Anti-crack durable type foundation bed surface layer structure in plateau alpine region and laying method of anti-crack durable type foundation bed surface layer structure

Abstract

The invention discloses a plateau alpine region crack-resistant durable foundation bed surface structure and a laying method thereof, the plateau alpine region crack-resistant durable foundation bed surface structure is arranged between a base plate fixed with a track plate and a foundation bed bottom layer, and the plateau alpine region crack-resistant durable foundation bed surface structure sequentially comprises an asphalt concrete waterproof sealing layer, a rubber asphalt stress absorbing layer and a crack-resistant base layer from top to bottom; the asphalt concrete waterproof sealing layer is obtained by mixing, paving and rolling aggregate and high-viscoelastic rubber modified asphalt; the rubber asphalt stress absorbing layer is obtained by synchronously spraying high-viscoelastic rubber modified asphalt and macadam on a steel wire mesh uniformly paved on the anti-cracking base layer, and the anti-cracking base layer is obtained by paving rubber modified cement stabilized macadam in a layered manner; the high-visco-elastic rubber modified asphalt is asphalt in which the mixing amount of the activated rubber powder is 25%-35%. The device is ingenious in structure and convenient to prepare, all the layers have a synergistic effect, load stress can be effectively dispersed, transmission of base layer concrete cracks is blocked, and therefore generation and expansion of track foundation bed cracks are restrained, and the service life of a track is prolonged.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of railway engineering, and particularly relates to a highland alpine region anti-cracking and durable type base surface structure and a laying method thereof. BACKGROUND

[0002] With the rapid development of railway construction in China, the construction and expansion of high-speed railway transportation network in highland alpine regions is an important measure to accelerate the development of inland areas. However, the special natural environment of highland alpine regions brings many challenges to the construction of high-speed railways. The extreme low temperature in winter in highland alpine regions can reach -40℃, and the number of annual freeze-thaw cycles is quite frequent, more than 200 times. When the cement stabilized macadam base freezes, its volume expansion rate is about 9%. This material has the characteristics of high brittleness and low toughness, and under the action of frequent freeze-thaw cycles, the expansion process of internal micro-cracks and existing cracks will be accelerated, which will significantly weaken the integrity and bearing capacity of the base structure, and thus pose a serious threat to the normal operation and driving safety of the railway.

[0003] The base, as an important structure to bear the load, will directly bear the vertical load transferred by the sleepers under the frequent heavy load of high-speed trains. In highland and high-altitude regions, the solar radiation intensity is large, and the daily range in summer is significant. Under the combined action of strong ultraviolet radiation and large temperature difference, a large temperature stress is generated inside the high-speed railway structure. Under the coupling action of temperature and load, the fatigue damage of the base cement stabilized macadam rapidly accumulates, greatly increasing the generation and development speed of base cracks.

[0004] In addition, the geological conditions in highland alpine regions are often complex, with permafrost and seasonal frozen soil distribution. The frozen soil will undergo phase change during seasonal alternation, leading to uneven settlement and deformation of the subgrade, and then transmitting to the base structure, causing cracks such as tension and wrong table in the track structure. The track bed not only bears the vertical load, but also bears the transverse and longitudinal forces from the sleepers. The transverse force will cause the track bed to deform in the transverse direction, which may lead to lateral extrusion of the ballast (in the case of ballasted track bed) or transverse cracks of the track bed plate (in the case of non-ballasted track bed). The longitudinal force will cause the track bed to compress or stretch longitudinally, which will also generate stress inside the track bed.

