A beam-type ballastless track with a steel lining plate

Abstract

The present invention belongs to the technical field of rail transit, and discloses a beam-type ballastless track with steel guard plates, comprising: a track support base, which includes: two truss pedestals and a steel bar truss. The two truss pedestals are connected by the steel bar truss. A limit boss and two steel guard plates are fixed at the top of the truss pedestal, and a lateral limit cushion block is filled between the steel guard plate and the limit boss; a track beam, the two ends of which are respectively abutted against two adjacent limit bosses. Two longitudinally arranged continuous shoulders are provided on the top surface of the track beam, and the length of the continuous shoulder is equal to that of the track beam; a beam-end composite energy-absorbing and adjusting cushion plate, which is installed in the gap between the end of the track beam and the limit boss; a sub-beam support vibration-damping and adjusting cushion plate, which is crimped between the bottom end surface of the end of the track beam and the top surface of the truss pedestal. The present invention can not only meet the strict requirements of high-speed railways for safety, smoothness and stability, but also effectively prevent the train from tipping over and running out of the line under emergency conditions such as derailment, reducing casualties and property losses.

Description

Technical Field

[0001] The present invention relates to the technical field of railway and urban rail transit engineering, and more specifically, to a beam-type ballastless track with a steel guard plate for preventing train derailment and overturning, which can be applied to various lines such as high-speed railways, ordinary-speed railways, intercity railways, suburban railways, and urban subways. Background Art

[0002] With the rapid development of high-speed railway technology and the continuous increase in the operating mileage in China, China has become the country with the longest operating mileage and the largest construction scale of high-speed railways in the world. At the same time, the domestic high-speed railways have high operating speeds, high densities, and high passenger capacities, and the train operation lines span different geographical, geological, and climatic environments, with complex line conditions. Although ballastless tracks are widely used in high-speed railways due to their high smoothness and high stability, in extreme cases, there is a risk of train derailment.

[0003] Train derailment and overturning are one of the most serious hidden dangers in the safe operation of high-speed railways. Once a train derails, it may not only cause the carriages to overturn and rush out of the line, fall under the viaduct, or squeeze into adjacent lines, but also cause the subsequent carriages to continuously impact the front carriages or line accessories along a "snake-shaped" derailment trajectory, resulting in irreparable casualties and property losses. At present, the measures for preventing derailment and overturning at home and abroad mainly include anti-collision walls, guard rails, and vehicle body guiding devices, but these measures have the following deficiencies:

[0004] (1) The protection structure is single and it is difficult to form multiple defense lines: Although traditional guard rails or anti-collision walls can limit the lateral movement of derailed trains to a certain extent, when the train actually derails, the wheels are easily lifted off the original track structure, making it possible for the train to overturn. Moreover, the ballastless track itself lacks the ability to continuously restrain derailed wheels.

[0005] (2) The ability to resist overturning is insufficient: The existing ballastless track structures mainly focus on the gauge, level, and elevation accuracy, and do not have the function of keeping the derailed train walking in the middle of the track. When the train derails at a large angle or undergoes a high-speed impact, traditional blocking structures (such as discrete shoulder blocks and discrete side protection blocks) are easily damaged by the huge impact and cannot effectively resist the overturning of the train.

[0006] (3) Poor structural adaptability and maintainability: Most of the existing ballastless tracks are supported, positioned, and integrally connected by means of on-site casting, filling CA mortar, or self-compacting concrete. Such structures have insufficient maintainability, are difficult to adjust in the face of uneven foundation settlement, temperature stress, and long-term fatigue, and cannot quickly replace and finely adjust track components.

[0007] In addition, the prior art has a publication number of CN114717882A, with the title of "A fully assembled ballastless track for preventing train derailment and overturning". It uses the form of a convex platform protruding from the truss pedestal and inserting into a reserved hole at the end of the track beam for positioning. However, this design limits the size of the convex platform by the cross-section of the track beam. The convex platform cannot be too large, otherwise the side wall at the end of the track beam will be too thin, which is not conducive to bearing the impact. Once the convex platform is too small, it cannot provide sufficient lateral positioning and energy absorption capabilities; the thin beam end structure is prone to cracking or damage under impact, resulting in an unsatisfactory overall anti-overturning and anti-impact effect. Moreover, due to the need to ensure the matching of the positions of the convex platform and the reserved hole, the convex platforms on the convex platform pedestal and the reserved holes on the track beam need to be fabricated with high-precision positioning, thus reducing the convenience and efficiency of the construction process. In addition, the truss pedestal is a concrete component, and its convex platform has a risk of brittle failure under a large lateral impact, making it difficult to provide continuous and effective anti-overturning capabilities for derailed trains.

