Anti-seismic rail for high-speed railway

Abstract

The utility model provides an anti-seismic rail for a high-speed railway, which comprises a concrete roadbed slab and a steel rail, longitudinal sleepers are arranged on the roadbed slab, wide sleepers are arranged on the longitudinal sleepers at intervals, the steel rail is arranged on the wide sleepers, and transverse and longitudinal adjusting devices are arranged below the steel rail at intervals and used for adjusting transverse and longitudinal deformation of the steel rail and enhancing the anti-seismic property of the steel rail. The transverse and longitudinal adjusting devices are additionally arranged below the steel rails, the transverse and longitudinal adjusting amount is increased, transverse deformation and longitudinal deformation are reduced, settlement of the rails can be effectively reduced, and meanwhile the anti-seismic property is enhanced through matched existing wide sleepers and prefabricated roadbed slab structures; the roadbed slab is formed through one-time pouring, a base construction procedure is omitted, the weep hole serves as a reserved transverse cutting hole, the roadbed slab is directly cut so as to rectify deviation, rapid repair after an earthquake can be achieved, the structure is simple, construction is rapid, the overall rigidity is large, and the system integrity is good; and the stability of the track under vibration and earthquake loads is improved.

Description

Technical Field

[0001] The utility model relates to the technical field related to earthquake resistance of ballastless tracks of high-speed railways, and in particular to an earthquake-resistant track for high-speed railways. Background Art

[0002] Ballastless track has become the mainstream form of high-speed rail track construction. There are many types of ballastless track, including CRTS plate type, CRTSI double-block type, CRTSⅡ double-block type and CRTSⅢ double-block type. Compared with traditional ballasted track, ballastless track has many advantages.

[0003] First, ballastless track has good stability, which can reduce the workload of line maintenance and repair, has less interference with train operations, and can improve the utilization rate of the line. Secondly, the geometric shape of the ballastless track can be maintained for a long time, has good smoothness and uniform rigidity, good durability, long service life, and can improve the safety of train operation. In addition, compared with ballasted track, ballastless track can avoid ballast powdering and splashing caused by high-speed train operation, reducing the impact and damage to the environment. The ballastless track has a lighter weight, which can reduce the secondary constant load of the track. The structural height is lower, which can reduce the size of the line excavation section.

[0004] However, ballastless track must be built on a solid, stable and non-deformable foundation, which requires a large initial investment. In areas with high earthquake intensity, the seismic performance of ballastless track is poor. Once the residual deformation of the lower foundation exceeds the adjustment range of the fasteners, or causes damage to the track structure, repair and remediation work will be more difficult. Especially under the influence of external loads such as earthquakes or other disturbances, the track structure is easily damaged, and the seismic performance and post-earthquake repair problems are difficult to improve and solve. Utility Model Content

[0005] The utility model aims to provide an earthquake-resistant high-speed railway track, which can improve the earthquake resistance of the high-speed railway track when encountering an earthquake, and can solve the problem of track damage and difficulty in repair after a strong earthquake.

[0006] To this end, the technical solution adopted by the utility model is: a seismic-resistant high-speed railway track, including a plurality of ballast plates poured with concrete and rails laid on the ballast plates, longitudinal sleepers are arranged on the ballast plates, wide sleepers are arranged at intervals on the longitudinal sleepers, the rails are arranged on the wide sleepers, transverse and longitudinal adjustment devices are arranged at intervals below the rails, the transverse and longitudinal adjustment devices correspond to the wide sleepers one by one, and are used to adjust the transverse and longitudinal deformation of the rails to enhance the seismic performance of the rails, the transverse and longitudinal adjustment devices include a shock-absorbing structure arranged between the rails and the wide sleepers and an adjustable limiting structure arranged on the outside of the wide sleepers.

[0007] As a preferred embodiment of the above scheme, the adjustable limiting structure includes a reaction support and an adjustment support symmetrically arranged on both sides of the longitudinal sleeper, the reaction support and the adjustment support are connected by a first telescopic rod, a second telescopic rod is arranged above the adjustment support, a fixing plate is arranged at the top of the second telescopic rod, the upper end of the fixing plate is fixedly connected to a connecting plate abutting against the side wall of the wide sleeper, and the adjustment support is arranged in a limiting frame connected to the track bed plate by screws. Under seismic loads, the wide sleeper transfers the load on the rail to the connecting plate abutting against the wide sleeper, and then reduces the vertical settlement of the track by the expansion and contraction of the second telescopic rod, and can also play a part of the damping role, and absorb the seismic wave energy by the expansion and contraction of the first telescopic rod and the reaction support under the lateral shearing action of the seismic wave, thereby reducing the effect of seismic disturbance on the system.

