, the present invention provides a shock absorbing system for a strut of a track bridge and a shock absorbing structure thereof, so as to solve the problems of poor shock absorbing effect and high construction cost of the existing shock absorbing system for a strut of a track bridge.
Therefore, the damping structure of the track bridge strut provided by the utility model comprises an embedded part, wherein the embedded part is embedded in a ground foundation at the installation position of the track bridge strut, is provided with a plurality of threaded columns extending upwards and is used for fixedly connecting a base of the track bridge strut, and the damping structure further comprises:
the projection of the outer contour of the damping buffer plate is positioned on the outer side of the base, and the damping buffer plate penetrates through the threaded column and is laid at the center of the top surface of the embedded part;
the steel backing plate penetrates through the threaded column and is laid at the center of the top surface of the damping buffer plate, and the steel backing plate is tightly pressed on the top surface of the damping buffer plate through a first fastening nut;
the damping buffer frame is of a hollow rectangular frame structure and is placed on the peripheral side of the top surface of the damping buffer plate;
the base of the rail bridge strut penetrates through the threaded column and is fixed, wherein the bottom surface of the base is limited by a second fastening nut, and the top surface of the base is fastened by a third fastening nut; a first gap is reserved between the bottom surface of the base and the top surface of the base plate, a second gap is arranged between the side surface of the base and the inner wall of the damping and buffering frame, and filling track mortar is poured into the first gap and the second gap.
In the above technical solution, preferably, a width of the second gap is adapted to adjust a working distance of the second fastening nut.
In the above technical solution, preferably, the shock-absorbing buffering frame is surrounded by a first side wall, a second side wall, a third side wall and a fourth side wall, wherein the two opposite first side walls and the third side wall are attached to the side walls of the base, the gaps between the two opposite second side walls and the fourth side walls and the corresponding side walls of the base are a third gap and a fourth gap, respectively, and the third gap is greater than the fourth gap.
In the above technical solution, preferably, the damping bumper plate has a static stiffness KstaticThe calculation formula is as follows for 25-40 kN:
Kstatic＝(F2-F1)/(D2-D1)；
in the formula, F2The sum of the lower load of the concrete strut and the bolt tightening load;
F1tightening load for the bolt;
D2the displacement of the support under the combined action of the lower load of the concrete support and the screwing load of the bolt;
D1the displacement of the support under the action of the tightening load of the bolt is realized.
In the above technical solution, preferably, the top surface of the base sinks 5-10cm into the ground foundation.
In the above technical scheme, preferably, the bottom surface of the shock absorption buffer frame is provided with an annular rib, and the top surface of the shock absorption buffer plate is provided with an annular groove matched with the annular rib.
The utility model also provides a track bridge strut damping system which comprises a track bridge strut, wherein the track bridge strut is installed on a ground foundation through the damping structure.
In the above damping system, preferably, two counter bores are provided on the top surface of the rail bridge strut, a plastic sleeve is installed in the counter bores, a fastening bolt is installed in the plastic sleeve, an iron base plate is fixed on the top surface of the rail bridge strut through the fastening bolt, and the steel rail is fixed through the elastic strip fastener on the iron base plate.
According to the technical scheme, the track bridge strut damping system and the damping structure thereof solve the problems of poor damping effect and high construction cost in the prior art. Compared with the prior art, the utility model has the following beneficial effects:
the shock of vertical direction is buffered through the shock attenuation buffer board, and the shock of horizontal direction is buffered through shock attenuation buffering frame, has improved the shock attenuation effect to only need set up a shock-absorbing structure in the periphery of each track bridge pillar can, reduced construction cost. Wherein, the shock attenuation buffering frame adopts split type structure with the shock attenuation buffer board, convenient construction.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments of the present invention or the prior art will be briefly described and explained. It is obvious that the drawings in the following description are only some embodiments of the utility model, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.
FIG. 1 is a schematic view of a track bridge strut damping system provided by the present invention;
FIG. 2 is an enlarged view of portion A of FIG. 1;
FIG. 3 is a schematic view of a shock-absorbing structure of a strut of a track bridge according to the present invention;
FIG. 4 is a side view of FIG. 3;
FIG. 5 is an enlarged view of the portion B of FIG. 3;
fig. 6 is a plan view of a shock-absorbing structure of a strut for a track bridge according to the present invention.
Detailed Description
The technical solutions of the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings, and it is to be understood that the embodiments described below are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without any inventive step, are within the scope of the present invention.
The realization principle of the utility model is as follows:
the shock of vertical direction is buffered through the shock attenuation buffer board, and the shock of horizontal direction is buffered through shock attenuation buffering frame, has improved the shock attenuation effect to only need set up a shock-absorbing structure in the periphery of each track bridge pillar can, reduced construction cost. Wherein, the shock attenuation buffering frame adopts split type structure with the shock attenuation buffer board, convenient construction.
In order to make the technical solution and implementation of the present invention more clearly explained and illustrated, several preferred embodiments for implementing the technical solution of the present invention are described below.
It should be noted that the terms of orientation such as "inside, outside", "front, back" and "left and right" are used herein as reference objects, and it is obvious that the use of the corresponding terms of orientation does not limit the scope of protection of the present invention.
Referring to fig. 1, fig. 1 is a shock absorbing system for a strut of a track bridge according to the present invention.
As shown in fig. 1, the present invention provides a track bridge strut shock absorbing system, which comprises a track bridge strut 10, wherein the track bridge strut 10 is installed on a ground foundation 30 at a track bridge strut installation position through a shock absorbing structure 20. An iron backing plate 40 is fixedly mounted on the top surface of the rail bridge strut 10, and a rail 50 is fixed on the iron backing plate 40.
Specifically, as shown in fig. 2, a counter bore 11 is provided on the top surface of the rail bridge strut 10, a plastic sleeve 12 is installed in the counter bore 11, a fastening bolt 13 is installed in the plastic sleeve 12, an iron shim plate 40 is fixed on the top surface of the rail bridge strut 10 by the fastening bolt 13, and a steel rail 50 is fixed by an elastic strip fastener 31 on the iron shim plate 40. Further, a plastic plate 14 is provided between the top surface of the rail bridge strut 10 and the bottom surface of the iron tie plate 40 to serve as a transition adjustment plate, so as to prevent local strain due to unevenness of the top surface of the concrete rail bridge strut 10, and a buffer pad 15 is provided between the steel rail 50 and the iron tie plate 40.
The shock-absorbing structure of the strut for a track bridge will be described in detail with reference to fig. 3, 4 and 5. Fig. 3 is a schematic view of a shock-absorbing structure of a strut of a track bridge, fig. 4 is a side view of fig. 3, and fig. 5 is an enlarged view of a portion B of fig. 3.
As shown in fig. 3, 4 and 5, the shock-absorbing structure of the track bridge strut includes an embedded part 210, a shock-absorbing buffer plate 220, a steel backing plate 230 and a shock-absorbing buffer frame 240.
The embedded part 210 is embedded in the ground foundation 30 at the installation position of the rail bridge support, the embedded part 210 comprises an embedded steel plate 211 provided with four through holes, and four threaded columns 212 penetrate through the through holes and are welded and fixed with the embedded steel plate. The upper portion of screw thread post 212 upwards stretches out for the base of fixed connection track bridge pillar, and the lower extreme level of screw thread post 212 is buckled, and the direction of buckling is that two adjacent screw thread posts 212 are relative.
The outer contour projection of the shock absorption and buffering plate 220 is located outside the base 16 of the rail bridge strut 10, that is, the outer contour of the shock absorption and buffering plate 220 is one turn larger than the outer contour of the base 16 of the rail bridge strut 10, and usually each side is at least 20 cm-40 cm larger. Be equipped with the through-hole that corresponds with screw thread post 212 on the shock attenuation buffer plate 220, the top surface center department at pre-buried steel sheet 211 is laid to shock attenuation buffer plate 220, and screw thread post 212 upwards wears out shock attenuation buffer plate 220.
The steel shim plate 230 is used for fixing the shock absorption and buffer plate 220, and is also provided with through holes corresponding to the threaded columns 212, the steel shim plate 230 is laid at the center of the top surface of the shock absorption and buffer plate 220 through the threaded columns 212, and the steel shim plate 230 is tightly pressed on the top surface of the shock absorption and buffer plate 220 through the first fastening nuts 213.
Shock attenuation buffering frame 240 is hollow rectangle frame structure, places the top surface all around side at shock attenuation buffer board 220, and shock attenuation buffering frame 240's lateral surface and shock attenuation buffer board 220's lateral surface parallel and level. The bottom surface of the shock absorption buffer frame 240 is provided with an annular convex edge 241, and the top surface of the shock absorption buffer plate 220 is provided with an annular groove matched with the annular convex edge 261. The cooperation of annular bead 241 and annular groove realizes the location of shock attenuation buffering frame 240, avoids shock attenuation buffering frame 240 drunkenness when filling the track clay.
