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规划建设轻轨交通线路网(JLRT),作为耶路撒冷城市交通总体规划的组成部分,第一条轻轨线已正式运行一年。这条轻轨线长13.8km,共设有23个站和4个“停车换乘”设施。在这条轻轨线路的轨道区域内路面上部结构,虽然有不同的结构解决方案,但大部分路段选择铺设混凝土路面砖(CBP)。为JLRT路段提出的路面结构为(从上至下):厚度8cm混凝土路面砖、厚度3cm垫砂层、厚度7cm可控低强度材料层(CLSM)、厚度40cm混凝土(要专门设计,以承载来自轨道的荷载)。当需要混凝土路面砖路面结构为钢轨提供侧向制约和支撑时,路面砖与钢轨之间需再安装一种模块约束部件,以“封闭”钢轨,并提供适当的约束和支撑。这种约束部件是采用硬质橡胶制成。为验证这种独特路面结构的性能——包括混凝土路面砖路面结构的垂直稳定性、水平稳定性和使用寿命,专门提前建造了一条试验性轨道路面。在该试验现场进行几项非破损试验,包括:承载试验、落锤式挠度试验;以及使用预先安装的压力传感器和应变片,对实际车辆运行状况下的“应力——变形”进行测量。总体来说,所有试验结果都显示出混凝土路面砖路面结构具有很好的结构稳定性,并在轻轨道路施工过程作为设计假设条件被采用。相关研究报告,曾在2009年阿根廷举行“第九届国际混凝土路面砖大会”做过介绍。在轨道区域路表面结构完成施工、进行实际轻轨列车以不同载量和速度的密集试运行后,在对轨道及路面支撑状况进行测试时,令人惊奇地发现在不同的路段,特别是在轨道弯道处,与钢轨相邻的第一排路面砖都发生了倾覆,而且是路面表面隆起。为对这种路面破坏模式进行深入研究,并提出了几种解决问题的技术方案,在实验室用1:1比例模型对这些方案进行动态测试,还在实际轻轨列车运行状况下进行验证性测试。本文详细总结并概括了出现问题的原因分析、列车运行状况下轨道对混凝土路面砖路面影响的测量、提出的技术方案、实验室轨道动态测试结果、在轨道沿线成功实施的最佳方案选择。
Planning and construction of the Light Rail Transit Network (JLRT), the first light rail line to have been officially operational for one year as part of the overall urban transport plan for Jerusalem. The light rail line length 13.8km, a total of 23 stations and 4 “parking” facilities. In the upper part of the pavement structure in the track area of this light rail line, most of the sections choose to lay concrete pavers (CBP), although different structural solutions are available. The pavement structure proposed for the JLRT section is (from top to bottom): Concrete pavement with a thickness of 8 cm, a 3 cm thick sand layer with a thickness of 7 cm Controlled low strength material layer (CLSM) and a thickness of 40 cm Concrete (to be specially designed to carry Orbital load). When concrete pavement brick pavement structure is required to provide lateral restraint and support for the rail, a modular restraint must be installed between the pavement tile and the rail to “restrain” the rail and provide proper restraint and support. This restraining part is made of hard rubber. To verify the performance of this unique pavement structure, including the vertical stability, horizontal stability and service life of pavement structures for concrete pavements, a pilot orbital pavement was specially constructed. Several non-destructive tests were carried out at the test site, including: load-bearing test, drop-weight deflection test; and measurement of “stress-strain” under actual vehicle operating conditions using pre-installed pressure sensors and strain gauges . Overall, all the experimental results show that the pavement structure of concrete pavement has good structural stability and is used as design assumptions in the light rail road construction. Related research report, was held in 2009 in Argentina “Ninth International Concrete Pavement Conference ” has been introduced. After completing the construction of the road surface structure of the track area and carrying out intensive trial operation of the actual light rail train with different loadings and speeds, it was surprising to find that in different sections, especially on the track At the corner, the first row of pavers adjacent to the rails are tipped, and the surface of the pavement is uplifted. In order to further study on the pavement failure mode and put forward several technical solutions to these problems, dynamic tests of these solutions are carried out in a 1: 1 ratio model in the laboratory, and a confirmatory test is also conducted under actual light rail train operating conditions . This paper summarizes and summarizes the causes of the problems in detail, the track under the train conditions of concrete pavement measures, the proposed technical solutions, laboratory test results of the track, the successful implementation of the program along the track the best option.