High-stability adjustable ballastless track structure

Abstract

The utility model relates to the technical field of ballastless tracks, in particular to a high-stability adjustable ballastless track structure which comprises a bottom supporting structure and a track plate which are arranged on a foundation, a sleeper groove used for containing a sleeper assembly is formed in the track plate, and the inner side wall of the sleeper groove is matched with the sleeper assembly through an elastic layer. A replaceable under-sleeper base plate used for supporting the sleeper assembly is arranged at the inner bottom of the sleeper groove. And a rail is connected and matched above the sleeper assembly. By adjusting the structure of the track plate, the sleeper groove is used for supporting the sleeper assembly, supporting force can be kept in the longitudinal direction, and stable abutting force can be kept in the horizontal direction; in addition, due to the fact that the sleeper groove forms a certain depth, larger height adjustment allowance can be provided, and stable supporting can be achieved by arranging the under-sleeper base plate with the corresponding thickness after height adjustment is achieved.

Description

TECHNICAL FIELD

[0001] The utility model relates to ballastless track technical field, concretely relates to a kind of high-stability adjustable ballastless track structure, it is suitable for being applied to high-speed railway and urban rail transit field. BACKGROUND

[0002] From structural composition and feature classification, the railway track of China is divided into ballast track and ballastless track currently, both have its characteristics, the advantage of ballast track is low cost, construction is convenient and can be easily realized track space geometric shape adjustment by changing ballast, the shortcoming is that granular ballast is easily deformed, and the maintenance workload is large and the maintenance cost is high in later period, and under high-speed condition, ballast is easily splashed to cause traffic safety accident. The advantage of ballastless track is high structural strength, good integrity, less maintenance workload, but the shortcoming is high initial cost, and once ballastless track is built, if excessive settlement is generated in later period, secondary repair is difficult, and the repair cost is high.

[0003] The existing ballastless track puts forward very high requirements to the deformation of track foundation, for example, the post-construction settlement of subgrade should not be more than 15mm, the uneven settlement should be less than 5mm, and the angle caused by settlement is not more than 1 / 1000. In order to realize the high-standard technical requirements of ballastless track, strong reinforcement measures must be taken for track foundation, so the construction cost is very high. But even so, according to the actual practice of traditional technology, ballastless track line still appears universal subsidence (especially in subgrade section), and the settlement of part of line has already exceeded 15mm, and the settlement of very few lines is even in 50mm~100mm. These problems have serious influence on the safe and stable operation of high-speed railway.

[0004] In addition, due to the harsh conditions, technical requirements and transformation cost of existing ballastless track structure, the existing technology is almost impossible to meet the requirement of transforming ballast track structure into ballastless track structure.

[0005] In view of the above various problems, the most critical technical difficulty is that the deformation adjustable amount of existing ballastless track structure is very limited-0~30mm. Therefore, solving this key technical problem is the key point and breakthrough point of existing high-speed railway, ballast track into ballastless track and a series of problems, and it has overall effect.

[0006] Comparing and analyzing various existing ballastless track structures and technologies, the elastic supporting block type ballastless track is a potential solution with high adjustability among many ballastless tracks, and is a vibration and noise reduction type ballastless track which is applied more at home and abroad. The structure is supported by independent sleeper blocks, and rubber boots are arranged on the sleeper blocks. The sleeper blocks of this structure are generally rectangular structures and are inverted trapezoidal structures with large upper and small lower, and the embedding depth is generally 120-150mm. The supporting stiffness of the track underlayer can be adjusted to adjust the noise reduction and vibration reduction performance. However, the structure has the following shortcomings:

[0007] (1) The boots are easy to loosen between the boots and the sleeper blocks, and between the boots and the track bed plate, and the loosening of the boots further causes water and dust to enter;

[0008] (2) The track bed plate and the sleeper block are easy to form stress concentration at the four corners, causing structural damage, and under the periodic dynamic action of the train, the water in the sleeper slot forms water dynamic pressure to further scour the sleeper structure;

[0009] (3) The boots and the sleeper are easy to float up, and when the supporting stiffness of the bottom layer of the sleeper is low, the track may be inclined outward under the action of horizontal force, which affects the safety of train operation, so the application of the structure is generally limited to railway lines above 200km / h;

[0010] (4) The sleeper block cannot be adjusted in height, and cannot adapt to the condition of excessive subsidence of the track foundation, especially the subgrade;

[0011] (5) The design standard of the track foundation is high, and the construction cost is large.

[0012] It can be seen that the existing ballastless track structure still needs to be improved, so the ballastless track structure should be optimized and improved to propose a new type of ballastless track structure which is not easy to loosen and float, has stable structure and large adjustable height. Therefore, a more reasonable technical scheme is needed to solve the defects in the prior art. Content of the utility model

[0013] In order to overcome at least one of the defects mentioned above, the utility model provides a high-stability adjustable ballastless track structure, which realizes the stable support of the track and the operation of the train by adjusting the support structure of the track, and the height adjustment range of the support structure is increased, which can meet more track adjustment requirements and improve the actual use feedback and maintenance convenience of the track.

[0014] In order to realize the above technical effects, the ballastless track structure disclosed by the utility model can adopt the following technical scheme:

[0015] A kind of high-stability adjustable ballastless track structure, including bottom support structure, adjustment layer and track slab being sequentially arranged on foundation, the track slab is formed with sleeper slot for accommodating sleeper assembly, the inner side wall of the sleeper slot is matched with sleeper assembly by elastic layer, the inner bottom of sleeper slot is provided with replaceable sleeper pad for supporting sleeper assembly;Sleeper assembly is connected with track above.

[0016] The above disclosed ballastless track structure supports sleeper assembly by track slab, sleeper slot is closely matched with sleeper assembly to form stable support structure, and sleeper slot forms longitudinal space for installing sleeper assembly, which provides longitudinal lifting adjustment space for sleeper assembly, when the support height of sleeper assembly is adjusted, the stable and reliable sleeper assembly can be maintained by the support of sleeper pad.The support mode can realize greater longitudinal adjustment range, which is beneficial to the maintenance of ballastless track and prolongs the effective service life.