[0008] Therefore, there is an urgent need for a beam-type ballastless track with a steel guard plate, which can not only ensure the integrity and strength of the track beam structure to meet the strict requirements of high-speed railways for safety, smoothness, and stability, but also effectively prevent the train from overturning and running out of the line in case of emergencies such as train derailment, reducing casualties and property losses. At the same time, this ballastless track is also easy to install, debug, maintain, and replace, and can cope with various changes in line foundations and environmental conditions. Summary of the Invention

[0009] In view of this, the present invention provides a beam-type ballastless track with a steel guard plate, which can not only ensure the integrity and strength of the track beam structure to meet the strict requirements of high-speed railways for safety, smoothness, and stability, but also effectively prevent the train from overturning and running out of the line in case of emergencies such as train derailment, reducing casualties and property losses. At the same time, this ballastless track is also easy to install, debug, maintain, and replace, and can cope with various changes in line foundations and environmental conditions.

[0010] To achieve the above object, the present invention adopts the following technical solutions:

[0011] A beam-type ballastless track with a steel guard plate, comprising:

[0012] Track support pedestals, a plurality of which are longitudinally arranged at intervals on the foundation. Each track support pedestal includes: two truss pedestals fixed on the foundation and a steel bar truss. The two truss pedestals are horizontally connected by the steel bar truss, and the truss pedestals and the foundation are integrally connected by on-site casting. A limiting convex platform is fixed at the top of each truss pedestal, and steel guard plates are fixed on both sides of the limiting convex platform at the top of the truss pedestal. A lateral limiting cushion block is filled between the steel guard plate and the limiting convex platform;

[0013] Track beams, there are multiple track beams, and both ends of each track beam are respectively abutted against one side of the corresponding adjacent two limiting bosses, and both ends of each track beam are respectively limited between two steel guard plates arranged oppositely. There are two longitudinally arranged continuous shoulders provided on the top surface of each track beam, and the continuous shoulders are equal in length to the track beam;

[0014] End composite energy-absorbing and adjusting cushion plates, there are multiple end composite energy-absorbing and adjusting cushion plates, and they are correspondingly installed in the gaps between the ends of the track beams and the limiting bosses;

[0015] Under-beam support vibration-damping and adjusting cushion plates, there are multiple under-beam support vibration-damping and adjusting cushion plates, and they are correspondingly crimped between the bottom end surface of the end of the track beam and the top end surface of the truss pedestal;

[0016] Railways, there are two railways, and they are both installed on the corresponding track beams through fasteners. The railways are located between the two continuous shoulders. The wheels of the derailed train can be constrained between the continuous shoulders and the railways to prevent the derailed train from overturning.

[0017] Through the above technical solutions, it can be seen that compared with the prior art, the present invention discloses a steel guard plate-containing beam-type ballastless track. The present invention uses limiting bosses and steel guard plates to longitudinally and transversely limit the track beams, thereby canceling the method of inserting the convex bosses into the reserved holes for the existing track beams and convex pedestal seats. Furthermore, it is not necessary to open reserved holes at the ends of the track beams, that is, it is not necessary to adjust the structure of the track beams, which greatly improves the stress conditions at the ends of the track beams and avoids the problems of weakening the structural bearing capacity and strength at the ends of the track beams due to opening reserved holes, as well as low construction efficiency and inconvenience. Furthermore, the present invention can improve the overall strength and durability of the track beams and improve the construction efficiency.

[0018] In addition, the present invention uses continuous shoulders. Compared with the existing discrete shoulders, this shoulder is an integral continuous structure, so that it can provide strong lateral restraint to the derailed train throughout the whole section, firmly constraining the wheels between the railway and the continuous shoulders. Even if the continuous shoulder is damaged under extreme conditions, the left and right track beams can form secondary restraint to avoid the derailed train from instantly overturning and derailing, realizing multi-level safety protection and effectively avoiding the serious consequences of overturning and rushing out of the line.

[0019] Moreover, after the truss pedestal is integrally connected to the foundation, it can jointly bear the impact load generated by train derailment with the track beam and the beam-end composite energy-absorbing and adjusting cushion plate, so that part of the impact energy is absorbed by the beam-end composite energy-absorbing and adjusting cushion plate, and the remaining energy is transmitted to the truss pedestal and the foundation, improving the overall impact resistance. Moreover, the beam-end composite energy-absorbing and adjusting cushion plate can realize the fine adjustment of the track beam in both the transverse and longitudinal directions, thus meeting the needs of track fine adjustment and adapting to uneven foundation deformation. The steel guard plate is a prefabricated metal component, and the steel guard plate has the advantages of simple installation, good adjustability and convenient replacement in installation.

[0020] With the unique toughness characteristics of the steel guard plate during the failure process, the present invention can provide the maximum lateral protection effect for the track beam structure. Different from the traditional concrete structure that is prone to brittle fracture under large lateral loads and once fractured, the lateral protection function is completely lost, the design of the present invention effectively avoids the problem of the lack of lateral protection function caused by the brittle fracture of concrete, and greatly improves the safety and reliability of the track beam under special working conditions.

[0021] In addition, the under-beam support vibration damping and adjusting cushion plate can not only improve the vibration damping and noise reduction performance of the track beam, but also adjust the vertical height of the track beam to meet various foundation deformation conditions.

[0022] Therefore, the present invention can not only meet the strict requirements of high-speed railways for safety, smoothness and stability, but also effectively prevent the train from tipping over and running out of the line under emergency conditions such as train derailment, reducing casualties and property losses. At the same time, the ballastless track is also easy to install, debug, maintain and replace, and can cope with various changes in line foundations and environmental conditions.

[0023] Further, the beam-end composite energy-absorbing and adjusting cushion plate includes:

[0024] The pedestal-side U-shaped plastic energy-absorbing cushion plate is placed in the gap between the end of the track beam and the limit boss, and both sides of the pedestal-side U-shaped plastic energy-absorbing cushion plate are respectively abutted against the inner side surfaces of the corresponding limit bosses;

[0025] The beam-end-side U-shaped plastic energy-absorbing cushion plate is placed in the notch of the pedestal-side U-shaped plastic energy-absorbing cushion plate, and the end of the track beam is placed in the notch of the beam-end-side U-shaped plastic energy-absorbing cushion plate;

[0026] There are two L-shaped adjusting inserts, which are both located between the pedestal-side U-shaped plastic energy-absorbing cushion plate and the beam-end-side U-shaped plastic energy-absorbing cushion plate and are used for transverse and longitudinal adjustment of the track beam.

[0027] The beneficial effects of adopting the above technical solutions are as follows: The L-shaped adjusting insertion plate can be selected with different thicknesses according to the gap, so as to meet the transverse and longitudinal fine-tuning requirements of the track beam. That is, the thicknesses of the horizontal plate and the vertical plate of the L-shaped adjusting insertion plate can be selected according to the adjustment requirements, and then L-shaped adjusting insertion plates with different thicknesses can be selected to achieve the transverse and longitudinal fine-tuning of the track beam. The U-shaped plastic energy-absorbing cushion plate on the side of the pedestal and the U-shaped plastic energy-absorbing cushion plate on the beam end side can produce plastic deformation under the impact of train derailment, thereby absorbing part of the impact energy, and transmitting the remaining energy to the truss pedestal integrated with the foundation. Moreover, it can also adapt to the longitudinal thermal expansion and contraction of the track beam under the action of temperature, ensuring high smoothness and high stability during long-term operation.

[0028] Further, a protective pressing plate is fixed to the top of the inner side surface of the steel guard plate, and the protective pressing plate is pressed against the top end surface of the lateral limiting cushion block.

[0029] The beneficial effects of adopting the above technical solutions are as follows: The protective pressing plate can press and limit the lateral limiting cushion block, avoiding the situation that the lateral limiting cushion block vibrates out due to no limit above it during long-term use due to track vibration, or being accidentally pulled out by people.

[0030] Further, a plurality of reinforcing ribs are provided on the outer side surface of the steel guard plate.

[0031] The beneficial effects of adopting the above technical solutions are as follows: Improve the stiffness and tensile properties of the steel guard plate, so as to maintain effective lateral support and toughness under extreme impact conditions.

[0032] Further, the under-beam support vibration-damping adjustment cushion plate includes: a rigid cushion plate, a height adjustment cushion plate, and a vibration-damping elastic cushion plate that are stacked up and down.

[0033] The beneficial effects of adopting the above technical solutions are as follows: By replacing the height adjustment cushion plates with different thicknesses, the vertical height fine-tuning of the track beam can be realized, especially it can be adjusted downward, making up for the deficiency that the traditional fasteners can only be adjusted downward by 4 mm, and greatly improving the adaptability of the structure to foundation settlement, frost heave, and long-term uneven deformation. The stiffness of the vibration-damping elastic cushion plate can be appropriately selected according to the noise reduction and vibration-damping requirements of the track beam.

[0034] Further, a limiting insertion boss is provided on the bottom end surface of the rigid cushion plate, positioning holes are coaxially arranged on both the height adjustment cushion plate and the vibration-damping elastic cushion plate, a limiting hole is provided on the top end surface of the truss pedestal, and the limiting insertion boss passes through the positioning holes and is inserted into the limiting hole to prevent the rigid cushion plate, the height adjustment cushion plate, and the vibration-damping elastic cushion plate from shifting horizontally and slipping out, ensuring that the track beam can always be vertically supported and vibration-damped. Description of the Drawings

[0035] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the accompanying drawings required for the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can also be obtained based on the provided drawings.

[0036] Figure 1 It is a top view structural schematic diagram of a beam - type ballastless track with a steel lining plate provided by the present invention.

[0037] Figure 2 For Figure 1 It is a sectional view schematic diagram of the middle section A - A.

[0038] Figure 3 For Figure 1 It is a sectional view schematic diagram of the middle section B - B.

[0039] Figure 4 It is an exploded structural schematic diagram of the beam - end composite energy - absorbing adjustment cushion plate.

[0040] Figure 5 For Figure 3 It is a structural enlarged schematic diagram of the local area A.

[0041] Figure 6 It is a structural schematic diagram of the steel lining plate. Detailed implementation manners

[0042] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of them. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0043] The embodiments of the present invention disclose a beam - type ballastless track with a steel lining plate, including:

[0044] Track support base 1, multiple track support bases 1 are longitudinally arranged at intervals on the foundation. Each track support base 1 includes: two truss pedestals 11 made of precast reinforced concrete structures fixed on the foundation and a steel truss 12. The two truss pedestals 11 are horizontally connected by the steel truss 12, and the truss pedestals 11 and the foundation are integrally connected by in-situ casting. A limit boss 111 is fixed at the top end of each truss pedestal 11. Steel guard plates 2 are fixed on both sides of the limit boss 111 at the top of the truss pedestal 11 by bolts. Of course, the steel guard plates 2 can also be fixed on the side of the limit boss by bolts. A lateral limit cushion block 3 is filled between the steel guard plate 2 and the limit boss 111. The lateral limit cushion block 3 is a polymer material or a rubber composite material block to ensure lateral close contact and limit effect, and further improve the overall lateral stability of the structure;

[0045] The width of the limit boss 111 is smaller than the width of the track beam. This design allows a large lateral movement margin of the track beam before installing the steel guard plate, which is beneficial for installation and debugging under limited space conditions such as tunnels.

[0046] Track beam 4, which is precast from reinforced concrete and can adopt a structural form combining prestressed and ordinary reinforced concrete. There are multiple track beams 4. The two ends of each track beam 4 respectively abut against one side of the corresponding adjacent two limit bosses 111, and the two ends of each track beam 4 are respectively limited between two relatively arranged steel guard plates 2. Two longitudinally arranged continuous shoulders 41 are provided on the top surface of each track beam 4, and the continuous shoulders 41 are equal in length to the track beam 4;

[0047] Beam end composite energy-absorbing adjustment cushion plate 5, there are multiple beam end composite energy-absorbing adjustment cushion plates 5, which are correspondingly installed in the gap between the end of the track beam 4 and the limit boss 111;

[0048] Under-beam support vibration-damping adjustment cushion plate 6, there are multiple under-beam support vibration-damping adjustment cushion plates 6, which are correspondingly crimped between the bottom end surface of the end of the track beam 4 and the top surface of the truss pedestal 11;

[0049] Rail, there are two rails, and they are both installed on the corresponding track beam 4 through fasteners. The rails are located between the two continuous shoulders 41. The wheels of a derailed train can be constrained between the continuous shoulders 41 and the rails to prevent the derailed train from overturning.

[0050] The beam end composite energy-absorbing adjustment cushion plate 5 includes:

[0051] U-shaped plastic energy-absorbing cushion plate 51 on the pedestal side, which provides energy absorption and buffering during impact. The U-shaped plastic energy-absorbing cushion plate 51 on the pedestal side is placed in the gap between the end of the track beam 4 and the limit boss 111, and both sides of the U-shaped plastic energy-absorbing cushion plate 51 on the pedestal side respectively abut against the inner side surfaces of the corresponding limit bosses 111;

[0052] The U-shaped plastic energy-absorbing cushion plate 52 on the side of the beam end provides energy absorption and buffering during impact. The U-shaped plastic energy-absorbing cushion plate 52 on the side of the beam end is placed in the notch of the U-shaped plastic energy-absorbing cushion plate 51 on the pedestal side, and the end of the track beam 4 is placed in the notch of the U-shaped plastic energy-absorbing cushion plate 52 on the side of the beam end;

[0053] There are two L-shaped adjusting plug plates 53, which are both located between the U-shaped plastic energy-absorbing cushion plate 51 on the pedestal side and the U-shaped plastic energy-absorbing cushion plate 52 on the side of the beam end, and are used to adjust the track beam 4 horizontally and longitudinally. That is, the thickness of the L-shaped adjusting plug plate 53 can be selected from different specifications such as 1 mm, 2 mm, 5 mm, etc., and multiple pieces can be combined. It can be flexibly selected according to the on-site measurement results to control the gap between the track beams in the horizontal and vertical directions to reach millimeter-level accuracy.

[0054] On the top of the inner side of the steel guard plate 2, a protective pressing plate 21 is fixed, and the protective pressing plate 21 is pressed against the top surface of the lateral limiting cushion block 3.

[0055] On the outer side of the steel guard plate 2, a plurality of reinforcing ribs 22 are provided.

[0056] The vibration reduction and adjustment cushion plate 6 under the beam includes: a rigid cushion plate 61, a height adjustment cushion plate 62, and a vibration reduction elastic cushion plate 63 arranged in a stacked manner from top to bottom.

[0057] The height adjustment cushion plate 62 is a rigid polyurethane or plastic cushion plate with a thickness of 1 mm, 2 mm or 5 mm, and can be stacked according to needs to finely adjust the vertical displacement of the track beam to meet various foundation deformation conditions.

[0058] The vibration reduction elastic cushion plate 63 is a customized polyurethane cushion plate, and its stiffness can be selected according to the requirements of line vibration reduction and noise reduction (such as the stiffness can be adjusted from 100 MN / m to 200 MN / m).

[0059] On the bottom end surface of the rigid cushion plate 61, a limiting insertion boss is provided. On the height adjustment cushion plate 62 and the vibration reduction elastic cushion plate 63, positioning holes are arranged coaxially. On the top end surface of the truss pedestal 11, a limiting hole 112 is provided. The limiting insertion boss passes through the positioning hole and is inserted into the limiting hole 112 to prevent the rigid cushion plate 61, the height adjustment cushion plate 62, and the vibration reduction elastic cushion plate 63 from shifting horizontally and slipping out.

[0060] The track installation construction steps of the present invention:

[0061] (1) Installation of the truss pedestal:

[0062] Pour a reinforced concrete base on the subgrade and reserve a groove on the base. The size of the groove is the same as the plane size of the truss pedestal and extends 50 mm in both the length and width directions, with a depth of 0.12 m, ensuring that the truss pedestal can be fully placed. Determine the installation position of the truss pedestal through measurement and positioning, and finely adjust the pedestal position with the CPⅢ precise survey network to ensure accuracy. Connect the pedestals with steel bar trusses, and then pour a small amount of concrete around the pedestals to integrate the pedestals with the base plate on the subgrade.

[0063] (2)Coarse adjustment and positioning of the track beam: Lift and install the precast track beam onto the truss pedestal. At this time, place rigid pads and vibration damping elastic pads under the beam, and then add or remove height adjustment pads according to the actual measured elevation difference on site to make the track beam initially reach within ±3 mm of the design elevation.

[0064] (3)Fine adjustment and fixation: With the help of precision measuring instruments (total station and CPⅢ control network), finely adjust the elevation and direction of the track beam. By replacing thinner or thicker height adjustment pads, accurately control the track surface elevation within the range of ±1 mm.

[0065] (4)Installation of steel guard plates and lateral limit pads: After completing the elevation and preliminary lateral positioning of the track beam, fasten the steel guard plates to the truss pedestal or limit protrusions with bolts. Insert lateral limit pads to fill the remaining gaps. At this time, the lateral movement of the track beam is restricted by the steel guard plates, but fine lateral and longitudinal adjustments can still be made through L-shaped adjustment inserts.

[0066] (5)Installation of beam-end composite energy-absorbing adjustment pads: In the gap between the limit protrusions at the ends of the track beam, first place U-shaped plastic energy-absorbing pads on the pedestal side and U-shaped plastic energy-absorbing pads on the beam-end side, and flexibly combine and insert the L-shaped adjustment inserts according to the actually measured gap size to achieve millimeter-level adjustment and restriction of the track beam in the transverse and longitudinal directions.

[0067] (6)Installation of fasteners and rails: According to the design, install fasteners at the positions of the embedded sleeves on the track beam and lay long rails, and achieve precise control of the final gauge, level, and elevation through the fasteners. After completion, conduct final precise measurement and necessary fine adjustment to meet the strict track-laying accuracy requirements of high-speed railways.

[0068] Maintenance and adjustment plan of the present invention:

[0069] 1) When uneven settlement of the foundation occurs on the line or the deviation of the track surface elevation is greater than the adjustment range of the fasteners, there is no need to demolish the structure on a large scale.

[0070] 2) Loosen the fasteners, lift the track beam, and replace the height adjustment pads to achieve a large downward or upward adjustment of the track beam and quickly restore the elevation accuracy.

[0071] 3) If fine transverse and longitudinal adjustments are required, appropriately replace the L-shaped adjustment inserts for fine adjustment.

[0072] 4) If the steel guard plate, vibration damping elastic cushion plate or lateral limit cushion block is damaged, it can also be quickly disassembled and replaced without affecting the normal operation of other components.

[0073] The advantages of the present invention are as follows:

[0074] 1. Significantly enhance the anti-derailment and anti-overturning ability: Through the dual effects of the continuous shoulder and the steel guard plate, the present invention provides continuous lateral restraint and secondary protection during train derailment, effectively avoiding the serious consequences of overturning and running out of the track.

[0075] 2. Maintain the integrity of the track beam section: There is no need to drill holes or install bosses at the ends of the track beam, thus retaining the integrity of the track beam section and enhancing the overall strength, stiffness and durability of the track beam.

[0076] 3. Utilize the steel guard plate to improve ductility and toughness: The steel guard plate has excellent tensile and ductility characteristics under impact loads and will not fail brittlely under extreme impacts like pure concrete structures, and can continuously provide lateral support and buffering for derailed trains.

[0077] 4. Strong maintainability and adaptability: The modular replaceable design of the height adjustment cushion plate and the L-shaped adjustment insert plate makes the track structure highly adaptable and flexible in terms of foundation deformation, rail surface adjustment, temperature change, and line disease treatment, greatly reducing the maintenance cost and construction difficulty.

[0078] 5. Assembly and prefabrication construction: All main components can be prefabricated in the factory and quickly assembled on site. It reduces on-site construction procedures, shortens the construction period, improves quality and safety, and is more conducive to construction in special areas such as tunnels and bridges.

[0079] In this specification, each embodiment is described in a progressive manner. The key point of each embodiment is to illustrate the differences from other embodiments. For the same or similar parts among the embodiments, reference can be made to each other. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple, and reference can be made to the description in the method part for related parts.

[0080] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A beam - type ballastless track with a steel lining plate, characterized in that, Comprising: Track support seats (1), multiple of which are longitudinally arranged at intervals on the foundation. Each track support seat (1) includes: two truss pedestals (11) fixed on the foundation and a steel bar truss (12). The two truss pedestals (11) are transversely connected by the steel bar truss (12), and the truss pedestals (11) are integrally connected to the foundation by on-site casting. A limit boss (111) is fixed at the top end of each truss pedestal (11). Steel guard plates (2) are fixed on both sides of the limit boss (111) on the top end of the truss pedestal (11). A lateral limit cushion block (3) is filled between the steel guard plate (2) and the limit boss (111); Track beams (4), multiple of which are provided. The two ends of each track beam (4) respectively abut against one side of the corresponding adjacent two limit bosses (111), and the two ends of each track beam (4) are respectively limited between two relatively arranged steel guard plates (2). Two longitudinally arranged continuous shoulders (41) are provided on the top end surface of each track beam (4), and the continuous shoulders (41) are equal in length to the track beam (4); The width of the limit boss (111) is smaller than the width of the track beam (4); Beam end composite energy-absorbing and adjusting cushion plates (5), multiple of which are provided and are correspondingly installed in the gap between the end of the track beam (4) and the limit boss (111); Under-beam support vibration-damping and adjusting cushion plates (6), multiple of which are provided and are correspondingly pressed between the bottom end surface of the end of the track beam (4) and the top end surface of the truss pedestal (11); Steel rails, two of which are installed on the corresponding track beams (4) through fasteners. The steel rails are located between the two continuous shoulders (41). The wheels of a derailed train can be constrained between the continuous shoulders (41) and the steel rails to prevent the derailed train from overturning; The beam end composite energy-absorbing and adjusting cushion plate (5) includes: A pedestal-side U-shaped plastic energy-absorbing cushion plate (51), which is placed in the gap between the end of the track beam (4) and the limit boss (111), and both sides of the pedestal-side U-shaped plastic energy-absorbing cushion plate (51) respectively abut against the inner side surfaces of the corresponding limit bosses (111); A beam-end-side U-shaped plastic energy-absorbing cushion plate (52), which is placed in the notch of the pedestal-side U-shaped plastic energy-absorbing cushion plate (51), and the end of the track beam (4) is placed in the notch of the beam-end-side U-shaped plastic energy-absorbing cushion plate (52); L-shaped adjusting inserts (53), two of which are located between the pedestal-side U-shaped plastic energy-absorbing cushion plate (51) and the beam-end-side U-shaped plastic energy-absorbing cushion plate (52) and are used to adjust the track beam (4) horizontally and longitudinally; A protective pressing plate (21) is fixed to the top of the inner side surface of the steel guard plate (2), and the protective pressing plate (21) is press-fitted on the top end surface of the lateral limiting cushion block (3); A plurality of reinforcing ribs (22) are provided on the outer side surface of the steel guard plate (2); The beam lower support damping adjustment cushion plate (6) includes: a rigid cushion plate (61), a height adjustment cushion plate (62), and a damping elastic cushion plate (63) which are stacked up and down; A limiting insertion boss is provided on the bottom end surface of the rigid cushion plate (61), positioning holes are coaxially arranged on both the height adjustment cushion plate (62) and the damping elastic cushion plate (63), a limiting hole (112) is provided on the top end surface of the truss pedestal (11), and the limiting insertion boss passes through the positioning holes and is inserted into the limiting hole (112) to prevent the rigid cushion plate (61), the height adjustment cushion plate (62), and the damping elastic cushion plate (63) from shifting horizontally and slipping out.

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