Beam type ballastless track with I-shaped pedestal

Abstract

The invention belongs to the technical field of railway track traffic, and discloses a beam type ballastless track containing I-shaped pedestals, which comprises a track supporting seat, a beam type ballastless track, a beam type ballastless track and a beam type ballastless track, the track supporting seat comprises two I-shaped truss pedestals and a steel bar truss, the two I-shaped truss pedestals are transversely connected through the steel bar truss, and track accommodating limiting grooves are formed in two sides of each I-shaped truss pedestal; the two ends of each track beam are embedded in the corresponding two adjacent track containing limiting grooves respectively, two continuous type blocking shoulders are arranged on each track beam, and the length of the continuous type blocking shoulders is equal to that of the track beams; the beam end composite energy absorption adjusting base plate is correspondingly mounted in a gap between the end part of the track beam and the track accommodating limiting groove; and the under-beam support vibration reduction adjusting base plate is correspondingly pressed between the bottom end surface of the end part of the track beam and the top end surface of the I-shaped truss pedestal. The device can meet the strict requirements of high-speed railways for safety, smoothness and stability, can effectively prevent the train from overturning and rushing out of the line under the emergency working conditions such as train derailment, and reduces casualties and property loss.

Description

Technical Field

[0001] The present invention relates to the technical field of railway and urban rail transit engineering, and more particularly to an I-beam type ballastless track which can be applied to various lines such as high-speed railway, conventional railway, intercity railway, urban railway and urban subway and can prevent train derailment and overturning. Background Art

[0002] With the rapid development of my country's railway network and urban rail transit, the operating mileage of high-speed railways continues to break records. By the end of 2022, the operating mileage of my country's high-speed railways has reached 42,000 kilometers. As a track structure with high smoothness and high stability, ballastless track is widely used in high-speed railways, long tunnels, extra-large bridges and other line conditions that require high track accuracy and stability. However, the existing ballastless track forms (such as prefabricated slab ballastless track and pillow ballastless track) still have the following problems and shortcomings:

[0003] (1) Insufficient anti-derailment and overturning capabilities: The ballastless track structure currently in widespread use is designed with more attention paid to the high smoothness of the track and the reduction of maintenance costs, but insufficient consideration is given to the anti-overturning and anti-impact capabilities after the train derails. Once a train derails, due to the limited lateral restraint capacity of the ballastless track, the derailed train may overturn and run off the bridge or intrude into adjacent lines, causing serious safety accidents.

[0004] (2) Weakened shoulders and difficult maintenance: In traditional ballastless tracks, shoulders are usually discretely set and mostly located at fasteners. The survey found that due to the discrete setting of shoulders, there is a large gap between the two adjacent shoulders in front and behind, that is, this section has no ability to limit the wheels laterally, which makes it easy for derailed trains to overturn. Once the train derails, the wheels will have a huge impact on the shoulders, which can easily cause the discrete shoulders to be damaged or fail, and then lose the ability to limit the wheels laterally. At this time, the track plate or roadbed plate needs to be replaced, which not only increases the material and labor costs, but also may require the interruption of line operations, affecting driving efficiency. If an anti-derailment guardrail device is set on the trackside, it will not only increase the track stiffness and cost, but also need to be removed when the rails are ground, which greatly increases the workload.

[0005] (3) On-site construction and interlayer interface problems: Existing prefabricated slab and pillow ballastless tracks often require on-site filling of CA mortar (or self-compacting concrete) and other materials under the prefabricated track slab to achieve the support, positioning and overall connection of the track slab. Such layered structures are prone to separation, delamination and material performance degradation under the action of temperature gradient and train dynamic load during long-term service, which seriously affects the high smoothness and stability of the track, and is difficult and costly to repair later.

[0006] (4) Insufficient maintainability and adaptability: The ability of traditional ballastless tracks to adjust track elevation and track gauge through fasteners is limited. When foundation settlement, frost heave, or long-term uneven deformation occurs, it is difficult to meet the requirements by just fine-tuning the fasteners. If the track surface elevation needs to be significantly lowered or fine-tuned, large-scale maintenance work can only be carried out, including chiseling the ballast slab, refilling, and pouring concrete. The process is complicated and affects driving safety and efficiency.