[0017] Further, sleeper slot is used to install sleeper assembly, and its arrangement needs to match the arrangement requirement of sleeper assembly, which is optimized here and one feasible option is proposed: the sleeper slot is arranged at intervals between track slabs and is arranged in pairs, the sleeper slot includes circular slot and extends downward from the upper surface of track slab to form cylindrical slot body.When the above scheme is used, the sleeper slot can support sleeper assembly longitudinally after being matched with sleeper assembly, and can also realize horizontal abutting support to keep sleeper assembly stable, thereby realizing the stability of track.

[0018] Further, sleeper assembly can adopt various composition schemes, which are not uniquely limited, and one feasible option is proposed here: the sleeper assembly includes cylindrical sleeper and is matched with sleeper slot, the elastic layer is wrapped on the side surface of sleeper, and when sleeper is matched with sleeper slot, the elastic layer is compressed and deformed by the inner side wall of sleeper slot, the sleeper assembly and sleeper slot rely on the compression deformation of elastic layer to form stable embedding force and keep the sealing property, force uniformity and connection stability of connecting surface.When the above scheme is used, the lower part of sleeper is supported by sleeper pad, and the side wall of track is wrapped by elastic layer and abuts against the inner side wall of sleeper slot.

[0019] Further, the structure of sleeper assembly is optimized here and one feasible option is proposed: iron pad is arranged on the upper surface of sleeper for connecting track, lower pad is further arranged below iron pad, track and rail pad are arranged above iron pad, and the fixed position of track is adjusted by rail fastening, and track is fastened and fixed by fastener assembly.

[0020] Further, the iron pad and the lower pad are fixed to the sleeper by fastening connection. In some schemes, the sleeper is formed by pouring, and a pre-buried sleeve can be arranged in the sleeper to connect the pad and the lower pad.

[0021] Further, the structure of the sleeper can adopt various schemes, which are not uniquely limited, and one feasible scheme is proposed herein: the sleeper comprises a sleeve and a pouring member inside the sleeve, and the elastic layer is wrapped on the outer surface of the sleeve. When the above scheme is adopted, the sleeve can adopt a cylindrical structure, which forms a forming edge surface of the pouring member. When the pouring member is formed, the pouring space formed by the cooperation of the sleeper groove, the sleeve and the elastic member can be directly poured and formed in the pouring space. After pouring and forming, the sleeve and the pouring member become a fixed whole. In some schemes, the pouring and forming of the sleeper can be performed first, then the elastic member is wrapped, and finally the sleeper is installed in the sleeper groove.

[0022] Further, the track plate is used to install and fix the sleeper assembly, and the structure thereof can also be optimized and is not uniquely limited, and one feasible scheme is proposed herein: the track plate is provided with a sleeve seat at the sleeper groove, the sleeper assembly cooperates with the sleeve seat, and the elastic layer abuts against the inner wall surface of the sleeve seat.

[0023] Further, the sleeve seat is arranged at the sleeper groove and outside the elastic layer to provide a stable support surface to abut against the elastic layer, so as to keep the sleeper assembly stable. In various schemes, the structure of the sleeve seat can be arranged in various forms, and one feasible scheme is proposed herein: the sleeve seat is constructed as an open structure at both ends, or as an open structure at the upper end and a closed structure at the lower end; the lower end of the sleeve seat penetrates through the lower surface of the track plate and enters the adjustment layer to cooperate and fix.

[0024] Further, the sleeve seat cooperates and fixes with the track plate to form a fixed whole, and one feasible scheme is proposed herein: the sleeve seat is provided with an anchoring connection structure, and the sleeve seat is fixedly connected with the track plate through the anchoring connection structure. When the above scheme is adopted, the anchoring connection structure comprises an anchoring steel bar, and a plurality of pre-buried steel bars can also be arranged in the track plate. When the anchoring steel bar is connected and fixed with the pre-buried steel bar and then poured, an integrally poured and formed track plate can be obtained. Therefore, the track plate can be formed by pouring, or can be formed by precasting and cooperating with the sleeve seat.

[0025] Further, in order to better install the sleeper assembly into the sleeper slot, a guide structure can be arranged at the slot opening of the sleeper slot, which can provide certain protection when the sleeper assembly is installed. The guide structure can adopt various schemes, which are not uniquely limited. Here, one feasible option is optimized and proposed: a guide inlet structure is formed at the upper end opening of the sleeper slot, the maximum diameter of the guide inlet structure is greater than the outer diameter of the elastic layer of the sleeper assembly, and the diameter of the guide inlet structure gradually decreases to guide the cooperation of the elastic layer and the inner wall surface of the sleeper slot; a plugging structure is further arranged at the guide inlet structure. When the above scheme is adopted, the guide inlet structure can adopt an arc-shaped transition surface structure or a conical surface transition structure. Meanwhile, a drainage structure can be arranged at the bottom of the sleeper slot, and the water entering the sleeper slot can be automatically drained from the drainage structure. The drainage structure includes a drainage hole or a drainage groove.

[0026] Optimally, in some schemes, the guide structure can be configured as a tapered structure.

[0027] Further, in order to further protect the sleeper assembly, the structure of the sleeper assembly itself can be optimized and improved. Here, one feasible option is proposed: the bottom edge of the sleeper assembly forms a smooth guide surface or a tapered guide surface. When the above scheme is adopted, the guide surface of the bottom edge of the sleeper assembly better protects the integrity of the sleeper assembly and avoids damage caused by bumps.

[0028] Further, when the sleeper slot is formed, the surface of the track plate can be a plane or a non-plane, which is not uniquely limited. Here, one feasible option is optimized and proposed: a protrusion is arranged on the track plate, and the sleeper slot extends into the track plate from the upper surface of the protrusion. When the above scheme is adopted, the protrusion is integrally formed with the track plate and extends along the length direction of the track plate.

