CN114059455A

CN114059455A - Overpass construction method based on underpass heavy haul railway

Info

Publication number: CN114059455A
Application number: CN202111631959.1A
Authority: CN
Inventors: 胡卫科; 薛志钢; 王毅; 魏彦辉; 王瑞迎; 翟延芳; 王世鹏; 宋彩彬; 刘杰; 付超; 刘云雷; 刘禄
Original assignee: China Railway Sixth Group Co Ltd; Shijiazhuang Railway Construction Co Ltd of China Railway Sixth Group Co Ltd
Current assignee: China Railway Sixth Group Co Ltd; Shijiazhuang Railway Construction Co Ltd of China Railway Sixth Group Co Ltd
Priority date: 2021-12-28
Filing date: 2021-12-28
Publication date: 2022-02-18

Abstract

The invention relates to the technical field of bridge construction, and discloses an overpass construction method based on underpass heavy haul railways, which is used for solving the technical problem that the overpass construction method in the prior art has certain limitation on the bearing weight of railways, so that the application range of the overpass construction method is small. The method comprises the following steps: determining the construction position of a bridge body, determining a track reinforcing range according to the construction position of the bridge body, and penetrating a wood sleeper at a preset wood sleeper penetrating point according to the track reinforcing range; combining steel rails into a buckling rail bundle, and fixing the buckling rail bundle on a wood sleeper through a fastener bolt; installing a transverse lifting beam and a longitudinal outrigger on a railway track, and fixing the transverse lifting beam and the longitudinal outrigger on a pre-built fender pile; and excavating a working pit at the construction position of the bridge body, and simultaneously jacking the bridge body of the prefabricated overpass into the working pit to obtain the constructed overpass body. The construction method has the advantages of low cost, high efficiency, high safety coefficient and short construction period, and is suitable for construction of heavy-load underpass railways.

Description

Overpass construction method based on underpass heavy haul railway

Technical Field

The invention relates to the technical field of bridge construction, in particular to a flyover construction method based on a underpass heavy haul railway.

Background

With the continuous development of railway crossing type construction and local economy, the bridge and culvert jacking projects for underpass railways are more and more. Under the condition of not interrupting the driving, in order to ensure the safe operation of the railway and not influence the normal construction of the underpass bridge and culvert engineering, the existing railway track needs to be reinforced while the overpass is constructed.

When the overpass in the prior art is constructed, the rail reinforcing mode is determined according to the conditions of railway lines, the transportation capacity of existing lines, the geology of a jacking bridge culvert, the condition of underground water, the size of a structure, the structure of a blade foot, the thickness of covering soil, the construction season and the like. Generally, when a underpass railway is constructed, temporary beam reinforcing schemes such as a D-shaped temporary beam reinforcing scheme and a temporary beam reinforcing scheme are adopted, but the schemes have certain limitation on the bearing weight of the railway, so that the application range of the overpass construction method is small.

Disclosure of Invention

The invention mainly aims to solve the technical problem that the overpass construction method in the prior art has certain limitation on the bearing weight of a railway, so that the application range of the overpass construction method is smaller.

The invention provides a construction method of an overpass based on a underpass heavy haul railway, which is used for the overpass engineering of the underpass railway and is characterized in that the construction method of the overpass based on the underpass heavy haul railway comprises the following steps:

(1) preparation before construction: surveying and measuring the site of a railway track of a downward-crossing railway according to an engineering design file, determining the construction position of a bridge body of the overpass, and determining the track reinforcing range of the railway track, the types of fender piles of the fender piles required by track reinforcement and the pile foundation positions corresponding to the fender piles according to the construction position of the bridge body;

(2) wood sleeper drilling: determining a wood sleeper penetrating point according to the rail reinforcing range, penetrating a wood sleeper into the wood sleeper penetrating point, fixing the penetrated wood sleeper, and putting a fastener bolt under the wood sleeper;

(3) fastening the rail and reinforcing: combining steel rails into a buckling rail bundle, and fixing the buckling rail bundle on the wood sleeper through the fastener bolt;

(4) pile protection construction: digging a pile hole at the position of the pile foundation, and pouring concrete to obtain the pile protector;

(5) installing a transverse lifting beam: determining a transverse lifting beam installation position according to the railway track reinforcement range, fixing the transverse lifting beam on the transverse lifting beam installation position by adopting a fastening bolt, and fixedly installing two ends of the transverse lifting beam with the fender pile through the fastening bolt so that the transverse lifting beam is perpendicular to the railway track;

(6) installing a longitudinal cantilever beam: determining the installation position of a longitudinal outrigger according to the railway track reinforcing range, fixing the longitudinal outrigger on the transverse lifting beam by adopting a fastening bolt, and fixedly installing two ends of the longitudinal outrigger and the fender pile through the fastening bolt, so that the longitudinal outrigger is perpendicular to the transverse lifting beam and is arranged in parallel with the railway track;

(7) jacking a bridge body of the overpass: excavating a working pit at the bridge construction position, and jacking the bridge body of the prefabricated overpass into the working pit until the bridge body of the overpass is jacked to the bridge construction position;

(8) and (3) restoring the line: and dismantling a reinforcing facility of the railway track and renovating the railway track, wherein the reinforcing facility comprises a fastening rail bundle, a cross lifting beam, a longitudinal cantilever beam and a fender pile.

Optionally, in a first implementation manner of the first aspect of the present invention, after the performing survey measurement on the site of the railway track of the underpass railway according to the engineering design file, and determining a bridge body construction position of the overpass, the method further includes:

acquiring equipment information of the electrical equipment within the bridge construction position range, and migrating and protecting the electrical equipment according to the equipment information;

and excavating a sample hole and a ditch in the bridge construction position, exploring whether facilities influencing the overpass construction exist in the R radius range of the bridge construction position or not based on the sample hole and the ditch, and cleaning the construction position in a field.

Optionally, in a second implementation manner of the first aspect of the present invention, the wood sleeper includes a long wood sleeper and a penetrating wood sleeper, the determining a wood sleeper penetrating point according to the rail reinforcement range, penetrating the wood sleeper at the wood sleeper penetrating point, and fixing the penetrated wood sleeper includes:

adjusting the positions of sleepers corresponding to the downlink rails of the railway rails by taking the positions of the sleepers of the uplink rails of the railway rails within the rail reinforcing range as a reference, so that the positions of the sleepers of the uplink rails and the positions of the sleepers of the downlink rails are on the same straight line;

cleaning fillers among the sleepers, drawing out one sleeper every three sleepers to obtain positions, to be replaced, of the sleepers, and penetrating the long wooden sleepers into the positions, to be replaced, of the sleepers;

penetrating a penetrating wooden sleeper into the gap of every two sleepers;

and arranging an iron base plate at the bottom of the railway track, and fixing the wooden rail on the railway track by adopting a spike and the iron base plate.

Optionally, in a third implementation manner of the first aspect of the present invention, the combining the steel rails into a fastening rail bundle, and fixing the fastening rail bundle on the wood sleeper through the fastener bolt includes:

combining the steel rails into a steel rail bundle, wherein the steel rail bundle comprises three fastening rails and five fastening rails, 3 fastening rails are bundled into one bundle, and 5 fastening rails are bundled into one bundle;

fixing the three fastening rails on the wooden sleepers outside the ascending rail and the descending rail by using the fastener bolts;

and the five fastening rails are fixed on the wood sleepers on the inner sides of the ascending rail and the descending rail by adopting the fastener bolts.

