A reinforcement structure for railway subgrade reinforcement

Abstract

This utility model discloses a reinforcement structure for strengthening railway subgrade, including a subgrade body and railway tracks laid on top of the subgrade body. A reinforcement layer is provided at the bottom of the subgrade body, and slope protection structures are provided on both sides of the subgrade body. A buffer layer is provided at the top of the subgrade body and below the railway tracks. A first impermeable layer is provided between the reinforcement layer and the subgrade body; a second impermeable layer is provided between the slope protection structures and the slopes of the subgrade body. This utility model relates to the field of railway engineering technology, and particularly to a reinforcement structure for strengthening railway subgrade. This utility model enhances the subgrade's load-bearing capacity and resistance to settlement through a reinforcement layer, prevents water intrusion through double impermeable layers, damps vibration through a buffer layer, and integrates structural and ecological protection through a grid beam + vegetation slope protection. The synergistic effect of multiple structures effectively solves problems such as subgrade settlement, slope instability, water seepage, and insufficient vibration damping, improving stability, durability, and ecological friendliness.

Description

Technical Field

[0001] This utility model relates to the field of railway engineering technology, and in particular to a reinforcement structure for strengthening railway subgrade. Background Technology

[0002] In railway engineering, the roadbed is the foundation of the railway track, and its stability directly affects the safety and smooth operation of railway transportation. Currently, railway roadbeds mostly adopt an isosceles trapezoidal structure, with the railway track laid on top of the isosceles trapezoid. However, during long-term use, this type of isosceles trapezoidal railway roadbed is prone to problems such as roadbed settlement, slope instability, and uneven stress on the roadbed below the top track, due to the repeated action of train loads, changes in geological conditions, rainwater erosion, and temperature variations. These problems seriously affect the normal operation of the railway and may even lead to safety accidents.

[0003] To address the aforementioned problems, existing technologies employ various roadbed reinforcement measures, such as laying masonry slope protection on roadbed slopes and replacing the roadbed bottom with sand and gravel. However, these measures often suffer from limitations in reinforcement effectiveness, durability, and environmental impact. For instance, while masonry slope protection can prevent slope erosion to some extent, its overall integrity is poor, making it prone to cracking and collapse; while replacing the roadbed with sand and gravel can improve the bearing capacity of the foundation, its effect on controlling roadbed settlement under large loads is poor. Therefore, there is an urgent need for a railway roadbed reinforcement structure that offers good reinforcement effectiveness, high durability, and minimal environmental impact. Utility Model Content

[0004] In view of this, the present invention aims to provide a reinforcement structure for strengthening railway subgrade, so as to solve or alleviate the technical problems existing in the prior art, or at least provide a beneficial option.

[0005] The technical solution of this utility model embodiment is implemented as follows:

[0006] A reinforcement structure for strengthening railway subgrade includes a subgrade body and a railway track laid on top of the subgrade body. The bottom of the subgrade body is provided with a reinforcement layer, and slope protection structures are provided on both sides of the subgrade body.

[0007] A buffer layer is provided on top of the main roadbed and below the railway track;

[0008] A first impermeable layer is provided between the reinforcement layer and the main roadbed;

[0009] A second seepage-proof layer is provided between the slope protection structure and the slope of the main roadbed.

[0010] Preferably, the slope protection structure includes multiple grid beams arranged along the slope inclination direction, with grid units formed between the grid beams. The grid beams are made of cast concrete, with a rectangular cross-section, a width of 20-30cm, and a height of 15-25cm.

[0011] Preferably, the grid cells are filled with planting soil and planted with vegetation.

[0012] Preferably, the buffer layer is made by mixing and pressing rubber particles with asphalt, and has a thickness of 10-20cm.

[0013] Preferably, both the first and second impermeable layers are made of geomembrane material.

[0014] Preferably, the reinforcement layer is made of a mixture of crushed stone, cement and steel mesh, and has a thickness of 30-50cm.

[0015] Preferably, the cement used in the reinforcing layer is ordinary Portland cement of grade 42.5 or above.

[0016] The present invention has the following advantages due to the adoption of the above technical solution:

[0017] By setting a reinforcement layer at the bottom of the main roadbed, and utilizing the synergistic effect of steel mesh, cement, and crushed stone, the bearing capacity of the foundation is effectively improved, the settlement of the main roadbed is reduced, and the problem of easy settlement of existing roadbeds is solved. In the slope protection structure on both sides, the grid beams support the slope soil and disperse stress, while the root system of vegetation further reinforces the soil and reduces rainwater erosion. The combination of these two aspects significantly improves the stability of the slope and solves the problem of slope instability. The top buffer layer can absorb and buffer the impact force generated by train loads, reduce the damage to the top of the main roadbed caused by train travel, and extend the service life of the roadbed. The first and second impermeable layers can effectively prevent water from seeping into the main roadbed, ensuring the strength of the main roadbed soil and further improving the stability of the roadbed.

