A ballastless track with an I-shaped pedestal beam

Abstract

The present invention belongs to the technical field of railway rail transit, and discloses a beam-type ballastless track with an I-shaped pedestal, including: a track support base, which includes: two I-shaped truss pedestals and a steel bar truss. The two I-shaped truss pedestals are horizontally connected by the steel bar truss, and both sides of the I-shaped truss pedestal are provided with track accommodation limit grooves; a track beam, the two ends of which are respectively embedded in the corresponding adjacent two track accommodation limit grooves, and two continuous shoulders are provided on the track beam, and the length of the continuous shoulder is equal to that of the track beam; a beam-end composite energy-absorbing adjustment pad, which is correspondingly installed in the gap between the end of the track beam and the track accommodation limit groove; a beam-bottom support vibration-damping adjustment pad, which is correspondingly pressed between the bottom end surface of the track beam end and the top end surface of the I-shaped 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 rushing out of the line under emergency conditions such as train 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 an I-shaped pedestal for preventing train derailment and overturning, which can be applied to various lines such as high-speed railways, conventional railways, intercity railways, suburban railways, and urban subways. Background Art

[0002] With the rapid development of China's railway network and urban rail transit, the operating mileage of high-speed railways has been continuously refreshed. As of the end of 2022, the operating mileage of China's high-speed railways has reached 42,000 kilometers. As a track structure form with high smoothness and high stability, ballastless tracks are widely used in line conditions with high requirements for track accuracy and stability, such as high-speed railways, long tunnels, and extra-large bridges. However, the existing ballastless track forms (such as precast slab ballastless tracks and sleeper ballastless tracks) still have the following problems and deficiencies:

[0003] (1) Insufficient anti-derailment and anti-overturning ability: When designing the currently widely used ballastless track structures, more attention is paid to the high smoothness of the track and reducing maintenance costs, while the anti-overturning and anti-impact abilities after train derailment are insufficiently considered. Once a train derails, due to the limited lateral restraint ability of the ballastless track, the derailed train may overturn and rush out of the bridge or intrude into adjacent lines, resulting in serious safety accidents.

[0004] (2) Shoulder weakening and maintenance difficulties: In traditional ballastless tracks, the shoulders are usually discretely arranged, mostly at the fasteners. Investigations have found that due to the discrete arrangement of the shoulders, there is a large gap between two adjacent shoulders before and after, that is, there is no ability to laterally limit the wheels in this section, making it easy for a derailed train to overturn. Moreover, once a train derails, the wheels generate a huge impact on the shoulders, easily causing damage or failure of the discrete shoulders, and then losing the ability to laterally limit the wheels. At this time, it is necessary to replace the track slab or the ballast bed slab, which not only increases the material and labor costs, but also may require interrupting the line operation, affecting the train operation efficiency. If an anti-derailment guard rail device is set beside the track, it not only increases the track stiffness and cost, but also needs to be removed during rail grinding, greatly increasing the workload of the operation.

[0005] (3) On-site construction and interface problems between layers: Existing precast slab and sleeper ballastless tracks often require on-site filling of materials such as CA mortar (or self-compacting concrete) under the precast track slabs to achieve the support, positioning, and overall connection of the track slabs. Such layered structures are prone to problems such as separation, delamination, and deterioration of material properties under the action of temperature gradient and train dynamic loads during long-term service, seriously affecting the high smoothness and stability of the track, and being difficult and costly to repair later.

[0006] (4)Insufficient maintainability and adaptability: The traditional ballastless track has limited ability to adjust track elevation and gauge through fasteners. When there is foundation settlement, frost heave, or long-term uneven deformation, it is difficult to meet the requirements only by fine-tuning with fasteners. If it is necessary to significantly lower the track surface elevation or conduct precise adjustment, only through large-scale maintenance operations, including chiseling the track bed slab, refilling, and pouring concrete, the process is complex and affects train operation safety and efficiency.

[0007] In addition, the prior art with the publication number CN114717882A and the name of a fully assembled ballastless track for preventing train derailment and overturning uses a form where the convex platform protrudes from the truss pedestal and inserts into the reserved hole at the end of the track beam for limit. 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 is too thin and not conducive to bearing impact. Once the convex platform is too small, it cannot provide sufficient lateral limit and energy absorption capacity; the thin beam end structure is prone to cracking or damage under impact, making the overall anti-overturning and anti-impact effects not ideal. 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 seat 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.

