CN117587663A - Vibration reduction upgrading and reconstruction method for underground line bed of rail transit - Google Patents
Vibration reduction upgrading and reconstruction method for underground line bed of rail transit Download PDFInfo
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- CN117587663A CN117587663A CN202311611665.1A CN202311611665A CN117587663A CN 117587663 A CN117587663 A CN 117587663A CN 202311611665 A CN202311611665 A CN 202311611665A CN 117587663 A CN117587663 A CN 117587663A
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- pressure air
- track
- ballast bed
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- 230000009467 reduction Effects 0.000 title claims abstract description 28
- 238000000034 method Methods 0.000 title claims description 18
- 239000013013 elastic material Substances 0.000 claims abstract description 28
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 15
- 239000010959 steel Substances 0.000 claims abstract description 15
- 238000011426 transformation method Methods 0.000 claims abstract description 7
- 230000009471 action Effects 0.000 claims abstract description 4
- 238000010276 construction Methods 0.000 claims description 33
- 238000013016 damping Methods 0.000 claims description 12
- 230000000903 blocking effect Effects 0.000 claims description 2
- 238000007789 sealing Methods 0.000 claims description 2
- 230000009466 transformation Effects 0.000 abstract description 5
- 238000011065 in-situ storage Methods 0.000 abstract description 4
- 241001669679 Eleotris Species 0.000 description 6
- 238000010586 diagram Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000002407 reforming Methods 0.000 description 2
- 229910000746 Structural steel Inorganic materials 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000006378 damage Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000009931 harmful effect Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000002715 modification method Methods 0.000 description 1
- 239000000178 monomer Substances 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
- 238000009420 retrofitting Methods 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
- E01B29/06—Transporting, laying, removing or renewing sleepers
- E01B29/09—Transporting, laying, removing or renewing sleepers under, or from under, installed rails
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
- E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
- E01B27/13—Packing sleepers, with or without concurrent work on the track
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Abstract
The invention relates to a vibration reduction upgrading transformation method of a track traffic underground line track bed, which is characterized in that an existing track bed is cut in blocks, so that the existing track bed is divided into a plurality of track bed blocks according to a certain length, and mounting grooves are cut at the bottom parts of two sides of the track bed blocks; a high-pressure air cushion is arranged in the mounting groove; pressurizing the high-pressure air cushion to drive the high-pressure air cushion to expand, so that the ballast bed block is lifted to be separated from the shield segment under the action of the high-pressure air cushion; filling flexible elastic material into the gap; and after the flexible elastic material reaches the design strength, the high-pressure air cushion is decompressed, and the weight of the ballast bed block and the load of the train are supported by the vibration reduction cushion layer formed by the flexible elastic material. The invention has the advantages that: on the premise of not influencing the state of the steel rail, such as continuous rail breaking, no rail shifting and the like, the in-situ vibration reduction, upgrading and reconstruction of the existing rail transit underground track bed are realized, and the structural performance and the safety of the steel rail are effectively ensured; the sectional transformation is carried out in the period of the existing rail transit operation skylight, so that the influence on the normal operation of the existing rail transit is avoided.
Description
Technical Field
The invention relates to the technical field of ballast bed reconstruction, in particular to a vibration reduction upgrading reconstruction method for a track traffic underground line ballast bed.
Background
With the promotion of urban mass transit underground lines are becoming increasingly abundant in cities. In the operation process of rail transit, the vibration of train can certainly produce harmful effect to shield segment, especially to the old circuit that the construction age is comparatively long, and the long-term frequent vibration can further cause the destruction of shield segment, causes the risk. Meanwhile, existing lines generally do not have vibration damping capability in terms of technical capability or specification requirements at the time of construction, and even if the existing lines have vibration damping capability, the level of the existing lines often does not meet the requirements at present.
Thus, retrofitting existing lines is currently a direction of urgent consideration. However, the problems mainly faced therein include the following:
1) Because the existing old line is planned in the urban core area according to the urban planning due to the early construction year, for example, the line 1 of Shanghai city subway in 1995 is planned, and the line penetrates through a plurality of areas such as city logo scenic spots, business areas and the like, so that the existing old line has the characteristic of large traffic. Based on this, it is a difficult problem how to retrofit such existing old lines without affecting the travel of people as much as possible, i.e. with as little construction impact as possible.
2) The whole structure of the existing old line including the ballast bed structure is mainly a heavy integral concrete structure due to the structural characteristics during construction, the whole structure is quite large in size, if vibration reduction transformation is carried out on the old line, a large amount of concrete is required to be chiseled out, and the engineering quantity is large and time is also very consuming. In addition, since the rail is the main location of the vibration transmission of the train, the chiseling range of concrete often covers the range of the rail, the chiseling operation is easy to affect the paved rail, the rail may need to be shifted, and in extreme cases, rail breakage and rail re-track may also be involved according to different construction methods.
In summary, the improvement of the existing line is a technical problem to be solved at present.
Disclosure of Invention
According to the defect of the prior art, the invention provides a vibration reduction upgrading and reconstruction method for a track traffic underground line track bed, which is characterized in that an integral existing track bed is cut and split, and a high-pressure air cushion is arranged to lift a segmented track bed block, so that the existing track bed is subjected to in-situ vibration reduction upgrading and reconstruction, meanwhile, a steel rail is not influenced, and efficient reconstruction construction under the conditions of continuous track breaking, no track shifting and the like is realized.
The invention is realized by the following technical scheme:
the utility model provides a track traffic underground line road bed damping upgrading transformation method for reform transform the existing road bed of existing track traffic underground line, existing road bed installs on the shield segment and shape phase-match between the two, the both sides of existing road bed have ditch, its characterized in that: the reconstruction method comprises the following steps:
dividing the existing ballast bed into a plurality of ballast bed blocks according to a certain length by cutting blocks along the line direction of the existing rail transit underground line, and cutting mounting grooves at the bottom parts of two sides of the ballast bed blocks;
a high-pressure air cushion is arranged in the mounting groove, and the mounting position of the high-pressure air cushion is positioned in the bottom range of the ballast bed block;
pressurizing the high-pressure air cushion to drive the high-pressure air cushion to expand, so that the ballast bed block is lifted to be separated from the shield segment under the action of the high-pressure air cushion, and a certain gap is formed between the ballast bed block and the shield segment;
filling flexible elastic materials into the gaps, wherein the flexible elastic materials are used as damping cushions between the track bed blocks and the shield segments;
and after the flexible elastic material to be poured reaches the design strength, the high-pressure air cushion is decompressed, and the weight of the ballast bed block and the train load are supported by a damping cushion layer formed by the flexible elastic material.
Before the existing ballast bed is cut, the ditches on the two sides of the existing ballast bed are broken.
And when the flexible elastic material reaches the design strength and the high-pressure air cushion is decompressed, recovering the ditch at the two sides of the ballast bed block and performing waterproof sealing.
The transformation method is to construct the track bed blocks by taking the number of the track bed blocks as a unit, namely, constructing one or more track bed blocks each time according to the construction capacity and the construction time.
And in the influence range of the track bed blocks in construction, a height-adjusting backing plate which is matched with the height of a vibration-damping backing layer formed by flexible elastic materials is additionally arranged in a steel rail fastener system on the track bed block adjacent to the track bed block so as to adjust the rail surface height of the steel rail, so that the steel rail is connected in sequence under the condition of continuous rail breaking or rail pulling.
Each ballast bed block is independently used after pouring construction, and independent stray circuit drainage terminals and connecting wires are arranged on each ballast bed block.
And a plurality of pairs of high-pressure air cushions are arranged on each ballast bed block at intervals along the line direction of the existing rail transit underground line.
The existing ballast bed is cut in a blocking mode by adopting a disc saw with an arc-shaped guide groove, and the radian of the arc-shaped guide groove is matched with the radian of the shield segment.
The invention has the advantages that: on the premise of not influencing the state of the steel rail, such as continuous rail breaking, no rail shifting and the like, the in-situ vibration reduction, upgrading and reconstruction of the existing rail transit underground track bed are realized, and the structural performance and the safety of the steel rail are effectively ensured; the sectional transformation can be carried out in the period of the existing rail transit operation skylight, so that the influence on the normal operation of the existing rail transit is avoided; the construction method is simple and reasonable, one or more sections of transformation can be carried out in an operation skylight period according to different construction efficiency, and the construction efficiency is effectively improved.
Drawings
FIG. 1 is a schematic diagram of an existing ballast bed according to an embodiment of the present invention;
FIG. 2 is a construction step diagram I of the present invention;
FIG. 3 is a construction step diagram II of the present invention;
FIG. 4 is a construction step diagram III of the present invention;
FIG. 5 is a construction step diagram IV of the present invention;
FIG. 6 is a construction step diagram V of the present invention;
fig. 7 is a schematic view of the arrangement structure of the high-pressure air cushion in the present invention.
Detailed Description
The features of the invention and other related features are described in further detail below by way of example in conjunction with the following figures to facilitate understanding by those skilled in the art:
as shown in fig. 1-7, the labels 1-10 are shown as: the shield segment 1, the existing ballast bed 2, the sleeper 3, the steel rail 4, the ditch 5, the high-pressure air cushion 6, the gap 7, the flexible elastic material 8, the waterproof seal 9 and the ballast bed block 10.