Optionally, in a fourth implementation manner of the first aspect of the present invention, the excavating a pile hole at the pile foundation position and performing concrete pouring to obtain the fender pile includes:

determining the hole digging mode of each pile protector and the size of a pile body of the pile protector according to the type of the pile protector, wherein the type of the pile protector comprises a pile protector, a reinforcing pile and a supporting pile;

adopting a corresponding hole digging mode to dig holes at the corresponding pile foundation position according to the size of the pile body of the pile guard, and simultaneously building a slotted hole dado to obtain a pile foundation slotted hole;

and placing a reinforcement cage which is manufactured in advance according to the size of the pile body and a pile body template which is manufactured in advance into the pile foundation slotted hole, and pouring concrete to obtain the pile protector.

Optionally, in a fifth implementation manner of the first aspect of the present invention, before the performing survey measurement on the site of the railway track of the underpass railway according to the engineering design file to determine the bridge body construction position of the overpass, the method further includes

Determining the design size of the overpass according to an engineering design file, and manufacturing a bridge template according to the design size of the overpass, wherein the bridge template comprises a bottom plate template, a wall body template and a top plate template;

binding a bottom plate reinforcing steel bar of the bridge body and a wall body vertical reinforcing steel bar extending into the bottom plate according to the designed size of the bridge body, installing the bottom plate template and pouring the bottom plate;

binding wall body distribution steel bars of the overpass bridge body based on the wall body vertical steel bars according to the designed size of the bridge body, installing the wall body template and pouring the wall body;

and binding the top plate steel bars of the overpass bridge body according to the designed size of the bridge body, installing the top plate template and pouring the top plate to obtain the overpass bridge body.

Optionally, in a sixth implementation manner of the first aspect of the present invention, before excavating a working pit at the construction position of the bridge body and pushing a bridge body of a prefabricated overpass into the working pit, the method further includes:

pull rings are arranged on a top plate of the overpass bridge body every 3m, and the pull rings are fixedly connected with the reinforcing facilities by adopting inverted chains;

and a tackle is installed below the cross lifting beam, and the tackle and the cross lifting beam are fixedly connected by a sleeper pile and a wood wedge.

Optionally, in a seventh implementation manner of the first aspect of the present invention, before the jacking of the bridge body of the overpass, the method further includes:

determining a reinforcement standard of the railway track according to the engineering design file, checking and accepting the reinforcement condition of the line according to the reinforcement standard, and judging whether the reinforcement is qualified or not;

if the reinforcement is qualified, acquiring the requirement of jacking equipment in the engineering design file, and installing the jacking equipment according to the requirement of the jacking equipment;

calling the jacking equipment to test the jacking and checking whether the jacking operation is abnormal;

and if the jacking operation is not abnormal, measuring and correcting the deviation, and installing and connecting the jacking equipment with the bridge body of the overpass.

Optionally, in an eighth implementation manner of the first aspect of the present invention, the railway track further includes a wheel guard rail, the steel rail bundle further includes two fastening rails, and the two fastening rails are formed by bundling 2 steel rails into one bundle; after adopting the rail to make up into and detain the rail bundle to with detain the rail bundle and pass through the fastener bolt fastening on the wooden sleeper, still include:

fixing the three-buckled rail on the wood sleeper by using a fastener bolt and placing the three-buckled rail outside the wheel-protecting rails of the uplink rail and the downlink rail;

and the two fastening rails are fixed on the wood sleeper by adopting fastener bolts and are arranged on the inner sides of the wheel protecting rails of the uplink rail and the downlink rail.

Optionally, in a ninth implementation manner of the first aspect of the present invention, the dismantling the reinforcing facility of the railway track and refurbishing the railway track includes:

dismantling a fastening bolt for fixing the longitudinal cantilever beam and the transverse lifting beam;

removing the longitudinal cantilever beam and the transverse lifting beam, and backfilling and tamping stone ballast while removing;

removing the buckling rail bundles and the wood sleeper, and inserting a concrete sleeper into the empty sleeper space after the long wood sleeper is removed;

and installing a wheel protecting rail on the inner side of the railway track, and tamping and refitting the railway track.

According to the technical scheme provided by the invention, the railway track above the bridge body is reinforced by using a transverse lifting beam and a longitudinal cantilever beam according to the construction range of the bridge body, and is supported on a prefabricated concrete pile, and then the manufactured overpass main body is jacked into a working pit corresponding to the position of the bridge body, so that the constructed overpass body is finally obtained. In the embodiment of the invention, the transverse lifting beam and the longitudinal cantilever beam are adopted to reinforce the railway track, and the transverse lifting beam and the longitudinal cantilever beam bear the load of the line, so that the construction of the overpass is carried out, the application range of the construction method of the overpass can be improved, and the construction method can be suitable for the construction of passing the railway under heavy load.

Drawings

FIG. 1 is a schematic diagram of a overpass construction method based on an underpass heavy haul railway according to a first embodiment of the present invention;

FIG. 2 is a schematic diagram of a overpass construction method based on an underpass heavy haul railway according to a second embodiment of the present invention;

FIG. 3 is a schematic view of reinforcing a longitudinal and transverse beam of the overpass construction method based on the underpass heavy haul railway in the embodiment of the invention;

FIG. 4 is a schematic diagram of fastening rail reinforcement of the overpass construction method based on underpass heavy haul railway in the embodiment of the invention;

fig. 5 is a schematic diagram of a third embodiment of an overpass construction method based on a underpass heavy haul railway according to an embodiment of the present invention.

Detailed Description

The embodiment of the invention provides a construction method of an overpass based on a underpass heavy haul railway, which comprises the steps of determining the construction position of a bridge body, determining the rail reinforcement range according to the construction position of the bridge body, and penetrating a wood sleeper at a preset wood sleeper penetrating point according to the rail reinforcement range; combining steel rails into a buckling rail bundle, and fixing the buckling rail bundle on a wood sleeper through a fastener bolt; installing a transverse lifting beam and a longitudinal outrigger on a railway track, and fixing the transverse lifting beam and the longitudinal outrigger on a pre-built fender pile; a working pit is excavated at the construction position of the bridge body, and the bridge body of the pre-constructed overpass is pushed into the working pit, so that the construction of the overpass is carried out, the application range of the construction method of the overpass can be improved, and the construction method can be suitable for construction of heavy-load underpass railways.

The terms "first," "second," "third," "fourth," and the like in the description and in the claims, as well as in the drawings, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It will be appreciated that the data so used may be interchanged under appropriate circumstances such that the embodiments described herein may be practiced otherwise than as specifically illustrated or described herein. Furthermore, the terms "comprises," "comprising," or "having," and any variations thereof, are intended to cover non-exclusive inclusions, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

For convenience of understanding, a specific process of an embodiment of the present invention is described below, and referring to fig. 1, an embodiment of an overpass construction method based on a underpass heavy haul railway according to the present invention includes:

101. preparation before construction;

in the embodiment, the construction of the overpass of the heavy haul railway is taken as an example for explanation, and when the construction of the overpass is carried out, preparation before construction is firstly carried out, including consulting design files of the whole project, carrying out site check and construction survey, and determining the construction position of a specific bridge body; comprehensively rechecking the center line, mileage, angle, elevation, length, geological data, line level, ground elevation shown in a longitudinal section diagram, ground control elevation and clearance at the existing overpass, and the like of the designed bridge site; during formal construction, site cleaning is firstly carried out, sample holes and ditch probing are excavated, whether equipment, pipelines, cables and the like which influence the construction of the project exist or not is detected, and if the equipment, the pipelines and the cables which influence the construction of the project exist, the equipment, the pipelines and the cables need to be moved and protected.

In addition, the construction range required to be constructed is determined according to the specific construction position of the bridge body, the range of the railway track required to be reinforced in the construction range is determined, and the design file of the engineering further comprises the types of the piles required to be used in the construction process and the pile foundation position of each pile.