[0005] In summary, the high-speed railway pavement in highland alpine regions is affected by many factors such as low temperature freeze-thaw, large temperature difference thermal expansion and contraction, and complex geological conditions. The existing high-speed railway pavement structure in ordinary areas cannot meet the special requirements, and the crack problem has become a key technical problem restricting the construction and operation of high-speed railways in highland alpine regions. Therefore, it is urgent to develop a new type of anti-cracking and durable high-speed railway structure specially for highland alpine regions to effectively solve the crack problem and ensure the long-term stability and safe operation of railway engineering. Summary of the Invention

[0006] Purpose of the invention: To address the problem of cracking in high-speed railway pavement structures in high-altitude and cold regions due to factors such as low-temperature freeze-thaw cycles, large temperature differences leading to thermal expansion and contraction, and complex geological conditions, this invention proposes a crack-resistant and durable subgrade surface structure and its laying method for high-altitude and cold regions. By using a composite structure of rubber-modified cement-stabilized crushed stone, rubber asphalt stress-absorbing layer, dense waterproof asphalt concrete, and crack-resistant tape to replace the subgrade surface structure, this invention effectively solves the problem of cracking in railway subgrades under special environments, improves the durability and safety of railways, and ensures the smooth operation of high-speed trains.

[0007] Technical Solution: Firstly, this invention proposes a crack-resistant and durable subgrade surface structure for high-altitude and cold regions. It is positioned between a base plate with a fixed track slab and the bottom layer of the subgrade, and from top to bottom comprises: an asphalt concrete waterproof sealing layer, a rubber asphalt stress-absorbing layer, and a crack-resistant base layer. The asphalt concrete waterproof sealing layer is obtained by mixing, spreading, and compacting aggregates and high-viscoelastic rubber-modified asphalt. The rubber asphalt stress-absorbing layer is obtained by simultaneously spraying high-viscoelastic rubber-modified asphalt and crushed stone onto a wire mesh uniformly laid on the crack-resistant base layer. The crushed stone uniformly covers and embeds into the surface of the high-viscoelastic rubber-modified asphalt. The crack-resistant base layer is obtained by layering rubber-modified cement-stabilized crushed stone.

[0008] The high viscoelastic rubber modified asphalt is asphalt with an activated rubber powder content between 25% and 35%.

[0009] The rubber-modified cement-stabilized crushed stone is obtained from silicate cement and waste tire rubber powder.

[0010] Furthermore, a seam-resistant adhesive layer is applied to the joints of the base plate to which the track plate is fixed.

[0011] Furthermore, the aggregate in the asphalt concrete waterproof sealing layer comprises: aggregate with a nominal maximum particle size of 19~26.5mm, aggregate with a particle size greater than 4.75mm accounting for 60%~75% of the total aggregate and high viscoelastic rubber modified asphalt, and aggregate with a particle size less than 4.75mm accounting for 35% of the total aggregate and high viscoelastic rubber modified asphalt; the high viscoelastic rubber modified asphalt accounts for 5.0%~6.5% of the total aggregate and high viscoelastic rubber modified asphalt.

[0012] Furthermore, the dispersion of high viscoelastic rubber-modified asphalt in the rubber asphalt stress-absorbing layer is 2~3 kg / m³. 2 The crushed stone particle size is 4.75~9.5mm, and the spreading rate is 15~20kg / m³. 2 .

[0013] Further, the activated rubber powder has a Mooney viscosity less than 30 N.m and is prepared by devulcanization and regeneration of 15-60 mesh waste rubber powder.

[0014] Further, the rubber modified cement stabilized macadam is prepared by Portland cement with strength greater than 42.5 and 20-60 mesh waste tire rubber powder, wherein the waste tire rubber powder accounts for 1.5-2.5% of the total mass of the rubber modified cement stabilized macadam, the Portland cement accounts for 3.0-4.0% of the total mass of the rubber modified cement stabilized macadam, and the maximum nominal size of the macadam is 19-31.5 mm.

[0015] Further, the anti-joint paste is composed of asphalt-based polymer, tire base and fabric resistant to high temperature above 150 DEG C and compatible with asphalt.