[0007] In addition, the prior art publication number is CN114717882A, and its name is a fully assembled ballastless track to prevent train derailment and overturning. It uses a boss protruding from a truss pedestal to be inserted into the reserved hole at the end of the track beam for positioning. However, this design limits the size of the boss by the cross-section of the track beam, and the boss cannot be too large, otherwise the side wall of the end of the track beam will be too thin, which is not conducive to bearing impact. Once the boss is too small, it cannot provide sufficient lateral limiting and energy absorption capacity; the overthin beam end structure is prone to cracking or damage under impact, making the overall anti-overturning and anti-impact effects unsatisfactory. Moreover, because it is necessary to ensure that the position of the boss matches the reserved hole, the boss on the boss seat and the reserved hole on the track beam need to be positioned and manufactured with high precision, thereby reducing the convenience and efficiency of the construction process.

[0008] In view of the above technical deficiencies, a ballastless track with an I-beam seat is urgently needed, which can not only ensure the integrity and strength of the track beam structure to meet the stringent requirements of high-speed railways for safety, smoothness and stability, but also effectively prevent trains from overturning and running off the track in emergency conditions such as train derailment, reducing casualties and property losses. At the same time, the ballastless track is also easy to install, debug, repair 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 ballastless track with an I-beam seat beam, which can not only ensure the integrity and strength of the track beam structure to meet the stringent requirements of high-speed railways for safety, smoothness and stability, but also effectively prevent trains from overturning and running off the track in emergency conditions such as train derailment, reducing casualties and property losses. At the same time, the ballastless track is also easy to install, debug, repair and replace, and can cope with a variety of line foundation and environmental conditions.

[0010] In order to achieve the above object, the present invention adopts the following technical solution:

[0011] A ballastless track with an I-beam seat beam, comprising:

[0012] Track support seat, the track support seat is a plurality of seats arranged on the foundation at intervals in the longitudinal direction, each of the track support seats comprises: two I-shaped truss seats and a steel bar truss fixed on the foundation, the two I-shaped truss seats are horizontally connected by the steel bar truss, and the I-shaped truss seats are integrally connected to the foundation by on-site casting, and both sides of the I-shaped truss seats are provided with track accommodating limit grooves;

[0013] Track beams, there are multiple track beams, both ends of each track beam are respectively embedded in two corresponding adjacent track accommodating limit grooves, and the top end surface of each track beam is provided with two longitudinally arranged continuous shoulders, and the length of the continuous shoulders is equal to that of the track beam;

[0014] A composite energy-absorbing adjustment pad at the beam end, wherein the composite energy-absorbing adjustment pad at the beam end is multiple and is correspondingly installed in the gap between the end of the track beam and the track accommodating limit groove;

[0015] A vibration-damping adjustment pad for supporting the underside of the beam, wherein the underside of the beam is provided with a plurality of vibration-damping adjustment pads, which are correspondingly crimped between the bottom end surface of the end of the track beam and the top end surface of the I-shaped truss pedestal;

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

[0017] It can be known from the above technical scheme that, compared with the prior art, the present invention discloses a ballastless track with an I-shaped pedestal beam. The present invention adopts the track accommodating limit grooves on the I-shaped truss pedestal to limit the track beam in the longitudinal and transverse directions, thereby eliminating the existing track beam and boss seat using the boss inserted into the reserved hole. There is no need to open a reserved hole at the end of the track beam, that is, there is no need to make structural adjustments to the track beam, which greatly improves the stress conditions at the end of the track beam, avoids the problems of weakening the structural bearing capacity and strength of the track beam end due to the opening of the reserved hole, and low construction efficiency and inconvenience. Therefore, the present invention can improve the overall strength and durability of the track beam and improve construction efficiency.

[0018] In addition, the present invention adopts a continuous shoulder guard. Compared with the existing discrete shoulder guard, the shoulder guard is an integrated continuous structure, which can provide strong lateral limitation for the derailed train throughout the entire section and firmly constrain the wheels between the rails and the continuous shoulder guard. Even if the continuous shoulder guard is damaged under extreme circumstances, the left and right track beams can form a secondary constraint to prevent the derailed train from instantly overturning and derailing, thereby realizing multi-level safety protection.