[0008] More preferably, the side of the connecting plate abutting against the wide sleeper is tilted. The tilted side of the connecting plate can increase the contact area with the wide sleeper, thereby better limiting the wide sleeper and ensuring the stability of the rail.

[0009] Further preferably, the shock-absorbing structure includes a support assembly arranged under the rail and a rebound assembly arranged on both sides of the rail; the support assembly includes a base plate arranged on the wide sleeper, an elastic pad arranged on the base plate and a rail pad arranged on the elastic pad; the rebound assembly includes elastic gaskets stacked on both sides of the base plate, the elastic gaskets are embedded in the wide sleeper and are used to support the gauge baffle, and a rebound support and an elastic bar are provided on the gauge baffle, the elastic bar is ringed on the rebound support, the inner end of the elastic bar is against the rail through a welded gasket, the outer side of the elastic bar is divided into front and rear ends and respectively against the protrusions on the top of the gauge baffle, and the middle part of the outer end of the elastic bar is bent inward and against the rebound support. By setting support components and rebound components under the rails, the rails are supported by rail pads and elastic pads, thereby absorbing seismic energy under the action of seismic loads, reducing the vertical load on the track, and alleviating damage to the rails. The rebound supports and elastic bars set on both sides of the rails reduce the lateral load on the track, thereby improving the seismic resistance of the track during earthquakes.

[0010] It is further preferred that the surface of the roadbed slab in the straight section is provided with a double-sided lateral drainage slope of 0.7%, and the roadbed slab in the curved section is provided with a single-sided slope according to the superelevation value, drainage ditches are provided on both sides of the roadbed slab, drainage holes are provided at intervals on the side walls of the ditches on both sides of the roadbed slab, and drainage pipes with a diameter of 25 to 35 mm are buried in the drainage holes. A drainage system is provided on the roadbed slab to provide good drainage performance, so as to improve the bearing capacity of the roadbed and reduce the bed disease.

[0011] More preferably, the drainage pipe is made of polyethylene or polyvinyl chloride, which has high toughness and elasticity, good impact resistance and tensile strength.

[0012] Further preferably, the roadbed slab adopts a C40 reinforced concrete unit structure, the roadbed slab is between 5.5 and 6.5 m long, between 3200 and 3400 mm wide, and between 470 and 485 mm thick.

[0013] Further preferably, the ballast slab and the invert backfill layer are limited by embedded reinforcement, and a 50 mm plate gap is provided between two adjacent ballast slabs.

[0014] Further preferably, ten wide sleepers are arranged on each ballast slab, and the distance between two adjacent wide sleepers is between 600 and 650 mm.

[0015] The beneficial effects of the utility model are as follows: a transverse and longitudinal adjustment device is added under the rail to increase the transverse and longitudinal adjustment amount, reduce the transverse deformation and the longitudinal deformation, and effectively reduce the settlement of the track. At the same time, the existing wide sleepers and the prefabricated ballast plate structure are used to enhance the earthquake resistance. The ballast plate is cast in one time, without a base construction process, and the drainage holes are used as reserved transverse cutting holes. When the adjustment capacity of the transverse and longitudinal adjustment device is exceeded, the ballast plate can be directly cut to correct the deviation, and rapid post-earthquake repair can be achieved. The structure is simple, the construction is fast, the overall stiffness is large, and the system integrity is good. By setting the shock-absorbing structure, the elastic strips, gaskets and gauge baffles can absorb the energy generated by the vibration, thereby improving the stability of the track under vibration and earthquake loads. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a top view of a single track bed plate in the utility model.

[0017] Figure 2 It is a side view of a single track bed plate in the utility model.

[0018] Figure 3 yes Figure 2 Enlarged view of point A in .

[0019] Figure 4 It is a structural schematic diagram of the rebound component in the utility model.

[0020] Figure 5 It is a structural schematic diagram of the adjustable limiting structure in the utility model. DETAILED DESCRIPTION

[0021] The utility model is further described below in conjunction with the accompanying drawings and embodiments.

[0022] like Figure 1-5As shown, a seismic-resistant high-speed railway track comprises a plurality of ballast plates 1 cast with concrete and rails 2 laid on the ballast plates 1, longitudinal sleepers 101 are arranged on the ballast plates 1, wide sleepers 102 are arranged at intervals on the longitudinal sleepers 101, the rails 2 are arranged on the wide sleepers 102, transverse and longitudinal adjustment devices are arranged at intervals below the rails 2, the transverse and longitudinal adjustment devices correspond to the wide sleepers 102 one by one, and are used for adjusting the transverse and longitudinal deformation of the rails 2 to enhance the seismic performance of the rails 2, and the transverse and longitudinal adjustment devices comprise a shock absorbing structure arranged between the rails 2 and the wide sleepers 102 and an adjustable limiting structure arranged outside the wide sleepers 102.