[0008] In view of the above technical deficiencies, there is an urgent need for a ballastless track with an I-shaped pedestal beam type, 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 rushing out of the line in emergency conditions 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 track foundations and environmental conditions. Summary of the Invention

[0009] In view of this, the present invention provides a ballastless track with an I-shaped pedestal beam type, 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 rushing out of the line in emergency conditions 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 track foundations and environmental conditions.

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

[0011] A ballastless track with an I-shaped pedestal beam type, comprising:

[0012] Track support seats, with multiple of them longitudinally arranged at intervals on the foundation. Each track support seat includes: two I-shaped truss pedestals fixed on the foundation and a steel bar truss. The two I-shaped truss pedestals are transversely connected by the steel bar truss, and the I-shaped truss pedestals are integrally connected to the foundation through on-site casting. Both sides of the I-shaped truss pedestal have track accommodation limit grooves;

[0013] Track beams, with multiple of them. The two ends of each track beam are respectively embedded in the corresponding adjacent two track accommodation limit grooves. There are two longitudinally arranged continuous shoulders on the top surface of each track beam, and the continuous shoulders are equal in length to the track beam;

[0014] Beam end composite energy-absorbing and adjusting pads, with multiple of them, which are correspondingly installed in the gap between the end of the track beam and the track accommodation limit groove;

[0015] Under-beam support vibration-damping and adjusting pads, with multiple of them, which are correspondingly pressed between the bottom end surface of the track beam end and the top surface of the I-shaped truss pedestal;

[0016] Railways, with two of them, which are both installed on the corresponding track beams through fasteners. The railways are located between the two continuous shoulders. The wheels of a derailed train can be constrained between the continuous shoulders and the railways, preventing the derailed train from overturning.

[0017] Through the above technical solutions, compared with the prior art, the present invention discloses a beam-type ballastless track with I-shaped pedestals. The present invention uses the track accommodation limit grooves on the I-shaped truss pedestals to perform longitudinal and transverse limits on the track beams, thus canceling the method of inserting convex platforms into reserved holes for the existing track beams and convex pedestals. Furthermore, there is no need to open reserved holes at the ends of the track beams, that is, there is no need to structurally adjust the track beams, greatly improving the stress conditions at the ends of the track beams and avoiding problems such as the weakening of the structural bearing capacity and strength at the ends of the track beams due to the opening of 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 construction efficiency.

[0018] In addition, the present invention uses continuous shoulders. Compared with the existing discrete shoulders, this shoulder is an integral continuous structure, which can provide strong lateral limits to the derailed train throughout the whole section, firmly constraining the wheels between the railway and the continuous shoulders. Even if the continuous shoulders are damaged in extreme cases, the left and right track beams can form secondary constraints to prevent the derailed train from instantly overturning and derailing, realizing multi-level safety protection.

[0019] Moreover, after the I-shaped 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 I-shaped 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.

[0020] 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.

[0021] 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 rushing out of the line under emergency conditions 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 foundation and environmental conditions.

[0022] Further, the beam-end composite energy-absorbing and adjusting cushion plate includes:

[0023] A pedestal-side U-shaped plastic energy-absorbing cushion plate, which is placed in the track accommodation and limiting groove;

[0024] A beam-end-side U-shaped plastic energy-absorbing cushion plate, which 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;

[0025] 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.

[0026] The beneficial effects of adopting the above technical solution are as follows: The thickness of the L-shaped adjusting insert can be selected according to the gap to meet the transverse and longitudinal fine adjustment requirements of the track beam, that is, the thickness of the horizontal and vertical plates of the L-shaped adjusting insert can be selected according to the adjustment requirements, and then L-shaped adjusting inserts with different thicknesses can be selected to realize the transverse and longitudinal fine adjustment of the track beam. The pedestal-side U-shaped plastic energy-absorbing cushion plate and the beam-end-side U-shaped plastic energy-absorbing cushion plate can produce plastic deformation under the impact of train derailment to absorb part of the impact energy, and transfer the remaining energy to the I-shaped 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.

[0027] Further, the under-beam support vibration-damping and adjusting cushion plate includes: a rigid cushion plate, a height-adjusting cushion plate, and a vibration-damping elastic cushion plate arranged in a stacked manner from top to bottom.