[0029] Further, in order to better fix the sleeper and the sleeper slot, the structure of the sleeper can be configured in various forms, which are not uniquely limited. Here, one feasible option is optimized and proposed: the sleeper includes an upper sleeper and a lower sleeper, the diameter of the upper sleeper is greater than that of the lower sleeper, the lower sleeper is embedded into the sleeper slot, and a sealing filling layer is arranged between the upper sleeper and the sleeper slot. When the above scheme is adopted, the diameter of the upper sleeper is greater than the diameter of the sleeper slot, so that the slot opening of the sleeper slot is covered by the upper sleeper, and the sealing treatment is performed by the sealing filling layer.

[0030] Furthermore, to ensure the safety and stability of the sleeper assembly after installation and to avoid potential electrical safety hazards, the structure of the sleeper assembly can be optimized. One feasible option is to use a non-conductive material for the sleeve base. When the sleeper includes a sleeve, the sleeve should also be made of a non-conductive material to reduce or eliminate eddy current losses generated by the rail circuit on the sleeve and sleeve base. With this solution, the sleeve and sleeve base can be installed simultaneously or individually.

[0031] Compared with the prior art, some of the beneficial effects of the technical solution disclosed in this utility model include:

[0032] By adjusting the track slab structure and using the sleeper groove to support the sleeper assembly, the support force can be maintained in the longitudinal direction, and the anti-locking force can be maintained in the horizontal direction. In addition, since the sleeper groove has a certain depth, it can provide a greater height adjustment margin. After the height adjustment is achieved, stable support can be achieved by setting a sleeper pad of corresponding thickness. Attached Figure Description

[0033] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of one type of track structure in this utility model.

[0035] Figure 2 This is a cross-sectional view of the sleeper assembly and fastener assembly of this utility model.

[0036] Figure 3 This is a top view of the sleeper assembly and fastener assembly of this utility model.

[0037] Figure 4 This is a schematic diagram of the top surface of the railway sleeper in this utility model.

[0038] Figure 5 This is a cross-sectional view of the sleeper assembly with sleeper caps in this utility model.

[0039] Figure 6 In this utility model Figure 1 Cross-sectional view of the track slab structure.

[0040] Figure 7 In this utility model Figure 1 Top view of the middle track slab structure.

[0041] Figure 8The utility model discloses a sleeve setting track structure schematic diagram of ballastless track.

[0042] Figure 9 The utility model discloses a sleeve setting sleeper assembly and fastener assembly section view.

[0043] Figure 10 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track.

[0044] Figure 11 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track. Figure 10 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track.

[0045] Figure 12 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track.

[0046] Figure 13 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track.

[0047] Figure 14 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track.

[0048] Figure 15 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track. Figure 14 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track.

[0049] Figure 16 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track.

[0050] Figure 17 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track.

[0051] Figure 18 The utility model discloses a sleeve setting track structure schematic diagram of ballastless track.

[0052] Markings in the diagram: 1. Track; 2. Fastener assembly; 3. Sleeper assembly; 4. Track slab; 4a. Track slab center axis; 4b. Sleeper groove center axis; 5. Adjustment layer; 6. Bottom support structure; 7. Foundation; 8. Sleeper underplate; 20. Elastic strip; 21. Iron pad; 22. Anchor bolt; 23. Gauge block; 24. Lower pad; 25. Rail underplate; 26. Embedded sleeve; 27. Embedded iron seat; 30. Sleeper; 30a. Upper part of sleeper; 30b. Lower part of sleeper; 31. Elastic layer; 32. Top surface of sleeper; 33. Dense 34. Sealing layer; 35. Conical opening; 36. Sleeper bottom; 37. Sleeve; 38. Sleeper mounting hole; 49. Transverse mark; 40. Sleeper groove; 41. Sleeve seat; 41a. Cylindrical wall; 42. Sleeper groove bottom; 43. Inlet; 44. Drainage channel; 45. Portal reinforcement; 46. Grouting hole; 47. Protrusion; 48. Frame groove; 49. Pre-crack; 51. Rubber base plate; 52. Isolation layer; 53. Rubber side plate; 61. Groove; 401. Semicircular hole; 402. Connecting reinforcement; 403. Anchorage connection structure. Detailed Implementation

[0053] The present invention will be further explained below with reference to the accompanying drawings and specific embodiments.

[0054] To address the shortcomings of traditional ballastless tracks, such as high maintenance difficulty and limited adjustment range, the following embodiments are optimized and overcome the defects of the existing technology.

[0055] Example 1

[0056] like Figures 1-6 The diagram shows a preferred embodiment of the track structure of this utility model. In this preferred embodiment, the track structure is a layered structure composed of multiple materials from top to bottom, including a track 1, a fastener assembly 2, a sleeper assembly 3, a track slab 4, an adjustment layer 5, and a bottom support structure 6. The track 1 is fixed to the sleeper assembly 3 by the fastener assembly 2, and the sleeper assembly 3 is supported on the track slab 4. The train wheels contact the track and transfer and diffuse the load sequentially from the track 1, fastener assembly 2, sleeper assembly 3, track slab 4, adjustment layer 5, and bottom support structure 6, and finally distribute the force to the track foundation 7. The track foundation 7 includes structures such as roadbeds, bridges, and tunnels. Generally, the bottom support structure can be a support layer or a base. The support layer refers to a structural layer formed by pouring plain concrete without reinforcement, while the base generally refers to a reinforced concrete structural layer with reinforcement. Overall, the characteristic of this track structure is that the stiffness gradually decreases from top to bottom, and the stress gradually diffuses and decreases, forming a composite structure.