[0023] The adjustable limiting structure includes a reaction support 3 and an adjustment support 4 symmetrically arranged on both sides of the longitudinal sleeper 101. The reaction support 3 and the adjustment support 4 are connected by a first telescopic rod 401. A second telescopic rod 402 is arranged above the adjustment support 4. A fixing plate is arranged at the top of the second telescopic rod 402. The upper end of the fixing plate is fixedly connected with a connecting plate 403 abutting against the side wall of the wide sleeper 102. The adjustment support 4 is arranged in a limiting frame 404 connected to the track bed plate 1 by screws. Under earthquake load, the wide sleeper 102 transfers the load on the rail 2 to the connecting plate 403 abutting against the wide sleeper 102, and then reduces the vertical settlement of the track through the expansion and contraction of the second telescopic rod 402. At the same time, it can play a part of the damping role. Under the lateral shearing action of the earthquake wave, the expansion and contraction of the first telescopic rod 401 and the reaction support 3 absorb the earthquake wave energy, thereby reducing the effect of earthquake disturbance on the system.

[0024] The side of the connecting plate 403 that contacts the wide sleeper 102 is tilted. The side of the connecting plate 403 is tilted to increase the contact area with the wide sleeper 102, thereby better limiting the wide sleeper 102 and ensuring the stability of the rail 2.

[0025] The shock-absorbing structure includes a support component arranged below the rail 2 and a rebound component arranged on both sides of the rail 2; the support component includes a base plate 201 arranged on the wide sleeper 102, an elastic pad 202 arranged on the base plate 201 and a rail pad 203 arranged on the elastic pad 202; the rebound component includes elastic gaskets 204 stacked on both sides of the base plate 201, the elastic gaskets 204 are embedded in the wide sleeper 102, and are used to support the gauge baffle 205, and the gauge baffle 205 is provided with a rebound support 206 and an elastic bar 207, the elastic bar 207 is ringed on the rebound support 206, the inner end of the elastic bar 207 is against the rail 2 through a welded gasket 208, the outer side of the elastic bar 207 is divided into front and rear ends and respectively against the protrusions on the top of the gauge baffle 205, and the middle part of the outer end of the elastic bar 207 is bent inward and against the rebound support 206.

[0026] By arranging a support assembly and a rebound assembly under the rail 2, the rail 2 is supported by the rail pad 203 and the elastic pad 202, so as to absorb seismic energy under the action of seismic load, reduce the vertical load on the track, and alleviate the damage to the rail. Then, the rebound support 206 and the elastic bar 207 arranged on both sides of the rail 2 reduce the lateral load on the track, thereby improving the seismic resistance of the track in earthquakes.

[0027] The surface of the roadbed slab 1 in the straight section is set with a double-sided lateral drainage slope of 0.7%, and the roadbed slab 1 in the curved section is set with a single-sided slope according to the superelevation value. Drainage ditches are set on both sides of the roadbed slab 1. Drainage holes are set at intervals on the side walls of the ditches on both sides of the roadbed slab 1. Drainage pipes 5 with a diameter of 25 to 35 mm are buried in the drainage holes. The drainage system is set on the roadbed slab 1 to provide good drainage performance, so as to improve the bearing capacity of the roadbed and reduce the bed disease.

[0028] The material of the drain pipe 5 is polyethylene or polyvinyl chloride. The drain pipe 5 made of polyethylene or polyvinyl chloride has high toughness and elasticity, and has good impact resistance and tensile strength.

[0029] The ballast plate 1 adopts a C40 reinforced concrete unit structure. The ballast plate 1 is between 5.5 and 6.5 meters long, between 3200 and 3400 mm wide, and between 470 and 485 mm thick. The ballast plate 1 and the backfill layer of the invert are limited by embedded reinforcement. A 50 mm plate gap is set between two adjacent ballast plates 1. The plate gap is not filled and is aligned with the deformation joint. Ten wide pillows 102 are arranged on each ballast plate 1, and the distance between two adjacent wide pillows 102 is between 600 and 650 mm.

[0030] The grounding steel bars are made of structural steel bars in the ballast plate 1, and are welded at the intersections of the longitudinal and transverse grounding steel bars. The grounding steel bars shall not form an electrical loop, and the intersections between the grounding steel bars and other steel bars shall be insulated. A grounding unit is formed for every 100m of the ballast plate 1, and a "T" shape is formed between the middle of the grounding unit and the "through ground wire".