102. Wood sleeper penetration;

and determining a rail reinforcing range of the railway rail and a wood sleeper penetrating point in the rail reinforcing range according to the design file, and adjusting sleepers of the upper and lower rails in the rail reinforcing range so as to facilitate the penetration of the wood sleepers. Specifically, in order to enable the wooden sleeper and the transverse lifting beam to smoothly penetrate into a gap between the upper track sleeper and the lower track sleeper, the upper track sleeper and the lower track sleeper are aligned to a straight line corresponding to the concrete sleeper before the wooden sleeper is penetrated, and the position of the lower track sleeper is properly adjusted by taking the upper track sleeper as a reference. A wooden sleeper with the length of 3.5m is adopted, one sleeper penetrates into the wooden sleeper every 3 empty sleepers, and 6U-shaped bolts are placed under the sleeper to fix the buckling rails and the transverse lifting beam. When the wooden sleepers are threaded, one wooden sleeper is threaded at intervals of six, each wooden sleeper is fixed by an iron base plate and a spike nail, tamping and ballast supplementing are carried out in time after the wooden sleepers are inserted, and the geometric dimension of the line is guaranteed to be qualified so as to prevent the line from settling. Construction is carried out in the up-down skylight points.

103. Fastening the rail;

after penetrating into a sleeper, 50kg/m steel rails are selected to be combined into a buckling rail bundle, wherein the buckling rail bundle comprises three buckling rails with three steel rails as one bundle and five buckling rails with five steel rails as one bundle, in the embodiment, 3 buckling rails are adopted on the outer sides of two steel rails, five buckling rails are adopted between the rails, namely, the buckling rails are arranged according to 3-5-3 for reinforcement.

During construction, buckling rails in the sealing points, manually lifting and transporting steel rails by using the vertical skylight sealing points, lifting and transporting the steel rails by using the sealing points of the upper and lower rails, and carrying out on-line operation of the rails, wherein special commands are set for the on-line operation of the lifting rails to pass through the rail consistently, and power connection is strictly prevented. The fastening rail joint is staggered by more than 1.0m, the fastening rail and the sleeper, and the fastening rail and the transverse lifting beam are connected together by phi 20 bolts, and the nuts adopt double caps. The two ends of the frame extend out of the side wall of the frame structure by not less than 10m and extend out of the roadbed stable side slope by not less than 5 m. And two ends of each group of buckling rails are provided with shuttle heads, and the buckling plates extend out by 50mm to buckle the shuttle heads and the buckling rails together.

104. Pile protection construction;

in this embodiment, the fender pile includes a foundation pit fender pile, a back pile, a roadbed fender pile, a support pile and an anti-transverse-movement pile, and before the overpass construction and the railway track reinforcement are performed, the fender pile is constructed according to the content in the design document by adopting a manual hole digging pile construction method and a fender pile construction method.

The engineering is characterized in that supporting piles are arranged at 3.5 meters of each of two sides of the upper track and the lower track, the number of the supporting piles is 37 in total, and protective piles are arranged at corners of entrances and exits of the bridge body to protect roadbed at the entrances and exits of the top bridge, so that the roadbed is ensured to be stable, and the number of the supporting piles is 8 in total. And an anti-transverse moving pile is arranged at the jacking front end of the bridge body to ensure the stability of a line and a solid system and the line in the jacking process of the bridge body. And the anti-transverse-moving pile top is provided with an L-shaped reinforced concrete top beam. The protective pile top is provided with a reinforced concrete crown beam, and the support pile top is provided with an I-shaped steel crown beam.

105. Installing a transverse lifting beam;

and then, 56C I-steel is adopted as a raw material of the transverse lifting beam, the transverse lifting beam is arranged in a vertical line, so that the transverse lifting beam penetrates through the existing sleepers and is arranged at the preset position of the transverse lifting beam, specifically, the transverse lifting beam penetrates through three spaces between the existing sleepers, a wooden sleeper is newly penetrated between the sleepers without the transverse lifting beam in the middle, and each wooden sleeper is connected with the buckling rail by adopting a U-shaped bolt and a buckling plate.

106. Installing a longitudinal cantilever beam;

in order to reduce the railway live load born by the soil body behind the bridge when the box culvert is jacked in and firmly connect the cross-lifting beams together, 45C I-steel longitudinal beams are adopted in the middle of the line along the line direction, 2I-steel longitudinal beams are arranged in one group, two longitudinal I56C I-steel beams are respectively arranged on two sides of the line, the length of the I-steel longitudinal beam close to the line is 60m, the length of the I-steel longitudinal beam on the supporting pile crown beam is 52m, and 3I-steel longitudinal beams are arranged in one group. The longitudinal beam joints are staggered by 1.5 m. The I-shaped steel of the longitudinal beam and the I-shaped steel of the transverse lifting beam are connected together by a phi 22 bolt, and two ends of the longitudinal beam are supported on the concrete supporting pile.

107. Jacking a bridge body of the overpass;

excavating a working pit at the bridge construction position, controlling the excavating footage within 1.0m, and jacking a prefabricated overpass main body into the working pit while excavating until the overpass main body is jacked to the bridge construction position; and arranging a full-time measurer to observe the direction and the horizontal deviation of the bridge body in the jacking process and correct the deviation in time.

108. And restoring the line.

And dismantling the line reinforcing facilities and renovating the railway track to obtain the constructed overpass body.

The longitudinal-cantilever and transverse-beam lifting method used in this embodiment is to lift the existing line along the line direction by using the longitudinal beam assembled by section steel. The transverse lifting beam assembled by section steel along the direction of the overpass bears the line load. The purpose of longitudinal cantilever and transverse lifting is to solve the problem of limited longitudinal stress structure span through the transformation of the stress of the structure from the longitudinal direction to the transverse direction.

According to the scheme of the embodiment of the invention, the overpass is constructed under the condition of ensuring that the railway transportation work is not influenced, the construction can be prevented from being influenced by the span of the bridge body, the railway bearing weight of the bridge body and the intersection angle of the center line of the overpass and the center line of the existing line, the application range of the construction method of the overpass can be improved, the cost is low, the efficiency is high, the safety coefficient is high, the construction period is short, and the construction method is suitable for construction of heavy-load underpass railways.

Referring to fig. 2 to 4, a second embodiment of the overpass construction method based on a underpass heavy haul railway according to the embodiment of the present invention includes:

201. preparation before construction;

202. Pile protection construction;

203. Wood sleeper penetration;

the rail reinforcement range of the railway rail and the point of penetration of the wood tie within the rail reinforcement range are determined according to the aforementioned design file, and the ties 306 of the up-track 301 and the down-track 302 within the rail reinforcement range are adjusted for the penetration of the wood tie. The step is carried out in a skylight point where the trains of the ascending rail 301 and the descending rail 302 run during construction.

Specifically, in order to enable the wooden sleeper and the subsequent cross-lifting beam 303 to smoothly penetrate into a gap between sleepers 306 of an uplink rail 301 and a downlink rail 302 of a railway rail, the positions of concrete sleepers corresponding to the uplink rail 301 and the downlink rail 302 are adjusted before the wooden sleeper penetrates through the gap, the positions of the concrete sleepers are adjusted to be on a straight line, and the positions of the sleepers of the downlink rail 302 are properly adjusted by taking the positions of the sleepers of the uplink rail 301 as a reference.

In the embodiment, the wood sleepers comprise two types, namely long wood sleepers and inserting wood sleepers; the first step is to replace partial concrete sleeper with wood sleeper and to penetrate and insert the wood sleeper in the sleeper space. Firstly, extracting concrete sleepers within a reinforcing range every other four sleepers 306, and replacing the concrete sleepers with wood sleepers, wherein the wood sleepers are 3.5m long; every 3 sleepers are penetrated into a penetrating wooden sleeper.