[0057] The fastener assembly 2 is a core component of the ballastless track, serving functions such as fixing the track 1, maintaining its geometric shape, transmitting vertical and lateral loads, and adjusting height and track position. In this embodiment, the fastener structure includes a spring clip 20, an iron pad 21, anchor bolts 22, a gauge block 23, a lower pad 24, a rail pad 25, and a pre-embedded iron seat 27. One end of the spring clip 20 is fastened to the track, and the other end is inserted into the pre-embedded iron seat, providing fastening force to the bottom of the track 1. A rail pad 25 is installed at the bottom of the track 1, placed on the iron pad 21. A lower pad 24 is placed between the iron pad and the sleeper. The rail pad 25 and lower pad 24 are generally rubber pads, serving to reduce vibration and adjust height. The anchor bolts 22 fix the iron pad and various types of pads to the sleeper 30. Figure 2 As shown. It should be noted that fastener assembly 2 is applicable to various existing mainstream fastener structures, including all fastener types for conventional and high-speed railways. A preferred type is a sleeper-without-shoulder fastener, such as the Type III elastic rail fastener, Type IV elastic rail fastener, FC fastener, WJ-7 fastener, and SFC fastener. Similarly, it is also applicable to another type of fastener with a shoulder, such as the Type V elastic rail fastener, WJ-8 fastener, and 300-1 fastener.

[0058] The sleeper assembly 3 is an elastic support block structure, comprising a cylindrical sleeper 30, a sleeper top surface 32 for supporting the fastener assembly 2, and a pre-embedded sleeve 26 for connecting the fastener assembly 2. An elastic layer 31 is provided on the outer circumferential cylindrical surface of the sleeper 30. Preferably, the sleeper 30 is made of concrete or reinforced concrete, and the pre-embedded sleeve 26 is pre-installed before pouring the concrete, forming a unified whole with the concrete after solidification.

[0059] Preferably, a rail base slope, typically 1:40, is provided on the top surface 32 of the sleeper. After the rail fastener is supported on the top surface of the sleeper, the rail 1 forms an inward tilt angle. In other solutions, a certain slope can also be provided on the fastener assembly 2, for example, by adjusting the thickness of the iron pad 21 in the fastener assembly 2. The elastic layer 31 is fixed to the outer circumferential cylindrical surface of the sleeper 30, and the fixing connection method used includes, but is not limited to, adhesive bonding, vulcanization fixing, bolting, etc. It should be noted that when reinforcing bars are installed inside the sleeper, the joints of the reinforcing bars should be insulated to prevent loss of track circuit signal transmission.

[0060] To prevent the elastic layer 31 from peeling off from the outer periphery of the sleeper 30 to the cylindrical surface, a reinforcing connection structure is provided between the outer cylindrical surface of the sleeper 30 and the elastic layer 31. The reinforcing connection structure includes, but is not limited to, providing protrusions, grooves, shear keys, bolts, etc. on the outer cylindrical surface of the sleeper 30.

[0061] Another type of sleeper structure, such as Figure 5As shown, the sleeper is configured in two parts: an upper part 30a and a lower part 30b. The diameter of the upper part 30a is larger than that of the lower part 30b. An elastic body 31 is provided on the outer circumference of the lower part. The main function of the upper part 30a is to prevent moisture from seeping into the sleeper groove 40.

[0062] It should be noted that the elastic layer 31 is not strictly limited to being installed on the outer circumference of the sleeper assembly. An alternative design is that the elastic layer 31 can be set on the outer circumference of the sleeper groove 40 on the track slab 4 by adhesive bonding or other means, and the sleeper assembly 3 is embedded in the sleeper groove 40 by the compression deformation of the elastic layer 31.

[0063] To ensure greater stability of the sleeper assembly 3 within the sleeper groove 40 and prevent defects such as overturning, nodding, pulling out, or rotating, the sleeper assembly 3 must possess sufficient clamping force within the sleeper groove 40 to achieve self-stabilizing capability. Therefore, during the design phase, the inner diameter D1 of the cylindrical wall 41a of the sleeper groove 40 of the track slab 4 should be smaller than the outer diameter D2 of the elastic layer 31 of the sleeper. This ensures that the sleeper assembly 3 has sufficient compressive force when clamped onto the cylindrical wall 41a of the sleeper groove 40 through the elastic layer 31, thereby maintaining the stability of the sleeper assembly 3.

[0064] like Figure 2 As shown, to facilitate the installation and protection of the elastic layer 31 during the sleeper assembly installation process, an inlet 43 with a gradually changing opening, larger than the outer diameter D2 of the elastic layer 31, is provided at the opening on the top surface of the sleeper groove 40. Alternatively, a gradually changing tapered opening 34 can be provided at the bottom of the elastic layer 31, so that a transitional inlet is formed when the sleeper assembly 3 is squeezed into the sleeper groove 40, facilitating insertion without damaging the elastic layer 31.

[0065] To prevent moisture from entering the sleeper groove 40 and causing hydrodynamic pressure damage to the sleeper and track slab structure under dynamic load, a sealing layer 33 is provided on the inlet 43 of the gradually opening after the sleeper assembly 3 is embedded into the sleeper groove 40 and installed in place. The sleeper 30 and the sleeper groove 40 are tightly fitted together, and the sealing layer 33 is provided on the top to form two sealing measures to prevent external moisture, air, dust and other debris from entering the sleeper groove 40.

[0066] It can be predicted that if the above two sealing measures may still fail during long-term operation, moisture will enter the sleeper groove and cause damage from water dynamic pressure erosion. In order to prevent moisture from accumulating in the sleeper groove 40, a third measure is set up, namely, a drainage channel 44 is set at the bottom of the sleeper groove 40 of the track slab 4. The drainage channel 44 has a slope from the inside to the outside. Preferably, the drainage channel 44 can be made of materials such as PVC pipe or steel pipe, which are embedded in it in advance when the track slab is prefabricated.

