Novel steel tank type continuous supporting track and construction method

Abstract

The invention discloses a novel steel tank type continuous supporting track and a construction method, belongs to the technical field of urban rail transit track structures, and adopts the technical scheme that a track system comprises a steel rail, a high polymer material precast block, various base plates, a split mounting type track locking structure, a bolt, a bolt sleeve, a sleeper and a track bed, according to the rail locking structure, a T-shaped side plate and a steel bottom plate are combined to form a rail bearing groove, an elastic base plate, a height adjusting base plate and a rail bottom slope base plate are sequentially laid in the rail bearing groove, a steel rail is placed on the rail bottom slope base plate, high polymer material prefabricated blocks are bonded to the two sides of a rail web through adhesives, and a rail adjusting base plate is arranged between the T-shaped side plate and the high polymer material prefabricated blocks. A prefabricated part splicing mode is adopted for construction, and after a ballast bed and a sleeper are completed, a base plate is laid, a rail bearing groove is spliced, a rail locking structure is fixed, and waterproof treatment is conducted. The technology achieves the dual effects of vibration and noise reduction, improves the smoothness of the track, simplifies the construction process, reduces the maintenance cost, and facilitates the replacement of parts and the adjustment of the position of the steel rail.

Description

Technical Field

[0001] This application belongs to the field of urban rail transit track structure technology, specifically relating to the field of vibration reduction, noise reduction, construction and maintenance technology of prefabricated assembled steel trough continuous support track. Background Technology

[0002] Urban rail transit, as the backbone of urban transportation, plays a vital role in alleviating surface congestion and improving travel efficiency. However, the vibration and noise generated during operation not only affect passenger comfort but also propagate through the structure to the surrounding environment, even impacting the health of residents along the line. Since the track and train are in direct contact, the interaction between the wheel and rail is crucial for vibration and noise control. Its technological level and operational status directly affect the safety, reliability, and environmental friendliness of rail transit operations.

[0003] Vibration and noise reduction primarily address three aspects: the vibration source, the propagation path, and the vibrated object. While measures targeting the vibrated object, such as isolation and reverse elimination, are costly and often fail to fundamentally solve the problem, current methods mainly focus on controlling the vibration source and interrupting the propagation path to mitigate the impact of vibration and noise. Common vibration reduction measures in track engineering include fastener vibration reduction, sleeper vibration reduction, and ballast bed vibration reduction, with the reduction effect increasing in that order. However, none of these methods effectively reduce noise, and some may even amplify it. Embedded tracks offer both vibration and noise reduction advantages and have seen increasing application in recent years. However, their construction, operation, and maintenance are challenging, hindering large-scale adoption in the near future. Therefore, developing new track systems that are easy to construct, maintain, and offer excellent vibration and noise reduction performance is essential.

[0004] Conventional monolithic track with fasteners has significant shortcomings. Its rails use a point-support system, resulting in poor track smoothness and relatively high vibration and noise levels generated by train operation. On curved sections, rail corrugation is prone to occur, leading to a substantial increase in vibration and noise, and a noticeable whistling sound inside the train. Existing vibration reduction measures can only reduce the vibration generated by train operation and cannot effectively control noise; in some cases, they may even amplify noise, failing to meet the vibration and noise reduction requirements of practical engineering projects.

[0005] The construction of traditional embedded tracks is relatively complex. During track construction, steel channels need to be poured into the track bed. After the track bed reaches the design strength, the rails are then fine-tuned and polymer materials are poured. This construction process is time-consuming, and the on-site pouring accuracy is difficult to control. It requires experienced construction personnel, which increases the project construction cost.

[0006] The operation and maintenance of traditional embedded tracks also face difficulties. After the track system is in operation, if the service condition of the rails, such as gauge and elevation, deteriorates, it is necessary to use specialized equipment to cut out the polymer material in the grooves, fine-tune the rails, and then re-pour the polymer material. The entire construction process is cumbersome and requires specialized personnel and tools, resulting in high maintenance costs and posing challenges to the long-term stable operation of the track.

[0007] Application content

[0008] The purpose of this application is to provide a novel steel trough type continuous support track and its construction method, which solves the problems of complex construction, difficult operation and maintenance of traditional embedded tracks, and poor vibration reduction and noise reduction effect of ordinary tracks, thereby improving construction convenience and maintenance flexibility.

[0009] To achieve the above objectives, this application provides the following technical solution:

[0010] In a first aspect, this application provides a novel steel trough-type continuous support track, comprising: a track bed, sleepers, bolt sleeves, a rail locking structure, rails, precast blocks, rail adjusting pads, rail bottom slope pads, height adjusting pads, elastic pads, and trough bottom pads. The sleepers are spaced apart on the upper surface of the track bed. The bolt sleeves are embedded in the sleepers. The rail locking structure is connected and fixed to the bolt sleeves by bolts. The trough bottom pads are disposed between the track bed and the rail locking structure. The elastic pads, height adjusting pads, and rail bottom slope pads are arranged sequentially from bottom to top within the rail locking structure. The rails are placed on the upper surface of the rail bottom slope pads. The precast blocks are disposed on both sides of the rail web and connected to the rails. The rail adjusting pads are disposed between the side plates of the rail locking structure and the precast blocks.