In this step, while the wooden sleepers are penetrated, a plurality of U-shaped bolts are put in advance below each wooden sleeper so as to be used for fixing the buckling rails and the transverse lifting beam 303 subsequently. In addition, each wooden sleeper needs to be fixed by an iron base plate and a spike nail, tamping is carried out in time after the wooden sleepers are inserted, ballast is replenished, and the geometric dimension of the line is qualified to prevent the line from settling.

204. Fastening the rail and reinforcing;

after penetrating into the sleeper 306, the 50kg/m steel rails are selected to form a buckling rail bundle 307 to buckle and reinforce the railway running track, wherein the buckling rail bundle 307 comprises three buckling rails with three steel rails as a bundle and five buckling rails with five steel rails as a bundle, in the embodiment, 3 buckling rails are adopted on the outer sides of two railway steel rails of an uplink or downlink track, and five buckling rails are adopted in the middle of the track, namely, the buckling rails are arranged according to 3-5-3 to reinforce.

During construction, the rails are buckled in the sealing points, the steel rails are lifted and transported by utilizing the sealing points of the vertical skylight, and the rails are buckled on the upper and lower rails and are lifted and transported by utilizing the sealing points. .

In this embodiment, when the steel rail combination is adopted as the fastening rail bundle 307, the fastening rail joint in the fastening rail bundle 307 needs to be staggered by more than 1.0m, and the fastening rail and the sleeper 306, the fastening rail and the transverse lifting beam 303 are connected together by using the U-shaped bolt and the fastening bolt, wherein the nut in the step adopts the double cap, and particularly adopts the fastening bolt with the diameter of 20; and the two ends of the buckling rail beam 307 extend out of the side wall of the frame structure by not less than 10m and extend out of the stable side slope of the roadbed by not less than 5 m. And two ends of each group of buckling rails are provided with shuttle heads, and the buckling plates extend out by 50mm to buckle the shuttle heads and the buckling rails together.

205. Installing a transverse lifting beam;

I56C I-shaped steel is used as a raw material of the transverse lifting beam 303, the transverse lifting beam 303 is arranged perpendicular to the line direction of the railway track, and the transverse lifting beam 303 passes through the existing sleepers 306 and is arranged at the position of the preset transverse lifting beam 303.

Specifically, in order to ensure that the line is horizontal, the transverse lifting beam 303 is penetrated at intervals of six, the transverse lifting beam 303 is penetrated from the west side to the east side by taking the center line of the frame structure as the center, the ballast under the transverse lifting beam 303 is immediately tamped and compacted after penetrating one transverse lifting beam 303 of the I-steel, and the U-shaped fastener bolt placed in advance is screwed down by adopting the fastening bolt.

The I-steel spacing in the embodiment is circularly set according to 0.6-0.6-1.2m, and the I-steel spacing is strictly controlled when the transverse lifting beam 303 is penetrated, so that the safety of a reinforcing system is ensured. And 69 transverse I-shaped steel rails are arranged in the vertical stopping point. The transverse I-shaped steel is lengthened by adopting a steel plate with the thickness of 20 mm. And supports the cross-lift beam 303 on the bollards 305.

In addition, when the I-steel cross beam 303 is penetrated, protection is needed to prevent electricity connection, the deep ballast digging distance is increased under the steel rail, and a 3cm thick wood board and a rubber insulating pad are arranged under the existing line to prevent electricity connection.

206. Installing a longitudinal cantilever beam;

in order to reduce the railway live load born by the soil body behind the bridge when the box culvert is jacked in and firmly connect the cross beams 303 together, 3 bundles of I56C longitudinal I-steel are respectively arranged at the positions 3.5m and 2.2m away from the two sides of the center of the line, 2 bundles of I45C longitudinal I-steel are arranged in the middle of the line sleeve between the lines, and 5 bundles of longitudinal cantilever beams 304 are arranged in total. The length of the longitudinal cantilever beam at the position 3.5m away from the center of the line is 52m, the length of the longitudinal cantilever beam at the position 2.2m away from the center of the line is 60m, and the length of the longitudinal cantilever beam between two lines is 60 m. Joints of the longitudinal outriggers 304 are staggered by 1.5m, and I-shaped steel of the longitudinal outriggers 304 and I-shaped steel of the transverse lifting beam 303 are connected together by phi 22 bolts. And supports the stringer 304 on the bollard 305.

During construction, the line longitudinal outriggers 304 are constructed in the skylight, the longitudinal outriggers 304 between the upper track and the lower track are constructed firstly, and one beam is formed by 2 beams.

207. Fastening and reinforcing the wheel guard rail;

the 50kg/m steel rail is adopted and arranged according to 3-2-3-3 to reinforce the wheel guard rail of the railway track. In the embodiment, the outer sides of two wheel-protecting rails of an upper line are buckled by 3, the length is 36.57m, and the outer sides of two wheel-protecting rails of a lower line are buckled by 2 wheel-protecting rails between the wheel-protecting rails, the length is 33.57 m; the outer sides of two wheel protecting rails of the descending rail adopt 3 buckling rails with the length of 29.37m, and the buckling rail between the wheel protecting rails adopts 2 buckling rails with the length of 36.37 m.

Specifically, when the rail fastening operation of the wheel protecting rail is carried out, the rail fastening operation is carried out in the locking point after the construction of the transverse H-shaped steel lifting beam 303 is finished, the steel rail is lifted and transported by using the vertical skylight locking point, the rail fastening joints are staggered by more than 1.0m, the rail fastening and the sleeper 306, the rail fastening and the transverse lifting beam 303 are connected together by using phi 20 bolts, and the nuts adopt double caps. The two ends of the frame extend out of the side wall of the frame structure by not less than 10m and extend out of the roadbed stable side slope by not less than 5 m. And two ends of each group of buckling rails are provided with shuttle heads, and the buckling plates extend out by 50mm to buckle the shuttle heads and the buckling rails together.

208. Integrally reinforcing the beam body;

in the embodiment, the construction position of a fender pile is determined in advance according to the construction position of a bridge body, wherein the fender pile comprises a fender pile, an anti-moving pile and a supporting pile, a steel plate is embedded in a crown beam in advance when the fender pile, the anti-moving pile and the supporting pile are constructed, and after the transverse lifting beam 303 is installed, the transverse lifting beam 303 is welded on the steel plate in two places to strengthen the integrity of a reinforcing facility;

or, bolts are embedded in the top of the crown beam and are firmly connected with the cross beam 303 through the bolts. In addition, temporary sleeper wood is arranged below the transverse lifting beam 303, and the fastening rail beam for fixing and the transverse lifting beam 303, the transverse lifting beam 303 and the longitudinal cantilever beam 304 are connected into a whole firmly by fastening plates and U-shaped bolts.

209. Jacking a bridge body of the overpass;

excavating a working pit at the bridge construction position, controlling the excavating footage within 1.0m, and jacking the prefabricated overpass main body 300 into the working pit while excavating until the overpass main body 300 is jacked to the bridge construction position; and arranging a full-time measurer to observe the direction and horizontal deviation of the bridge body in the jacking process. And timely correcting the deviation.

In this embodiment, in order to prevent the line from shifting laterally when the bridge body is jacked, which may affect the driving safety, the front end of the bridge body is jacked with the anti-shifting pile, the crown beam is L-shaped and embedded with the steel plate, and the beam end of the cross-lift beam 303 and the crown beam are connected by welding and bolts, so that the cross-lift beam 303 and the crown beam are connected into a whole. When the top plate of the overpass body in the embodiment is prefabricated, pull rings are arranged at intervals of 3m at the tail part, and the inverted chain is connected with the line reinforcing system and tensioned along with jacking. And a specially-assigned person is arranged to patrol the line at regular time, and a measurer detects the line at regular time to prevent the line from transversely moving.