[0067] To facilitate the control of the orientation of the elastic support sleeper in the installation process, transverse marks 38 are provided on the rail bearing surface 32, which include embedded transverse mark strips, engraved transverse mark grooves, etc. The transverse mark grooves are perpendicular to the track axis, as shown in Figure 4 .

[0068] A preferred track slab structure is shown in Figure 6 , 7 , which is a prefabricated flat slab structure, including a common concrete flat slab or a prestressed flat slab structure. The track slab 4 is provided with a plurality of rows of cylindrical sleeper grooves 40 at a certain interval along the longitudinal direction, which are distributed on both sides of the track slab central axis 4a, and the central points of the longitudinally arranged sleeper grooves 40 form a sleeper groove central axis 4b. The track slab 4 is also provided with a plurality of grouting holes 46 that penetrate the track slab 4. The sleeper groove 40 is a groove structure with a circular opening, including a cylindrical wall surface 41a and a sleeper groove bottom 42. The sleeper assembly 3 is embedded and extruded on the cylindrical wall surface 41a of the sleeper groove 40 through the elastic layer 31, and the sleeper groove bottom 42 is provided with a sleeper bottom pad 8 for supporting the sleeper assembly 3. The sleeper assembly 3 can be lifted along the cylindrical wall surface 41a of the sleeper groove 40 under the action of an external force. The sleeper bottom pad 8 includes a rubber pad or a combination of an iron (steel) pad and a rubber pad, which is used to adjust the lifting of the sleeper and achieve a large degree of track height adjustment and vibration reduction. The track slab 4 is also provided with a plurality of lifting holes on the two side surfaces for use of lifting devices during manufacturing, transportation and installation.

[0069] It should be noted that the adjustable track structure provided in the embodiment refers to the adjustment of the track, which is achieved by replacing sleeper bottom pads of different thicknesses to adjust the up-and-down of the sleeper assembly. When replacing the sleeper bottom adjustment pad, the following operation steps can be implemented:

[0070] (1) Remove the track fasteners;

[0071] (2) Remove the sealing filler 33 at the upper edge of the sleeper assembly 3;

[0072] (3) Use a jacking device to jack up the sleeper assembly 3 and remove it from the sleeper groove;

[0073] (4) Replace the sleeper bottom pad 8 with the desired thickness;

[0074] (5) Use a press-fitting device to press the sleeper assembly 3 into place;

[0075] (6) Fill the sealing filler 33 at the upper edge of the sleeper assembly 3;

[0076] (7) Install the track fasteners, detect and adjust the track geometric position to the specification requirements.

[0077] To better connect the track 4 and the adjustment layer 5, a door-shaped steel bar 45 is arranged between the track slab 4 and the adjustment layer 5 and along the longitudinal direction between the sleeper grooves 40, and the door-shaped steel bar 45 exposes a certain length of the bottom of the track slab. After the fine adjustment of the track slab 4, the adjustment layer material is poured through the grouting hole 46, and after the adjustment layer 5 solidifies, the track slab 4 forms a whole with the adjustment layer through the door-shaped steel bar 45. The adjustment layer material 5 is set to include but not limited to low elastic modulus cement asphalt mortar, high elastic modulus cement asphalt mortar, and high elastic modulus self-compacting concrete layer. Further, a concave-convex structure is arranged between the adjustment layer 5 and the bottom support structure 6 to realize the horizontal and longitudinal direction limiting of the track slab. Preferably, grooves 61 are arranged at intervals on the bottom support structure 6, rubber bottom plates 51 are arranged at the bottom of the grooves 61, rubber side plates 53 are arranged on the sides of the grooves 61, and isolation layers 52 are arranged on the bottom surface of the grooves 61 and the surface of the adjustment layer 5, which are preferably geotextile materials. It can be predicted that the grooves 61 can also be replaced by bosses.

[0078] Compared with the traditional high-speed railway ballastless track, the technical bottleneck that the traditional ballastless track can only adjust the elevation through the fastener part is solved by setting the structure and method of adjustable lifting at the sleeper part. Specifically, a method for adjusting the height, that is, the sleeper assembly is lifted out of the sleeper groove by a special device, then the sleeper pad 25 is replaced or added as required, and then the sleeper assembly is pressed into the sleeper groove by a special device. Therefore, the range of track elevation adjustment can be greatly improved, and the height adjustment range of the track is the sum of the height adjustment range of the sleeper assembly 3 and the fastener assembly 2. Generally, the height adjustment range of the sleeper assembly 3 is 50-80 mm (related to the thickness of the track slab and the depth of the sleeper groove), and the height adjustment range of the fastener assembly 2 is 10-15 mm. Through coordination, a height adjustment range of 60-95 mm can be achieved, which is comparable to the ballasted track, thereby significantly enhancing the ability of the ballastless track to adapt to the deformation of the subgrade under the track. This structure is particularly suitable for ballastless tracks in subgrade sections with special geological conditions. At the same time, by arranging elastic pads on the sides and bottom of the cylindrical sleeper, the vibration and noise reduction effect of the ballastless track can be improved, and the comfort and environmental friendliness of the ballastless track operation can be significantly improved.

[0079] Compared with the traditional elastic support block type ballastless track, the cylindrical sleeper structure is arranged at the sleeper 30 and the sleeper groove 40, and the sleeper 30 and the sleeper groove 40 are tightly nested together through the elastic layer 31. The cylindrical elastic support sleeper structure has uniform stress in all directions, small stress concentration, large and uniform embedding force, and easier to ensure size precision, improves the stability of the sleeper assembly 3, reduces the construction difficulty of the sleeper assembly 3, and can adapt to higher train running speed. At the same time, by setting three sealing or drainage measures, water can be effectively prevented from entering or accumulating in the sleeper groove 40 to damage the overall structure.

[0080] Embodiment 2

[0081] As shown in Figure 8 , 9 , another embodiment of the ballastless track is shown, which is different from Embodiment 1 in that a sleeve 36 is arranged on the outer circumference of the sleeper. Other structures can refer to those described in Embodiment 1.

[0082] Specifically, in combination with Figure 9 , a cylindrical sleeve 36 is arranged on the outer circumference of the sleeper 30, and an elastic layer 31 is connected to the outer circumferential cylindrical surface of the sleeve 36. Preferably, the sleeper 30 is made of concrete or reinforced concrete material.

[0083] The elastic layer 31 and the outer circumferential cylindrical surface of the sleeve 36 are fixed together, and the fixing connection mode adopted includes but is not limited to gluing, vulcanization fixing, bolts and the like. A preferred sleeper assembly manufacturing method is to first fix and connect the elastic layer 31 and the sleeve 36 by gluing, vulcanization fixing, bolts and the like, then place steel bars in the sleeve 36, and finally pour concrete material therein. The concrete material can be selected from concrete materials with certain micro-expansion performance, so that after solidification, the connection between the sleeper concrete and the sleeve is more firm, and the integrity is better.

[0084] The sleeve 36 sleeving the sleeper concrete has the following advantages:

[0085] (1) High structural bearing capacity. The sleeve 36 protects the sleeper concrete, and the sleeper concrete is in a three-way stress state under the constraint of the sleeve 36, so that the core concrete has higher compressive strength and deformation performance, thereby the sleeper has very high bearing capacity.

[0086] (2) Good plasticity and toughness. The core concrete in the sleeve 36 is not only improved in elastic properties during use, but also has the characteristics of large plastic deformation when damaged.

[0087] (3) Economic and convenient manufacturing process. The sleeve 36 serves as a formwork for the sleeper 30 during prefabrication and as a bearing part during use. Therefore, the formwork and other parts during concrete pouring can be reduced, the prefabrication process is simplified, and the construction period is shortened.

[0088] Generally, the circular sleeve is made of steel sleeve material, such as seamless steel pipe and other metal materials. Specifically, in order to better adapt to the situation of the track circuit and prevent the metal circular sleeve from causing signal transmission loss due to eddy current loss in the track circuit passage, the material of the circular sleeve can be set as non-conductive material, such as high-strength plastic made of high polymer material, etc.

[0089] Embodiment 3

[0090] As Figure 10 , 11 shown, another embodiment of the ballastless track is shown, which is different from embodiment 1 in that sleeve seats 41 are arranged on the track slab 4, and other structures can refer to those described in embodiment 1.

[0091] Specifically, in combination Figure 11 , a plurality of rows of cylindrical sleeve seats 41 are arranged at a certain interval along the longitudinal direction of the track slab 4, a sleeper bottom plate 8 for supporting the sleeper assembly 3 is arranged on the bottom 42 of the sleeve seat 41, the sleeper assembly 3 is embedded and extruded on the cylindrical wall surface 41a of the sleeve seat 41 through the elastic layer 31, the sleeper assembly 3 transmits the load to the track slab 4 through the sleeper bottom plate 8 and the sleeve seat 41, and the sleeper assembly 3 can be lifted along the cylindrical wall surface 41a of the sleeve seat 41 under the action of an external force, thereby realizing track height adjustment and vibration reduction. It should be noted that if the thickness of the track slab 4 is sufficient to ensure that the sleeve seat 41 has sufficient depth and the bottom of the sleeve seat 41 is supported by the concrete support thickness, the bottom of the sleeve seat 41 can be supported on the track slab 4, that is, the sleeve seat 41 is completely arranged inside the track slab 4. Another structure for increasing the height adjustment amount of the sleeper, as shown in Figure 10 , a protruding portion 47 is arranged along the longitudinal extension direction of the track slab at the track bottom portion, and the protruding portion 47 is higher than the two sides or the middle portion of the track slab 4. The advantage of arranging the protruding portion 47 on the track slab 4 is that the depth of the sleeper groove 40 can be increased, thereby further lengthening the length of the sleeper assembly 3 left in the groove, so that the sleeper assembly 3 is more stable in the sleeper groove 40, and the thickness of the track slab at the bottom of the sleeper groove is thicker, which is beneficial to the stress of the track slab.

[0092] Similarly, in general, the sleeve seat is made of steel pipe material, such as seamless steel pipe and other metal materials. Specifically, in order to better adapt to the case of track circuit, prevent the metal sleeve seat from causing signal transmission loss due to eddy current loss in the track circuit passage, the material of the sleeve seat can be set as a non-conductive material, such as high-strength plastic made of high polymer material, etc.

[0093] Embodiment 4

[0094] As Figure 12 , 13 shown, another embodiment of the ballastless track is shown, which is different from embodiment 1 in that the track slab 4 is a cast-in-place ballastless track structure (generally referred to as a track bed slab, and the present patent does not distinguish between the names), and other structures can refer to those described in embodiment 1.

[0095] Specifically, as Figure 12As shown in the figure, the ballastless track is sequentially composed of track 1, fastener assembly 2, sleeper assembly 3, track slab 4 and bottom support structure 6 from top to bottom, wherein the track slab 4 and the bottom support structure 6 are both formed by on-site pouring, grooves 61 are arranged at intervals on the bottom support structure 6, rubber bottom plates 51 are arranged at the bottom of the grooves 61, rubber side plates 53 are arranged at the sides of the grooves 61, and isolation layers 52 are arranged on the bottom surface of the grooves 61 and the surface of the adjustment layer 5, preferably, the isolation layers 52 are geotextile materials, and predictably, the grooves 61 can also be replaced by bosses.

[0096] As shown in the figure, Figure 13 the track slab is a continuous reinforced concrete structure, and in order to reduce the influence of temperature deformation of the track slab on the structure, expansion joints are cut on the track slab 4 at intervals of 5-10 meters and filled with sealing joint filling materials.

[0097] Embodiment 5

[0098] As shown in the figure, Figures 16-18 it is shown that the present ballastless track structure can adapt to various different unit slab track slabs.