[0019] Moreover, after the I-shaped truss pedestal is integrally connected to the foundation, it can bear the impact load caused by the train derailment together with the track beam and the composite energy-absorbing adjustment pads at the beam ends, so that part of the impact energy is absorbed by the composite energy-absorbing adjustment pads at the beam ends, and the remaining energy is transmitted to the I-shaped truss pedestal and the foundation, thereby improving the overall impact resistance. Moreover, the composite energy-absorbing adjustment pads at the beam ends can realize fine-tuning of the track beam in both the horizontal and vertical directions, thereby meeting the needs of fine-tuning the track and adapting to uneven deformation of the foundation.

[0020] In addition, the vibration-damping adjustment pad under the beam support can not only improve the vibration-damping and noise-reducing performance of the track beam, but also adjust the vertical height of the track beam to meet a variety of foundation deformation conditions.

[0021] Therefore, the present invention can not only meet the stringent requirements of high-speed railways for safety, smoothness and stability, but also effectively prevent trains from overturning and running off the line in emergency conditions such as train derailment, reducing casualties and property losses. At the same time, the ballastless track is also easy to install, debug, repair and replace, and can cope with a variety of line foundation and environmental conditions.

[0022] Furthermore, the composite energy-absorbing adjustment pad at the beam end includes:

[0023] A U-shaped plastic energy-absorbing pad on the pedestal side, the U-shaped plastic energy-absorbing pad on the pedestal side is placed in the track accommodating limit groove;

[0024] A U-shaped plastic energy absorbing pad on the beam end side, wherein the U-shaped plastic energy absorbing pad on the beam end side is placed in a notch of the U-shaped plastic energy absorbing pad on the pedestal side, and the end of the track beam is placed in the notch of the U-shaped plastic energy absorbing pad on the beam end side;

[0025] There are two L-shaped adjustment plates, both of which are located between the U-shaped plastic energy absorbing pad on the pedestal side and the U-shaped plastic energy absorbing pad on the beam end side, and are used to adjust the track beam horizontally and vertically.

[0026] The beneficial effects of the above technical solution are: the L-shaped adjustment plug plate can be selected with different thicknesses according to the gap, so as to meet the needs of horizontal and vertical fine-tuning of the track beam, that is, the thickness of the horizontal plate and the vertical plate of the L-shaped adjustment plug plate can be selected with different thicknesses according to the adjustment needs, and then L-shaped adjustment plug plates of different thicknesses are selected to achieve horizontal and vertical fine-tuning of the track beam. The U-shaped plastic energy-absorbing pads on the pedestal side and the U-shaped plastic energy-absorbing pads on the beam end side can produce plastic deformation under the impact of train derailment and absorb part of the impact energy, and transfer the remaining energy to the I-shaped truss pedestal connected to the foundation, and 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 in long-term operation.

[0027] Furthermore, the vibration-damping adjustment pad supporting the beam below includes: a rigid pad, a height-adjusting pad, and a vibration-damping elastic pad stacked up and down.

[0028] The beneficial effects of the above technical solution are: the vertical height of the track beam can be fine-tuned by replacing height adjustment pads of different thicknesses, especially downward adjustment, which makes up for the deficiency that traditional fasteners can only be adjusted down by 4mm, and greatly improves the adaptability of the structure to foundation settlement, frost heave, and long-term uneven deformation. The stiffness of the vibration-damping elastic pad can be appropriately selected according to the noise and vibration reduction requirements of the track beam.

[0029] Therefore, after the above solution is applied, the subsequent maintenance of the ballastless track only requires the replacement of the L-shaped adjustment plug plate and the height adjustment pad, without the need for large-scale chiseling and construction.

[0030] Furthermore, a limiting boss is provided on the bottom end surface of the rigid pad, and coaxially arranged positioning holes are provided on the height adjustment pad and the vibration-damping elastic pad. A limiting hole is provided on the top end surface of the I-shaped truss base, and the limiting boss passes through the positioning hole and is inserted into the limiting hole to prevent the rigid pad, the height adjustment pad and the vibration-damping elastic pad from lateral movement and ejection, thereby ensuring that the track beam can always be vertically supported and vibration-damped. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0032] Figure 1 The present invention provides a schematic diagram of the top view of the ballastless track with an I-beam seat beam.

[0033] Figure 2 for Figure 1 Schematic diagram of the side structure.

[0034] Figure 3 for Figure 1 Schematic diagram of the main structure.

[0035] Figure 4 for Figure 3 Schematic diagram of the enlarged structure of part A in the middle.