When the bridge body of the overpass is pushed in, in order to reduce the resistance during pushing in and prevent the lines from transversely moving, a small pulley is arranged under each transverse lifting beam 303, and the pulleys and the transverse lifting beams 303 are tightly tied by sleeper piles and wood wedges. The installation direction of the trolley is consistent with the jacking direction, the trolley line of the trolley is arranged on the top of the bridge body in parallel with the central line before jacking construction, and the direction of the trolley is adjusted at any time during jacking construction.

210. And restoring the line.

After the bridge body is jacked into place, grasping and removing the line reinforcing equipment, and recovering the normal speed of line operation as soon as possible, specifically, the removing sequence is as follows: (1) dismantling the longitudinal cantilever beam; (2) drawing the transverse lifting beam; (3) supplementing and repairing the ballast; (4) dismantling the fastening rail; (5) lifting and repairing the line; (6) drawing the sleepers; (7) lifting and repairing the line; (8) stably refitting the line; (9) and restoring the positive running.

In addition, after the overpass is jacked in place and the line is restored, the wing walls on two sides in the vertical direction of the railway track, the access and the gate, the slope protection of the east-side framework of the newly-built frame and the like are carried out, and finally the construction of the overpass is finished.

The scheme of the embodiment of the invention can construct the overpass under the condition of ensuring that the railway transportation work is not influenced, can improve the application range of the construction method of the overpass, can avoid the construction from being influenced by the span of the bridge body, the railway bearing weight of the bridge body and the intersection angle of the center line of the overpass and the center line of the existing line, has low cost, high efficiency, high safety factor and short construction period, and is suitable for the construction of passing the railway under heavy load.

Referring to fig. 3 to 5, a third embodiment of the overpass construction method based on a underpass heavy haul railway according to the embodiment of the present invention includes:

501. preparation before construction;

in the embodiment, the construction of the overpass of the heavy haul railway is taken as an example for explanation, and when the construction of the overpass is carried out, preparation before construction is firstly carried out, including consulting design files of the whole project, carrying out site check and construction survey, and determining the construction position of a specific bridge body; comprehensively rechecking the center line, mileage, angle, elevation, length, geological data, line level, ground elevation shown in a longitudinal section diagram, ground control elevation and clearance of the existing overpass and the like of the designed bridge position, and carrying out on-site actual measurement and rechecking; during formal construction, site cleaning is firstly carried out, sample holes and ditch probing are excavated, whether equipment, pipelines, cables and the like which influence the construction of the project exist or not is detected, and if the equipment, the pipelines and the cables which influence the construction of the project exist, the equipment, the pipelines and the cables need to be moved and protected.

502. Wood sleeper penetration;

and determining a rail reinforcing range of the railway rail and a wood sleeper penetrating point in the rail reinforcing range according to the design file, and adjusting sleepers 306 of the upper and lower rails in the rail reinforcing range so as to facilitate the penetration of the wood sleepers. Specifically, in order to enable the wooden sleeper and the cross beam 303 to smoothly penetrate into a gap between sleepers 306 of the upper and lower rails, the upper and lower rails are aligned to be on a straight line with respect to concrete sleepers before the wooden sleeper is penetrated, and the positions of the sleepers 306 of the lower rails are properly adjusted on the basis of the sleepers 306 of the upper line. A wooden sleeper with the length of 3.5m is adopted, one sleeper penetrates into the space of every 3 sleepers, and 6U-shaped bolts are placed under the sleepers to fix the buckling rails and the transverse lifting beam 303. When the wooden sleepers are threaded, one wooden sleeper is threaded at intervals of six, each wooden sleeper is fixed by an iron base plate and a spike nail, tamping and ballast supplementing are carried out in time after the wooden sleepers are inserted, and the geometric dimension of the line is guaranteed to be qualified so as to prevent the line from settling. Construction is carried out in the up-down skylight points.

503. Fastening the rail;

after penetrating into the sleeper 306, the 50kg/m steel rails are selected to form a buckling rail bundle 307, wherein the buckling rail bundle 307 comprises three buckling rails with three steel rails as a bundle and five buckling rails with five steel rails as a bundle, in this embodiment, 3 buckling rails are adopted at the outer sides of two steel rails, and five buckling rails are adopted between the rails, that is, the buckling rails are arranged and reinforced according to 3-5-3. During construction, buckling rails in the sealing points, manually lifting and transporting steel rails by using the vertical skylight sealing points, lifting and transporting the steel rails by using the sealing points of the upper and lower rails, and carrying out on-line operation of the rails, wherein special commands are set for the on-line operation of the lifting rails to pass through the rail consistently, and power connection is strictly prevented. The fastening rail joint is staggered by more than 1.0m, the fastening rail and the sleeper 306 and the fastening rail and the transverse lifting beam 303 are connected together by phi 20 bolts, and the nuts adopt double caps. The two ends of the frame extend out of the side wall of the frame structure by not less than 10m and extend out of the roadbed stable side slope by not less than 5 m. And two ends of each group of buckling rails are provided with shuttle heads, and the buckling plates extend out by 50mm to buckle the shuttle heads and the buckling rails together.

504. Pile protection construction;

in this embodiment, the fender pile includes a foundation pit fender pile, a back pile, a roadbed fender pile, a support pile and an anti-transverse-movement pile, and before the overpass construction and the railway track reinforcement are performed, the fender pile is constructed according to the contents in the design documents by adopting a manual hole digging pile construction method and a drilling pile construction method.

The engineering is characterized in that supporting piles are arranged at 3.5 meters of each of two sides of the upper track and the lower track, the number of the supporting piles is 37 in total, and protective piles are arranged at corners of entrances and exits of the bridge body to protect roadbed at the entrances and exits of the top bridge, so that the roadbed is ensured to be stable, and the number of the supporting piles is 8 in total. In order to prevent the line from transversely moving when the bridge body is jacked, and influence on driving safety, an anti-transverse moving pile is arranged at the jacking front end of the bridge body as required, the crown beam is L-shaped, a steel plate is embedded, the end of the transverse lifting beam 303 and the crown beam are mutually connected by welding and bolts, and the longitudinal and transverse lifting beams 303 are integrally connected with the crown beam.

505. Installing a transverse lifting beam;

56C I-steel is used as a raw material of the transverse lifting beam 303, the transverse lifting beam 303 is arranged in a vertical line, so that the transverse lifting beam 303 penetrates through the existing sleepers 306 and is arranged at the position of the preset transverse lifting beam 303, specifically, the transverse lifting beam 303 penetrates through three parts at intervals between the existing sleepers 306, a wooden pillow is newly penetrated between the sleepers 306 without the transverse lifting beam 303 in the middle, and each wooden pillow and the buckling rail are connected by a U-shaped bolt and a buckling plate. The cross beam 303 is supported at both ends on the bollards 305, wherein the bollards 305 in this embodiment may be concrete support piles.

506. Installing a longitudinal cantilever beam;

in order to reduce the railway live load borne by the soil body behind the bridge when the box culvert is jacked in and firmly connect the cross beams 303 together, 45C I-steel longitudinal outriggers 304 are adopted in the middle of the line along the line direction, 2I-steel longitudinal outriggers are in a group, two longitudinal I56C I-steel are respectively arranged on two sides of the line, the length of the I-steel longitudinal outrigger close to the line is 60m, the length of the I-steel on the supporting pile crown beam is 52m, and 3I-steel longitudinal outriggers are in a group. The joints of the longitudinal cantilever beams 304 are staggered by 1.5 m. The I-steel of the longitudinal cantilever beam 304 and the I-steel of the transverse lifting beam 303 are connected together by a phi 22 bolt, and both ends of the longitudinal cantilever beam 304 are supported on the fender pile 305, wherein the fender pile 305 in the embodiment can be a concrete support pile.

