CN209493766U - Ballastless track structure - Google Patents
Ballastless track structure Download PDFInfo
- Publication number
- CN209493766U CN209493766U CN201822108382.6U CN201822108382U CN209493766U CN 209493766 U CN209493766 U CN 209493766U CN 201822108382 U CN201822108382 U CN 201822108382U CN 209493766 U CN209493766 U CN 209493766U
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- Prior art keywords
- adjustment layer
- roadbed
- track
- layer
- laid
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Abstract
The utility model provides a kind of ballastless track structure, it includes the roadbed being laid with from the bottom to top, supporting course, track plates, sleeper, track, it further include the adjustment layer being laid between the supporting course and the roadbed, there is the hole of dispersion, the compression strength and rigidity of the adjustment layer are greater than or equal to the compression strength and rigidity of the roadbed inside the adjustment layer.The utility model by above structure realize it is at low cost, influence it is small and accurately track elevation is adjusted.
Description
Technical field
The utility model relates to a kind of ballastless track structure more particularly to it is a kind of convenient for adjust non-fragment orbit elevation without the tiny fragments of stone, coal, etc.
Track structure.
Background technique
With the rapid development of high-speed railway in recent years, bullet train operation security is to the ride comfort of railroad track and durable
The requirement of property is also higher and higher.Not only precision is high but also stability is good as the advanced railway technology of our times for non-fragment orbit,
Reach the bullet train of 200km/h or more especially suitable for travel speed.
Existing ballastless track structure generally comprises road made of being laid with as graded broken stone or AB group filler etc. from bottom to top
Track plates made of base, hydraulicity concrete support layer or reinforced concrete footing plate, armored concrete pour, be fixed on it is described
Sleeper in track plates and the fastener system and rail for being attached to the sleeper.It is generally disposed in the both lateral sides of non-fragment orbit
Concrete enclosing layer between road shoulder and line.In actual use, main using adjustment when finding that route generates arch disease
The method of fastener adjusts Track regularity below rail, and the mode that limiting operation can only be taken even to rebuild under serious conditions comes
It places under repair, this method wastes a large amount of man power and material, low efficiency and is affected to normal driving.
Therefore, it is badly in need of a kind of ballastless track structure for being conveniently adjusted track elevation.
Utility model content
To solve the above-mentioned problems, the utility model provides a kind of ballastless track structure, and the non-fragment orbit is by propping up
Hold and add the adjustment layer with dispersion hole between layer and roadbed, realize it is at low cost, influence it is small and accurately to no tiny fragments of stone, coal, etc. rail
The elevation in road is adjusted.
The utility model provides a kind of ballastless track structure comprising roadbed supporting course, the track being laid with from the bottom to top
Plate, sleeper, track, characterized in that further include the adjustment layer being laid between the roadbed and the supporting course, the adjustment layer
Inside have dispersion hole, the compression strength and rigidity of the adjustment layer be all larger than or equal to the roadbed compression strength and
Rigidity.Above structure is realized when needing adjustable track elevation while guaranteeing that train operates normally to adjustment layer easily
Monoblock type cutting and removal are carried out, ensure that Adjustment precision.
Preferably, the thickness of the adjustment layer is in the range of 30 centimetres to 40 centimetres.
Preferably, the ballastless track structure further includes the concrete being laid between the roadbed and the adjustment layer
Layer.The concrete layer can carry out relatively reliable support to the adjustment layer of arrangement thereon.
Preferably, the final set strength of the concrete layer is at least 15 megapascal.
Detailed description of the invention
Fig. 1 is ballastless track structure schematic diagram according to the present utility model.
List of reference characters
1 track；
2 sleepers；
3 track plates；
4 supporting courses；
5 adjustment layer；
6 concrete layers；
7 roadbeds.
Specific embodiment
The exemplary scheme of structure disclosed in the utility model is described in detail in description.Although providing attached drawing is
In order to which the embodiments of the present invention is presented, but attached drawing need not be drawn by the size of specific embodiment, and certain features
It can be amplified, remove or disclosure to be better shown and explain the utility model is cutd open by office.
It hereinafter be used to describe certain directional terminologies of attached drawing, such as "upper", "lower", it will accordingly be understood that for it
It normal meaning and criticizes and often sees those related directions when attached drawing.Except as otherwise indicating, directional terminology described in this specification
Substantially conventional direction understood by one of ordinary skill in the art is referred to.
Fig. 1 shows the schematic diagram of ballastless track structure provided by the utility model, from bottom to top includes by rubble
Deng be laid with made of roadbed 7, generally formed as concreting or poured as armored concrete made of the (bearing of supporting course 4
Layer armored concrete when being made of also referred to as base plate), generally poured as armored concrete made of track plates 3, fixed
Sleeper 2 in the track plates 3 is attached to the steel track 1 of the sleeper 2 and is laid between roadbed 7 and supporting course 4
Adjustment layer 5, by adjust the adjustment layer 5 height can be achieved reduce track elevation, preferably the adjustment layer 5 with a thickness of 30 centimetres
To 40 centimetres.
" adjustment layer " wherein described herein is interpreted as containing a certain amount of cementitious material and excellent in some cases
Choosing uses fibre-reinforced material layer.The gel rubber material may be, for example, the materials such as cement, lime, to cut from the adjustment layer 5
The material cut off due to cementitious material and fibrous material effect and in blocky or sheet monolithic construction, be not easy to disperse, energy
Enough monoliths are mobile, and the block or sheet body thus cut down surrounding will not disperse as sandstone class material, but can be by entirety
Ground removes completely between supporting course 4 and roadbed 7, it is ensured that the accuracy that elevation is lowered.