[0036] Figure 5 It is a structural schematic diagram of the composite energy-absorbing and adjusting pad at the end of the center beam of the present invention.

[0037] Figure 6 This is a schematic diagram of the wheels being restrained on the rails and continuous shoulder after a train derails. DETAILED DESCRIPTION

[0038] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] like Figure 1-Figure 6 As shown, an embodiment of the present invention discloses a ballastless track with an I-beam seat beam, comprising:

[0040] Track support base 1, multiple track support bases 1 are arranged on the foundation at intervals in the longitudinal direction, each track support base 1 comprises: two I-shaped truss bases 11 and steel trusses 12 fixed on the foundation, the two I-shaped truss bases 11 are reinforced concrete structures, the two are horizontally connected by the steel trusses 12, and the I-shaped truss bases 11 are integrally connected to the foundation by on-site casting, and both sides of the I-shaped truss bases 11 are provided with track accommodating limit grooves 111;

[0041] Track beams 2, there are multiple track beams 2, both ends of each track beam 2 are respectively embedded in two corresponding adjacent track accommodating limit grooves 111, and two longitudinally arranged continuous shoulder stops 3 are provided on the top end surface of each track beam 2, and the length of the continuous shoulder stops 3 is equal to that of the track beam 2, so as to form a continuous lateral constraint on the wheels;

[0042] The track beam 2 can be made of prestressed concrete or ordinary reinforced concrete structure.

[0043] The composite energy absorbing and adjusting pads 4 at the beam ends are multiple and are installed in the gaps between the ends of the track beams 2 and the track accommodating limiting grooves 111;

[0044] The beam supports vibration reduction adjustment pads 5, and there are multiple beam supports vibration reduction adjustment pads 5, which are correspondingly crimped between the bottom end surface of the track beam 2 and the top end surface of the I-shaped truss pedestal 11;

[0045] There are two rails 6, both of which are installed on the corresponding track beams 2 through fasteners. The rails 6 are located between two continuous shoulders 3. The wheels of the derailed train can be constrained between the continuous shoulders 3 and the rails 6 to prevent the derailed train from overturning.

[0046] In a specific embodiment, the composite energy absorbing and adjusting pad 4 at the beam end includes:

[0047] A U-shaped plastic energy absorbing pad 41 on the pedestal side, the U-shaped plastic energy absorbing pad 41 on the pedestal side is placed in the track accommodating limit groove 111;

[0048] The U-shaped plastic energy absorbing pad 42 at the beam end is placed in the notch of the U-shaped plastic energy absorbing pad 41 at the pedestal side, and the end of the track beam 2 is placed in the notch of the U-shaped plastic energy absorbing pad 42 at the beam end;

[0049] There are two L-shaped adjustment plates 43 , both of which are located between the U-shaped plastic energy absorbing pad 41 on the pedestal side and the U-shaped plastic energy absorbing pad 42 on the beam end side, and are used to adjust the track beam 2 horizontally and vertically.

[0050] The beam under-support vibration-damping adjustment pad 5 comprises: a rigid pad 51 , a height-adjusting pad 52 , and a vibration-damping elastic pad 53 which are stacked up and down.

[0051] A limiting boss is provided on the bottom end surface of the rigid pad 51, and coaxially arranged positioning holes are provided on the height adjustment pad 52 and the vibration-damping elastic pad 53. A limiting hole 112 is provided on the top end surface of the I-shaped truss base 11, and the limiting boss passes through the positioning hole and is inserted into the limiting hole 112 to prevent the rigid pad 51, the height adjustment pad 52 and the vibration-damping elastic pad 53 from lateral displacement and ejection.

[0052] Track laying steps of the present invention:

[0053] 1) According to the line design elevation and track alignment, the CPⅢ precision measurement network is used to first locate and lay the prefabricated I-shaped truss pedestal, and then a small amount of concrete is poured on site to connect it with the foundation;

[0054] 2) The prefabricated track beam is roughly positioned in the track accommodation limit groove of the I-shaped truss pedestal, and a beam support vibration reduction adjustment pad consisting of a rigid pad, a height adjustment pad, and a vibration reduction elastic pad is laid at the bottom of the beam to initially support the track beam;

[0055] 3) Use the measurement and control system to fine-tune the position of the track beam, replace or increase or decrease the height and thickness of the adjustment pad to achieve the design elevation and smoothness requirements;

[0056] 4) Insert the composite energy-absorbing adjustment pad at the end of the beam into the gap between the track beam and the I-shaped truss pedestal, and achieve horizontal and vertical fine adjustment by selecting an L-shaped adjustment plate of appropriate thickness;

[0057] 5) Install fasteners and rails to complete the overall laying. Subsequent track fine-tuning is similar to standard ballastless track commissioning.

[0058] Track maintenance and adjustment method of the present invention:

[0059] 1) When the track elevation or smoothness changes significantly during long-term operation and exceeds the adjustment range of existing fasteners, there is no need to dismantle the structure on a large scale. Only the fastener system needs to be dismantled. Specifically, the track beam needs to be lifted, and the height adjustment pad and rigid pad can be pulled out or replaced to meet the needs of height adjustment or lowering. If horizontal or vertical fine-tuning is required, the L-shaped adjustment plug can be appropriately replaced to adjust the limit gap at the end of the beam. Finally, fine-tune the track beam, reinstall the fasteners, and fine-tune the line.

[0060] 2) The vibration-damping elastic pads can be replaced with pads of different stiffness according to the requirements of vibration reduction, noise reduction or line operation.

[0061] The beneficial effects of the I-beam seat beam type ballastless track of the present invention are as follows:

[0062] (1) Improving the train's ability to prevent derailment and overturning:

[0063] The shoulder guard of the traditional ballastless track structure is a separate type, while the present invention is a continuous shoulder guard on the track beam, which has a strong overall wheel impact resistance and can effectively resist the damage to the shoulder guard after the train derails. The continuous shoulder guard provides a strong lateral limit after the train derails, and firmly constrains the wheels between the rails and the shoulder guard. Even if the shoulder guard is damaged in extreme cases, the left and right track beams can form a secondary lateral constraint defense line to prevent the derailed train from instantly overturning and derailing, thereby realizing multi-level safety protection.

[0064] (2) Eliminate boss insertion to enhance structural robustness:

[0065] The traditional limiting method of inserting the track beam through the boss is limited by the cross section of the track beam, which not only weakens the end of the beam, but also limits the size of the boss. The present invention realizes the limiting and energy absorption of the track beam through the cooperation of the I-shaped truss pedestal and the composite energy absorption adjustment pad at the beam end. The structure no longer needs to open holes in the beam body and add bosses to avoid weakening the beam cross section. In this way, not only the strength and rigidity of the track beam cross section can be maintained, but also the durability and impact resistance of the overall structure are correspondingly improved.

[0066] Moreover, since there is no need to open holes in the beam body and add bosses for plug-in matching, the requirements for the positioning accuracy of the track beam construction can be reduced. This feature effectively promotes the convenience and efficiency of the construction process and provides a more advantageous technical solution for actual engineering applications. The design of the longitudinal continuous shoulder on the beam makes it unnecessary to set up an additional independent limit structure, and the requirements for the construction positioning accuracy can be reduced. This feature effectively promotes the convenience and efficiency of the construction process.

[0067] (3) Significantly improve maintainability and adaptability:

[0068] The addition of height adjustment pads in the beam support vibration reduction adjustment pads allows the track beam to be adjusted downward beyond the limit of the traditional fastener adjustment, effectively dealing with long-term uneven deformation problems caused by foundation settlement, tunnel floor drum, bridge temperature warping, etc. Once the track surface has large unevenness or elevation deviation, it can be easily adjusted by replacing the height adjustment pads or rigid pads without large-scale demolition of the structural layer. In addition, by replacing L-shaped adjustment plugs of different thicknesses in the composite energy absorption adjustment pads at the beam ends, the track beam can also be flexibly fine-tuned in the horizontal and vertical directions, further enhancing the structural adaptability.

[0069] Therefore, the present invention introduces modular components such as the vibration-damping adjustment pad under the beam support and the composite energy-absorbing adjustment pad at the beam end, which realizes the rapid replacement and adjustment of the vertical, horizontal and longitudinal positions of the track beam, improves the adaptability and maintainability of the track structure to foundations under different complex lines, and avoids the heavy work of chiseling and reconstruction required by traditional solutions.

[0070] (4) Reduce on-site pouring volume and facilitate construction:

[0071] The core components of this invention, such as the track beam, I-shaped truss pedestal, composite energy absorption adjustment pads at the beam ends, and vibration reduction adjustment pads for beam supports, are all prefabricated in the factory, with stable and controllable quality. On site, it is only necessary to put the I-shaped truss pedestal in place, pour a small amount of concrete to integrate it with the foundation, and then assemble the track beam and the composite energy absorption adjustment pads at the beam ends and the vibration reduction adjustment pads for beam supports to complete the structure. This model reduces the dependence on the on-site construction environment and technical level, shortens the construction period, and reduces construction risks.

[0072] (5) Meet various line environments and long life requirements:

[0073] The present invention can adapt to different speed levels, different axle loads and different foundation conditions of high-speed railways, conventional railways and urban rail transit. The combination of the continuous shoulder of the track beam and the I-shaped truss pedestal provides a solid foundation for anti-overturning, and the modular design of the pad facilitates the structure to maintain high smoothness for a long time. This design not only ensures the safety and comfort of train operation, but also reduces daily operation and maintenance costs and prolongs the life of the track structure.

[0074] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0075] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may 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 the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A ballastless track with an I-beam seat, characterized in that: include: A track support seat (1), wherein the track support seats (1) are arranged in a plurality of longitudinal intervals on a foundation, each of the track support seats (1) comprising: two I-shaped truss pedestals (11) and a steel truss (12) fixed on the foundation, the two I-shaped truss pedestals (11) being laterally connected via the steel truss (12), and the I-shaped truss pedestals (11) being integrally connected to the foundation via on-site casting, and both sides of the I-shaped truss pedestals (11) being provided with track accommodating limit grooves (111); Track beams (2), the track beams (2) being multiple, the two ends of each track beam (2) being respectively embedded in two corresponding adjacent track accommodating limit grooves (111), the top end surface of each track beam (2) being provided with two longitudinally arranged continuous shoulder stops (3), the continuous shoulder stops (3) being equal in length to the track beam (2); A composite energy-absorbing adjustment pad (4) at the beam end, wherein the composite energy-absorbing adjustment pad (4) at the beam end is multiple and is correspondingly installed in the gap between the end of the track beam (2) and the track accommodating limit groove (111); A beam under-support vibration-damping adjustment pad (5), wherein the beam under-support vibration-damping adjustment pad (5) is in plurality and is correspondingly crimped between the bottom end surface of the end of the track beam (2) and the top end surface of the I-shaped truss pedestal (11); Steel rails (6), two of which are mounted on corresponding track beams (2) via fasteners; the steel rails (6) are located between two continuous shoulder guards (3); wheels of a derailed train can be restrained between the continuous shoulder guards (3) and the steel rails (6), thereby preventing the derailed train from overturning.

2. The ballastless track with an I-beam seat according to claim 1, characterized in that: The beam end composite energy absorbing adjustment pad (4) comprises: A U-shaped plastic energy absorbing pad (41) on the pedestal side, wherein the U-shaped plastic energy absorbing pad (41) on the pedestal side is placed in the track accommodating limiting groove (111); A U-shaped plastic energy absorbing pad (42) on the beam end side, the U-shaped plastic energy absorbing pad (42) on the beam end side being placed in a notch of the U-shaped plastic energy absorbing pad (41) on the pedestal side, and the end of the track beam (2) being placed in the notch of the U-shaped plastic energy absorbing pad (42) on the beam end side; L-shaped adjustment plug plates (43), two of which are located between the pedestal-side U-shaped plastic energy-absorbing pad (41) and the beam-end-side U-shaped plastic energy-absorbing pad (42), and are used for adjusting the track beam (2) in the transverse and longitudinal directions.

3. The ballastless track with an I-beam seat according to claim 1 or 2, characterized in that: The under-beam support vibration-damping adjustment pad (5) comprises: a rigid pad (51) stacked up and down, a height-adjusting pad (52), and a vibration-damping elastic pad (53).

4. The ballastless track with an I-beam seat beam according to claim 3, characterized in that: A limiting boss is provided on the bottom end surface of the rigid pad (51), coaxially arranged positioning holes are provided on the height adjustment pad (52) and the vibration-damping elastic pad (53), and a limiting hole (112) is provided on the top end surface of the I-shaped truss pedestal (11), and the limiting boss passes through the positioning hole and is inserted into the limiting hole (112), so as to prevent the rigid pad (51), the height adjustment pad (52), and the vibration-damping elastic pad (53) from lateral displacement and escape.

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