[0016] In the second aspect, the application provides a laying method of a highland alpine region anti-cracking durable base surface structure, comprising the following steps:

[0017] Step 1: preparing rubber modified cement stabilized macadam by Portland cement with strength greater than 42.5 and 20-60 mesh waste tire rubber powder, wherein the waste tire rubber powder accounts for 1.5-2.5% of the total mass of the rubber modified cement stabilized macadam, the Portland cement accounts for 3.0-4.0% of the total mass of the rubber modified cement stabilized macadam, and the maximum nominal size of the macadam is 19-31.5 mm; and layering and paving the rubber modified cement stabilized macadam on the base bottom layer and rolling to form an anti-cracking base;

[0018] Step 2: uniformly laying steel wire mesh on the surface of the anti-cracking base and firmly laying, then spraying high viscous elastic rubber modified asphalt and macadam, and after the spreading is completed, ensuring that the macadam uniformly covers and embeds the surface of the high viscous elastic rubber modified asphalt, and rolling to obtain a rubber asphalt stress absorption layer;

[0019] Step 3: mixing aggregate and high viscous elastic rubber modified asphalt, then paving on the surface of the rubber asphalt stress absorption layer, and rolling to obtain a waterproof sealing layer of asphalt concrete;

[0020] Step 4: setting the base plate with the track plate on the surface of the waterproof sealing layer of asphalt concrete to obtain a highland alpine region anti-cracking durable base surface structure;

[0021] The high viscous elastic rubber modified asphalt is asphalt with activated rubber powder in an amount of 25-35%.

[0022] Further, the anti-joint paste layer is pasted at the joint of the base plate with the track plate.

[0023] Further, the aggregate in the asphalt concrete waterproof sealing layer comprises: aggregate nominal maximum particle size is 19-26.5mm, aggregate with particle size greater than 4.75mm accounts for 60%-75% of total amount of aggregate and high viscous and elastic rubber modified asphalt, aggregate with particle size less than 4.75mm accounts for 35% of total amount of aggregate and high viscous and elastic rubber modified asphalt; the high viscous and elastic rubber modified asphalt accounts for 5.0%-6.5% of total amount of aggregate and high viscous and elastic rubber modified asphalt.

[0024] Advantages: compared with the prior art, the present application has the following advantages:

[0025] (1) The present application utilizes the good toughness of high viscous and elastic rubber modified asphalt, and combines with steel wire mesh to jointly bear and transfer the fatigue load stress generated by high-speed train running, effectively disperses the load stress and prevents the transmission of base concrete cracks, slows down the generation and development of track bed cracks, and improves the service life of the track;

[0026] (2) The joint protection patch at the joint of the base plate of the present application serves as a waterproof barrier to protect the durability of the base plate structure; ensures the internal cleanliness of the base plate, maintains the stability and smoothness of the track structure; buffers the stress concentration at the joint due to temperature changes and train load factors, prolongs the service life of the base plate, and reduces the workload and cost of later maintenance;

[0027] (3) The railway special dense-graded asphalt concrete used in the full-face high-performance asphalt concrete waterproof sealing layer of the present application has high strength and can bear frequent train load, reducing the permanent deformation of the bed; the good toughness is beneficial to the recovery of the deformation of the surface layer structure caused by load, and is suitable for the characteristics of large diurnal temperature difference and variable climate in plateau areas;

[0028] (4) The rubber modified cement stabilized gravel material used in the present application has high elastic performance, so that when the base layer is subjected to external force, it will produce elastic deformation and store elastic potential energy, which will be transferred and transmitted through the contact interface with aggregate and cement in the form of stress wave, so that the stress inside the material is redistributed;

[0029] (5) The material selected for the base layer in the present application is rubber modified cement stabilized gravel, and after the addition of rubber, the toughness of the traditional concrete material is improved, the modulus mutation phenomenon of each structural layer is alleviated, the difference in deformation between each layer is reduced, the number of fatigue cracks caused by repeated train load is greatly reduced, and better applicability and durability are shown in special environments. BRIEF DESCRIPTION OF DRAWINGS

[0030] Figure 1 A three-dimensional structure diagram of a high-plateau high-cold-region crack-resistant and durable base surface layer structure is provided for the present application. DETAILED DESCRIPTION

[0031] The technical solution of the present invention will now be further described with reference to the embodiments.