[0011] In one possible implementation, the rail locking structure includes T-shaped side plates, a steel base plate, and a buckle plate. The steel base plate is disposed on the upper surface of the groove bottom pad, and the T-shaped side plates are symmetrically disposed on both sides of the steel base plate. Both the steel base plate and the T-shaped side plates have through holes, which are aligned with bolt sleeves inside the sleeper. The buckle plate covers the upper surface of the T-shaped side plates, and the bolts pass through the buckle plate and the through holes to be threadedly connected to the bolt sleeves. The steel base plate and the T-shaped side plates on both sides combine to form a rail-supporting groove.

[0012] In one possible implementation, the T-shaped side plate is provided with ribs at intervals on the side away from the rail, the ribs being fixedly connected to the T-shaped side plate, and the T-shaped side plate is provided with limit plates at intervals on the side near the rail, the limit plates being fixedly connected to the T-shaped side plate, and the limit plates cooperating with the side of the precast block to limit its displacement along the track direction.

[0013] In one possible implementation, the elastic pad is arranged along the entire length of the track on the upper surface of the steel base plate, the height adjustment pad is spaced apart on the upper surface of the elastic pad, the rail bottom slope pad is spaced apart on the upper surface of the height adjustment pad, and the upper surface of the rail bottom slope pad is in contact with the bottom of the rail.

[0014] In one possible implementation, the precast block is a polymer material precast block, which is bonded and fixed to the rail web by an adhesive. Multiple precast blocks are arranged at intervals along the track direction in a single rail bearing groove unit. One side of the precast block is attached to the rail adjusting pad, and the other side is in close contact with the rail.

[0015] In one possible implementation, the rail adjustment pad has various thicknesses and is tightly clamped between the T-shaped side plate and the precast block. The lateral position of the rail can be adjusted by replacing the rail adjustment pad with different thicknesses.

[0016] In one possible implementation, the track bed is provided with expansion joints at intervals along the track direction, the sleepers are prefabricated and arranged in pairs on the track bed, the bolt sleeves are pre-embedded in the upper surface of the sleepers, and the two bolt sleeves are symmetrically distributed about the center of the sleepers.

[0017] In one possible implementation, the bottom pad is laid on the upper surface of the track bed and fits against the lower surface of the steel base plate. The portion of the upper surface of the precast block not covered by the T-shaped side plate is provided with a waterproof structure, and the contact position between the T-shaped side plate and the steel base plate is provided with a waterproof structure. The waterproof structure is tightly fitted to each component.

[0018] Secondly, this application provides a construction method for a novel steel trough-type continuous support track, comprising the following steps:

[0019] After the track bed and sleepers construction is completed and passes inspection, the construction site is cleaned up.

[0020] Lift the rails and lay the bottom pad and steel base plate on the upper surface of the track bed from bottom to top, aligning the through holes of the bottom pad and steel base plate with the bolt sleeves inside the sleepers, and pre-fix them with bolts;

[0021] An elastic pad is laid on the upper surface of the steel base plate, and an adjustment pad and a rail bottom slope pad are placed and positioned on the upper surface of the elastic pad.

[0022] Place the rail on the upper surface of the rail base plate and make rough adjustments;

[0023] Grind the web of the rail, apply adhesive to the ground web, and then bond the precast polymer blocks to both sides of the web of the rail.

[0024] After the precast polymer blocks are firmly bonded to the rails, the position of the rails is finely adjusted and temporarily fixed.

[0025] Remove the temporary fixing device, install the rail adjusting pad between the polymer material precast block and the T-shaped side plate, place the T-shaped side plate on the upper surface of the steel base plate and align the through holes, and fix the T-shaped side plate, steel base plate and sleeper with bolts and fasteners.

[0026] Waterproof sealing treatment is applied to the contact area between the precast polymer block and the T-shaped side plate;

[0027] The construction site was cleaned up and the track was laid.

[0028] In one possible implementation, when laying the trough bottom pad and the steel base plate, ensure that the through holes of the trough bottom pad and the steel base plate are precisely aligned with the bolt sleeves pre-embedded on the sleepers;

[0029] Elastic pads are arranged along the entire length of the track on the upper surface of the steel base plate, while height adjustment pads and rail bottom slope pads are arranged at intervals along the track on the upper surface of the elastic pads.

[0030] At least one precast polymer material block is installed on each side of the rail web, and the number of precast polymer material blocks is increased in curved sections according to the actual situation.

[0031] Ribs are spaced apart on the side of the T-shaped side plate away from the rail, and limit plates are spaced apart on the side closer to the rail. The limit plates cooperate with the precast polymer blocks to restrict its displacement along the track direction.