507. Presetting bridge body steel bars;

in the embodiment, the bridge body of the overpass needs to be prefabricated, and the prefabrication of the bridge body of the overpass comprises bottom plate prefabrication, wall body prefabrication and top plate prefabrication; the method comprises the steps of processing the reinforcing steel bars according to a construction design file, specifically, subtracting a measurement difference value caused by bending of the reinforcing steel bars according to the accumulated overall dimension of a certain reinforcing steel bar in a reinforcing steel bar distribution diagram, adding the hook length of the end part of the reinforcing steel bar, and finally obtaining the blanking length of the reinforcing steel bar. And processing and welding the reinforcing steel bars according to the construction design file, and then binding and installing the reinforcing steel bars.

And (3) combining the construction process of pouring concrete of the bridge body twice, and correspondingly constructing the overpass main body 300 by binding and installing the reinforcing steel bars twice. When the bottom plate steel bars are bound, the bridge bottom plate and the wall position control line are discharged from the top surface of the sliding plate before the steel bars are bound, the positioning steel bars are arranged at the control line, the positions of the lower layer steel bars are marked on the positioning steel bars in sequence according to the design size, and the end parts are bound in sequence. After the lower layer of steel bars are bound, the upper layer of positioning frame vertical steel bars can be installed, a concrete steel bar protective layer cushion block is arranged at the lower part of the upper layer of steel bars, the concrete steel bar protective layer cushion block is arranged in a quincunx mode, the longitudinal and transverse spacing of the concrete steel bar protective layer cushion block is not more than 1.0m, and the upper layer of steel bars are bound by the method of the same method. And finally, binding the upper and lower tie bars, wherein the tie bars are accurate in position and firm in binding, and the reinforcement cage is ensured not to deform or shift when concrete is poured. The reinforcing steel bars with affected positions of the ship bow slopes are arranged at the front ends of the bottom plates and correspondingly move upwards in proportion during binding, so that the reinforcing steel bars are not exposed, and the thickness of a protective layer is guaranteed.

When the vertical bars of the wall are bound, the positioning brackets are adopted to be sequentially installed from the end parts, and then the horizontal and middle tie bars are bound. After the vertical bars are stabilized by the inclined struts or the tie bars, the upper horizontal steel bars can be bound. Finally, the haunch reinforcing steel bars are bound. In order to ensure the thickness of the protective layer, concrete steel bar protective layer cushion blocks are arranged between the wall steel bars and the templates and are arranged in a quincunx manner, and the longitudinal and transverse spacing of the concrete steel bar protective layer cushion blocks is not more than 1m multiplied by 1 m.

And after the top plate template is installed, binding and installing the top plate steel bars according to the binding sequence and the operation procedure of the bottom plate steel bars.

508. Mounting a bridge template;

after the binding of the reinforcing steel bars is finished, installing a template according to a construction design file of a bridge body, wherein the template installation comprises the following contents:

(1) mounting a bottom plate template;

(2) installing wall templates;

(3) and (6) installing a top plate template.

Wherein, the installation of the template in this embodiment further comprises the following steps:

A. the engineering template is matched with the concrete pouring of the whole overpass main body 300 and is installed twice;

B. before the template is installed, the steel bars and the embedded parts need to be comprehensively checked again;

C. before the construction of the template, safety construction technical measures are made;

D. and checking whether the template is rusted, damaged or distorted, and uniformly brushing the contact surface of the template and the concrete with a separant.

509. Pouring concrete on the bridge body;

after the templates are installed, mixing concrete meeting the requirements according to design construction files, and pouring the concrete of the overpass, wherein the concrete of the overpass is poured once by a bottom plate and once by a side wall and a top plate, and the pouring processes are totally two.

Concrete pouring is carried out according to a certain thickness, sequence, direction and layering, and concrete put into a warehouse is subjected to open-warehouse vibration in time and cannot be accumulated. If coarse aggregate is stacked in the bin, the coarse aggregate should be uniformly distributed to a plurality of positions of the mortar, but the coarse aggregate should not be wrapped by the cement mortar so as to avoid honeycombs. The thickness of the cast layer (thickness after tamping), regulation of the test standards: the maximum paving thickness of the pumped concrete is not more than 60cm, and the maximum paving thickness of other concrete is not more than 40 cm.

When new concrete is poured on the newly poured lower-layer concrete, the upper-layer concrete is poured before the lower-layer concrete is initially set; when the upper layer and the lower layer are poured simultaneously, the front-back pouring distance between the upper layer and the lower layer is kept to be more than 1.5 m. Concrete placement should be performed continuously. When the workability of concrete is poor, measures such as reinforcing vibration and the like need to be taken; the concrete surface has more bleeding, and measures are taken to remove water under the condition of not disturbing the cast concrete; and removing mortar adhered to the surfaces of the template, the steel bars and the embedded parts at any time. When the concrete is dumped into the template from the high position, the free dumping height of the concrete is not more than 2 m; when the height of the discharge port of the string cylinder is more than 2m, concrete is poured by adopting auxiliary facilities such as string cylinders, slide pipes or vibrating slide pipes, and the height of the discharge port of the string cylinder from the pouring surface is not more than 1 m.

Concrete pouring is carried out by leveling and then vibrating; the concrete coarse aggregate is not obviously sunk any more, no air bubble occurs, and floating slurry appears on the surface, so that excessive vibration and leakage vibration are prevented.

When the inserted vibrator is used for vibrating concrete, the distance between the vibrator and the concrete is determined by tests to be not more than 1.5 times of the acting radius of the vibrator. After the concrete is vibrated, the exposed surface is rubbed and pressed at least twice by a trowel before the concrete is initially set, so that the surface is covered after being leveled and the covering is not in direct contact with the concrete surface. And calendaring or napping the pulp to be measured. And after the pouring is finished, performing concrete maintenance and acceptance inspection of the main frame structure to obtain the overpass main body 300.

In this embodiment, the overpass main body 300 is specifically used for construction of heavy haul railways, and in order to ensure that the bearing capacity of the overpass main body meets the requirements, in a specific embodiment, the thickness of the bottom plate of the overpass main body 300 is 1.55m, the thickness of the side wall of the overpass main body is 1.3m, and the thickness of the top plate of the overpass main body is 1.3 m; so that the normal operation of the ten-thousand-ton heavy-load underpass railway can be ensured in the following process. When the top plate is prefabricated, pull rings are arranged at the tail part of the prefabricated top plate every 3m, chain blocks are adopted to be connected with a line reinforcing system, and the chain blocks are tensioned along with jacking. A special person is arranged to patrol the line at regular time, and a measuring person detects the line at regular time to prevent the line from moving transversely; in order to reduce the resistance during jacking and prevent the circuit from generating transverse movement, a small pulley is arranged under each transverse lifting beam 303, and a sleeper stack and a wood wedge are tightly tied between the pulleys and the transverse lifting beams 303. The installation direction of the trolley is consistent with the jacking direction, the trolley lines are arranged on the top of the bridge body in parallel with the central line before jacking construction, one line is shot at intervals of 0.5m, and the direction of the trolley is adjusted at any time during jacking construction.