[0018] The various parts of the reinforcement structure of this utility model cooperate and work together to strengthen the isosceles trapezoidal railway subgrade from multiple aspects such as foundation, slope, top and seepage prevention. The overall reinforcement effect is good, the durability is strong, and the environmental impact is small.

[0019] The above overview is for illustrative purposes only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features of the present invention will become readily apparent from the accompanying drawings and the following detailed description. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the 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.

[0021] Figure 1 This is a structural diagram of the present invention;

[0022] Figure 2 This is a structural diagram of the reinforcing layer of this utility model;

[0023] Figure 3 This is a structural diagram of the slope protection structure of this utility model;

[0024] Figure 4 This is a cross-sectional structural diagram of the present invention.

[0025] Attached reference numerals: 1. Main roadbed; 2. Railway track; 3. Reinforcement layer; 4. Slope protection structure; 5. Buffer layer; 6. First impermeable layer; 7. Second impermeable layer; 8. Grid beam. Detailed Implementation

[0026] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of this invention. Therefore, the drawings and description are considered exemplary in nature and not restrictive.

[0027] It is important to note that terms such as "first," "second," "symmetric," and "array" are used only to distinguish between descriptive and positional descriptions and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features specified with terms such as "first" or "symmetric" may explicitly or implicitly include one or more of that feature; similarly, when the quantity of certain features is not limited by words such as "two" or "three," it should be noted that such features also explicitly or implicitly include one or more features.

[0028] In this utility model, unless otherwise explicitly specified and limited, terms such as "installation," "connection," and "fixation" should be interpreted broadly; for example, they can refer to a fixed connection, a detachable connection, or an integral molding; they can refer to a mechanical connection, a direct connection, a welding connection, or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the accompanying drawings and specific circumstances.

[0029] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings.

[0030] like Figure 1-4 The present invention provides a reinforcement structure for strengthening railway subgrade, including a subgrade body 1 and a railway track 2 laid on top of the subgrade body 1. The feature is that a reinforcement layer 3 is provided at the bottom of the subgrade body 1, and slope protection structures 4 are provided on both sides of the subgrade body 1.

[0031] A buffer layer 5 is provided on the top of the main roadbed 1 and below the railway track 2;

[0032] A first impermeable layer 6 is provided between the reinforcement layer 3 and the main roadbed 1;

[0033] A second impermeable layer 7 is provided between the slope protection structure 4 and the slope of the main roadbed 1;

[0034] The synergistic effect of the various structures enhances the overall bearing capacity, impermeability, and buffering effect of the roadbed, ensuring the stable operation of railway track 2 and reducing roadbed defects.

[0035] In this embodiment, specifically, the slope protection structure 4 includes multiple grid beams 8 arranged along the slope inclination direction, forming grid units between the grid beams 8. The grid beams 8 are made of concrete with a rectangular cross-section, a width of 20-30cm, and a height of 15-25cm. This enhances the integrity and structural strength of the slope protection structure 4, effectively disperses the pressure borne by the slope, prevents slope collapse, and provides a stable growth environment for vegetation within the grid units.

[0036] In this embodiment, the grid unit is filled with planting soil and planted with vegetation. The roots of the vegetation can be used to stabilize the soil and reduce soil erosion. At the same time, the vegetation can buffer the impact of rainwater on the slope. Together with the grid beam 8, it can enhance the protective effect of the slope protection structure 4 and also play an ecological beautification role.

[0037] In this embodiment, specifically, the buffer layer 5 is made of rubber particles and asphalt mixed and pressed, with a thickness of 10-20cm. It can effectively absorb the vibration and impact on the railway track 2 and the main roadbed 1 when the train is running, reduce the wear of the track and the roadbed, and improve the stability and comfort of the train.

[0038] In this embodiment, specifically, both the first impermeable layer 6 and the second impermeable layer 7 are made of geomembrane material; the first impermeable layer 6 can prevent groundwater or water in the reinforcement layer 3 from seeping into the roadbed body 1, and the second impermeable layer 7 can prevent rainwater and other water from seeping into the slope of the roadbed body 1. The double impermeable protection can prevent the roadbed body 1 from softening and deforming due to water seepage, and ensure the stability of the roadbed structure.

[0039] In this embodiment, the reinforcement layer 3 is specifically made of a mixture of crushed stone, cement and steel mesh, with a thickness of 30-50cm. The crushed stone and cement provide high strength, and the steel mesh enhances the overall crack resistance and integrity. The appropriate thickness can significantly improve the bearing capacity of the roadbed base, effectively resist the load transmitted by the main roadbed 1, reduce roadbed settlement, and provide a solid foundation for the main roadbed 1.

[0040] In this embodiment, specifically, the cement used in the reinforcement layer 3 is ordinary Portland cement of grade 42.5 or above. This grade of cement has high strength and good durability, which can ensure that the reinforcement layer 3 has sufficient strength and stability, improve the service life of the reinforcement layer 3, and thus ensure the long-term stability of the roadbed body 1.