[0032] Rail adjustment pads are available in various thicknesses, and the lateral position of the rail can be adjusted by selecting rail adjustment pads of different thicknesses;

[0033] Waterproof sealing treatment is applied to the contact area between the precast polymer block and the upper surface of the T-shaped side plate to prevent contaminants from entering the interior of the lock rail structure.

[0034] Compared with existing technologies, the advantages of this application are as follows: The continuous support mode of the steel channel structure for the rail changes the point support status of traditional ordinary fastener-type rails, improves the overall smoothness of the track, reduces the mutual impact between the wheel and rail during train operation from the vibration source, and effectively suppresses abnormal rail wear. The precast polymer blocks inside the channel form a continuous wrap around both sides of the rail web, reducing the noise radiation area of ​​the rail. Compared with traditional vibration reduction measures that can only reduce vibration or even amplify noise, this application achieves the dual effect of vibration reduction and noise reduction, improving passenger comfort and reducing the impact on the surrounding environment. The limiting plates on the T-shaped side plates can effectively limit the displacement of the precast polymer blocks along the track direction, ensuring the stability of the wrapping structure, while the ribs enhance the bending stiffness of the side plates, further improving the overall load-bearing capacity and operational stability of the track system.

[0035] Prefabricated assembly structures significantly optimize the construction process, solving many problems associated with traditional on-site casting of steel channels and polymer materials for embedded tracks. The prefabricated polymer blocks are manufactured in a factory, allowing for strict quality control and avoiding the precision deviations and quality instability issues common in on-site casting, thus significantly improving the overall quality of construction. During on-site construction, after the track bed and sleepers are completed, only a short distance needs to be raised on the rails before the base plates are laid, the rail support channels assembled, and secured. There is no need to wait for the cast materials to reach their design strength, drastically shortening the construction cycle. Simultaneously, prefabricated assembly avoids the construction pollution associated with on-site casting, reduces reliance on the experience of construction workers, and lowers construction costs.

[0036] The operational and maintenance flexibility is significantly improved compared to traditional embedded tracks, completely eliminating the cumbersome process of removing polymer materials during maintenance. The rail adjustment pads are available in various thicknesses, allowing for convenient adjustment of the rail's lateral position by replacing pads of different thicknesses. The height adjustment pads and rail base slope pads allow for adjustments to the rail surface elevation and rail base slope, respectively, all without damaging the precast polymer blocks. The rail locking structure uses bolts connected to bolt sleeves within the sleepers, facilitating disassembly and allowing for individual replacement of track components in specific sections without requiring overall construction. The modular arrangement of the rail grooves and the increased number of precast polymer blocks required for curved sections further simplify maintenance procedures, reduce maintenance difficulty and costs, and extend the overall service life of the track system. Furthermore, the waterproof sealing treatment at the contact points between the precast polymer blocks and the steel grooves effectively prevents contaminants from entering and deteriorating the precast blocks, further enhancing the long-term reliability of the track system. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the cross-sectional structure of the novel steel trough type continuous support track according to an embodiment of this application;

[0039] Figure 2 This is a partially enlarged cross-sectional schematic diagram of the lock rail structure AA according to an embodiment of this application;

[0040] Figure 3 This is a schematic diagram of the cross-sectional structure of the rail support groove according to an embodiment of this application;

[0041] Figure 4 This is a schematic diagram of the planar structure of the rail support groove according to an embodiment of this application;

[0042] Figure 5 This is a schematic diagram of the cross-sectional structure of the T-shaped side plate according to an embodiment of this application;

[0043] Figure 6 This is a schematic diagram of the arrangement structure of the polymer material preforms according to an embodiment of this application;

[0044] Figure 7 This is a schematic diagram of the construction process of the novel steel trough continuous support track system according to an embodiment of this application.

[0045] In the diagram: 1. Rail; 2. Precast polymer block; 3. Rail adjustment pad; 4. Rail base slope pad; 5. Height adjustment pad; 6. Elastic pad; 7. Groove bottom pad; 8. Rail locking structure; 81. T-shaped side plate; 82. Limiting plate; 83. Rib plate; 84. Steel base plate; 85. Buckle plate; 86. Through hole; 9. Bolt; 10. Bolt sleeve; 11. Sleeper; 12. Track bed. Detailed Implementation

[0046] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0047] Example:

[0048] It should be noted that the terms "comprising" and "having" and any variations thereof in the embodiments of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to these processes, methods, products, or devices.

[0049] This embodiment provides a novel steel trough-type continuous support track, comprising: a track bed, sleepers, bolt sleeves, a rail locking structure, rails, precast blocks, rail adjusting pads, rail base slope pads, height adjusting pads, elastic pads, and trough bottom pads. The sleepers are spaced apart on the upper surface of the track bed. The bolt sleeves are embedded in the sleepers. The rail locking structure is connected and fixed to the bolt sleeves by bolts. The trough bottom pads are disposed between the track bed and the rail locking structure. The elastic pads, height adjusting pads, and rail base slope pads are arranged sequentially from bottom to top within the rail locking structure. The rails are placed on the upper surface of the rail base slope pads. The precast blocks are disposed on both sides of the rail web and connected to the rails. The rail adjusting pads are disposed between the side plates of the rail locking structure and the precast blocks.

