Novel ballastless roadway for high-speed lines

Abstract

A novel ballastless track for high-speed lines, characterized in that it comprises a composite substructure, a rail plate and two rails, wherein the two rails are laid on the top of the rail plate and position fixing bores are formed in the central part of the rail plate; the composite substructure consists of a base plate and a self-compacting concrete (SCC) layer arranged on the top of the base plate, wherein the central top of the SCC layer has projections that fit into the position fixing bores.

Description

Technical area

[0001] The present utility model relates to the field of rail manufacturing, specifically a novel ballastless track for high-speed rail lines. State of the art

[0002] During transport of CRTS-III rail slabs from the factory to the construction site, the door-shaped anchors are prone to deformation. Furthermore, the slabs stored on the construction site are susceptible to rust. Once installed, the slabs can experience delamination or damage between the rail slab and the self-compacting concrete (SCC), which together form a composite slab. Additionally, the positioning groove in the base slab is grouted on-site, which promotes cracking at its edges. During operation, rainwater also penetrates the SCC layer. The positioning groove becomes waterlogged, eventually leading to water being squeezed out between the groove and the base slab.

[0003] In view of these disadvantages, the inventor of the utility model developed the present solution after lengthy research and practical experience. Content of the utility model

[0004] The purpose of this utility model is to provide a novel ballastless track system for high-speed rail lines. It solves the following problems: deformation and rusting of the door-shaped anchors during transport and storage; delamination or damage to the composite layer consisting of the rail plate and the SVB (solid structural engineered concrete); cracking around the positioning groove; and the appearance of white efflorescence and water seepage between the SVB layer and the composite substructure during rain.

[0005] The present utility model solves the aforementioned technical problems through the following technical measures: The present utility model comprises a composite substructure, a rail plate and two rails, wherein the two rails are laid on the top of the rail plate, and position fixing holes are formed in the central part of the rail plate; the composite substructure consists of a base plate and an SVB layer arranged on the top of the base plate, wherein the central top of the SVB layer has projections that fit into the position fixing holes.

[0006] Preferably, the rail plate has several protrusions arranged uniformly along its longitudinal direction, and the rails are fixed to the protrusions via rail fastenings.

[0007] Preferably, a separating layer is arranged between the SVB layer and the rail plate.

[0008] Preferably, the separating layer is formed by spraying on polyurethane material. Preferably, the width of the rail plate is 2400 mm.

[0009] Preferably, the thickness of the base plate is 132 mm.

[0010] Preferably, the overall height of the roadway is 670 mm.

[0011] Advantages of the present utility model compared to the prior art: 1. The SVB layer exhibits a more rational force distribution and less damage; the door-shaped anchors under the finished slab are removed, which facilitates the manufacture and transport of the slab. 2. The construction is simpler and faster, and at the same time the problem of water absorption by geotextiles is avoided; maintenance and upkeep are facilitated, potential operational risks are reduced, and at the same time the problem of water accumulation in grooves is avoided. 3. Provided that the structural strength meets the requirements, the economic efficiency is improved, and lifting and transport are facilitated; the distance between the slab edge and the protrusions is reduced by 40 mm, and the slab joints are widened, which facilitates the passage of pipes through the roadway. Description of the attached drawings Fig. Figure 1 is a schematic sectional view (main view) of the present utility model; Fig. Figure 2 is a schematic top view of the present utility model.

[0012] The numbers in the figures represent: 1-Base plate; 2-SVB layer; 3-Rail plate; 4-Elevation; 5-Rail fastening; 6-separation layer; 7-rail; and 8-projection. Examples of implementation

[0013] The above-mentioned and further technical features and advantages of the present utility model are explained in detail below with reference to the accompanying drawings.

[0014] The present embodiment provides a technical solution: a novel ballastless roadway for high-speed lines, as in Fig.Figures 1-2 show a composite substructure comprising a rail plate 3 and two rails 7. The two rails 7 are laid on the top surface of the rail plate and run along the longitudinal direction of the rail plate 3. More precisely, the rail plate 3 has several protrusions 4 evenly spaced along its longitudinal direction. The protrusions 4 are cast in place as a single unit with the rail plate 3, thus forming a finished plate. The rails 7 are fixed to the protrusions 4 by means of rail fasteners 5 (the fixing of the rails 7 by means of rail fasteners 5 is a common technical method and will therefore not be discussed in detail here).

[0015] Position fixing holes are formed in the central part of the rail plate 3, and the number of position fixing holes is more than one, wherein the multiple position fixing holes are arranged uniformly along the longitudinal direction of the rail plate 3.

[0016] The composite substructure consists of a base plate 1 and a self-compacting concrete (SCC) layer 2 arranged on the top of the base plate 1. The width of the base plate 1 is greater than the width of the SCC layer 2. The central top surface of the SCC layer 2 has projections 8. The projections 8 are cast in one piece with the SCC layer 2. The projections 8 fit into the positioning holes. After assembly is complete, the projections 8 are inserted into the positioning holes to complete the connection between the composite substructure and the rail plate 3.

[0017] Furthermore, a separating layer 6 is arranged between the SVB layer 2 and the rail plate 3. This separating layer 6 is formed by spraying on polyurethane material to create flexible insulation. This makes the assembly simpler and faster, while simultaneously avoiding the problem of water absorption by conventional geotextile insulation. It should be noted that the separating layer 6 is sprayed onto the underside of the rail plate 3 before the rail plate 3 is delivered.

[0018] Furthermore, the width of track plate 3 is 2400 mm, which facilitates lifting and transport. The distance between the edge of track plate 3 and the raised sections 4 is reduced by 40 mm. The thickness of base plate 1 is 132 mm, which is less than the original thickness of 200 mm. The overall height of the track is 670 mm, which is less than the original height of 740 mm.

[0019] The above represents only the preferred embodiments of the present utility model and is merely explanatory and not limiting for the present utility model. Those skilled in the art understand that within the spirit and scope defined by the claims of the present utility model, numerous changes, modifications and even equivalents can be made, all of which, however, fall within the scope of protection of the present utility model.

Claims

[1] A novel ballastless roadway for high-speed lines, characterized by , that it comprises a composite substructure, a rail plate and two rails, wherein the two rails are laid on the top of the rail plate, and position fixing holes are formed in the central part of the rail plate; the composite substructure consists of a base plate and a self-compacting concrete (SCC) layer arranged on the top of the base plate, wherein the central top of the SCC layer has projections that fit into the position fixing holes. [2] The novel ballastless roadway for high-speed rail lines according to claim 1, characterized by that the rail plate has several protrusions arranged uniformly along its longitudinal direction, and the rails are fixed to the protrusions via rail fastenings. [3] The novel ballastless roadway for high-speed rail lines according to claim 1, characterized by, that a separating layer is arranged between the SVB layer and the rail plate. [4] The novel ballastless roadway for high-speed lines according to claim 3, characterized by that the separating layer is formed by spraying on polyurethane material. [5] The novel ballastless roadway for high-speed lines according to claim 1, characterized by that the width of the rail plate is 2400 mm. [6] The novel ballastless roadway for high-speed rail lines according to claim 1, characterized by that the thickness of the base plate is 132 mm. [7] The novel ballastless roadway for high-speed rail lines according to claim 1, characterized by that the total height of the roadway is 670 mm.

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