[0041] When this utility model is in operation:

[0042] 1. The shock absorption function of the buffer layer

[0043] When a train travels along railway track 2, the track load is transferred to the main roadbed 1. The buffer layer 5 (made of a mixture of rubber granules and asphalt, with a thickness of 10-20cm) on top of the main roadbed 1 and below railway track 2 utilizes the elastic deformation of the rubber granules and the bonding toughness of the asphalt to absorb the vibration and impact generated by the train operation, reducing the direct effect of the load on the main roadbed 1. This improves the stability of train operation and reduces fatigue damage to the roadbed caused by long-term vibration.

[0044] 2. The load-bearing and seepage-proof functions of the reinforcement layer and the first impermeable layer

[0045] Reinforcement layer 3: It is a mixture of crushed stone, cement (42.5 grade or above ordinary Portland cement) and steel mesh (thickness 30-50cm). With the support of the crushed stone skeleton, the bonding strength of cement and the tensile and crack resistance of steel mesh, the bearing capacity of the subgrade is greatly enhanced, resisting the vertical load transmitted by the main subgrade 1 and preventing uneven settlement of the subgrade.

[0046] The first impermeable layer 6 (geomembrane material) is set between the reinforcement layer 3 and the main roadbed 1. It can prevent water (such as groundwater and construction and maintenance water) in the reinforcement layer from seeping into the main roadbed 1, thus preventing the main roadbed 1 from softening and losing strength due to water absorption.

[0047] 3. Slope protection function of slope protection structure, second impermeable layer and grid beam

[0048] Slope protection structure 4 covers the slopes on both sides of the main roadbed 1:

[0049] The grid beams 8 (concrete cast, rectangular with a cross section of 20-30cm wide and 15-25cm high) are arranged along the slope direction. The rigidity of the concrete structure disperses the lateral pressure of the slope soil and prevents the slope from collapsing.

[0050] The grid units between the eight grid beams are filled with planting soil and planted with vegetation. The roots of the vegetation hold the slope soil in place, and the leaves can also buffer the erosion of the slope by rainwater, thus achieving ecological protection.

[0051] The second impermeable layer 7 (geomembrane material) is set between the slope protection structure 4 and the slope of the main roadbed 1.

[0052] To prevent rainwater from seeping into the slope soil of the main roadbed 1, thus avoiding soil instability due to water saturation.

[0053] In summary, through the coordinated operation of the roadbed main body 1, railway track 2, reinforcement layer 3, slope protection structure 4, buffer layer 5, first impermeable layer 6, second impermeable layer 7, and grid beam 8:

[0054] Reinforcement layer 3 + first impermeable layer 6 → ensures "strong load-bearing capacity + water-proof" at the bottom of the roadbed;

[0055] Buffer layer 5 → Improves track vibration damping effect;

[0056] The slope protection structure consists of 4 layers, a second seepage-proof layer 7 layers, and 8 grid beams, achieving "structural protection + ecological reinforcement" for the slope; comprehensively improving the stability, durability, and ecological properties of the railway subgrade, and providing a guarantee for the long-term safe operation of the railway.

[0057] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope disclosed in this utility model, and these should all be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A reinforcement structure for strengthening railway subgrade, comprising a subgrade body (1) and a railway track (2) laid on top of the subgrade body (1), characterized in that, The bottom of the roadbed body (1) is provided with a reinforcement layer (3), and the slope protection structure (4) is provided on both sides of the roadbed body (1); A buffer layer (5) is provided on the top of the main roadbed (1) and below the railway track (2); A first impermeable layer (6) is provided between the reinforcement layer (3) and the main roadbed (1); A second seepage-proof layer (7) is provided between the slope protection structure (4) and the slope of the roadbed body (1).

2. The reinforcement structure for strengthening railway subgrade according to claim 1, characterized in that: The slope protection structure (4) includes multiple grid beams (8) arranged along the slope inclination direction, and the grid beams (8) form grid units between each other. The grid beams (8) are made of concrete.

3. A reinforcement structure for strengthening railway subgrade according to claim 2, characterized in that: The grid cells are filled with planting soil and planted with vegetation.

4. A reinforcement structure for strengthening railway subgrade according to claim 1, characterized in that: The buffer layer (5) is made by mixing and pressing rubber particles with asphalt.

5. A reinforcement structure for strengthening railway subgrade according to claim 1, characterized in that: Both the first impermeable layer (6) and the second impermeable layer (7) are made of geomembrane material.

6. A reinforcement structure for strengthening railway subgrade according to claim 1, characterized in that: The reinforcement layer (3) is made by mixing crushed stone, cement and steel mesh.

7. A reinforcement structure for strengthening railway subgrade according to claim 1, characterized in that: The cement used in the reinforcement layer (3) is ordinary Portland cement of grade 42.5 or above.

Images