CN112012051A - The treatment method of ballastless track deformation - Google Patents

Abstract

The invention provides a method for treating deformation of a ballastless track, which comprises the following steps: step A, monitoring the elevation of a track, and determining the section of the track to be adjusted and the track falling amount or the lifting amount; step B, determining a replacement depth h 1; c, breaking and supporting the supporting layer, and excavating a roadbed with the height h2 and a foundation with the height h3 below the supporting layer by layer from top to bottom to form a replacement region, wherein h2+ h3> h 1; step D, placing a replacement material into the partial replacement area, wherein the compressive strength and the deformation modulus of the replacement material are not less than those of the roadbed; step E, lowering or lifting the supporting layer by the track dropping amount or the lifting amount and synchronously monitoring the track elevation; step F, continuously filling the replacement material until the replacement material is filled; and G, repairing the lines and/or the road shoulders. The method realizes the thorough treatment of the deformation of the track structure with high efficiency and low cost.

Description

The treatment method of ballastless track deformation

technical field

The present invention relates to a method for adjusting track elevation, in particular to a method for adjusting ballastless track elevation.

Background technique

At present, my country's high-speed railways are developing rapidly. However, due to factors such as subgrade filling and the expansion or contraction of deep foundations, some high-speed railway lines using ballastless track lines have successively experienced diseases such as arching or sinking. In order to ensure safe operation, it is necessary to The speed limit measures have seriously affected the normal operation of my country's high-speed rail lines.

In view of the above problems, those skilled in the art generally adjust the track elevation by excavating part of the roadbed or grouting and mechanical jacking. After the adjustment, the track section that has been adjusted may still have a rise or sink again, and this method cannot fundamentally control the rise or sink of the track.

SUMMARY OF THE INVENTION

In order to overcome the above shortcomings, the present invention provides a method for adjusting the elevation of a ballastless track. This method completely treats the upper arch or settlement disease of the track by replacing the subgrade and the deep foundation with the replacement material with lower expansion and compressibility.

The present invention provides a method for treating deformation of a ballastless track. The ballastless track includes a foundation, a roadbed and a supporting layer from bottom to top. Track amount or lift amount; Step B, determine the replacement depth h1; Step C, remove the lines and/or shoulders on both sides of the support layer in the track section to be adjusted, support the support layer, layer by layer from top to bottom Excavate the subgrade with height h2 and the foundation with height h3 under the support layer to form a replacement area, where h2+h3>h1; A gap is reserved with the support layer, and the gap is designed to be no less than the amount of drop or lift, wherein the compressive strength and deformation modulus of the replacement material are not less than the compressive strength and deformation of the roadbed. Modulus; Step E, lower or lift the support layer by the drop or lift amount and monitor the track elevation synchronously; Step F, continue to fill the replacement material between the already placed replacement material and the support layer until it is filled ; Step G, repair between lines and/or shoulders. Through the above method, the complete control of the deformation of the track structure is realized.

Preferably, in step C, the displacement area is excavated from the toe of the track section to be adjusted perpendicular to the extending direction of the track into the underside of the support layer.

Preferably, the replacement regions are dug at intervals along the extending direction of the track.

Preferably, before performing the step E, an adjustable support device is arranged between the displacement material and the support layer.

Preferably, the remaining area between the adjacent replacement areas is excavated layer by layer by at least 0.5 meters from top to bottom.

Preferably, before step F, a formwork is erected at the bottom of the supporting layer and a bearing plate is cast, and the thickness of the bearing plate is less than the height of the supporting device.

Preferably, in step F, a filler is placed between the carrier plate and the replacement material, and the compressive strength and deformation modulus of the filler are not less than the compressive strength and deformation of the replacement material. modulus.

Preferably, in the step C, after the subgrade is excavated, sidewall support is performed on the section of the formed replacement area corresponding to the subgrade, and then the subgrade is continued to be excavated. The displacement area formed corresponds to the section of the roadbed for sidewall support.

Preferably, in step D, before filling the displacement material into the displacement region, a polyethylene film is laid on the bottom surface of the displacement region.

Preferably, the replacement material is C30 early-strength concrete with built-in steel reinforcement.

Description of drawings

Fig. 1 Schematic diagram of ballastless track structure;

Figure 2 Schematic diagram of the replacement area.

List of reference signs

1. Support layer;

2. Roadbed;

3. Foundation;

4. Replacement area;

5. Remaining area;

6. Replacement material;

7. Supporting device;

8. Carrier plate.

Detailed ways

As shown in Figure 1, the ballastless track structure roughly includes a foundation 3, a roadbed 2 laid with gravel, etc. from bottom to top, a support layer 1 generally made of concrete, a track generally made of reinforced concrete, A sleeper secured within the track plate and a rail coupled to the sleeper. The method for adjusting the elevation of a ballastless track according to the present invention mainly includes determining the track section to be adjusted, determining the replacement depth h1, supporting the support layer 1 and excavating the replacement area 4, filling the replacement material 6 into the replacement area 4, adjusting the track elevation, Steps such as filling the replacement material 6 and repairing the track again.