510. Preparing before jacking;

the following jacking equipment is specifically adopted in the embodiment of selecting and installing the jacking equipment according to the construction design file:

(1) and the jacking adopts 500t of jacking picks, 24 jacking picks are used together according to the effective rate of 65%, 4 jacking picks are added for standby consideration, and 28 jacking picks are used together. And 12 top picks are arranged on each side according to the detection calculation of the orthogonal bridge top picks.

(2) The power device, the high-pressure oil pump, the oil tank and the auxiliary device of the hydraulic transmission system are matched with the jack. Each part of the hydraulic system is subjected to monomer test, is installed after being qualified, is subjected to overall test operation after being completely installed, and is put into use after meeting the requirements.

(3) An L-shaped steel plate is arranged between the end part of the top pick and the bottom plate of the frame bridge in a cushioning mode, and moves along with the jacking of the bridge body.

(4) And a jacking steel cross lifting beam 303 is arranged between the jacking iron and the jacking back, the jacking iron keeps consistent with the jacking axis of the bridge and is vertical to the cross lifting beam 303, one cross lifting beam 303 is additionally arranged every 4m to keep the stability of the jacking iron, and the jacking iron is filled with soil and rolled, wherein the soil filling thickness is 1.0 m. Before starting the top test, applying force to the top pickaxe, observing whether a gap exists between the concrete back and the steel back beam, and pouring the gap in the gap place with fine sand concrete to enable the top back to be uniformly stressed.

511. Top test and empty top;

(1) and (5) testing the top before the top feeding is started. And (4) checking whether abnormal conditions exist after the jacking equipment, the back and the box body are stressed, and separating the box body from the working pit sliding plate.

The following preparation work is completed before the top test: carrying out a pressure test of the high-pressure oil pump; the oil pipeline is normally operated; the specifications and the quantity configuration of the top pickaxe and the top iron meet the requirements; the measurement preparation work is completed.

(2) The pressure is 0.8-1.2 times of the dead weight of the bridge body during top test. When the device is started, the jack is gradually pressurized, the pressure per liter is stabilized for several minutes, and the skateboard, the back and the jacking equipment are checked by a specially-assigned person. If there is no difference, the normal jacking can be performed.

(3) During the pressurizing process, if the oil gauge value suddenly drops, the frame structure is separated from the sliding plate, and the frame structure starts to move forwards until the soil-eating empty top of the blade angle is finished.

512. Excavating and jacking:

(1) jacking: and starting a high-pressure oil pump to enable the jack to generate jacking force under the hydraulic pressure to push the box body to move forward, jacking each pick by 600mm, returning the pick after one-time jacking is completed, replacing different jacking irons to jack again, and repeating the steps until the jacking is in place.

(2) Taking 10-15 min each time when the pickaxe is taken out, and returning the piston of the jack to the original position after the box body moves forwards for 3-5 min; and placing and replacing the top iron for about 30-60 min.

(3) And after 2 picks are pushed in each time, the self-unloading vehicle is automatically unloaded and unearthed by matching an excavator and a loader, the unearthed time is about 2-4 h according to the actual situation, the pick is pushed in again after the unearthed cleaning is finished, and the process is repeated until the box body is in place.

(4) And comprehensively checking the equipment and line reinforcing condition before the pick is opened every time, and opening the pick to jack in after the equipment condition is determined to be normal, no train passes on the line and the equipment is ready.

(5) The frame bridge jacking operation is arranged to be carried out at intervals between adjacent line shops. And returning the pickaxe after completing one jacking stroke, replacing the jacking iron and the jacking column with different specifications, opening the pickaxe again, and repeating the steps until the pickaxe is jacked in place. In order to ensure the stable compression of the top column, a transverse lifting beam 303 is arranged every 4m of the top column, so that the force transfer is uniform and stable transversely.

(6) The digging and transporting adopts mechanical digging, the earthwork at the edge is cleaned through manual cooperation, the loader and the dump truck are transported outwards, and the two sides are dug by 20cm under the condition that the cutting edge is cut and pushed in. According to the soil property condition, the excavation footage is controlled within 1.0m every time, the top is dug frequently, the side face of the blade angle cannot be dug excessively, and collapse is prevented.

(7) The top iron and the top column with different specifications and sizes are orderly stacked and arranged in advance, and one 25t crane is used for matched hoisting, replacing and filling according to each jacking stroke.

(8) In order to ensure the stable compression of the top column, a transverse lifting beam 303 is arranged every 4m of the top column, so that the force transfer is uniform and stable transversely.

(9) And (5) observing the stress condition of the jacking column during jacking, and filling soil on the jacking column for rolling, wherein the thickness of the filled soil is 1.0 m.

(10) The top iron of the transverse lifting beam 303 contacting with the bottom plate and the back of the box body is wedged by a proper thin iron plate if a gap exists, and the tightness degree of each row of top iron is kept consistent.

(11) When the top iron is wedged tightly, the iron base plate is prevented from curling, the flat wedging is not easy to wedge, and the trimming is carried out if curling burrs are found.

(12) The direction of the excavation slope is approximately close to the direction of the blade angle, and the slope surface is smooth and regular. Meanwhile, the excavation is closely matched with the measurement work, and the excavation method is changed in time by combining the deviation condition of the frame bridge.

(13) The mechanical soil excavation depth is controlled to be 0.2-0.3 m above the bottom surface of the bottom plate, so that undisturbed soil is not disturbed, and a binding head is prevented from being jacked.

513. Adjusting the jacking deviation:

and arranging full-time measuring personnel to observe the direction, horizontal deviation and height deviation of the bridge body in the jacking process.

Specifically, a theodolite and a level are respectively arranged. And measuring points are arranged at the front end, the rear end and the four corners of the center line of the top plate of the frame structure body and are used for observing the direction and the elevation deviation of the jacking middle bridge body. In the jacking process, one pick is used for measuring and one deviation rectifying, and the measuring result is recorded. During jacking, deformation and transverse stability in the axial direction of the jacking column are observed by aiming at the deformation and the transverse stability in the axial direction of the jacking column, and the deformation near the acting point of the transverse lifting beam 303 is observed and linked, so that the normal work of a force transmission structure system is ensured. If a deviation is observed, the deviation is adjusted as follows:

(1) the direction deviation of the bridge body is most easily generated in the empty-top stage, and the guide piers and the guide rails are arranged on two sides of the frame, so that the deviation of the central line of the bridge body before the bridge body enters the soil is not more than 5 mm.

(2) After the bridge body enters a roadbed soil body, the size of the excavated section is consistent with the jacking direction of the bridge body, the cutting edges on two sides eat soil for 10-20 cm, and a special person is arranged to command, so that the phenomenon of overbreak is avoided.

(3) After deviation occurs, adjustment is carried out in the modes of increasing or decreasing the jacking force of the single-side jack, alternately starting high-pressure oil pumps on two sides, additionally replacing back jacking irons, excessively undermining soil bodies on two sides of a front end blade angle, additionally arranging a transverse support at the front end of the bridge body and the like.

If the jacking elevation deviation of the bridge body occurs, the adjustment is carried out according to the following scheme: after the bridge body is filled with soil and pushed into the center of gravity and moved out of the working pit sliding plate, the soil in the range of a bow slope at the front end of the sliding plate is compressed, cracks appear and sink, and the bridge body starts to prick; when the box body continues to advance, the tail part is separated from the front and the back of the sliding plate, the sliding plate is usually broken, the box tail sinks, the gradient is gradually lifted back, and then the box body smoothly advances until the box body is in place.

514. And restoring the line.

After the bridge body is jacked in place, the line reinforcing equipment is removed by grasping, and the normal running speed of the line is recovered as soon as possible.