[0050] Specifically, the track bed can be a reinforced concrete track bed with expansion joints spaced along the track direction; the sleepers can be precast reinforced concrete sleepers arranged in pairs on the track bed; the bolt sleeves can be threaded sleeves embedded in the sleepers; the rail locking structure can be an assembled structure composed of T-shaped side plates, steel base plates, and snap-on plates; the precast blocks can be precast blocks made of polymer materials; the rail adjusting pads can be rubber pads; the rail bottom slope pads can be thermoplastic polyester elastomers with a cross slope on the surface; the height adjusting pads can be thermoplastic polyester elastomers; the elastic pads can be rubber pads; and the groove bottom pads can be anti-slip rubber pads.

[0051] In one possible implementation, the rail locking structure includes T-shaped side plates, a steel base plate, and a buckle plate. The steel base plate is disposed on the upper surface of the groove bottom pad, and the T-shaped side plates are symmetrically disposed on both sides of the steel base plate. Both the steel base plate and the T-shaped side plates have through holes, which are aligned with bolt sleeves inside the sleeper. The buckle plate covers the upper surface of the T-shaped side plates, and the bolts pass through the buckle plate and the through holes to be threadedly connected to the bolt sleeves. The steel base plate and the T-shaped side plates on both sides combine to form a rail-supporting groove.

[0052] Specifically, the T-shaped side plate can be a steel side plate; the steel base plate can be a steel flat plate; the snap plate can be a steel snap plate with dimensions adapted to the upper surface of the T-shaped side plate; the through hole can be a circular hole; the rail groove can be a groove with a U-shaped cross-section, with a width adapted to the rail and precast block.

[0053] In one possible implementation, the T-shaped side plate is provided with ribs at intervals on the side away from the rail, the ribs being fixedly connected to the T-shaped side plate, and the T-shaped side plate is provided with limit plates at intervals on the side near the rail, the limit plates being fixedly connected to the T-shaped side plate, and the limit plates cooperating with the side of the precast block to limit its displacement along the track direction.

[0054] Specifically, the rib can be a triangular steel plate; the limiting plate can be a rectangular steel plate; and the fixed connection can be a welded connection.

[0055] In one possible implementation, the elastic pad is arranged along the entire length of the track on the upper surface of the steel base plate, the height adjustment pad is spaced apart on the upper surface of the elastic pad, the rail bottom slope pad is spaced apart on the upper surface of the height adjustment pad, and the upper surface of the rail bottom slope pad is in contact with the bottom of the rail.

[0056] Specifically, the continuous arrangement can be laid continuously along the line direction without interruption; the interval arrangement can be that the height adjustment pads and rail bottom slope pads are set at certain intervals along the line direction; the cross slope of the upper surface of the rail bottom slope pad can be 1:40.

[0057] In one possible implementation, the precast block is a polymer material precast block, which is bonded and fixed to the rail web by an adhesive. Multiple precast blocks are arranged at intervals along the track direction in a single rail bearing groove unit. One side of the precast block is attached to the rail adjusting pad, and the other side is in close contact with the rail.

[0058] Specifically, the polymer material can be polyurethane; the adhesive can be a high-performance epoxy adhesive; the number of prefabricated blocks in a single rail support unit can be 4, arranged at certain intervals; in curved sections, this can be increased to 6 blocks.

[0059] In one possible implementation, the rail adjustment pad has various thicknesses and is tightly clamped between the T-shaped side plate and the precast block. The lateral position of the rail can be adjusted by replacing the rail adjustment pad with different thicknesses.

[0060] Specifically, the thickness can be 2mm, 4mm, 6mm, or 8mm; the adjustment pad can be made of rubber.

[0061] In one possible implementation, the track bed is provided with expansion joints at intervals along the track direction, the sleepers are prefabricated and arranged in pairs on the track bed, the bolt sleeves are pre-embedded in the upper surface of the sleepers, and the two bolt sleeves are symmetrically distributed about the center of the sleepers.

[0062] Specifically, expansion joints can be installed every 20m; sleepers can be arranged in pairs with a spacing of 500mm between each pair; and bolt sleeves can be embedded to a depth of 100mm and have a diameter of 20mm.

[0063] In one possible implementation, the bottom pad is laid on the upper surface of the track bed and fits against the lower surface of the steel base plate. The portion of the upper surface of the precast block not covered by the T-shaped side plate is provided with a waterproof structure, and the contact position between the T-shaped side plate and the steel base plate is provided with a waterproof structure. The waterproof structure is tightly fitted to each component.

[0064] Specifically, the bottom pad can be a non-slip and wear-resistant rubber pad; the waterproof structure can be a waterproof sealant or a waterproof sealing strip; and the fit can be full contact without gaps.