The above method will be described in detail below with reference to the accompanying drawings. Although the drawings are provided to present some embodiments of the present invention, the drawings are not necessarily to scale of the specific embodiments and certain features may be exaggerated, removed or omitted. section to better illustrate and explain the present disclosure. Some components in the drawings can be adjusted in position according to actual needs without affecting the technical effect. Appearances of the phrase "in the drawings" or similar expressions in the specification do not necessarily refer to all drawings or examples.

Certain directional terms such as "upper", "lower", which are used hereinafter to describe the drawings, will be understood to have their normal meanings and refer to those directions to which the drawings are normally viewed. Unless otherwise indicated, the directional terms described in this specification are generally in accordance with the conventional directions as understood by those skilled in the art. In particular, the longitudinal direction of the track structure refers to the direction in which the length of the track structure extends, and the lateral direction of the track structure refers to the direction perpendicular to the lengthwise extension direction of the track structure.

According to the first embodiment of the present invention, in the first step, preparatory work before replacement should be performed. Specifically, the ballastless track elevation is monitored to determine the track section to be adjusted and the drop or lift amount. In this step, the excavation spoil transportation route should also be planned in advance, and the location of the buried cable should be determined. Next, the replacement depth h1 of the soil is determined by the change of the track elevation and the soil parameters of the foundation and roadbed.

Next, the track structure is preferably reinforced prior to the replacement. Possible measures include: first, setting up longitudinal continuous variable beams between the shoulder and the line; second, using the method of planting reinforcement to anchor the track slab and the support layer 1; third, on the lateral sides of the track section to be adjusted The limit mechanism is arranged at intervals.

Next, dig out the replacement area 4. First, the interlines and road shoulders on both sides of the support layer 1 in the track section to be adjusted are removed. From the bottom of the support layer 1, the subgrade 2 with height h2 and the foundation 3 with height h3 are excavated layer by layer from top to bottom to form a replacement area 4. In order to ensure that all deformed soil bodies are excavated, the actual excavation The divided soil depth should be greater than the theoretically calculated replacement depth h1, that is, h2+h3>h1. In addition, it should be noted that in the case that the foundation 3 is not deformed or the deformation amount is small, it may not be excavated, and h3 may be 0.

In this step, the excavating machine for carrying out the excavation preferably enters below the support layer 1 from the toe of the track section to be adjusted perpendicular to the direction of track extension to excavate the displacement area 4 . The excavation from the foot of the slope can be carried out by a large excavator, which has high excavation efficiency and large working space.

In addition, in this step, it is preferable to carry out sidewall support in time during the process of excavating the replacement area 4 according to the properties of the soil. Specifically, the roadbed 2 is first excavated, and after the subgrade 2 is excavated, sidewall support is performed on the section of the formed replacement area 4 corresponding to the subgrade 2, and then the subgrade 3 is continued to be excavated, and the subgrade 2 is excavated. Afterwards, sidewall support is performed on the section of the formed replacement area 4 corresponding to the foundation 3 . The excavation of the next layer should be carried out after the previous layer is firmly supported to prevent the soil from falling on both sides. In addition, the support can be appropriately strengthened according to the excavation situation.

Next, the displacement material 6 is filled into the displacement region 4 . The compressive strength and deformation modulus of the replacement material 6 are not less than the compressive strength and deformation modulus of the roadbed 2 . Preferably, the replacement material 6 is prepared by in-situ casting. For example, in the displacement area 4, the steel bars are bound longitudinally and laterally, and early-strength, sulfate-resistant concrete (preferably C30 early-strength concrete) is poured into it.

Also preferably, before filling the replacement material 6 into the replacement area 4 , one or more layers of impermeable membranes are laid on the bottom surface of the replacement area 4 to prevent the replacement material 6 from affecting the underlying roadbed 2 or foundation 3 . The barrier film can be, for example, a high-density polyethylene film.

In order to ensure the accuracy of the track height adjustment, the displacement material 6 placed in the displacement area 4 for the first time cannot completely fill the space between the displacement area 4 and the support layer 1 . There should be a gap between the replacement material 6 filled for the first time and the support layer 1 , and the gap should not be smaller than the amount of drop or lift.

Next, adjust the track structure position. That is to say, the position of the support layer 1 should be lowered or raised according to the previously measured drop or lift amount. At the same time, during this process, devices such as a level, a total station and a track detection trolley should be used to monitor the track deformation synchronously and strictly until the support layer 1 is removed. and other track structures above it to adjust to the proper position.

After the above steps are performed, there is still a remaining space between the support layer 1 and the replacement material 6 placed for the first time, and the space is filled with the replacement material 6 again until the space is filled. In this way, the deep replacement of the roadbed 2 and the foundation 3 and the track adjustment are completed.