[0032] like Figure 1 As shown in the figure, this embodiment of the invention proposes a crack-resistant and durable substrate surface structure for high-altitude and cold regions, which includes, from top to bottom, a crack-resistant adhesive 1, a full-section high-performance asphalt concrete waterproof sealing layer 2, an anti-reflective crack sealing layer 3, and a crack-resistant base layer 4 with energy migration function.

[0033] In this embodiment of the invention, the anti-joint tape 1 is pre-applied to the joint of the base plate to which the track slab is fixed, serving as a waterproof barrier to protect the durability of the base plate, ensure its internal cleanliness, and maintain the stability and smoothness of the track structure. It also buffers stress concentration at the joint caused by temperature changes and train load factors, extending the service life of the base plate. The anti-joint tape 1 used in this embodiment is composed of an asphalt-based polymer, a high-strength tensile base, and a high-strength fabric that is heat-resistant and compatible with asphalt, and can withstand temperatures above 150°C.

[0034] The base plate with the track slab fixed is set on the upper surface of the full-section high-performance asphalt concrete waterproof sealing layer 2. The mixture type used in the full-section high-performance asphalt concrete waterproof sealing layer 2 in this embodiment of the invention is TC-20 railway-specific dense-graded asphalt concrete, which is obtained by mixing, paving and compacting coarse aggregate, fine aggregate and high viscoelastic rubber modified asphalt. Among them, the amount of high viscoelastic rubber modified asphalt is 5.0%~6.5%, the nominal maximum particle size of the aggregate is 19~26.5mm, the coarse aggregate with a particle size greater than 4.75mm accounts for 60%~75% of the total mixture, preferably 62.5%, and the fine aggregate with a particle size less than 4.75mm accounts for about 35% of the total mixture. After compaction, the void ratio of the mixture is 0.5%~2.5%, preferably 1.5%, the high temperature deformation at 60℃ is ≤0.2mm, the passive tensile test is ≥1000 times, the freeze-break temperature is ≤-40℃, and the unconfined compressive strength after 50 freeze-thaw cycles is greater than 85% of the initial value.

[0035] This invention utilizes anti-crack tape 1 and full-section high-performance asphalt concrete waterproof sealing layer 2 to disperse the load stress generated by high-speed trains, thereby reducing the development and expansion of cracks.

[0036] The anti-reflective crack sealing layer 3 is installed below the lower surface of the full-section high-performance asphalt concrete waterproof sealing layer 2. The crack-resistant base course 4 with energy migration function is installed between the anti-reflective crack sealing layer 3 and the subgrade bottom layer 5. The subgrade bottom layer is installed on the surface of the roadbed 6. That is, from top to bottom, the layers are: full-section high-performance asphalt concrete waterproof sealing layer 2, anti-reflective crack sealing layer 3, crack-resistant base course 4 with energy migration function, subgrade bottom layer 5, and roadbed 6.

[0037] The anti-reflection crack layer sealing layer 3 and the anti-cracking base layer 4 with energy migration function adapt to the characteristics of large diurnal temperature difference and obvious seasonal temperature change in the high-cold plateau area by virtue of the excellent elasticity and flexibility of rubber asphalt, so as to improve the performance of the railway bed structure and prolong the service life.

[0038] The anti-reflection crack layer sealing layer 3 in the embodiment of the present application is formed by weaving or overlapping steel wires with a diameter of 0.5-2.0 mm to form pores of 1-9 cm 2 The steel mesh and the high-viscous rubber asphalt stress absorbing layer, the penetration of the high-viscous rubber asphalt stress absorbing layer is 6.5 mm, the softening point is 65 DEG C, the spreading amount of the high-viscous rubber asphalt is 2-3 kg / m 2 The gravel is selected from gravel with a particle size of 4.75-9.5 mm, and the spreading amount is 15-20 kg / m 2 .