[0099] As shown in the figure, Figure 16 the frame type slab ballastless track, specifically, a frame groove 48 is arranged in the middle region of the frame type track slab 4, which can save the amount of steel and concrete materials used in the track slab and reduce the influence of temperature gradient on the warping deformation of the track slab.

[0100] As shown in the figure, Figure 17 the slab ballastless track with boss limiting structure at both ends is shown, specifically, a convex stop table (not shown) is arranged on the base 6, semicircular holes 401 shaped like semicircles are arranged at both ends of the track slab 4, the semicircular holes 401 on the track slab 4 are sleeved on the convex stop table of the base 6, and the convex stop table is in the shape of a cylinder or a semicylinder. The longitudinal and transverse forces transmitted by the train act on the convex stop table through the track slab 4 and are further transmitted to the base. At the same time, the convex stop table also plays a positioning role in the laying of the track slab.

[0101] As shown in the figure, Figure 18 the longitudinally connected track slab is shown, specifically, longitudinal connecting steel bars 402 are arranged at both ends of the track slab 4, the track slab 4 and the track slab 4 are connected through the connecting steel bars 402, and then concrete materials are poured at the connecting part, and in order to reduce the influence of temperature deformation on the structure, pre-cracks 49 are arranged at intervals on the track slab.

[0102] It should be noted that, Figures 16-18 only some applicable track slab type structures are shown, and in addition to this, other slab type structures are also included, and therefore the present utility model does not limit the structure type of the track slab.

[0103] Embodiment 6

[0104] As Figure 14 , 15 shown, another embodiment of the ballastless track is shown, which is different from the embodiment 1 and the embodiment 3 in that the sleeve seat is arranged in a different manner so that the ballastless track has a lower track height and a higher adjustable amount, and other structures can be referred to the structure described in the embodiment 1, specifically:

[0105] The sleeve seat 41 is arranged on the sleeper groove 40 of the track slab 4, the sleeve seat 41 is integrally cast with the track slab 4, the sleeve seat 41 is a cylindrical structure with an upper opening, the bottom of the sleeve seat 41 can be arranged as a closed or open structure, and the bottom of the sleeve seat 41 extends out of the bottom surface of the track slab, the bottom of the sleeve seat 41 is integrally cast with the adjustment layer to constrain the longitudinal and transverse movement of the track slab 4, so that the longitudinal and transverse stress of the track slab is transmitted to the adjustment layer and further transmitted to the base or supporting layer.

[0106] In order to strengthen the connection between the sleeve seat 41 and the track slab 4 and better transmit the force, the anchoring connection structure 403 is arranged on the outer cylindrical surface of the sleeve seat 41, the anchoring connection structure 403 is connected with the steel bars inside the track slab 4, and the sleeper assembly 3 transmits the load to the track slab 4 through the sleeper pad 8, the sleeve seat 41 and the anchoring connection structure 403.

[0107] It should be noted that the bottom of the sleeve seat extends out of the bottom surface of the track slab and is inserted into the adjustment layer to be integrally cast with the adjustment layer, which has the following three advantages:

[0108] (1) Firstly, the depth of the sleeper groove can be increased, thereby increasing the adjustable amount of settlement, and the height adjustment amount can be further increased by 30-40mm, and the maximum height adjustment amount can be more than 100mm;

[0109] (2) Secondly, the track 4 and the adjustment layer 5 can be better connected, and the track slab is longitudinally and transversely limited;

[0110] (3) Thirdly, the thickness of the track slab can be significantly reduced, which can be reduced by 80-110mm in general, thereby significantly reducing the amount of concrete, the weight of the track and the height of the track, and having good economy.

[0111] After the track slab 4 is fine-tuned, the adjustment layer material is poured through the grouting hole 46, and after the adjustment layer 5 is solidified, the track slab 4 forms a whole with the adjustment layer through the bottom of the sleeve seat. The adjustment layer material 5 is arranged to include but not limited to low elastic modulus cement asphalt mortar, high elastic modulus cement asphalt mortar and high elastic modulus self-compacting concrete layer.

[0112] The above embodiments illustrate the composition of the ballastless track structure, and when the above embodiments are executed, the following advantages can be obtained:

[0113] Traditional elastic supporting block type ballastless track is closely related to the structure itself in structural dynamic stability and problems generated in service process. Through removing the original short track tie and rubber sleeve shoe under the block, the technology uses replacement of precast track tie and filling of resin mortar to fundamentally repair the bonding of the joint. However, these measures are after-treatment after the disease occurs, and are passive measures after the disease appears, which has high repair cost and great impact on train operation.

[0114] Compared with the traditional elastic supporting block type ballastless track structure, the cylindrical sleeper nested plate type ballastless track structure disclosed in the utility model has obvious improvement in design concept, structural stress and structural stability.

[0115] Firstly, in the design concept, the pre-sealing compensation method is adopted to solve the sealing between the rubber sleeve shoe and the track bed. The sealing between the traditional rubber sleeve shoe and the track bed is maintained by the bonding force generated during pouring, and the sealing performance is related to the bonding force between the two. With the track in the service process, the rubber sleeve shoe and the track bed are difficult to maintain the stability of the connection interface for a long time due to the influence of long-term impact load and shrinkage deformation of the concrete material in the setting process, so the bonding repair by grouting after the disease occurs. The cylindrical sleeper nested plate type ballastless track structure sets a rubber elastic layer between the supporting block and the sleeper groove. On the one hand, the compression deformation of the rubber elastic layer makes the supporting block stably embedded into the sleeper groove, maintaining the stability of the supporting block; on the other hand, the compression deformation of the rubber elastic layer ensures the sealing performance of the connection interface, and the compressed rubber elastic layer can compensate for the shrinkage deformation of the concrete, so that the connection interface is always in a good sealing state. Meanwhile, a sealing filling layer is arranged at the top edge of the supporting block, and the sealing of the connection interface of the rubber elastic layer forms two sealing measures, which can effectively prevent water and dust from entering the sleeper groove and damaging the overall structure.