[0031] A transverse and longitudinal adjustment device is added under the rail 2 to increase the transverse and longitudinal adjustment amount and reduce the transverse and longitudinal deformation, which can effectively reduce the settlement of the track. At the same time, the existing wide sleeper 102 is matched to prefabricate the track bed slab 1 structure to enhance the seismic performance; the track bed slab 1 is cast in one time, without a base construction process, and the drainage holes are used as reserved transverse cutting holes. When the adjustment capacity of the transverse and longitudinal adjustment device is exceeded, the track bed slab 1 can be directly cut to correct the deviation, which can achieve rapid post-earthquake repair, simple structure, fast construction, large overall stiffness, and good system integrity; by setting a shock-absorbing structure, the elastic strip and gasket 208 and the gauge baffle 205 can absorb the energy generated by vibration, thereby improving the stability of the track under vibration and seismic loads.

[0032] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A seismic-resistant high-speed railway track, characterized in that: The invention comprises a plurality of ballast plates (1) cast with concrete and rails (2) laid on the ballast plates (1), and is characterized in that: longitudinal sleepers (101) are arranged on the ballast plates (1), wide sleepers (102) are arranged at intervals on the longitudinal sleepers (101), the rails (2) are arranged on the wide sleepers (102), transverse and longitudinal adjustment devices are arranged at intervals below the rails (2), the transverse and longitudinal adjustment devices correspond to the wide sleepers (102) one by one, and are used to adjust the transverse and longitudinal deformation of the rails (2) to enhance the seismic performance of the rails (2), and the transverse and longitudinal adjustment devices comprise a shock absorbing structure arranged between the rails (2) and the wide sleepers (102) and an adjustable limiting structure arranged outside the wide sleepers (102).

2. The earthquake-resistant high-speed railway track according to claim 1, characterized in that: The adjustable limiting structure comprises a reaction force support (3) and an adjustment support (4) symmetrically arranged on both sides of the longitudinal sleeper (101); the reaction force support (3) and the adjustment support (4) are connected via a first telescopic rod (401); a second telescopic rod (402) is arranged above the adjustment support (4); a fixing plate is arranged at the top end of the second telescopic rod (402); a connecting plate (403) abutting against the side wall of the wide sleeper (102) is fixedly connected to the upper end of the fixing plate; and the adjustment support (4) is arranged in a limiting frame (404) connected to the track bed plate (1) via screws.

3. The earthquake-resistant high-speed railway track according to claim 2, characterized in that: The side of the connecting plate (403) that abuts against the wide pillow (102) is arranged obliquely.

4. The earthquake-resistant high-speed railway track according to claim 1, characterized in that: The shock absorbing structure comprises a support assembly arranged below the steel rail (2) and a rebound assembly arranged on both sides of the steel rail (2); the support assembly comprises a bottom plate (201) arranged on the wide pillow (102), an elastic pad (202) arranged on the bottom plate (201), and a rail pad (203) arranged on the elastic pad (202); the rebound assembly comprises elastic pads (204) stacked on both sides of the bottom plate (201), and the elastic pads (204) are embedded in the wide pillow (102). , used to support the gauge baffle (205), the gauge baffle (205) is provided with a rebound support (206) and an elastic bar (207), the elastic bar (207) is sleeved on the rebound support (206), the inner end of the elastic bar (207) is against the rail (2) through a welded gasket (208), the outer side of the elastic bar (207) is divided into front and rear ends and respectively against the protrusions on the top of the gauge baffle (205), and the middle part of the outer end of the elastic bar (207) is bent inwards and then against the rebound support (206).

5. The earthquake-resistant high-speed railway track according to claim 1, characterized in that: The surface of the ballast plate (1) in a straight section is provided with a double-sided transverse drainage slope of 0.7%, and the ballast plate (1) in a curved section is provided with a single-sided slope according to the superelevation value. Drainage ditches are provided on both sides of the ballast plate (1), and drainage holes are provided at intervals on the side walls of the ditches on both sides of the ballast plate (1), and drainage pipes (5) with a diameter between 25 and 35 mm are buried in the drainage holes.

6. The earthquake-resistant high-speed railway track according to claim 5, characterized in that: The drainage pipe (5) is made of polyethylene or polyvinyl chloride.

7. The earthquake-resistant high-speed railway track according to claim 1, characterized in that: The ballast plate (1) adopts a C40 reinforced concrete unit structure. The ballast plate (1) is between 5.5 and 6.5 meters long, between 3200 and 3400 mm wide, and between 470 and 485 mm thick.

8. The earthquake-resistant high-speed railway track according to claim 7, characterized in that: The ballast plate (1) and the backfill layer of the invert are limited by embedded reinforcement, and a 50 mm plate gap is provided between two adjacent ballast plates (1).

9. The earthquake-resistant high-speed railway track according to claim 7, characterized in that: Ten wide pillows (102) are arranged on each track bed plate (1), and the distance between two adjacent wide pillows (102) is between 600 and 650 mm.

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