[0039] In the embodiment of the present application, the rubber asphalt used in the high-viscous rubber asphalt stress absorbing layer in the anti-reflection crack layer sealing layer 3 and the high-viscous rubber modified asphalt used in the full-section high-performance asphalt concrete waterproof sealing layer 2 are both activated rubber powder after activation of waste tire rubber powder, and the activated rubber powder is mixed with 70# or 90# petroleum asphalt, and the weather-resistant and anti-cracking asphalt with an activated rubber powder content of 25%-35% is prepared after shearing and grinding, the penetration ratio after short-term aging is greater than 80%, and the elongation after aging is greater than or equal to 20 cm. The activated rubber powder used in the embodiment of the present application has a Mooney viscosity less than 30 N.m, and is waste rubber powder with a size of 15 mesh-60 mesh after desulfurization and regeneration.

[0040] The anti-cracking base layer 4 with energy migration function used in the embodiment of the present application is rubber modified cement stabilized gravel, the rubber particles have the characteristics of high elasticity, when the anti-cracking base layer is subjected to external force, the rubber particles will produce elastic deformation and store a certain elastic potential energy, and the stored energy is transferred in the form of stress wave through the contact interface of the rubber particles, the aggregate and the cement, so that the stress inside the material is redistributed. The energy migration and dissipation mode improves the toughness of the traditional concrete material, relieves the modulus mutation phenomenon of each structure layer, reduces the difference amplitude of deformation between each layer, greatly reduces the number of fatigue cracks caused by repeated action of train load, and shows better applicability and durability in special environment.

[0041] Specifically, the rubber modified cement stabilized macadam is prepared by using Portland cement with a strength greater than 42.5 and 20-60 mesh waste tire rubber powder, and the rubber modified cement stabilized macadam concrete is prepared; the rubber powder accounts for 1.5-2.5% of the total mass of the rubber modified cement stabilized macadam, the Portland cement accounts for 3.0-4.0% of the total mass of the rubber modified cement stabilized macadam, the maximum nominal particle size of the macadam is 19-31.5 mm, and the proportion is 94.9%.

[0042] In the embodiment of the present application, the width of the joint prevention patch 1 is greater than 1500 mm, and the thickness is 2.0-2.5 mm. The thickness of the high-performance asphalt concrete waterproof sealing layer 2 is 8-10 cm, the thickness of the anti-reflection crack layer sealing layer 3 is 3-5 cm, and the thickness of the anti-cracking base layer 4 with energy migration function is 20-30 cm.

[0043] The embodiment of the present application has a clever structure, is convenient to prepare, and has a synergistic effect between layers, so that load stress can be effectively dispersed and the transmission of base concrete cracks can be blocked, thereby inhibiting the generation and expansion of track bed cracks and prolonging the service life of the track.

[0044] Embodiment two:

[0045] The embodiment of the present application provides a laying method of a highland alpine region anti-cracking and durable type base surface structure, mainly comprising the following steps:

[0046] Step 1: preparing rubber modified cement stabilized macadam, and layering and paving the rubber modified cement stabilized macadam, wherein the paving thickness of each layer is controlled to be 15-20 cm; after paving, initial pressing is performed in a static pressing manner, and the speed of the road roller is controlled to be 1.5 km / h; the secondary pressing and final pressing are performed in a vibration rolling manner, and the rolling is performed for 3 times, and the speed is controlled to be 2.0 km / h.

[0047] Step 2: after the rubber modified cement stabilized macadam is rolled and formed, the rubber modified cement stabilized macadam is covered and maintained by using plastic film, geotextile and the like, water is poured 3 times per day in the room, and the maintenance time is 14 days, so as to obtain the anti-cracking base layer 4 with energy migration function.

[0048] Step 3: the surface of the anti-cracking base layer 4 with energy migration function is cleaned to ensure that the surface is free of sundries and scattered particles, a blower is used to clean the surface dust, the flatness of the surface of the anti-cracking base layer 4 with energy migration function is checked, and the surface layer is ensured to be flat.