The base 16 of the rail bridge strut 10 is passed through the threaded post 212 and secured, wherein the bottom surface of the base 16 is retained by the second retaining nut 214 and the top surface of the base 16 is retained by the third retaining nut 215. A first gap is left between the bottom surface of the base 16 and the top surface of the steel backing plate 230, a second gap is provided between the side surface of the base 16 and the inner wall of the shock absorption buffer frame 240, and track mastic 250 is filled in the first gap and the second gap. The top surface of the base 16 is sunk 5-10cm into the ground foundation.
As shown in fig. 6, the shock absorbing and buffering frame 240 is formed by enclosing a first, a second, a third and a fourth side walls, wherein two opposite first and third side walls are attached to the side walls of the base 16, two opposite second and fourth side walls, the gaps between the second gap and the corresponding side walls of the base 16 are a third gap 242 and a fourth gap 243, respectively, and the third gap 242 is greater than the fourth gap 243.
The shock-absorbing buffer plate 220 mainly bears the loads transmitted from the train, the rail and the rail bridge strut and the pressing load of the third fastening nut (bolt tightening load of the concrete rail bridge strut), the static rigidity of the shock-absorbing buffer plate is selected in consideration of the loads and the displacement of the rail bridge strut under the loads, and the static rigidity K of the shock-absorbing buffer platestaticThe calculation formula is as follows for 25-40 kN:
Kstatic＝(F2-F1)/(D2-D1)；
in the formula: f2For the lower load of the concrete track bridge pillar and the bolt tightening loadAnd;
F1tightening load for the bolt;
D2the displacement of the support column of the track bridge is realized under the combined action of the lower load of the support column of the concrete track bridge and the bolt tightening load;
D1the displacement of the support column of the track bridge is realized under the bolt tightening load action of the support column of the concrete track bridge.
The construction method of the damping track bridge strut adopting the damping structure comprises the following steps:
step 110, digging a reserved hole on the ground foundation 30 of the track bridge support, and installing an embedded part 210 in the reserved hole for installing the track bridge support 10.
And 120, paving the damping buffer plate 220 on the top surface of the embedded steel plate 211 of the embedded part 210 through the threaded column 212.
In step 130, a steel backing plate 230 is placed on the shock absorbing and cushioning plate 220 through the threaded post 212 and fixed by a first fastening nut 213.
At step 140, a second fastening nut 214 is installed on the threaded post 212.
And 150, putting the damping and buffering frame 240.
And 160, connecting and fixing the base 16 of the rail bridge support post 10 with the embedded part 210 through the threaded post 212, supporting the base 16 on the second fastening nut 214, and installing a third nut 215 at the upper end of the threaded post 212 to fix the rail bridge support post 10 with the embedded part 210.
After the track bridge strut 10 is installed on the embedded part 210, the perpendicularity of the track bridge strut 10 generally needs to be adjusted, in the utility model, the shock absorption buffer plate 220 and the shock absorption buffer frame 240 adopt a split structure, each second fastening nut 214 can be adjusted by lifting the shock absorption buffer frame 240, and the shock absorption buffer frame 240 falls down after the track bridge strut 10 is adjusted.
For this, the width of the second gap should be adapted to adjust the working distance of the second fastening nut 214, and the width of the second gap may be set to 20cm to 40cm so that the second fastening nut 214 can be conveniently rotated by a tool such as a wrench after the shock-absorbing buffering frame 240 is lifted.
And step 160, pouring and filling the track mastic 250 from one end of the second gap to fill the track mastic 250 in the first gap and the second gap.
When the track daub is filled, the track daub is filled from one end of the third gap 242, the track daub overflows from the fourth gap 243, and when the track daub overflows to the height of 1-2 cm, the track daub is stopped being filled. This kind of mode of filling from the one end that the clearance is big to the one end that the clearance is little can guarantee that track clay fills the in-process and has fine mobility, and the track clay is more closely knit after filling, guarantees intensity.
With the above description of the specific embodiment, the track bridge strut damping system and the damping structure thereof provided by the utility model have the following advantages compared with the prior art:
firstly, the vibration in the vertical direction is buffered through the damping buffer plate, the vibration in the horizontal direction is buffered through the damping buffer frame, the damping effect is improved, and only one damping structure is required to be arranged on the periphery of each track bridge support, so that the construction cost is reduced.