The dismantling sequence is as follows: (1) dismantling the longitudinal cantilever beam; (2) drawing the transverse lifting beam; (3) supplementing and repairing the ballast; (4) dismantling the fastening rail; (5) lifting and repairing the line; (6) drawing the sleepers; (7) lifting and repairing the line; (8) stably refitting the line; (9) and restoring the positive running.

Wherein the specific operation of restoring the line comprises: and (3) dismantling the I-steel longitudinal cantilever beam 304, dismantling the U-shaped bolt connected with the transverse I-steel firstly, and then dismantling the I-steel. When the device is disassembled, the device is prevented from being connected with electricity; and (4) dismantling the I-shaped steel cross-lifting beam 303. When the transverse I-steel is removed, the transverse I-steel is required to be filled with ballast immediately after one I-steel is removed, and after tamping, one transverse I-steel is removed again to keep the line in a good state. During and after the transverse I-shaped steel is removed, the line change conditions on the bridge and at the two sides of the bridge need to be specially noticed, and the road is lifted, tamped and renovated at any time; when the buckling rail is removed, the rail head is prevented from tilting and invading the limit. The removed track buckling materials are used for timely clearing the line; and (5) dismantling the wooden pillow. Firstly, pulling out the wooden sleeper spikes, removing the wooden sleeper, then immediately backfilling the wooden sleeper spikes with high-quality stone ballast, tamping the wooden sleeper spikes, and removing a wooden sleeper to keep the line in a good state; when the bridge sleeper is replaced, the construction is implemented by 'six-in-one' mode, after one bridge sleeper is replaced, high-quality stone ballast is immediately filled in the bridge sleeper, and after the bridge sleeper is tamped, the next sleeper is replaced to keep the line in a good state. During and after the replacement of the sleepers, the change conditions of the lines on the bridge and on the two sides of the bridge need to be specially noticed, and the road lifting, tamping and repairing need to be carried out at any time; after the line is removed and reinforced, the line is tamped and repaired for many times, so that the line is ensured to reach the acceptance standard.

In addition, in this embodiment, before restoring the route, the wheel-protecting rail is installed on the overpass top route, and first, a preparation work before installing the wheel-protecting rail is performed, the preparation work including: replacing the bridge pillow; finishing the line reinforcement and removal; and (4) supplementing the ballast.

In this embodiment, the method further includes the operation of reinstalling the wheel protecting rail at the construction position of the bridge body to ensure the normal operation of the subsequent train. Wherein, the shuttle head part of the wheel guard rail of the bridge deck adopts an integral type. In order to prevent the maintenance of the locomotive from being influenced to carry out the track-arranging operation after the wheel-protecting rail is installed, the wheel-protecting rail is installed after a line before the wheel-protecting rail is installed meets the requirement of 'inspection standard'. Specifically, a crane is adopted to hoist the wheel-protecting rail to the position of the roadbed slope, and then a rail hoisting device is used to transport the wheel-protecting rail to a specified position for installation operation. During the installation construction of the wheel guard rail, the construction sequence of firstly installing the shuttle head and the bending section of the wheel guard rail and then constructing the straight section of the wheel guard rail is generally selected.

In addition, the wheel guard rail also comprises the following requirements: the main straight line rail is a 60kg/M steel rail, the wheel guard rail is a 50kg/M steel rail, the type of a wheel guard rail buckle plate is matched with the type of the wheel guard rail, and the torque of a fastener is 30-50 N.M; the clear distance between the guard wheel rail and the stock rail is 500+5-10 mm. The height difference between the top surface of the wheel guard rail and the top surface of the basic rail is within-25 mm to +5 mm. The sleeper 306 adopts a novel III-type bridge sleeper (figure number 3448), has the length of 2.6m and is divided into a guard rail straight section and a guard rail bending section. The rail fastener adopts a 50kg guard rail fastener. When the guard rail spiral spike is anchored, the central line of the outer side spiral spike of the straight section of the guard rail and the central line of the anchoring hole are deviated by 5mm outwards. The central line of the spiral spike at the joint part of the guard rail coincides with the central line of the anchoring hole. The joint parts of the steel rails at the two ends of the guard rail are respectively provided with an insulating joint and a common joint, and the whole track maintenance is carried out by combining the existing section of the track bed of the sleeper 306 in the maintenance and repair. Four at each end of the guard rail bend tie 306. The two ends of the wheel guard rail extend out of the guard section and are bent after being not less than 10 m. The wheel guard rail is connected with each joint by at least 4 joint bolts, and the nuts are all arranged outside the wheel rim groove and are coated with oil. Wherein, each joint needs to adopt a processed fishtail bolt, and the ellipse at the joint of the rear end of the bolt and the bolt needs to be processed into a circle with the same diameter as the bolt.

And after the jacking construction of the bridge body is completed, the front cantilever, the edge angle, the rear cantilever and the counterweight of the overpass are cut. And then constructing the splayed wall of the entrance. The construction method and the process of the projects such as the steel bar, the template, the concrete and the like in the construction are carried out according to the overpass. The auxiliary engineering of the overpass comprises bridge surface drainage, cable grooves, railings, anti-throwing nets and the like, and the construction of the overpass is completed.

The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. The overpass construction method based on the underpass heavy haul railway is characterized by comprising the following steps:

(7) jacking a bridge body of the overpass: excavating a working pit at the bridge construction position, and jacking the bridge body of the pre-constructed overpass into the working pit until the bridge body of the overpass is jacked to the bridge construction position;

(8) and (3) restoring the line: and dismantling a reinforcing facility of the railway track and renovating the railway track, wherein the reinforcing facility comprises the buckling rail bundle, the cross lifting beam, the longitudinal cantilever beam and the fender pile.

2. The overpass construction method based on underpass heavy haul railway as claimed in claim 1, wherein after the site survey measurement of the railway track of underpass railway according to the engineering design document and determining the construction position of the bridge body of the overpass, further comprising:

3. The overpass construction method based on the underpass heavy haul railway as claimed in claim 2, wherein the wood sleeper comprises a long wood sleeper and an inserting wood sleeper, the determining a wood sleeper inserting point according to the rail reinforcement range, and the inserting wood sleeper at the wood sleeper inserting point, and the fixing the inserted wood sleeper comprises:

penetrating a penetrating wooden sleeper into the gap of every two sleepers;

4. The overpass construction method based on the underpass heavy haul railway as claimed in claim 3, wherein the combining of the steel rails into the fastening rail bundle and the fixing of the fastening rail bundle on the wood sleeper through the fastener bolt comprises:

5. The overpass construction method based on underpass heavy haul railway as claimed in claim 4, wherein the digging of pile hole at the pile foundation position and concrete pouring are performed to obtain the fender pile comprises:

6. The overpass construction method based on underpass heavy haul railway as claimed in claim 5, wherein before the site survey measurement of the railway track of underpass railway according to the engineering design document and the determination of the construction position of the bridge body of the overpass, further comprising

7. The overpass construction method based on the underpass heavy haul railway as claimed in claim 6, wherein before digging a working pit at the construction site of the bridge body and pushing the bridge body of the prefabricated overpass into the working pit, the method further comprises:

8. The overpass construction method based on the underpass heavy haul railway according to claim 7, further comprising, before the jacking of the bridge body of the overpass, the following steps:

9. The overpass construction method based on the underpass heavy haul railway of claim 8, wherein the railway track further comprises a wheel protecting rail, the steel rail bundle further comprises two fastening rails, and the two fastening rails are formed by bundling 2 steel rails into a bundle; after adopting the rail to make up into and detain the rail bundle to with detain the rail bundle and pass through the fastener bolt fastening on the wooden sleeper, still include:

10. The underpass heavy haul railway-based overpass construction method of claim 9, wherein said dismantling reinforcement facilities of the railway track and refurbishing the railway track comprises: