CN113326621A - Design method for railway track fastening reinforcement range - Google Patents
Design method for railway track fastening reinforcement range Download PDFInfo
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- CN113326621A CN113326621A CN202110629749.2A CN202110629749A CN113326621A CN 113326621 A CN113326621 A CN 113326621A CN 202110629749 A CN202110629749 A CN 202110629749A CN 113326621 A CN113326621 A CN 113326621A
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Abstract
The application provides a design method of a railway track buckling and reinforcing range, which is characterized in that the influence range of underpass tunnel construction on a foundation is calculated according to the buried depth and the construction state factors of an underpass tunnel of a railway; then, according to the maximum allowable settlement and the bearing requirements of the railway, calculating the number of the cross beams and the number of the longitudinal beams; and finally, determining the setting distance and the setting position of the cross beams and the longitudinal beams according to the influence range of the underpass tunnel construction on the foundation, the number of the cross beams and the number of the longitudinal beams, so that the number and the specific setting position of the cross beams and the longitudinal beams can be accurately calculated, the railway track buckling reinforcement process can be simply realized, and the strength requirement of tunnel construction below the railway can be met.
Description
Technical Field
The application relates to the technical field of tunnel construction, in particular to a design method of a railway fastening rail reinforcement range.
Background
With the urban planning and the construction of high-speed railway networks, the crossing of various pipelines through the railway becomes inevitable, and the guarantee of the safety and the smoothness of the high-speed wide-sleeper railway during the jacking of the pipelines is a new subject. Especially, the wide sleeper railway of the passenger dedicated line has a technical problem that how to effectively reinforce the existing line during jacking the pipeline becomes an urgent solution because the distance between the wide sleepers is very small. And for some passenger dedicated lines, the pipeline needs to cross the wide sleeper railway without interrupting the transportation in the station. In the tunnel construction process, the tunnel excavation surface is a silt layer and a fine round granular soil layer, and dynamic load passes through a railway, the excavation and supporting method is not appropriate, so that collapse is easily caused, the tunnel excavation and the existing line operation safety are affected, and therefore the tunnel passing through the railway section is a difficult part of the project and needs special consideration.
At present, most of the construction by adopting the shallow-buried underground excavation method is applied to urban underground subway tunnels and electric and thermal tunnels, and the application of the shallow-buried underground excavation method tunnel construction is more and more perfect with the continuous perfect development of underground rail transit in future. However, due to the limitation of complex geological conditions and construction conditions, when the tunnel is constructed by shallow excavation, the surrounding soil layer is inevitably affected, so that the formation is deformed, and when the tunnel passes through the structure (building) under the tunnel, the structure (building) on the upper part of the lower pass section is deformed to a certain degree, and once the deformation is too large, a certain destructive effect is easily generated, so that the long-term use of the structure (building) is affected, and even destructive damage is generated. In order to ensure the smooth operation of tunnel construction and not influence the normal operation of an ascending railway, the measures for controlling the rail surface settlement during the construction of a tunnel underpass railway need to be improved. In the prior rail surface protection design, the laying range and the binding quantity of the fastening rail (the hanging rail beam) are large and are designed by experience, so that the lifting strength is difficult to ensure, and the construction difficulty is improved.
Disclosure of Invention
The present application is proposed to solve the above-mentioned technical problems. The embodiment of the application provides a design method for a railway fastening rail reinforcement range, and solves the problem that the construction difficulty of railway fastening rail reinforcement is high.
The application provides a design method of a railway fastening rail reinforcement range, which comprises the following steps: calculating the influence range of the underpass tunnel construction on the foundation according to the buried depth and construction state factors of the underpass tunnel of the railway; calculating the number of cross beams and the number of longitudinal beams according to the maximum allowable settlement and the bearing requirements of the railway; the transverse beams are arranged along the direction of a main railway rail, the length direction of the transverse beams is perpendicular to the direction of the main railway rail, and the longitudinal beams and the transverse beams are arranged in a staggered and perpendicular mode; and determining the setting distance and the setting position of the cross beams and the longitudinal beams according to the influence range of the underpass tunnel construction on the foundation, the number of the cross beams and the number of the longitudinal beams.
In an embodiment, said calculating the number of beams and the number of stringers according to the maximum allowed settlement and the load bearing requirements of the railway comprises: calculating the maximum deflection of the cross beam and the maximum deflection of the longitudinal beam; and calculating the number of the cross beams and the number of the longitudinal beams, wherein the maximum deflection of the cross beams and the maximum deflection of the longitudinal beams are both less than or equal to the maximum allowable settlement amount and meet the bearing requirement.
In one embodiment, the calculating the number of the beams and the number of the stringers that both have the maximum deflection of the beams and the maximum deflection of the stringers less than or equal to the maximum allowable amount of settlement and satisfy the load-bearing requirement includes: solving the following formulas to obtain the number of cross beams and the number of longitudinal beams:
wherein, ω ismaxThe maximum deflection of the cross beam or the maximum deflection of the longitudinal beam; r is0The radius of the maximum influence range of the construction of the underpass tunnel on the foundation is taken as the radius; s, j are the number of transverse and longitudinal beams respectively; k is a calculation characteristic value of the transverse and longitudinal beam structure; q and v are train load (namely bearing requirement) borne by the rail and train running speed respectively; [ omega ]]Is the maximum allowed settling amount.
In one embodiment, the maximum deflection of the cross beam or the longitudinal beam is calculated by: calculating the total bending strain energy of the cross beam and the longitudinal beam; calculating the total load potential energy of the cross beam and the longitudinal beam; calculating to obtain the total structural potential energy of the cross beam and the longitudinal beam according to the total bending strain energy and the total load potential energy; and calculating to obtain the maximum deflection of the cross beam or the maximum deflection of the longitudinal beam according to the total structural potential energy.
In one embodiment, the calculating the total bending strain energy of the cross beam and the longitudinal beam comprises: calculating the bending strain energy of each cross beam and each longitudinal beam; and calculating the total bending strain energy of the cross beams and the longitudinal beams according to the bending strain energy of all the cross beams and all the longitudinal beams.
In one embodiment, the calculating the total load potential energy of the cross beam and the longitudinal beam comprises: and obtaining the total load potential energy according to the displacement functions of all the cross beams and all the longitudinal beams.
In an embodiment, the obtaining the total load potential energy according to the displacement functions of all the cross beams and all the longitudinal beams includes: calculating the total load potential energy according to the following formula:
wherein the content of the first and second substances,
the total load potential energy is obtained; and x and y are coordinate values of points on the transverse beam and the longitudinal beam in the transverse direction and the longitudinal direction respectively.
In an embodiment, the calculating the maximum deflection of the cross beam or the maximum deflection of the longitudinal beam according to the total structural potential energy includes: calculating the deflection of all the crossbeams and the deflection of all the longitudinal beams according to the potential energy standing value condition and the total structural potential energy; selecting the maximum value of the deflection of all the cross beams as the maximum deflection of the cross beams; and selecting the maximum value of the deflection of all the longitudinal beams as the maximum deflection of the longitudinal beams.
In one embodiment, the cross beams comprise I-beams, six sleepers are arranged between adjacent cross beams, and the longitudinal beams comprise I45b I-beams; after the setting distance and the setting position of the cross beam and the longitudinal beam are determined, the design method of the railway track fastening reinforcing range further comprises the following steps: inserting the cross beam between the main rails of the railway; longitudinal beam groups are respectively arranged at the middle position and the two end positions of the cross beam along the direction vertical to the cross beam; wherein the longitudinal beam group comprises two longitudinal beams which are arranged in parallel.
In an embodiment, after the longitudinal beam sets are respectively arranged at the middle position and the two end positions of the transverse beam along a direction perpendicular to the transverse beam, the method for designing the railway fastening rail reinforcing range further comprises the following steps: by using
The cross beam and the longitudinal beam are fixedly connected through a profile bolt; and arranging a sleeper pile below two ends of the longitudinal beam.
According to the design method for the railway track buckling and reinforcing range, the influence range of the underpass tunnel construction on the foundation is calculated according to the buried depth and the construction state factors of the underpass tunnel of the railway; then, according to the maximum allowable settlement and the bearing requirements of the railway, calculating the number of the cross beams and the number of the longitudinal beams; and finally, determining the setting distance and the setting position of the cross beams and the longitudinal beams according to the influence range of the underpass tunnel construction on the foundation, the number of the cross beams and the number of the longitudinal beams, so that the number and the specific setting position of the cross beams and the longitudinal beams can be accurately calculated, the railway track buckling reinforcement process can be simply realized, and the strength requirement of tunnel construction below the railway can be met.
Drawings
The above and other objects, features and advantages of the present application will become more apparent by describing in more detail embodiments of the present application with reference to the attached drawings. The accompanying drawings are included to provide a further understanding of the embodiments of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application. In the drawings, like reference numbers generally represent like parts or steps.
Fig. 1 is a schematic flow chart of a method for designing a railway fastening rail reinforcement range according to an exemplary embodiment of the present application.
Fig. 2 is a structural diagram of a railway fastening rail reinforcing range provided by an exemplary embodiment of the present application.
Fig. 3 is a schematic flow chart of a method for calculating the number of cross beams and longitudinal beams according to an exemplary embodiment of the present application.
Fig. 4 is a schematic flow chart of a method for calculating maximum deflection of a cross beam and a longitudinal beam according to an exemplary embodiment of the present application.
Fig. 5 is a schematic diagram of a principle in a method for calculating maximum deflection of a cross beam and a longitudinal beam according to an exemplary embodiment of the present application.
Fig. 6 is a schematic flow chart of a method for designing a railway fastening rail reinforcement range according to another exemplary embodiment of the present application.
Fig. 7 is a schematic flow chart of a method for designing a railway fastening rail reinforcement range according to another exemplary embodiment of the present application.
Fig. 8 is a graphical illustration of the settlement results within the railway track fastening reinforcement provided by an exemplary embodiment of the present application.
Fig. 9 is a block diagram of an electronic device provided in an exemplary embodiment of the present application.
Detailed Description
Hereinafter, example embodiments according to the present application will be described in detail with reference to the accompanying drawings. It should be understood that the described embodiments are only some embodiments of the present application and not all embodiments of the present application, and that the present application is not limited by the example embodiments described herein.
Fig. 1 is a schematic flow chart of a method for designing a railway fastening rail reinforcement range according to an exemplary embodiment of the present application. As shown in fig. 1, the method for designing the railway fastening rail reinforcement range comprises the following steps:
step 100: and calculating the influence range of the underpass tunnel construction on the foundation according to the buried depth and the construction state factors of the underpass tunnel of the railway.
According to the construction state factors (including grouting range, excavation sequence and the like) of the underpass tunnel of the railway and the burial depth of the underpass tunnel, the influence range of the underpass tunnel construction on the base, namely the construction influence range of the underpass tunnel, can be comprehensively calculated, and the railway needs to be reinforced in the range so as to avoid the consequences such as settlement and the like caused by the underpass tunnel construction.
Step 200: and calculating the number of the cross beams and the number of the longitudinal beams according to the maximum allowable settlement and the bearing requirements of the railway.
The protection system of the railway buckling rail and the transverse longitudinal beam on the existing railway can adopt a cross beam grid structure, wherein the transverse beam is arranged along the direction of the main railway rail, the length direction of the transverse beam is vertical to the direction of the main railway rail, and the longitudinal beam and the transverse beam are arranged in a staggered and vertical mode. A schematic view of a cross-beam grid arrangement is shown in fig. 2, which may be considered as an assembly of individual beam elements, with the beam elements being interconnected at nodes or nodes. The method mainly researches the design problem of a circular cross beam structure which is fixed at the periphery of the ground surface settlement range and is orthogonally arranged on the rail beam, firstly assumes a continuous displacement field, applies an energy principle to obtain an analytic solution of the deflection of each beam in two directions, and then determines a specific transverse beam and longitudinal beam arrangement mode according to the settlement control value of the rail. Wherein, it is basically assumed that: the material is considered as a linear elastic material; the cross sections of the beams in the same direction have the same size; the influence of beam torque is not considered; neglecting the influence of shearing deformation when calculating the displacement; the cross-shaped structure formed by the transverse and longitudinal beams is a structure with a circular plane, fixed periphery, orthogonal beams and bearing uniformly distributed loads q. According to the maximum allowable settlement amount (20 mm settlement and 5mm rise of a line subgrade, the settlement rate of the subgrade is not more than 2mm/d, 10mm settlement and 1 thousandth inclination of a contact net rod, a through rod and a high-column signal machine and 4mm settlement of a track) and the bearing requirements of the railway, the minimum amount of the cross beams and the number of the longitudinal beams under the condition that the settlement and the bearing requirements are met is calculated, so that the strength of the railway is ensured, and the waste of materials and working hours is avoided.
Step 300: and determining the setting distance and the setting position of the cross beams and the longitudinal beams according to the influence range of the underpass tunnel construction on the foundation, the number of the cross beams and the number of the longitudinal beams.
After the influence range, the number of the cross beams and the number of the longitudinal beams of the underpass tunnel construction on the foundation are obtained through calculation, the setting distance and the setting position of the cross beams and the longitudinal beams are determined according to the influence range of the underpass tunnel construction on the foundation. I.e. to place these numbers of beams and stringers within this influence range in order to guarantee the strength of the railway.
According to the design method for the railway track buckling and reinforcing range, the influence range of the underpass tunnel construction on the foundation is calculated according to the buried depth and the construction state factors of the underpass tunnel of the railway; then, according to the maximum allowable settlement and the bearing requirements of the railway, calculating the number of the cross beams and the number of the longitudinal beams; and finally, determining the setting distance and the setting position of the cross beams and the longitudinal beams according to the influence range of the underpass tunnel construction on the foundation, the number of the cross beams and the number of the longitudinal beams, so that the number and the specific setting position of the cross beams and the longitudinal beams can be accurately calculated, the railway track buckling reinforcement process can be simply realized, and the strength requirement of tunnel construction below the railway can be met.
Fig. 3 is a schematic flow chart of a method for calculating the number of cross beams and longitudinal beams according to an exemplary embodiment of the present application. As shown in fig. 3, the step 200 may include:
step 210: and calculating the maximum deflection of the cross beam and the maximum deflection of the longitudinal beam.
The deflection is the linear displacement of the axis of the rod piece in the direction vertical to the axis or the linear displacement of the middle surface of the plate shell in the direction vertical to the middle surface when the rod piece is stressed or the temperature changes are not uniform. And calculating the maximum deflection of the cross beam and the maximum deflection of the longitudinal beam, namely calculating the settlement of the cross beam and the longitudinal beam under the influence of the underpass tunnel construction.
Step 220: and calculating the number of the cross beams and the number of the longitudinal beams, wherein the maximum deflection of the cross beams and the maximum deflection of the longitudinal beams are less than or equal to the maximum allowable settlement amount and the bearing requirements are met.
Specifically, the following formula is solved to obtain the number of beams and the number of stringers:
wherein, ω ismaxThe maximum deflection of the cross beam or the maximum deflection of the longitudinal beam; r is0The radius of the maximum influence range of the construction of the underpass tunnel on the foundation is obtained; s, j are the number of transverse and longitudinal beams respectively; k is a calculation characteristic value of the transverse and longitudinal beam structure; q and v are train load (namely bearing requirement) borne by the rail and train running speed respectively; [ omega ]]Is the maximum allowed settling amount.
Fig. 4 is a schematic flow chart of a method for calculating maximum deflection of a cross beam and a longitudinal beam according to an exemplary embodiment of the present application. As shown in fig. 4, the step 210 may include:
step 211: and calculating the total bending strain energy of the cross beam and the longitudinal beam.
In an embodiment, the implementation manner of step 211 may be: and calculating the bending strain energy of each cross beam and each longitudinal beam, and calculating the total bending strain energy of the cross beams and the longitudinal beams according to the bending strain energy of all the cross beams and all the longitudinal beams. Specifically, let the displacement function be:
wherein, (x, y) is the coordinate value of any point on the cross beam and the longitudinal beam, and C is a coefficient.
When the displacement function of the ith beam in the x direction is known, the bending strain energy is as follows:
wherein E, I is the modulus of elasticity and the section moment of inertia of the beam material, respectively.
The integral interval of the strain energy of the ith beam in the x direction is
Therefore, it is
If i beams with the same cross section are arranged in the x direction, the total strain energy of all the beams in the x direction is as follows:
similarly, the rated strain energy of the jth beam in the y direction is as follows:
the integral interval of y-direction j-th beam strain energy is
Therefore, it is
If the y direction shares s beams with the same section, the total strain energy of all the beams in the y direction is as follows:
sum of the strain energy of all beams in x direction (r root) and all beams in y direction (s root):
when the cross-sectional dimensions of the beam in the x-direction are the same as those of the beam in the y-direction, i.e. Ix＝IyI. The above equation can be simplified as:
step 212: and calculating the total load potential energy of the cross beam and the longitudinal beam.
For the well beam structure bearing the uniformly distributed load q, the load potential energy thereof
The calculation method is as follows:
and obtaining the total load potential energy according to the displacement functions of all the cross beams and all the longitudinal beams. Substituting the displacement function yields:
step 213: and calculating to obtain the total structural potential energy of the cross beam and the longitudinal beam according to the total bending strain energy and the total load potential energy.
According to the potential energy principle, the following steps are carried out: the potential energy of the cross beam structure consists of two parts, i.e.
Can be simplified into
Wherein the content of the first and second substances,
k is a characteristic value of the buckling rail beam structure, is an important parameter, is related to the spacing and the number of beams in the buckling rail beam structure, the foundation settlement radius and the like, is unrelated to the load and the cross section of the beams, and is a mechanical characteristic of a combined structure formed by buckling rails and transverse and longitudinal beams. For a given track bar configuration, K is a constant value.
Step 214: and calculating to obtain the maximum deflection of the cross beam or the maximum deflection of the longitudinal beam according to the total structural potential energy.
And calculating the deflection of all the crossbeams and the deflection of all the longitudinal beams according to the potential energy standing value condition and the total structural potential energy. The potential energy stagnation value condition is as follows:
namely, it is
The following can be obtained:
thereby obtaining:
and selecting the maximum value of the deflection of all the cross beams as the maximum deflection of the cross beams. The calculation formula of the internal force and the deflection of the beam in the x direction is as follows:
wherein, the parameter xj，yi，r0The meaning of (1) is shown in figure 5.
Therefore, the method comprises the following steps:
by
Obtaining: x is 0
The maximum bending moment in the beam span in the x direction is 0,
when in use
(truncated) and x is 0,
so the beam in the x direction has the maximum deflection when x is 0,
and selecting the maximum deflection of all the longitudinal beams as the maximum deflection of the longitudinal beams. The formula for calculating the internal force and deflection of the beam in the y direction also comprises the following components:
when in use
(truncated) and y is 0,
so the beam in the y direction has the maximum deflection when y is 0,
in one embodiment, the cross beams comprise I-beams, six crossties are included between adjacent cross beams, and the stringers comprise I45b I-beams. Fig. 6 is a schematic flow chart of a method for designing a railway fastening rail reinforcement range according to another exemplary embodiment of the present application. As shown in fig. 6, after step 300, the method for designing the railway fastening rail reinforcement range may further include:
step 400: the cross beam is inserted between the main rails of the railway.
Before formal construction, some preparation works are needed, such as leveling the ground, building a reinforcing platform, and preparing reinforcing materials to lift steel, sleepers and the like out of the two side limits of the main rail of the railway. And then paint with different colors is adopted to penetrate into the beam mark points and the sleeper mark points of the beam and the sleeper according to the position mark positions obtained by pre-calculation, so that positioning points are provided for the subsequent penetration of the beam and the sleeper, accurate construction is realized, the reinforcing strength of each section of the railway can be ensured to be consistent as much as possible while the construction efficiency is ensured, and the integral strength of the railway is improved.
After the marking of the sleeper mark points is finished, inserting sleepers in the sleeper mark points to realize fastening rail reinforcement. This application can adopt length width height do respectively: 3.2 meters, 0.22 meters, and 0.16 meters. Optionally, when inserting the crossties, an inserting position is reserved every two crossties, and the crossties are not inserted at the inserting position, so that the line is repaired subsequently.
Specifically, crossties are inserted at crosstie mark points perpendicular to the extending direction of the main railway rail, and the crossties are fixedly connected with two sides of the main railway rail. For example, spikes are used to fasten crossties to both sides of a main rail of a railroad both inside and outside the main rail.
After the crossties are inserted, fastening rails are laid on two sides of the main railway rail, and the laid fastening rails are fixedly connected with the crossties, so that the integral reinforcing effect is achieved. Specifically, 43kg/m rail is laid on two sides of the main railway rail along the extension direction of the main railway rail in a 3-5-3 mode. The steel rail which is in a 3-5-3 form, has the specification of 37.5m multiplied by 5 tracks and the track shape of 43kg/m is used as a rail fastening material, and the track core fastening rails are evenly spaced to ensure the reinforcing strength of each road section on a railway path. Optionally, the distance between the fastening rail joints on the two sides of the main railway rail along the extension direction of the main railway rail is greater than or equal to 1 meter.
In one embodiment, the fastening rail is fixedly connected with the sleeper through the clip and the fastening plate; the two ends of the buckling rail are provided with wooden shuttle heads; wherein, the buckle plate fastens the wooden shuttle head and the buckle rail. The flat washer and the spring of the clip for connecting the buckling rail and the sleeper are complete and good, the mounted clip is not higher than the main rail of the railway, and the clip higher than the main rail of the railway is replaced in time if the clip is available. The end of each group of buckling rails can be provided with a wooden shuttle head, and the buckling plates extend out of 50 mm at the position of the wooden shuttle head so as to buckle and fix the wooden shuttle head and the buckling rails together, thereby realizing the integral reinforcement.
And after the track buckling is laid, penetrating a cross beam at the cross beam marking point, wherein the penetrating of the cross beam is perpendicular to the main railway track. Wherein, the crossbeam can adopt the I40b I-steel of 1.2 meters long, and the crossbeam joint of railway main rail both sides can stagger 1.5 meters length. Optionally, long wood boards and wooden sleepers are laid between the cross beam and the main rail of the railway to adjust the height difference between the tracks.
In order to ensure the safety of the circuit, the requirement of penetrating one beam at intervals of six is strictly executed when penetrating the beam. In order to further improve the stability of the cross beam, a through long wood plate is padded between the cross beam and the main railway track to adjust the height difference between the tracks.
When one I-steel beam is inserted, the beam is closely attached to the rail bottom by a press and other equipment so as to improve the stability of the beam. The sleeper wood is utilized to pad the beam bottom to can fill in the ballast and tamp closely, every completion is one, carries out quality testing, detects qualified rear and can carry out next construction.
Step 500: longitudinal beam groups are respectively arranged at the middle position and the two end positions of the cross beam along the direction vertical to the cross beam; wherein the longitudinal beam group comprises two longitudinal beams which are arranged in parallel.
After the crossbeam is inserted, the longitudinal beams perpendicular to the crossbeam are arranged at the middle position and the two ends of the crossbeam, and the crossbeam and the longitudinal beams are arranged in a staggered mode to improve the overall reinforcing strength.
Fig. 7 is a schematic flow chart of a method for designing a railway fastening rail reinforcement range according to another exemplary embodiment of the present application. As shown in fig. 7, after step 500, the method for designing the railway track fastening reinforcement range may further include:
step 600: by using
The profile bolt is fixedly connected with the cross beam and the longitudinal beam.
The longitudinal beam I-steel and the transverse beam I-steel can be connected together by a phi 22-U-shaped bolt. The cross beam and the longitudinal beam are fixedly connected through the bolts so as to realize the integral reinforcement and improve the reinforcement effect.
Step 700: and a sleeper pile is arranged below the two ends of the longitudinal beam.
The sleeper piles are arranged below the two ends of the longitudinal beam, so that the compression resistance and the shock resistance of the longitudinal beam can be improved, and the integral reinforcing effect is improved.
And (4) after the primary lining of the tunnel below the railway passes through the line and the settlement is basically stopped, removing the reinforcement and recovering the normal operation of the train. The specific dismantling steps may be: and removing the longitudinal beam, removing the fastening rail, drawing out the cross beam, tamping and repairing the line, wherein the repaired line reaches the standard.
Wherein, the order of drawing out the crossbeam does: and synchronously withdrawing from the large mileage direction to the middle one by one, and when 10m remains in the middle, removing the beam from the large mileage direction, and changing the beam from the small mileage direction to the large mileage direction one by one. Specifically, a P300 hook machine and a 25T crane can be adopted for drawing the beam out for operation, one end of a steel wire rope is tied on the excavator, the other end of the steel wire rope is fixed on the beam through a snap ring, a height difference adjusting plate on the beam is manually drawn out and replaced by an anti-electricity-connection plate, an insulating sleeve is sleeved on a clamp, short square timbers are placed at a main rail of the railway, an anti-electricity-connection measure is made, then the beam is slowly drawn out, and then the crane is used for lifting the beam to a stacking area. And when one beam is drawn out, the stone ballast is supplemented in time and tamped compactly, and after the detection is qualified, the next beam is drawn out. When the beam is drawn out, the speed must be strictly controlled to prevent the jump head of the beam from being connected with electricity or damaging a cable. The tamping operation is carried out uninterruptedly, the quantity of the backfilled stone ballasts is sufficient, the track lifting tamping is carried out on the line in time, and the train is renovated in time every time, so that the shaking of the train is prevented.
During the process of reinforcing and removing the line, the operating rail temperature condition must be observed, and when the rail temperature is more than 10 ℃ and above than the actual locking rail temperature deviation, the operation is forbidden. When the buckling rails are dismantled, tamping is carried out while the buckling rails are removed, the cross section of the track bed is restored in time, and tamping is carried out.
During construction, the direction, height, gauge, level and screws of each part of the line are checked and adjusted at any time, and the checking of the train is carried out once before and after the train passes, so that the running safety of the train is ensured.
And tamping the track bed after the track buckling construction is finished and before the track buckling is dismantled and the normal operation of the line is recovered so as to ensure the stability of the track bed.
During the line strengthening period, a plan is required to be reported for applying a slow running point, and the running speed is limited to 45 km/h; installing or removing a rail beam on a line and constructing in a closed point; and (4) after the primary lining of the tunnel passes through the line, and the settlement is basically stopped, the reinforcement can be removed to restore the normal operation of the train.
According to field monitoring data, a curve of rail surface settlement along with the change of the construction process is drawn, as shown in fig. 8, and as can be seen from fig. 8, the actual settlement value of the rail surface is compared with the maximum settlement value obtained through calculation, the actual settlement is always positioned below the calculated value, which shows that the settlement value obtained through theoretical calculation is larger than the actual settlement value. The applicability of the calculation results is verified from the side. As can be seen from practical monitoring, the method is safer for practical engineering design. In the preliminary design or conceptual design stage, the method is completely applicable to qualitative analysis of railway buckling rail beam structures and arrangement of beam lattices. As long as the actual conditions are consistent or basically consistent with the conditions in the text, the method is used for actual engineering design, and the precision of the method can basically meet the engineering requirements.
Next, an electronic apparatus according to an embodiment of the present application is described with reference to fig. 9. The electronic device can be applied to the intelligent shallow-buried and underground excavated working equipment, and the electronic device can be one or both of the first device and the second device or a stand-alone device independent of the first device and the second device, and the stand-alone device can be communicated with the first device and the second device to receive the collected input signals from the first device and the second device.
FIG. 9 illustrates a block diagram of an electronic device in accordance with an embodiment of the present application.
As shown in fig. 9, the electronic device 10 includes one or more processors 11 and memory 12.
The processor 11 may be a Central Processing Unit (CPU) or other form of processing unit having data processing capabilities and/or instruction execution capabilities, and may control other components in the electronic device 10 to perform desired functions.
Memory 12 may include one or more computer program products that may include various forms of computer-readable storage media, such as volatile memory and/or non-volatile memory. The volatile memory may include, for example, Random Access Memory (RAM), cache memory (cache), and/or the like. The non-volatile memory may include, for example, Read Only Memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium and executed by the processor 11 to implement the method for designing the railway track fastening reinforcement range according to the various embodiments of the present application described above and/or other desired functions. Various contents such as an input signal, a signal component, a noise component, etc. may also be stored in the computer-readable storage medium.
In one example, the electronic device 10 may further include: an input device 13 and an output device 14, which are interconnected by a bus system and/or other form of connection mechanism (not shown).
For example, when the electronic device is a first device or a second device, the input device 13 may be an instrument such as a sensor for inputting a signal. When the electronic device is a stand-alone device, the input means 13 may be a communication network connector for receiving the acquired input signals from the first device and the second device.
The input device 13 may also include, for example, a keyboard, a mouse, and the like.
The output device 14 may output various information including the determined distance information, direction information, and the like to the outside. The output devices 14 may include, for example, a display, speakers, a printer, and a communication network and its connected remote output devices, among others.
Of course, for simplicity, only some of the components of the electronic device 10 relevant to the present application are shown in fig. 9, and components such as buses, input/output interfaces, and the like are omitted. In addition, the electronic device 10 may include any other suitable components depending on the particular application.
The computer program product may be written with program code for performing the operations of embodiments of the present application in any combination of one or more programming languages, including an object oriented programming language such as Java, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device, or entirely on the remote computing device or server.
The computer-readable storage medium may take any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may include, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium include: an electrical connection having one or more wires, a portable disk, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
The foregoing description has been presented for purposes of illustration and description. Furthermore, the description is not intended to limit embodiments of the application to the form disclosed herein. While a number of example aspects and embodiments have been discussed above, those of skill in the art will recognize certain variations, modifications, alterations, additions and sub-combinations thereof.
Claims (10)
1. A method for designing a railway track fastening reinforcement range is characterized by comprising the following steps:
calculating the influence range of the underpass tunnel construction on the foundation according to the buried depth and construction state factors of the underpass tunnel of the railway;
calculating the number of cross beams and the number of longitudinal beams according to the maximum allowable settlement and the bearing requirements of the railway; the transverse beams are arranged along the direction of a main railway rail, the length direction of the transverse beams is perpendicular to the direction of the main railway rail, and the longitudinal beams and the transverse beams are arranged in a staggered and perpendicular mode; and
and determining the setting distance and the setting position of the cross beams and the longitudinal beams according to the influence range of the underpass tunnel construction on the foundation, the number of the cross beams and the number of the longitudinal beams.
2. The method for designing the railway fastening rail reinforcement range according to claim 1, wherein the step of calculating the number of the cross beams and the number of the longitudinal beams according to the maximum allowable settlement and the load bearing requirements of the railway comprises the following steps:
calculating the maximum deflection of the cross beam and the maximum deflection of the longitudinal beam; and
and calculating the number of the cross beams and the number of the longitudinal beams, wherein the maximum deflection of the cross beams and the maximum deflection of the longitudinal beams are both less than or equal to the maximum allowable settlement amount and meet the bearing requirement.
3. The method of claim 2, wherein the calculating the number of beams and the number of stringers that satisfy the load-bearing requirement and that each of the maximum deflection of the beams and the maximum deflection of the stringers is less than or equal to the maximum allowable settling amount comprises:
solving the following formulas to obtain the number of cross beams and the number of longitudinal beams:
wherein, ω ismaxThe maximum deflection of the cross beam or the maximum deflection of the longitudinal beam; r is0The radius of the maximum influence range of the construction of the underpass tunnel on the foundation is taken as the radius; s, j are the number of transverse and longitudinal beams respectively; k is a calculation characteristic value of the transverse and longitudinal beam structure; q and v are train load (namely bearing requirement) borne by the rail and train running speed respectively; [ omega ]]Is the maximum allowed settling amount.
4. The method for designing the railway track fastening reinforcement range according to claim 2, wherein the maximum deflection of the cross beam or the longitudinal beam is calculated by the following steps:
calculating the total bending strain energy of the cross beam and the longitudinal beam;
calculating the total load potential energy of the cross beam and the longitudinal beam;
calculating to obtain the total structural potential energy of the cross beam and the longitudinal beam according to the total bending strain energy and the total load potential energy; and
and calculating to obtain the maximum deflection of the cross beam or the maximum deflection of the longitudinal beam according to the total structural potential energy.
5. The method of designing a railway track clip reinforcement area of claim 4, wherein the calculating the total bending strain energy of the cross beam and the side beam comprises:
calculating the bending strain energy of each cross beam and each longitudinal beam; and
and calculating the total bending strain energy of the cross beams and the longitudinal beams according to the bending strain energy of all the cross beams and all the longitudinal beams.
6. The method for designing the railway track fastening reinforcement range according to claim 5, wherein the calculating the total load potential energy of the cross beam and the longitudinal beam comprises:
and obtaining the total load potential energy according to the displacement functions of all the cross beams and all the longitudinal beams.
7. The method for designing the railway track fastening reinforcement range according to claim 6, wherein the obtaining the total load potential energy according to the displacement functions of all the cross beams and all the longitudinal beams comprises:
calculating the total load potential energy according to the following formula:
wherein the content of the first and second substances,
the total load potential energy is obtained; and x and y are coordinate values of points on the transverse beam and the longitudinal beam in the transverse direction and the longitudinal direction respectively.
8. The method for designing the railway track fastening reinforcement range according to claim 4, wherein the step of calculating the maximum deflection of the cross beam or the maximum deflection of the longitudinal beam according to the total structural potential energy comprises the following steps:
calculating the deflection of all the crossbeams and the deflection of all the longitudinal beams according to the potential energy standing value condition and the total structural potential energy;
selecting the maximum value of the deflection of all the cross beams as the maximum deflection of the cross beams; and
and selecting the maximum value of the deflection of all the longitudinal beams as the maximum deflection of the longitudinal beams.
9. The method for designing the railway fastening rail reinforcement range according to claim 1, wherein the cross beams comprise I-shaped steel, six sleepers are arranged between the adjacent cross beams, and the longitudinal beams comprise I45b I-shaped steel; wherein after the setting distance and the setting position of the cross beam and the longitudinal beam are determined, the method further comprises the following steps:
inserting the cross beam between the main rails of the railway; and
longitudinal beam groups are respectively arranged at the middle position and the two end positions of the cross beam along the direction vertical to the cross beam; wherein the longitudinal beam group comprises two longitudinal beams which are arranged in parallel.
10. The method for designing the railway track fastening reinforcement range according to claim 9, wherein after the longitudinal beam sets are respectively arranged at the middle position and the two end positions of the transverse beam along the direction perpendicular to the transverse beam, the method further comprises:
by using
The cross beam and the longitudinal beam are fixedly connected through a profile bolt; and
and sleeper piles are arranged below the two ends of the longitudinal beam.
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