A high-speed railway ballastless track dial-in structure

Abstract

A high-speed railway ballastless track splicing structure shortens the construction time of the splicing foundation to the greatest extent, laying a solid foundation for splicing back to the main line ballastless track within a window of time after thoroughly rectifying the foundation defects under the station line. It includes the main line ballastless track and the ballasted track track located on one side thereof. The ballasted track track is composed of a ballasted track bed and sleepers. A transition section is set between the main line ballastless track and the ballasted track track as the track transition splicing foundation. The main body of the transition section is a reinforced concrete widened track bed cast on the outside of the existing ballastless track bed; a certain length in front of the transition section and the main line ballastless track is a track surface elevation section. In the track surface elevation section, an assembled rail support is fixedly set on the top surface of the existing ballastless track bed and the reinforced concrete widened track bed. The assembled rail support is used to lock the track rail, and the track surface is geometrically arranged to complete the splicing of the track.

Description

Technical Field

[0001] The invention relates to rail transportation, and in particular to a high-speed railway ballastless track dialing structure. Background Art

[0002] In order to completely rectify the foundation defects of the underground track in the station without interrupting the main line operation and maintaining the operational capacity of the entire line, it is necessary to ensure that the double-track main line bypasses the defective section in the station and is smoothly connected to the station line through the auxiliary line. According to the plane line shape of the auxiliary line, there is a conflict between the 70m ballastless main line and the auxiliary line. To achieve the connection, it is necessary to break the 70m ballastless main line track and build a ballasted track auxiliary line, which takes at least one man-day and cannot meet the requirement of uninterrupted operation within the skylight time of 4.5 hours. At the same time, it cannot guarantee the track quality of this section of the auxiliary line and meet the safety of EMU operation. The only way to achieve the connection through the ballastless track main line is to realize the direct connection of the 70m ballastless main line track of the high-speed railway without interrupting the operation. This has no precedent in China or even in the world. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide a high-speed railway ballastless track connection structure, which can shorten the connection foundation construction time to the greatest extent, protect the original ballastless track from being damaged, and lay a solid foundation for connecting back to the main line ballastless track within a window of time after thoroughly rectifying the foundation defects under the station line.

[0004] The technical solution adopted by the present invention to solve the technical problem is as follows:

[0005] The invention discloses a high-speed railway ballastless track splicing structure, comprising a mainline ballastless track and a ballasted track tread located on one side thereof, wherein the mainline ballastless track comprises an existing ballastless track bed located on a supporting layer, and an existing double-block sleeper is fixedly arranged on the upper part thereof, and is characterized in that: the ballasted track tread is composed of a ballastless track bed and sleepers, a transition section is arranged between the mainline ballastless track and the ballasted track tread as a transition splicing basis for the tread, and the main body of the transition section is a reinforced concrete widened track bed cast on the outer side of the existing ballastless track bed; a certain length in front of the transition section and the mainline ballastless track is a track surface elevation lifting section, and an assembled rail support is fixedly arranged on the top surface of the existing ballastless track bed and the reinforced concrete widened track bed in the track surface elevation lifting section, the tread steel rail is locked by the assembled rail support, and the rail surface is geometrically arranged to complete the tread splicing.

[0006] The beneficial effects of the present invention are mainly reflected in the following aspects:

[0007] 1. It greatly shortens the track splicing time. The ballastless track splicing uses the time before splicing to construct the reinforced concrete widened track bed and assembled track bearing platform, ensuring the construction quality and enabling the track splicing to be completed in just 4.5 hours.

[0008] Second, it ensures the running safety of EMUs. The ballastless track connection overcomes the problem of poor initial stability of ballasted tracks and effectively ensures the track stability required for EMU operation;

[0009] 3. It guarantees the transportation capacity of high-speed trunk railways. After the connection, the number of high-speed trains passing can be immediately realized to be the same as before the connection, ensuring the smooth operation of national trunk railways and people's smooth travel, which has huge economic and social benefits. According to estimates, if the connection is made according to ballasted track, it will take two days to shut down the track. In addition to the huge social impact, the direct economic loss of the suspension of high-speed trains will exceed 40 million yuan. This connection solution can save more than 40 million yuan in direct engineering investment and bring good social benefits;

[0010] 4. It creates conditions for the rapid reconnection of the main line ballastless track after renovation. The ballastless track connection does not damage the ballastless track bed, reduces duplicate projects, saves project investment, buys time for the connection back to the main line after renovation is completed, and ensures the quality of the ballastless track bed. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] This specification includes the following seven drawings:

[0012] Figure 1 It is a plan view of a high-speed railway ballastless track dialing structure of the present invention;

[0013] Figure 2 is along Figure 1 Sectional view along line Ⅰ-Ⅰ;

[0014] Figure 3 is along Figure 1 Sectional view along line II-II;

[0015] Figure 4 is along Figure 1 Sectional view along line III-III;

[0016] Figure 5 is along Figure 1 Sectional view along line IV-IV;

[0017] Figure 6 The invention is a structural schematic diagram of an adjusting fastener used in a high-speed railway ballastless track dialing structure;

[0018] Figure 7 The invention is a top view of an adjusting fastener used in a high-speed railway ballastless track dialing structure;

[0019] The figure shows the components and corresponding marks: main line ballastless track 10, supporting layer 11, existing ballastless track bed 12, existing double-block sleepers 13, main line rails 14, ballasted track auxiliary line 20, ballasted track bed 21, sleepers 22, auxiliary line rails 23, reinforced concrete widened track bed 30, connecting steel bars 31, geotextile isolation layer 32, assembled rail support platform 40, fasteners 41, base 42, connecting bolts 43, nuts 44, chemical anchors 45, first height adjustment pads 46, first buffer pads 47, second height adjustment pads 48, second buffer pads 49, transition section L1, track surface elevation lifting section L2, existing track surface elevation ±0, auxiliary line track surface elevation +H. DETAILED DESCRIPTION

[0020] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0021] Reference Figures 1 to 5 A high-speed railway ballastless track connection structure of the present invention comprises a mainline ballastless track 10 and a ballasted track tread 20 located on one side thereof. The mainline ballastless track 10 comprises an existing ballastless track bed 12 located on a supporting layer 11, and an existing double-block sleeper 13 is fixedly arranged on the upper part thereof. The ballasted track tread 20 is composed of a ballasted track bed 21 and sleepers 22. A transition section L1 is provided between the mainline ballastless track 10 and the ballasted track tread 20 as a transition connection foundation for the tread. The main body of the transition section L1 is a widened reinforced concrete track bed 30 cast on the outer side of the existing ballastless track bed 12. The transition section L1 and a certain length in front of the mainline ballastless track 10 are the track surface elevation section L2, in which an assembled rail support 40 is fixedly arranged on the top surface of the existing ballastless track bed 12 and / or the reinforced concrete widened track bed 30. The auxiliary line rail 23 is locked by the assembled rail support 40, and the rail surface is geometrically arranged to complete the auxiliary line connection.

[0022] Reference Figure 1 The ballastless track splicing used the window time before splicing to construct the reinforced concrete widened roadbed 30 and the assembled track bearing platform 40, which greatly shortened the track splicing time and enabled the track splicing to be completed in just 4.5 hours, while ensuring the construction quality. The ballastless track splicing overcomes the problem of poor initial stability of the ballasted track and effectively ensures the track stability required for EMU operation. It creates conditions for the rapid return of the main line ballastless track after renovation. The ballastless track splicing does not damage the ballastless track bed, reduces duplication of projects, saves project investment, and wins time for the splicing back to the main line after renovation, ensuring the quality of the ballastless track bed.

[0023] Reference Figure 4 and Figure 5In the transition section L1, the outer shoulder sealing layer of the main line ballastless track 10 is milled, anchor pins are drilled in the surface layer of the subgrade, and connecting steel bars 31 are drilled in the side of the existing track structure to strengthen the connection, and a geotextile isolation layer 32 is laid between the reinforced concrete widened roadbed 30 and the side of the existing ballastless roadbed 12.

[0024] Reference Figure 1 , the rail surface elevation lifting section L2 is raised along the slope by the assembled rail support 40, and the bottom of the rail in the transition section after the slope should be higher than the existing double-block sleeper shoulder by at least 5mm. The assembled rail support 40 is arranged on the existing ballastless track bed 12 between the longitudinally adjacent existing double-block sleepers 13, and mounting holes are drilled on the existing ballastless track bed 12 and the reinforced concrete widened track bed 30. The assembled rail support 40 is fixedly installed on the top surface of the existing ballastless track bed 12 and / or the reinforced concrete widened track bed 30 by chemical anchor bolts 45. The drilled holes on the surface of the existing track bed should be located between the existing ballastless track beds 12. The construction accuracy of the drilling should be strictly controlled to ensure that the drilling holes meet the installation requirements of the assembled rail support 40.

[0025] Reference Figure 6 and Figure 7 The assembled rail support platform 40 includes a fastener 41, a base 42, a first height adjustment pad 46 and a second height adjustment pad 48. The rail is installed on the base 42 through the fastener 41. The first height adjustment pad 46 and the second height adjustment pad 48 are arranged below the base 42. A fixing nut 44 is welded on the bottom surface of the first height adjustment pad 46. The connecting bolt 43 passing through the base 42 and the first height adjustment pad 46 is connected to the nut 44. The chemical anchor bolt 45 passes through the first height adjustment pad 46 and the second height adjustment pad 48 and enters the installation hole to anchor the assembled rail support platform 40 on the top surface of the existing ballastless track bed 12 and / or the reinforced concrete widened track bed 30. A first buffer pad 47 is arranged between the bottom surface of the first height adjustment pad 46 and the top surface of the second height adjustment pad 48, and a second buffer pad 49 is arranged between the bottom surface of the second height adjustment pad 48 and the top surface of the existing ballastless track bed 12 and / or the reinforced concrete widened track bed 30.

[0026] The above description is only to illustrate some principles of the high-speed railway ballastless track connection structure of the present invention, and is not intended to limit the present invention to the specific structure and applicable scope shown and described. Therefore, all corresponding modifications and equivalents that may be used belong to the patent scope applied for by the present invention.

Claims

1. A high-speed railway ballastless track connection structure, comprising a mainline ballastless track (10) and a ballasted track auxiliary line (20) located on one side thereof; the mainline ballastless track (10) comprises an existing ballastless track bed (12) located on a supporting layer (11), and an existing double-block sleeper (13) is fixedly arranged on the upper part thereof, wherein: The ballasted track track (20) is composed of a ballasted track bed (21) and a sleeper (22). A transition section (L1) is provided between the main line ballastless track (10) and the ballasted track track (20) as a transition connection basis for the track. The main body of the transition section (L1) is a reinforced concrete widened track bed (30) cast outside the existing ballastless track bed (12). A certain length in front of the transition section (L1) and the main line ballastless track (10) is a track surface elevation section (L2). An assembled rail support (40) is fixedly provided on the top surface of the existing ballastless track bed (12) and / or the reinforced concrete widened track bed (30). The assembled rail support (40) is used to lock the track rail (23), and the track surface is geometrically arranged to complete the track connection.

2. A high-speed railway ballastless track dial-in structure as claimed in claim 1, characterized in that: In the transition section (L1), the outer shoulder sealing layer of the main line ballastless track (10) is milled, anchor pins are drilled in the surface layer of the subgrade, and connecting steel bars (31) are drilled in the side of the existing track structure to strengthen the connection, and a geotextile isolation layer (32) is laid between the side of the reinforced concrete widened ballast bed (30) and the existing ballastless ballast bed (12).

3. The high-speed railway ballastless track dial-in structure according to claim 1, characterized in that: The rail surface elevation lifting section (L2) is raised along the slope by an assembled rail support platform (40), and the bottom of the rail in the transition section after the slope should be higher than the existing double-block sleeper shoulder by no less than 5mm.

4. The high-speed railway ballastless track dial-in structure according to claim 2, characterized in that: The assembled rail support platform (40) is arranged on the existing ballastless track bed (12) between the existing double-block sleepers (13) adjacent to each other in the longitudinal direction. Mounting holes are drilled on the existing ballastless track bed (12) and the reinforced concrete widened track bed (30). The assembled rail support platform (40) is fixedly installed on the top surface of the existing ballastless track bed (12) and / or the reinforced concrete widened track bed (30) by chemical anchor bolts (45).

5. A high-speed railway ballastless track dial-in structure as claimed in claim 4, characterized in that: The assembled rail support platform (40) comprises a fastener (41), a base (42), a first height adjustment pad (46) and a second height adjustment pad (48). The rail is installed on the base (42) by means of the fastener (41). The first height adjustment pad (46) and the second height adjustment pad (48) are arranged below the base (42). A fixing nut (44) is welded on the bottom surface of the first height adjustment pad (46). A connecting bolt (43) passing through the base (42) and the first height adjustment pad (46) is connected to the nut (44). A chemical anchor bolt (45) passes through the first height adjustment pad (46) and the second height adjustment pad (48) and enters the installation hole, so that the assembled rail support platform (40) is anchored and installed on the top surface of the existing ballastless track bed (12) and / or the reinforced concrete widened track bed (30).

6. A high-speed railway ballastless track dial-in structure as claimed in claim 5, characterized in that: A first buffer pad (47) is arranged between the bottom surface of the first height adjustment pad (46) and the top surface of the second height adjustment pad (48), and a second buffer pad (49) is arranged between the bottom surface of the second height adjustment pad (48) and the top surface of the existing ballastless track bed (12) and / or the reinforced concrete widened track bed (30).

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