Meanwhile in order to reduce the weight of adjustment layer and be easy to cut it, can have inside adjustment layer a large amount of
The hole in irregular shape of random dispersion distribution.The hole may be, for example, closed or open stomata, crack, crackle,
Gel pore etc..Thus adjustment layer 5 can easily be cut by means of common cutter device such as concrete cutting machine etc., simultaneously because
The quality of materials cut down is lighter, is easy to manually or mechanically remove it.
Further, which is still necessary to the rail to arrangement thereon in easy to cut and facilitate removal while
Road structure provides enough support forces while itself must have certain non-deformability, to guarantee the normal fortune of train
Row.Thus require the compression strength of the adjustment layer 5 and rigidity that must be all larger than or equal to the pressure resistance for being laid with roadbed 7 below
Degree and rigidity.It is preferred that the adjustment layer 5 has certain durability.The lightweight concrete of different densities can be used in the adjustment layer 5,
It can be used by institute's forming material after the hardening such as self-compaction early strength concrete, mortar or cement slurry
Concrete layer 6 is laid with preferably on roadbed 7 before being laid with adjustment layer 5, preferably in the intensity example of the concrete layer 6
Continue to be laid with adjustment layer 5 after reaching 3Mpa or more such as intensity, the final set strength of the concrete layer is not less than 15Mpa.The coagulation
Soil layer can be supported the adjustment layer of arrangement thereon, and for the transitional function between roadbed and adjustment layer.
When using discovery arch disease in ballastless track structure described in the utility model, the side of track elevation is adjusted
Method is summarized as follows: measurement track elevation first determines track lowering amount, i.e. the downward amount of track elevation.In next step, from road shoulder side or
Side scoops away the roadbed 7 around adjustment layer 5 between line, so that adjustment layer 5 is exposed.Next, using cutter device from the adjustment layer 5
Upper and lower two sides are cut on demand according to track lowering amount is parallel to a layer of the track plates 3 towards the surface of supporting course 4.It cuts and finishes
Afterwards, the support devices such as jack can be used to jack up supporting course 4 and its top structure, cut from the adjustment layer 5 with extraction
Layer.Alternatively, when track lowering magnitude is relatively small, cutter device can also be used and directly abrade one layer from the adjustment layer.It connects down
Come, is fallen supporting course 4 and its top structure until being connected to adjustment layer by means of jack.It finally will be around adjustment layer 5
Roadbed 7 is repaired.
By above description as it can be seen that adjusting track elevation using ballastless track structure according to the present utility model without will be complete
Portion's dismantling of track improves efficiency, reduces cost.Only part arch rail can be completed in the skylight activity duration in this method simultaneously
The amendment in road has ensured the normal operation of train.In addition, the track lowering amount that thickness can be as needed that cuts of track is adjusted,
Improve Adjustment precision.
Although the utility model is described referring to example embodiment, it will be understood by those skilled in the art that
It is that can carry out various changes under conditions of without departing from the scope of the utility model and its component can be equivalently replaced.
In addition, under conditions of without departing from the base region of the utility model, it is practical new in order to make specific condition or material be suitable for this
The introduction of type can carry out multinomial modification.The utility model is intended to be not limited to public as desired implementation the utility model institute as a result,
The specific embodiment opened, but will include all embodiments fallen within the scope of the appended claims.
Claims (4)
1. a kind of ballastless track structure, including be laid with from the bottom to top roadbed (7), supporting course (4), track plates (3), sleeper (2),
Track (1), characterized in that further include the adjustment layer (5) being laid between the roadbed (7) and the supporting course (4), the tune
Flood (5) is configured to spread irregular hole inside it, and the compression strength and rigidity of the adjustment layer (5) are all larger than or wait
In the compression strength and rigidity of the roadbed (7).
2. ballastless track structure according to claim 1, characterized in that the thickness of the adjustment layer is at 30 centimetres to 40 lis
In the range of rice.
3. ballastless track structure according to claim 1, characterized in that the ballastless track structure further includes being laid on institute
State the concrete layer between roadbed and the adjustment layer.
4. ballastless track structure according to claim 3, characterized in that the final set strength of the concrete layer is at least 15
Megapascal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822108382.6U CN209493766U (en) | 2018-12-14 | 2018-12-14 | Ballastless track structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822108382.6U CN209493766U (en) | 2018-12-14 | 2018-12-14 | Ballastless track structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN209493766U true CN209493766U (en) | 2019-10-15 |
Family
ID=68153243
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201822108382.6U Active CN209493766U (en) | 2018-12-14 | 2018-12-14 | Ballastless track structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN209493766U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2021137784A1 (en) * | 2019-12-31 | 2021-07-08 | Yapiray Demi̇ryolu İnşaat Si̇stemleri̇ Sanayi̇ Ve Ti̇caret Anoni̇m Şi̇rketi̇ | Ballastless track superstructure system |
-
2018
- 2018-12-14 CN CN201822108382.6U patent/CN209493766U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2021137784A1 (en) * | 2019-12-31 | 2021-07-08 | Yapiray Demi̇ryolu İnşaat Si̇stemleri̇ Sanayi̇ Ve Ti̇caret Anoni̇m Şi̇rketi̇ | Ballastless track superstructure system |
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