[0049] Step 4: workers are arranged to uniformly lay the steel wire mesh on the surface of the anti-cracking base layer 4 with energy migration function by using special tools and firmly fix the steel wire mesh, and then rubber asphalt and gravel are sprayed by using a synchronous gravel sealing vehicle, the traveling speed of the spraying vehicle is 2 km / h, the heating temperature of the asphalt is controlled to be 220 DEG C, and the spraying amount is controlled to be 2 kg / m 2, the broken stone is selected as 4.75~9.5mm broken stone, and the dosage is 15kg / m 2 After the spreading is completed, the spreading state is checked in time to ensure that the broken stone uniformly covers and embeds the surface of the rubber asphalt, a double-steel-wheel road roller is used for rolling, the rolling is performed twice, the rubber asphalt stress absorption layer is obtained, and the steel wire mesh and the rubber asphalt stress absorption layer constitute the anti-reflection crack layer sealing layer 3.

[0050] Step 5: Dense graded asphalt concrete is prepared, and the dense graded asphalt concrete is spread on the surface of the rubber asphalt stress absorption layer, and initial pressing is immediately performed after the spreading is completed, 4-6 times of re-pressing and 4-6 times of final pressing are performed after the initial pressing is completed, and the full-section high-performance asphalt concrete waterproof sealing layer 2 is obtained. Specifically, the aggregate and mineral aggregate required for the dense graded asphalt concrete are heated to 185 DEG C, the high-viscous and elastic rubber modified asphalt is heated to 180 DEG C, the dense graded asphalt concrete is prepared, and the spreading temperature of the dense graded asphalt concrete is controlled to be 180~190 DEG C; the spreading speed is controlled to be 2m / min, the initial pressing is immediately performed after the spreading is completed, and the speed of the road roller is controlled to be 3km / h; the re-pressing speed is 3km / h; and the final pressing speed is controlled to be 4km / h.

[0051] Step 6: The joint sticking layer is stuck at the joint of the base plate, and the highland and high-cold region anti-cracking and durable type base surface structure is obtained.

[0052] The present application utilizes the good toughness of the high-viscous and elastic rubber modified asphalt, combines the cement stabilized broken stone modified by rubber powder, the rubber asphalt stress absorption layer, the dense waterproof asphalt concrete and the anti-cracking sticking combination structure, has a clever structure, is convenient to prepare, has a synergistic effect between the structure layers, bears and transmits the fatigue load stress generated by the high-speed train running, can effectively disperse the load stress, blocks the transmission of the base concrete cracks, thereby inhibits the generation and expansion of the track bed cracks, and prolongs the service life of the track.

Claims

1. A crack-resistant and durable subgrade surface structure for high-altitude and cold regions, comprising a base plate with a fixed track slab and a subgrade bottom layer, characterized in that, From top to bottom, it comprises: an asphalt concrete waterproof sealing layer, a rubber asphalt stress-absorbing layer, and a crack-resistant base layer; the asphalt concrete waterproof sealing layer is obtained by mixing, spreading, and compacting aggregates and high-viscoelastic rubber-modified asphalt; the rubber asphalt stress-absorbing layer is obtained by simultaneously spraying high-viscoelastic rubber-modified asphalt and crushed stone onto a wire mesh evenly laid on the crack-resistant base layer, with the crushed stone evenly covering and embedding into the surface of the high-viscoelastic rubber-modified asphalt; the crack-resistant base layer is obtained by layering rubber-modified cement-stabilized crushed stone. The high viscoelastic rubber modified asphalt is asphalt with an activated rubber powder content between 25% and 35%. The rubber-modified cement-stabilized crushed stone is obtained from silicate cement and waste tire rubber powder.

2. The crack-resistant and durable subgrade surface structure for high-altitude and cold regions according to claim 1, characterized in that: A seam-resistant adhesive layer is applied to the joints of the base plate to which the track plate is fixed.

3. The crack-resistant and durable subgrade surface structure for high-altitude and cold regions according to claim 1, characterized in that: The aggregate in the asphalt concrete waterproof sealing layer includes: aggregates with a nominal maximum particle size of 19~26.5mm, aggregates with a particle size greater than 4.75mm accounting for 60%~75% of the total aggregate and high viscoelastic rubber modified asphalt, and aggregates with a particle size less than 4.75mm accounting for 35% of the total aggregate and high viscoelastic rubber modified asphalt; the high viscoelastic rubber modified asphalt accounts for 5.0%~6.5% of the total aggregate and high viscoelastic rubber modified asphalt.