[0116] Secondly, in the structural stress, the cylindrical supporting block structure is adopted instead of the original cuboid structure. Under the action of train dynamic load (vertical, transverse and longitudinal), the supporting block and the sleeper groove are always in a state of mutual collision and extrusion, and the track slab and the supporting block are the stress concentration places at the four corners, which are most likely to be damaged. Therefore, the damage of the supporting block always starts from the corner and expands to the whole supporting block, and the infiltration of rainwater further aggravates the evolution of the damage, thereby leading to the failure of the whole supporting block. The cylindrical sleeper nested plate type ballastless track structure adopts a cylindrical supporting block, and a rubber elastic layer is arranged around the supporting block. The embedding and extruding force of the supporting block in each direction is uniform, and there is no obvious stress concentration under the action of external load. The vertical load of the track is borne by the supporting block base plate and the rubber elastic layer, and the longitudinal and transverse loads of the track are borne by the rubber elastic layer.

[0117] Again, in terms of structural stability, if the initial stiffness of the rubber elastic layer of the cylindrical sleeper nested slab-type ballastless track structure is the same as that of the rubber sleeve of the conventional elastic supporting block-type ballastless track, the stiffness of the compressed rubber elastic layer increases because the rubber elastic layer is nested by compression deformation in advance. Therefore, under the condition of bearing the same longitudinal and lateral loads, the rail head lateral displacement and rail inclination angle of the cylindrical sleeper nested slab-type ballastless track structure can be significantly reduced.

[0118] In summary, the cylindrical sleeper nested slab-type ballastless track structure is more secure and stable, can solve the problems existing in the service process of the track, and has a longer service life.

[0119] The above is the embodiment of the embodiment, but the embodiment is not limited to the above optional embodiment, and those skilled in the art can obtain other various embodiments by arbitrarily combining the above modes with each other. Any person can obtain other various forms of embodiments under the inspiration of the embodiment. The above specific embodiments should not be understood as limiting the protection scope of the embodiment, and the protection scope of the embodiment should be defined by the claims.

Claims

1. A high-stability adjustable ballastless track structure, characterized in that: The base (7) is provided with a bottom support structure (6) and a track plate (4), the track plate (4) is provided with a sleeper slot (40) for accommodating a sleeper assembly (3), the inner side wall of the sleeper slot (40) is matched with the sleeper assembly (3) through an elastic layer (31), the inner bottom of the sleeper slot (40) is provided with a replaceable sleeper bottom plate (8) for supporting the sleeper assembly (3); the sleeper assembly (3) is connected and matched with a track (1) above; the sleeper slot (40) is arranged in pairs and spaced apart on the track plate (4), the sleeper slot (40) comprises a circular slot and extends downwards from the upper surface of the track plate (4) to form a cylindrical slot body; The sleeper assembly (3) comprises a cylindrical sleeper (30) and is matched with the sleeper slot (40), the elastic layer (31) is wrapped on the side surface of the sleeper (30), and the elastic layer (31) is compressed and deformed by the inner side wall of the sleeper slot (40) after the sleeper (30) is matched with the sleeper slot (40).

2. The high-stability adjustable ballastless track structure according to claim 1, characterized in that: The sleeper (30) comprises a sleeve (36) and a pouring member inside the sleeve (36), and the elastic layer (31) is wrapped on the outer side surface of the sleeve (36).

3. The high-stability adjustable ballastless track structure according to claim 1 or 2, characterized in that: The track plate (4) is provided with a sleeve seat (41) at the sleeper slot (40), the sleeper assembly (3) is matched with the sleeve seat (41), and the elastic layer (31) is tightly attached to the inner wall surface of the sleeve seat (41).

4. The high-stability adjustable ballastless track structure according to claim 3, characterized in that: The sleeve seat (41) is configured as an open structure at both ends or an open structure at the upper end and a closed structure at the lower end; the lower end of the sleeve seat (41) penetrates the lower surface of the track plate (4).

5. The high-stability adjustable ballastless track structure according to claim 3, characterized in that: The sleeve seat (41) is provided with an anchoring connection structure, and the sleeve seat (41) is fixedly connected with the track plate (4) through the anchoring connection structure (403).

6. The high-stability adjustable ballastless track structure according to claim 1, characterized in that: The upper end opening of the sleeper slot (40) is provided with a guide inlet (43) structure, the maximum diameter of the guide inlet (43) structure is greater than the outer diameter of the elastic layer (31) of the sleeper assembly (3), and the diameter of the guide inlet (43) structure gradually decreases to guide the elastic layer (31) to match with the inner wall surface of the sleeper slot (40); the guide inlet (43) structure is also provided with a plugging structure.

7. The high-stability adjustable ballastless track structure according to claim 1, characterized in that: The bottom edge of the sleeper assembly (3) is formed as a smooth guide surface or a tapered guide surface.

8. The high-stability adjustable ballastless track structure according to claim 1, characterized in that: The track plate (4) is provided with a protrusion, and the sleeper slot (40) extends into the track plate (4) from the upper surface of the protrusion.

9. The high-stability adjustable ballastless track structure according to claim 1, characterized in that: The sleeper (30) comprises an upper sleeper part and a lower sleeper part, the diameter of the upper sleeper part is greater than the diameter of the lower sleeper part, the lower sleeper part is embedded in the sleeper slot (40), and a sealing filling layer (33) is arranged between the upper sleeper part and the sleeper slot (40).

10. The high-stability adjustable ballastless track structure according to claim 3, characterized in that: The sleeve seat (41) is made of non-conductive material; when the sleeper (30) comprises a sleeve (36), the sleeve (36) is made of non-conductive material, so as to reduce or eliminate the eddy current loss of the track circuit on the sleeve and the sleeve seat.

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