Secondly, the shock attenuation buffering frame adopts split type structure with the shock attenuation buffer board, convenient construction.
And thirdly, a second fastening nut is installed on the threaded column, the base of the track bridge support column is supported on the second fastening nut, and a gap is formed between the second fastening nut and the first fastening nut, so that the perpendicularity of the track bridge support column can be adjusted by adjusting the second fastening nut, and the construction quality is guaranteed.
Finally, it should also be noted that the terms "comprises," "comprising," or any other variation thereof, as used herein, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The present invention is not limited to the above-mentioned preferred embodiments, and any structural changes made under the teaching of the present invention shall fall within the scope of the present invention, which is similar or similar to the technical solutions of the present invention.
Claims (8)
1. The utility model provides a shock-absorbing structure of track bridge pillar, includes the built-in fitting, pre-buried in the ground foundation of track bridge pillar mounted position department, the built-in fitting has the many screw thread posts that upwards stretch out for the base of fixed connection track bridge pillar, its characterized in that still includes:
the projection of the outer contour of the damping buffer plate is positioned on the outer side of the base, and the damping buffer plate penetrates through the threaded column and is laid at the center of the top surface of the embedded part;
the steel backing plate penetrates through the threaded column and is laid at the center of the top surface of the damping buffer plate, and the steel backing plate is tightly pressed on the top surface of the damping buffer plate through a first fastening nut;
the damping buffer frame is of a hollow rectangular frame structure and is placed on the peripheral side of the top surface of the damping buffer plate;
the base of the rail bridge strut penetrates through the threaded column and is fixed, wherein the bottom surface of the base is limited by a second fastening nut, and the top surface of the base is fastened by a third fastening nut; a first gap is reserved between the bottom surface of the base and the top surface of the base plate, a second gap is arranged between the side surface of the base and the inner wall of the damping and buffering frame, and filling track mortar is poured into the first gap and the second gap.
2. The shock-absorbing structure of a track bridge strut according to claim 1, wherein the width of said second gap is adapted to adjust the working distance of said second fastening nut.
3. The shock-absorbing structure of a track bridge strut as claimed in claim 2, wherein the shock-absorbing buffering frame is surrounded by a first, a second, a third and a fourth side walls, wherein two opposite first and third side walls are attached to the side walls of the base, the gaps between the two opposite second and fourth side walls and the corresponding side walls of the base are a third gap and a fourth gap, respectively, and the third gap is greater than the fourth gap.
4. The shock-absorbing structure of a track bridge strut as claimed in claim 1, wherein the shock-absorbing damping plate has a static stiffness KstaticThe calculation formula is as follows for 25-40 kN:
Kstatic＝(F2-F1)/(D2-D1)；
in the formula, F2The sum of the lower load of the concrete strut and the bolt tightening load;
F1tightening load for the bolt;
D2the displacement of the support under the combined action of the lower load of the concrete support and the screwing load of the bolt;
D1the displacement of the support under the action of the tightening load of the bolt is realized.
5. The shock-absorbing structure of a railroad bridge strut according to claim 1, wherein the top surface of the base is sunk 5-10cm into the ground foundation.
6. The shock-absorbing structure of a track bridge strut as claimed in claim 1, wherein the bottom surface of the shock-absorbing and buffering frame is provided with an annular rib, and the top surface of the shock-absorbing and buffering plate is provided with an annular groove matched with the annular rib.
7. A track bridge strut damping system comprising a track bridge strut, wherein the track bridge strut is mounted on a ground foundation by a damping structure according to any one of claims 1 to 6.
8. The track bridge strut shock absorbing system according to claim 7, wherein two counter bores are formed in the top surface of the track bridge strut, plastic sleeves are pre-installed in the counter bores, fastening bolts are installed in the plastic sleeves, an iron base plate is fixed on the top surface of the track bridge strut through the fastening bolts, and the steel rail is fixed through elastic strip fasteners on the iron base plate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122309827.9U CN215906566U (en) | 2021-09-23 | 2021-09-23 | Track bridge pillar shock mitigation system and shock-absorbing structure thereof |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122309827.9U CN215906566U (en) | 2021-09-23 | 2021-09-23 | Track bridge pillar shock mitigation system and shock-absorbing structure thereof |
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| CN215906566U true CN215906566U (en) | 2022-02-25 |
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| CN202122309827.9U Active CN215906566U (en) | 2021-09-23 | 2021-09-23 | Track bridge pillar shock mitigation system and shock-absorbing structure thereof |
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