Finally, repair shoulders and/or between lines. At the same time, restore cables and other related equipment according to the design requirements.

The present invention also provides a second embodiment, which is basically the same as the first embodiment, with one difference being that the replacement regions 4 are dug at intervals along the extending direction of the track in this embodiment, thereby reducing the depth The workload of replacement also affects the normal operation of high-speed rail and the like to a minimum extent. Another difference is that the displacement material 6 is not filled again between the first inserted displacement material 6 and the support layer, but instead is arranged between the first inserted displacement material 6 and the support layer Adjustable support devices 7, such as screw rods, jacks, etc. This arrangement facilitates the precise adjustment of the track elevation, and at the same time, when the track is found to be deformed in the future, there is no need to perform a large number of excavation operations, and only a passage leading to the support device 7 is required to be excavated.

Specifically, as shown in FIG. 2 , the displacement regions 4 are dug at intervals along the extending direction of the track, and adjustable support means 7 are arranged between the inserted displacement material 6 and the support layer 1 . In order to prevent the continued deformation of the soil in the unexcavated remaining area 5 between adjacent replacement areas 4 from affecting the track, the soil in the remaining area 5 should be at least partially excavated. Preferably, at least 0.5m of soil is excavated layer by layer from top to bottom.

In this case, the track structure will only be supported by the spacing. In order to support the track structure more stably. Reinforcing bars are bound at the bottom of the support layer 1 , the formwork is erected and a bearing plate 8 with a thickness of, for example, 0.5 m is poured, the thickness of the bearing plate 8 may be smaller than the height of the support device 7 . In addition, a filler is preferably filled between the carrier plate 8 and the inserted replacement material 6, and the compressive strength and deformation modulus of the filler cannot be smaller than the compressive strength and deformation modulus of the replacement material 6. For example, fine stone concrete. In the case of forming the carrier plate 8, the excavated portion of the remaining area 5 does not need to be filled.

The invention adopts the deep replacement method to control the deformation of the ballastless track structure, and fundamentally solves the influence on the smoothness of the track structure due to the deformation of the roadbed and the foundation. At the same time, it can be operated during the skylight time, which has the advantages of high efficiency and economy.

Claims (10)

1. A treatment method for deformation of a ballastless track, which comprises a foundation, a roadbed and a supporting layer from bottom to top, is characterized by comprising the following steps:

step A, monitoring the elevation of a track, and determining the section of the track to be adjusted and the track falling amount or the lifting amount;

step B, determining a replacement depth h 1;

c, breaking lines and/or shoulders on two sides of the supporting layer in the track section to be adjusted, supporting the supporting layer, and excavating a roadbed with the height h2 and a foundation with the height h3 below the supporting layer by layer from top to bottom to form a replacement region, wherein h2+ h3> h 1;

step D, placing a replacement material into the replacement area, and reserving a gap between the replacement material and the supporting layer, wherein the gap is designed to be not less than the falling amount or the lifting amount, and the compressive strength and the deformation modulus of the replacement material are not less than those of the roadbed;

step E, lowering or lifting the supporting layer by the track dropping amount or the lifting amount and synchronously monitoring the track elevation;

step F, continuing to fill the replacement material between the inserted replacement material and the supporting layer until the replacement material is filled;

and G, repairing the lines and/or the road shoulders.

2. A method according to claim 1, characterized in that in step C the displacement zone is excavated from the toe of the rail section to be adjusted perpendicularly to the direction of rail extension into the underside of the bearing layer.

3. The method of claim 2, wherein the displacement zones are dug at intervals along the direction of extension of the track.

4. A method according to claim 3, wherein before performing step E, adjustable support means are arranged between the displacement material and the support layer.

5. The method of claim 4, wherein the remaining regions between adjacent ones of said displaced regions are excavated layer-by-layer from top to bottom for at least 0.5 meters.

6. Method according to claim 5, characterised in that before step F, formworks are erected at the bottom of the supporting layer and a carrier plate is cast, the thickness of which is smaller than the height of the supporting means.

7. The method as claimed in claim 6, wherein in step F, a filler is interposed between the carrier plate and the displacement material, the filler having a compressive strength and a deformation modulus that are not less than the compressive strength and the deformation modulus of the displacement material.

8. The method as claimed in any one of claims 1 to 7, wherein in step C, the section of the formed replacement area corresponding to the roadbed is subjected to side wall bracing after the roadbed is excavated, the excavation of the foundation is continued, and the section of the formed replacement area corresponding to the roadbed is subjected to side wall bracing after the roadbed is excavated.

9. The method as claimed in claim 1, wherein in step D, a polyethylene film is applied to the bottom surface of the displacement region before the displacement material is filled into the displacement region.

10. The method of claim 1, wherein the replacement material is C30 early strength concrete with embedded steel reinforcement.

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