[0028] The beneficial effects of adopting the above technical solution are as follows: By replacing the height-adjusting cushion plates with different thicknesses, the vertical height of the track beam can be finely adjusted, 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.

[0029] Therefore, after the above solution is applied, the later maintenance of the ballastless track only requires replacing the L-shaped adjusting plug and the height-adjusting cushion plate, without large-scale chiseling and construction.

[0030] Furthermore, a limiting boss is provided on the bottom end surface of the rigid cushion plate, positioning holes arranged coaxially are opened on both the height-adjusting cushion plate and the vibration-damping elastic cushion plate, and a limiting hole is opened on the top end surface of the I-shaped truss pedestal. The limiting boss passes through the positioning hole and is inserted into the limiting hole to prevent the rigid cushion plate, the height-adjusting cushion plate, and the vibration-damping elastic cushion plate from moving horizontally and coming out, 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 technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the 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 drawings can also be obtained according to the provided drawings.

[0032] Figure 1 It is a top view structural schematic diagram of a ballastless track with an I-shaped pedestal beam provided by the present invention.

[0033] Figure 2 For Figure 1 the side view structural schematic diagram.

[0034] Figure 3 For Figure 1 the front view structural schematic diagram.

[0035] Figure 4 For Figure 3 the enlarged structural schematic diagram of the partial A in

[0036] Figure 5 It is a structural schematic diagram of the beam-end composite energy-absorbing adjustment cushion plate in the present invention.

[0037] Figure 6 It is a schematic diagram when the wheel is limited between the rail and the continuous shoulder after the train derails. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0038] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with 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 the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0039] As Figures 1-6 shown, an I-shaped pedestal beam-type ballastless track according to an embodiment of the present invention includes:

[0040] Track support seats 1, and a plurality of track support seats 1 are longitudinally arranged at intervals on the foundation. Each track support seat 1 includes: two I-shaped truss pedestals 11 and a steel bar truss 12 fixed on the foundation. Both of the two I-shaped truss pedestals 11 are made of reinforced concrete, and they are transversely connected by the steel bar truss 12 and integrally connected with the foundation by in-situ casting. Both sides of the I-shaped truss pedestal 11 have track accommodation limit grooves 111;

[0041] Track beams 2, and there are a plurality of track beams 2. The two ends of each track beam 2 are respectively embedded in the corresponding adjacent two track accommodation limit grooves 111. Two longitudinally arranged continuous shoulders 3 are provided on the top end surface of each track beam 2, and the continuous shoulders 3 are equal in length to the track beam 2 to form continuous lateral constraints on the wheels;

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

[0043] Beam end composite energy absorption and adjustment pads 4, and there are a plurality of beam end composite energy absorption and adjustment pads 4, which are correspondingly installed in the gaps between the ends of the track beam 2 and the track accommodation limit grooves 111;

[0044] Under-beam support vibration reduction and adjustment pads 5, and there are a plurality of under-beam support vibration reduction and adjustment pads 5, which are correspondingly pressed 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;

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

[0046] In a specific embodiment, the beam end composite energy absorption and adjustment pad 4 includes:

[0047] U-shaped plastic energy absorption pads 41 on the pedestal side, and the U-shaped plastic energy absorption pads 41 on the pedestal side are placed in the track accommodation limit grooves 111;

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

[0049] There are two L-shaped adjusting inserts 43, which are both located between the U-shaped plastic energy-absorbing cushion plate 41 on the pedestal side and the U-shaped plastic energy-absorbing cushion plate 42 on the beam end side, and are used to adjust the track beam 2 horizontally and longitudinally.

[0050] The beam bottom support damping adjustment cushion plate 5 includes: a rigid cushion plate 51, a height adjustment cushion plate 52, and a damping elastic cushion plate 53 that are stacked up and down.

[0051] A limiting boss is provided on the bottom end surface of the rigid cushion plate 51. The height adjustment cushion plate 52 and the damping elastic cushion plate 53 are both provided with positioning holes arranged coaxially. A limiting hole 112 is provided on the top end surface of the I-shaped truss pedestal 11. The limiting boss passes through the positioning hole and is inserted into the limiting hole 112 to prevent the rigid cushion plate 51, the height adjustment cushion plate 52, and the damping elastic cushion plate 53 from shifting horizontally and slipping out.