4. The crack-resistant and durable subgrade surface structure for high-altitude and cold regions according to claim 1, characterized in that: The dispersion of the high viscoelastic rubber-modified asphalt in the rubber asphalt stress-absorbing layer is 2~3 kg / m³. 2 The crushed stone particle size is 4.75~9.5mm, and the spreading rate is 15~20kg / m³. 2 .

5. The crack-resistant and durable subgrade surface structure for high-altitude and cold regions according to claim 1, characterized in that: The activated rubber powder has a Mooney viscosity of less than 30 N·m and is produced by desulfurization and regeneration of waste rubber powder of 15-60 mesh.

6. The crack-resistant and durable subgrade surface structure for high-altitude and cold regions according to claim 1, characterized in that: The rubber-modified cement-stabilized crushed stone is obtained from silicate cement with a strength greater than 42.5 and waste tire rubber powder of 20-60 mesh. The waste tire rubber powder accounts for 1.5% to 2.5% of the total mass of the rubber-modified cement-stabilized crushed stone, the silicate cement content is 3.0% to 4.0% of the total mass of the rubber-modified cement-stabilized crushed stone, and the maximum nominal particle size of the crushed stone is 19-31.5 mm.

7. The crack-resistant and durable subgrade surface structure for high-altitude and cold regions according to claim 2, characterized in that: The anti-crack tape is composed of an asphalt-based polymer, a base material, and a fabric that is resistant to temperatures above 150°C and compatible with asphalt.

8. A method for laying a crack-resistant and durable subgrade surface structure in high-altitude and cold regions, characterized in that: Includes the following steps: Step 1: Prepare rubber-modified cement-stabilized crushed stone using silicate cement with a strength greater than 42.5 and waste tire rubber powder of 20-60 mesh; wherein the waste tire rubber powder accounts for 1.5%-2.5% of the total mass of the rubber-modified cement-stabilized crushed stone, the silicate cement content is 3.0%-4.0% of the total mass of the rubber-modified cement-stabilized crushed stone, and the maximum nominal particle size of the crushed stone is 19-31.5 mm; spread the rubber-modified cement-stabilized crushed stone in layers at the bottom of the base bed and compact it to obtain a crack-resistant base layer; Step 2: Evenly lay the wire mesh on the surface of the crack-resistant base layer and secure it firmly. Then spray high viscoelastic rubber modified asphalt and crushed stone. After spreading, ensure that the crushed stone evenly covers and embeds into the surface of the high viscoelastic rubber modified asphalt, and roll it to obtain the rubber asphalt stress absorption layer. Step 3: Mix the aggregate and high viscoelastic rubber modified asphalt and spread it on the surface of the rubber asphalt stress-absorbing layer, then compact it to obtain the asphalt concrete waterproof sealing layer. Step 4: Place the base plate with the track plate fixed on the surface of the asphalt concrete waterproof sealing layer to obtain a crack-resistant and durable subgrade surface structure for high-altitude and cold regions. The high viscoelastic rubber modified asphalt is asphalt with an activated rubber powder content between 25% and 35%.

9. The method for laying a crack-resistant and durable subgrade surface structure in high-altitude and cold regions according to claim 8, characterized in that: A seam-resistant adhesive layer is applied to the joints of the base plate to which the track plate is fixed.

10. The method for laying a crack-resistant and durable subgrade surface structure in high-altitude and cold regions according to claim 8, characterized in that: The aggregate in the asphalt concrete waterproof sealing layer includes: aggregates with a nominal maximum particle size of 19~26.5mm, aggregates with a particle size greater than 4.75mm accounting for 60%~75% of the total aggregate and high viscoelastic rubber modified asphalt, and aggregates with a particle size less than 4.75mm accounting for 35% of the total aggregate and high viscoelastic rubber modified asphalt; the high viscoelastic rubber modified asphalt accounts for 5.0%~6.5% of the total aggregate and high viscoelastic rubber modified asphalt.

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