[0065] This embodiment also provides a construction method for a novel steel trough type continuous support track, including the following steps:

[0066] After the track bed and sleepers construction is completed and passes inspection, the construction site is cleaned up.

[0067] Lift the rails and lay the bottom pad and steel base plate on the upper surface of the track bed from bottom to top, aligning the through holes of the bottom pad and steel base plate with the bolt sleeves inside the sleepers, and pre-fix them with bolts;

[0068] An elastic pad is laid on the upper surface of the steel base plate, and an adjustment pad and a rail bottom slope pad are placed and positioned on the upper surface of the elastic pad.

[0069] Place the rail on the upper surface of the rail base plate and make rough adjustments;

[0070] Grind the web of the rail, apply adhesive to the ground web, and then bond the precast polymer blocks to both sides of the web of the rail.

[0071] After the precast polymer blocks are firmly bonded to the rails, the position of the rails is finely adjusted and temporarily fixed.

[0072] Remove the temporary fixing device, install the rail adjusting pad between the polymer material precast block and the T-shaped side plate, place the T-shaped side plate on the upper surface of the steel base plate and align the through holes, and fix the T-shaped side plate, steel base plate and sleeper with bolts and fasteners.

[0073] Waterproof sealing treatment is applied to the contact area between the precast polymer block and the T-shaped side plate;

[0074] The construction site was cleaned up and the track was laid.

[0075] Specifically, acceptance criteria include: the track bed strength reaching C40 and the sleeper installation flatness error ≤3mm; pre-fixing means tightening the bolts until they are no longer loose; strong bonding means curing for 24 hours and the bonding strength ≥2.5MPa; fine adjustment means the rail height and gauge error ≤1mm; and temporary fixing can use rail support frames.

[0076] After the track bed and sleepers are constructed, the track bed strength and sleeper installation accuracy are tested. After acceptance, surface dust and debris are cleaned. The rails are lifted using rail support frames, and the bottom plate and steel base plate are laid on the track bed surface in sequence. The position is adjusted so that the through holes are precisely aligned with the bolt sleeves, and the rails are pre-fixed with bolts. Elastic pads are laid along the entire length of the steel base plate, and height adjustment pads and rail bottom slope pads are placed at 2000mm intervals and positioned. The rails are placed on the rail bottom slope pads and roughly adjusted to their approximate positions. The rail webs are ground, adhesive is applied, and precast polymer blocks are bonded. The blocks are cured for 24 hours until they are firmly bonded. The height and gauge of the rails are adjusted using fine-tuning equipment, with the error controlled within 1mm. The rails are temporarily fixed with support frames. The support frames are removed, and the rail adjustment pads and T-shaped side plates are installed, aligned with the through holes, and the rail locking structure is fixed with bolts and fasteners. Waterproof sealant is applied to the contact points between the precast blocks and the side plates. Site debris is cleaned up, and the laying is completed.

[0077] In one possible implementation, when laying the trough bottom pad and the steel base plate, ensure that the through holes of the trough bottom pad and the steel base plate are precisely aligned with the bolt sleeves pre-embedded on the sleepers;

[0078] Elastic pads are arranged along the entire length of the track on the upper surface of the steel base plate, while height adjustment pads and rail bottom slope pads are arranged at intervals along the track on the upper surface of the elastic pads.

[0079] At least one precast polymer material block is installed on each side of the rail web, and the number of precast polymer material blocks is increased in curved sections according to the actual situation.

[0080] Ribs are spaced apart on the side of the T-shaped side plate away from the rail, and limit plates are spaced apart on the side closer to the rail. The limit plates cooperate with the precast polymer blocks to restrict its displacement along the track direction.

[0081] Rail adjustment pads are available in various thicknesses, and the lateral position of the rail can be adjusted by selecting rail adjustment pads of different thicknesses;

[0082] Waterproof sealing treatment is applied to the contact area between the precast polymer block and the upper surface of the T-shaped side plate to prevent contaminants from entering the interior of the lock rail structure.

[0083] Specifically, precise alignment can be achieved by ensuring that the coaxiality error between the through hole and the bolt sleeve is ≤2mm; the number of precast blocks in curved sections can be increased by 50% compared to straight sections; the rib spacing can be 500mm, and the limit plate spacing can be 300mm; the thickness specifications of the rail adjustment pad can be 2mm, 4mm, 6mm, or 8mm; and neutral silicone sealant can be used for waterproof sealing.

[0084] When laying the bottom shim and steel base plate, use positioning tools to ensure that the through holes and bolt sleeves are precisely aligned, and the coaxiality error is controlled within 2mm; the elastic shim is laid continuously along the track direction without any breaks, and the height adjustment shim and rail bottom slope shim are arranged at 2000mm intervals; four precast blocks are set on each side of the rail in straight sections, and six are added in curved sections to ensure stable locking; when installing the T-shaped side plate, ensure that the rib plate and limit plate are in the correct position, and that the limit plate fits against the end face of the precast block to limit its displacement along the track direction; select rail adjustment shims of different thicknesses from 2mm to 8mm according to the rail lateral adjustment requirements; when waterproofing and sealing, apply neutral silicone sealant evenly to the contact gap between the precast block and the upper surface of the T-shaped side plate to fill all gaps.

[0085] For example, the following is in conjunction with the appendix Figure 1 To be continued Figure 7 The preferred embodiments of the novel steel trough continuous support track of this application will be described in detail.

[0086] The novel steel trough-type continuous support track system for rail transit involved in this application specifically includes a rail 1, a precast polymer material block 2, a rail adjustment pad 3, a rail bottom slope pad 4, a height adjustment pad 5, an elastic pad 6, a trough bottom pad 7, a rail locking structure 8, bolts 9, bolt sleeves 10, sleepers 11, and a track bed 12.

[0087] The track bed 12 measures 2200mm wide × 500mm high. An expansion joint is installed at regular intervals along the track direction to effectively release stress caused by temperature changes. A pair of sleepers 11 are installed at regular intervals along the track direction on the upper surface of the track bed 12. The sleepers 11 are prefabricated components, manufactured to meet track installation requirements. Two bolt sleeves 10 are pre-embedded diagonally on the upper surface of each sleeper 11, with their centers symmetrically distributed about the center of the upper surface of the sleeper 11. This arrangement ensures a stable connection between the track bed 12 and the rail locking structure 8.

[0088] The rail locking structure 8 includes a steel rail 1, a precast polymer block 2, a rail adjusting pad 3, a T-shaped side plate 81, a rib plate 83, a rail base slope pad 4, a height adjusting pad 5, an elastic pad 6, and a steel base plate 84. The steel base plate 84 has through holes 86 on both sides, and the T-shaped side plate 81 has a through hole 86 on the side furthest from the steel rail 1. During rail installation, the T-shaped side plate 81 is first placed on the upper surface of the steel base plate 84, ensuring that the through holes 86 are completely aligned. The steel base plate 84 and the two T-shaped side plates 81 combine to form a rail bearing groove. The shape and size of the rail bearing groove are adapted to the installation requirements of the steel rail 1 and each pad. When installing the rail support groove, the through hole 86 of the rail support groove should be precisely aligned with the bolt sleeve 10 on the upper surface of the sleeper 11. Then, a buckle plate 85 is covered on the upper surface of the T-shaped side plate 81. Bolts 9 are threaded through the buckle plate 85, through the through hole 86 and bolt sleeve 10 in sequence to firmly fix the rail support groove and the sleeper 11.

[0089] The T-shaped side plate 81 has ribs 83 spaced at intervals along the track direction on the side away from the rail 1. The ribs 83 are fixedly connected to the T-shaped side plate 81, which can significantly improve the bending stiffness of the T-shaped side plate 81 and prevent it from deforming under stress. The T-shaped side plate 81 has limiting plates 82 spaced at intervals along the track direction on the side close to the rail 1. The limiting plates 82 are fixedly connected to the T-shaped side plate 81. Their function is to limit the displacement of the polymer material precast block 2 along the track direction, and at the same time provide a positioning reference for the installation of the polymer material precast block 2 during construction. The setting position of the limiting plates 82 should avoid the bottom of the rail 1 to prevent conflict with the rail 1, and its size should meet the requirements of the lateral adjustment range of the rail 1 and not affect the position adjustment of the rail 1.

[0090] The bottom of the rail support groove is provided with an elastic pad 6, an adjustable pad 5, and a rail bottom slope pad 4 from bottom to top. The elastic pad 6 is arranged along the entire length of the rail support groove along the track direction, which can provide continuous and uniform elastic support for the track. The adjustable pad 5 and the rail bottom slope pad 4 are arranged at intervals along the track direction in the rail support groove. By setting them at intervals, the material usage can be optimized and the cost can be reduced while meeting the support requirements.

[0091] The rail 1 is placed on the upper surface of the rail base slope pad 4. The upper surface of the rail base slope pad 4 is shaped to fit the bottom of the rail 1, ensuring a tight fit. Two precast polymer blocks 2 are installed in the rail groove, located on both sides of the rail web of the rail 1. The precast polymer blocks 2 are firmly connected to the rail 1 with adhesive, which facilitates removal and replacement during later maintenance. The rail adjustment pad 3 is located between the T-shaped side plate 81 and the precast polymer blocks 2. The rail adjustment pad 3 is available in various thicknesses, allowing for precise adjustment of the lateral position of the rail 1 by selecting different thicknesses.

[0092] The rail support groove is arranged in a unit type. Several precast polymer material blocks 2 can be arranged along the track direction in a single rail support groove unit. When the track is laid on a curved section, the number of precast polymer material blocks 2 can be appropriately increased according to the actual situation such as the curve radius and the stress on the rail, so as to better adapt to the use needs of the curved section and facilitate the operation and maintenance of the track system in the later stage.