[0052] The track laying steps of the present invention:

[0053] 1) According to the line design elevation and track alignment, first position and lay the precast I-shaped truss pedestal by using the CPⅢ precise survey network, and connect it with the foundation as a whole through a small amount of on-site concrete pouring;

[0054] 2) Roughly place the precast track beam in the track accommodation limiting groove of the I-shaped truss pedestal, and lay the beam bottom support damping adjustment cushion plate composed of a rigid cushion plate, a height adjustment cushion plate, and a damping elastic cushion plate at the bottom of the beam to preliminarily support the track beam;

[0055] 3) Use the measurement control system to finely adjust the position of the track beam, and replace or increase or decrease the thickness of the height adjustment cushion plate to meet the design elevation and smoothness requirements;

[0056] 4) Insert the beam end composite energy-absorbing adjustment cushion plate into the gap between the track beam and the I-shaped truss pedestal, and achieve horizontal and longitudinal fine adjustment by selecting an L-shaped adjusting insert with a suitable thickness;

[0057] 5) Install fasteners and rails to complete the overall laying. Subsequent track fine adjustment is similar to the debugging of the standard ballastless track.

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

[0059] 1) When there are significant changes in track elevation or smoothness during long-term operation and they exceed the adjustment range of the existing fasteners, there is no need to demolish the structure on a large scale. Only the fastener system needs to be demolished. Specifically, lift the track beam, extract or replace the height-adjusting pads and rigid pads to meet the requirements of height adjustment. If lateral or longitudinal fine-tuning is required, the L-shaped adjustment inserts can be appropriately replaced to adjust the limiting clearance at the beam end. Finally, finely adjust the track beam, reinstall the fasteners, and conduct fine adjustment of the line.

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

[0061] The beneficial effects of a ballastless track with an I-shaped pedestal beam of the present invention are as follows:

[0062] (1) Improve the anti-derailment and anti-overturning ability of trains:

[0063] The shoulders of the traditional ballastless track structure are separated, while the shoulders of the present invention are continuous on the track beam. The overall anti-wheel impact ability is strong, which can effectively resist the damage to the shoulders after the train derails. Moreover, the continuous shoulders provide a strong lateral limit after the train derails, firmly restraining the wheels between the rails and the shoulders. Even if the shoulders are damaged in extreme cases, the left and right track beams can form a secondary lateral restraint defense line to prevent the derailed train from overturning and derailing instantly, realizing multi-level safety protection.

[0064] (2) Cancel the insertion of the boss and enhance the structural robustness:

[0065] The traditional limiting method by inserting the boss into the track beam is restricted by the cross-section of the track beam, which not only weakens the beam end 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 beam-end composite energy-absorbing adjustment pad. The structure no longer needs to open holes and add bosses in the beam body, avoiding the weakening of the beam cross-section. In this way, not only the strength and stiffness of the track beam cross-section are maintained, but also the durability and anti-impact ability of the overall structure are correspondingly improved.

[0066] Moreover, since there is no need to open holes in the beam body and add boss insertion and cooperation, the requirement for the construction positioning accuracy of the track beam is reduced. This characteristic effectively promotes the convenience and high efficiency of the construction process, providing a more advantageous technical solution for practical engineering applications. The design of the longitudinal continuous shoulders on the beam makes it unnecessary to set up an additional independent limiting structure, reducing the requirement for construction positioning accuracy, which effectively promotes the convenience and high efficiency of the construction process.

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

[0068] The addition of the height adjustment pad in the vibration reduction and adjustment pad under the beam enables the track beam to be adjusted downward beyond the limit of the traditional fastener's downward adjustment amount, effectively addressing long-term uneven deformation problems caused by foundation settlement, tunnel floor heave, bridge thermal warping, etc. Once there are large irregularities or elevation deviations on the rail surface, it can be easily adjusted by replacing the height adjustment pad or rigid pad without large-scale demolition of the structural layer. In addition, in the beam-end composite energy-absorbing adjustment pad, the track beam can also be flexibly fine-tuned in the transverse and longitudinal directions by replacing L-shaped adjustment inserts with different thicknesses, further enhancing the structural adaptability.

[0069] Therefore, the present invention introduces modular components such as the vibration reduction and adjustment pad under the beam and the beam-end composite energy-absorbing adjustment pad, achieving rapid replaceability and adjustability of the track beam's position in the vertical, transverse, and longitudinal directions, improving the adaptability and maintainability of the track structure to different complex subgrade foundations, and avoiding the heavy work of chiseling and reconstruction required by traditional solutions.

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

[0071] The core components of the present invention, such as the track beam, I-shaped truss pedestal, beam-end composite energy-absorbing adjustment pad, and vibration reduction and adjustment pad under the beam, are all prefabricated in the factory, with stable and controllable quality. On-site, only the I-shaped truss pedestal needs to be positioned and a small amount of concrete needs to be poured to integrate with the foundation, and then the track beam, beam-end composite energy-absorbing adjustment pad, and vibration reduction and adjustment pad under the beam can be assembled to complete the structure construction. This mode reduces the dependence on the on-site construction environment and technical level, shortens the construction period, and reduces construction risks.

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

[0073] The present invention can adapt to different speed grades, axle loads, and foundation conditions of high-speed railways, ordinary-speed 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 pads facilitates the long-term maintenance of high smoothness of the structure. This design not only ensures the safety and comfort of train operation but also reduces the daily operation and maintenance costs and extends the service life of the track structure.

[0074] In this specification, each embodiment is described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts among 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 description of the method part.

[0075] The foregoing description of the disclosed embodiments enables those skilled in the art to practice or use the present invention. Various modifications to these embodiments will be readily apparent to those 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. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A slab track with an I-shaped pedestal beam, characterized in that, Comprising: Track support seats (1), multiple track support seats (1) are longitudinally arranged at intervals on the foundation, and each track support seat (1) includes: two I-shaped truss pedestals (11) fixed on the foundation and a steel bar truss (12). The two I-shaped truss pedestals (11) are transversely connected by the steel bar truss (12), and the I-shaped truss pedestals (11) are integrally connected to the foundation by in-situ casting. Both sides of the I-shaped truss pedestal (11) have track accommodation limit grooves (111); Track beams (2), multiple track beams (2) are provided, and both ends of each track beam (2) are respectively embedded in the corresponding adjacent two track accommodation limit grooves (111). Two longitudinally arranged continuous shoulders (3) are provided on the top surface of each track beam (2), and the continuous shoulders (3) are equal in length to the track beam (2); Beam end composite energy-absorbing and adjusting pads (4), multiple beam end composite energy-absorbing and adjusting pads (4) are provided, and they are correspondingly installed in the gaps between the ends of the track beams (2) and the track accommodation limit grooves (111); Under-beam support vibration-damping and adjusting pads (5), multiple under-beam support vibration-damping and adjusting pads (5) are provided, and they are correspondingly pressed between the bottom end surface of the end of the track beam (2) and the top surface of the I-shaped truss pedestal (11); Railways (6), two railways (6) are provided, and they are both installed on the corresponding track beams (2) by fasteners. The railways (6) are located between the two continuous shoulders (3), and the wheels of a derailed train can be constrained between the continuous shoulders (3) and the railways (6) to prevent the derailed train from overturning; The beam end composite energy-absorbing and adjusting pad (4) includes: Pedestal side U-shaped plastic energy-absorbing pad (41), the pedestal side U-shaped plastic energy-absorbing pad (41) is placed in the track accommodation limit groove (111); Beam end side U-shaped plastic energy-absorbing pad (42), the beam end side U-shaped plastic energy-absorbing pad (42) is placed in the notch of the pedestal side U-shaped plastic energy-absorbing pad (41), and the end of the track beam (2) is placed in the notch of the beam end side U-shaped plastic energy-absorbing pad (42); L-shaped adjusting insertion plates (43), two L-shaped adjusting insertion plates (43) are provided, and they are both located between the pedestal side U-shaped plastic energy-absorbing pad (41) and the beam end side U-shaped plastic energy-absorbing pad (42) for horizontally and longitudinally adjusting the track beam (2); The under-beam support vibration-damping and adjusting pad (5) includes: a rigid pad (51), a height-adjusting pad (52), and a vibration-damping elastic pad (53) stacked up and down; A limiting boss is provided on the bottom end surface of the rigid cushion plate (51). Positioning holes arranged coaxially are formed in both the height-adjustable cushion plate (52) and the vibration-damping elastic cushion plate (53). A limiting hole (112) is formed in the top end surface of the I-shaped truss pedestal (11). The limiting boss passes through the positioning holes and is inserted into the limiting hole (112) to prevent the rigid cushion plate (51), the height-adjustable cushion plate (52), and the vibration-damping elastic cushion plate (53) from translating and slipping out.

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