[0093] Based on the structural characteristics of the novel steel trough continuous support track system, its construction process is as follows:

[0094] After the construction of S1, track bed 12 and sleepers 11 is completed, a comprehensive acceptance inspection of their construction quality is required. Only after the acceptance results meet the design and specification requirements can the construction of the rail locking structure 8 begin.

[0095] S2, the rail 1 is lifted by the lifting equipment to leave enough installation space under the rail 1. Then, the bottom plate 7 and the steel base plate 84 are laid on the upper surface of the track bed 12 from bottom to top. During the laying process, the through holes 86 of the bottom plate 7 and the steel base plate 84 must be accurately aligned with the bolt sleeves 10 on the upper surface of the sleeper 11. After alignment, the bottom plate 7 and the steel base plate 84 are pre-fixed with bolts 9 to ensure that the bottom plate 7 and the steel base plate 84 do not shift during subsequent construction.

[0096] S3. Roughly locate the positions of the trough bottom pad 7 and the steel base plate 84 to ensure that they meet the installation reference. Then, lay the elastic pad 6 along the track direction on the upper surface of the steel base plate 84. The elastic pad 6 should be laid flat and without wrinkles. Then, place the rail bottom slope pad 4 and the height adjustment pad 5 from top to bottom on the upper surface of the elastic pad 6 along the track direction and locate their positions to ensure that the pads fit tightly together.

[0097] S4. Slowly place rail 1 onto the upper surface of rail base plate 4, and then roughly adjust the position of rail 1 so that rail 1 is roughly in the design position, laying the foundation for subsequent fine adjustment.

[0098] S5. Grind the area where the upper surface of the rail web and rail bottom of rail 1 contacts the precast polymer block 2. Grind until the surface is free of rust and dirt and the metal color is exposed. Then, apply high-performance adhesive evenly to the ground surface. The adhesive application should completely cover the contact area without any omissions or drips.

[0099] S6. Adhere the prefabricated polymer material blocks 2, which have been prefabricated in the factory and passed quality inspection, to both sides of the rail web of the rail 1. This step can be carried out segment by segment along the line direction according to the predetermined sections. During the bonding process, it is necessary to ensure that the prefabricated polymer material blocks 2 and the rail 1 are tightly attached. Only after the bonding strength between the prefabricated polymer material blocks 2 and the rail 1 reaches the design requirements and is completely firm can the next step be carried out.

[0100] S7. After the rail 1 is firmly bonded to the precast polymer block 2, the position of the rail 1 is finely adjusted using professional measuring equipment. The fine adjustment includes the gauge, rail surface elevation, and rail bottom slope. After the fine adjustment is completed, a temporary support device is used to temporarily fix the rail 1 to prevent it from shifting in position during subsequent operations.

[0101] S8, remove the temporary fixing device, install the rail adjusting pad 3 between the polymer material precast block 2 and the T-shaped side plate 81, select the rail adjusting pad 3 of the corresponding thickness according to the lateral position adjustment requirements of the rail 1, then place the T-shaped side plate 81 on the upper surface of the steel base plate 84 and ensure that the through holes 86 are aligned, and finally connect and fix the T-shaped side plate 81, the steel base plate 84 and the sleeper 11 with bolts 9. When fixing, ensure that the bolts 9 are tightened to meet the design torque requirements.

[0102] S9. Waterproof sealing material is used to seal the contact area between the polymer material precast block 2 and the upper surface of the T-shaped side plate 81. The sealing treatment must be tight and without gaps to prevent external pollutants from entering the lock rail structure and causing the polymer material precast block 2 to deteriorate, thus affecting the service life of the track system.

[0103] S10. After the waterproof sealing work is completed, a comprehensive cleanup of the construction site is carried out to remove waste materials and debris generated during the construction process, ensuring that the construction site is clean. This completes the laying of the new steel trough continuous support track system.

[0104] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0105] The above embodiments are merely illustrative of the technical concept and features of this application, intended to enable those skilled in the art to understand the content of this application and implement it accordingly, and should not be construed as limiting the scope of protection of this application. All equivalent changes or modifications made based on the substance of the content of this application should be covered within the scope of protection of this application.

Claims

1. A novel steel trough-type continuous support track, characterized in that, include: The track bed, sleepers, bolt sleeves, rail locking structure, rails, precast blocks, rail adjusting pads, rail base slope pads, height adjusting pads, elastic pads, and groove bottom pads are provided. The sleepers are spaced apart on the upper surface of the track bed. The bolt sleeves are embedded in the sleepers. The rail locking structure is connected and fixed to the bolt sleeves by bolts. The groove bottom pads are placed between the track bed and the rail locking structure. The elastic pads, height adjusting pads, and rail base slope pads are arranged sequentially from bottom to top within the rail locking structure. The rails are placed on the upper surface of the rail base slope pads. The precast blocks are placed on both sides of the rail web and connected to the rails. The rail adjusting pads are placed between the side plates of the rail locking structure and the precast blocks.

2. The track according to claim 1, characterized in that, The rail locking structure includes T-shaped side plates, a steel base plate, and a buckle plate. The steel base plate is disposed on the upper surface of the groove bottom pad. The T-shaped side plates are symmetrically disposed on both sides of the steel base plate. Both the steel base plate and the T-shaped side plates have through holes, which are aligned with the bolt sleeves inside the sleeper. The buckle plate covers the upper surface of the T-shaped side plates. The bolts pass through the buckle plate and the through holes and are threadedly connected to the bolt sleeves. The steel base plate and the T-shaped side plates on both sides combine to form a rail bearing groove.

3. The track according to claim 2, characterized in that, The T-shaped side plate has ribs spaced apart on the side away from the rail, and the ribs are fixedly connected to the T-shaped side plate. The T-shaped side plate has limit plates spaced apart on the side close to the rail, and the limit plates are fixedly connected to the T-shaped side plate. The limit plates cooperate with the side of the precast block to restrict its displacement along the track direction.

4. The track according to claim 1, characterized in that, The elastic pads are arranged along the entire length of the track on the upper surface of the steel base plate. The height adjustment pads are spaced apart on the upper surface of the elastic pads. The rail bottom slope pads are spaced apart on the upper surface of the height adjustment pads. The upper surface of the rail bottom slope pads is in contact with the bottom of the rail.

5. The track according to claim 1, characterized in that, The precast block is a polymer material precast block. The precast block is bonded and fixed to the rail web of the rail by adhesive. Multiple precast blocks are arranged at intervals along the track direction in a single rail bearing groove unit. One side of the precast block is attached to the rail adjusting pad, and the other side is in close contact with the rail.

6. The track according to claim 1, characterized in that, The rail adjustment pad has various thicknesses and is tightly clamped between the T-shaped side plate and the precast block. The lateral position of the rail can be adjusted by replacing the rail adjustment pad with different thicknesses.

7. The track according to claim 1, characterized in that, The track bed is provided with expansion joints at intervals along the track direction. The sleepers are prefabricated and arranged in pairs on the track bed. The bolt sleeves are pre-embedded in the upper surface of the sleepers, and the two bolt sleeves are symmetrically distributed about the center of the sleepers.

8. The track according to claim 2, characterized in that, The bottom pad is laid on the upper surface of the track bed and is attached to the lower surface of the steel base plate. The upper surface of the precast block that is not covered by the T-shaped side plate is provided with a waterproof structure. The contact position between the T-shaped side plate and the steel base plate is provided with a waterproof structure. The waterproof structure is tightly attached to each component.

9. A construction method for a novel steel trough-type continuous support track, characterized in that, Includes the following steps: After the track bed and sleepers construction is completed and passes inspection, the construction site is cleaned up. Lift the rails and lay the bottom pad and steel base plate on the upper surface of the track bed from bottom to top, aligning the through holes of the bottom pad and steel base plate with the bolt sleeves inside the sleepers, and pre-fix them with bolts; An elastic pad is laid on the upper surface of the steel base plate, and an adjustment pad and a rail bottom slope pad are placed and positioned on the upper surface of the elastic pad. Place the rail on the upper surface of the rail base plate and make rough adjustments; Grind the web of the rail, apply adhesive to the ground web, and then bond the precast polymer blocks to both sides of the web of the rail. After the precast polymer blocks are firmly bonded to the rails, the position of the rails is finely adjusted and temporarily fixed. Remove the temporary fixing device, install the rail adjusting pad between the polymer material precast block and the T-shaped side plate, place the T-shaped side plate on the upper surface of the steel base plate and align the through holes, and fix the T-shaped side plate, steel base plate and sleeper with bolts and fasteners. Waterproof sealing treatment is applied to the contact area between the precast polymer block and the T-shaped side plate; The construction site was cleaned up and the track was laid.

10. The construction method according to claim 9, characterized in that, When laying the bottom pad and steel base plate, ensure that the through holes of the bottom pad and steel base plate are precisely aligned with the bolt sleeves pre-embedded on the sleepers; Elastic pads are arranged along the entire length of the track on the upper surface of the steel base plate, while height adjustment pads and rail bottom slope pads are arranged at intervals along the track on the upper surface of the elastic pads. At least one precast polymer material block is installed on each side of the rail web, and the number of precast polymer material blocks is increased in curved sections according to the actual situation. Ribs are spaced apart on the side of the T-shaped side plate away from the rail, and limit plates are spaced apart on the side closer to the rail. The limit plates cooperate with the precast polymer blocks to restrict its displacement along the track direction. Rail adjustment pads are available in various thicknesses, and the lateral position of the rail can be adjusted by selecting rail adjustment pads of different thicknesses; Waterproof sealing treatment is applied to the contact area between the precast polymer block and the upper surface of the T-shaped side plate to prevent contaminants from entering the interior of the lock rail structure.

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