Examples: as shown in fig. 1, the vibration reduction upgrading and reforming method of the track traffic underground line road bed in the embodiment is used for performing vibration reduction upgrading and reforming on an existing road bed 2, the existing road bed 2 is installed on a shield segment 1, water ditches 5 are respectively arranged on two sides of the existing road bed 2, and the water ditches 5 are used for draining underground lines. On the existing ballast bed 2, a sleeper 3 is mounted, and the sleeper 3 is used for supporting a rail 4 for running a rail transit line. What should be additionally stated here is: the vibration reduction upgrading modification method in the present embodiment is not only applicable to vibration reduction upgrading modification of the existing ballast bed 2, but also can be used to remove the existing ballast bed 2 in some cases, for example, when the existing ballast bed 2 needs to be integrally modified.
Specifically, the vibration reduction upgrading transformation method in the embodiment includes the following steps:
1) As shown in fig. 2, the entire part of the ditch 5 of the existing ballast bed 2 is broken, and a certain distance is reserved between the breaking range and the sleeper 3 which is arranged in the existing mode, so that the sleeper 3 which is arranged in the existing mode and the steel rail 4 arranged above the sleeper and the structural steel bars in the existing ballast bed 2 are not affected. After the water channel 5 is broken, construction surfaces are formed on both sides of the existing ballast bed 2. The structure of the existing ballast bed 2 after breaking the trench 5 is shown in fig. 3.
2) As shown in fig. 3 and 7, the integral existing ballast bed 2 is cut into a plurality of ballast bed blocks 10 according to a certain length at the non-reinforcement position of the existing ballast bed 2 along the line extending direction of the underground line of the rail traffic. The cut length of each ballast bed block 10 is considered in terms of its weight, lifting capacity of the high-pressure air cushion to be subsequently used for lifting, pouring efficiency of the flexible elastic material, etc. Meanwhile, installing grooves are formed in the construction surface positions on two sides of the existing ballast bed 2, and the shape and the size of the groove bodies of the installing grooves are matched with those of the high-pressure air cushion 6. As shown in fig. 7, three pairs of high-pressure air cushions 6 are respectively arranged at intervals on two sides of the monolithic ballast bed block 10 so as to ensure that the monolithic ballast bed block can be stably lifted.
In the embodiment, the cutting split of the existing ballast bed 2 in the step 2) can also break the exchange construction sequence with the ditch 5 in the step 1); that is, the existing ballast bed 2 is cut and split, and then the ditches 5 formed on each ballast bed block 10 are broken one by one.
3) As shown in fig. 2 and 3, each high-pressure air cushion 6 is externally connected with high-pressure air equipment, and each high-pressure air cushion 6 is pressurized to drive expansion. At this time, the ballast bed block 10 with smaller monomer weight is lifted to a certain height under the action of the high-pressure air cushion 6 and separated from the shield segment 1, so that a certain gap 7 is formed between the ballast bed block 10 and the shield segment 1, and the gap 7 is the filling space of the following flexible elastic material.
In this embodiment, the lifting amount of the high-pressure air cushion 6 is controlled by the device, and the lifting amount directly reflects the thickness of the gap 7 formed between the track bed block 10 and the shield segment 1, so that the thickness of the flexible elastic material to be poured later is also limited. Therefore, the thickness of the flexible elastic material can be precisely controlled by controlling the lifting amount of the high-pressure air cushion 6, and the flexible elastic material is convenient to adjust, thereby being beneficial to improving the construction quality.
4) As shown in fig. 5, a flexible elastic material 8 is poured into the gap 7, and the flexible elastic material 8 serves as a vibration damping cushion between the ballast bed block 10 and the shield segment 1. That is, the vibration transmitted by the steel rail 4 during the operation period of the rail transit can be isolated or absorbed by the flexible elastic material 8, so that the vibration is prevented from being further vertically transmitted to the shield segment 1 below, and the purposes of vibration reduction, upgrading and reconstruction are achieved.
5) After the flexible elastic material to be poured reaches the design strength, the high-pressure air cushion 6 is decompressed, and the flexible elastic material is restored to the compression state from the expansion state. At this time, the weight of the ballast bed block 10 and the train load during operation are supported by the vibration damping cushion layer formed of the flexible elastic material 8. In this embodiment, the high-pressure cushion 6 does not need to be taken out from the lower part of the ballast bed block 10, and because it needs to be compressed and expanded, it is generally made of a flexible material with a certain expansion coefficient, so that it can play a certain role in vibration reduction to a certain extent, and does not cause the reduction of vibration reduction effect. Meanwhile, when other construction tasks such as reconstruction, maintenance and the like follow, the ballast bed can be lifted through the high-pressure air cushion 6 remained in the ballast bed block 10.
6) As shown in fig. 6, the ballast bed blocks 10 are used independently after the pouring construction, and the connection is not restored. Based on the above, the stray circuit drainage segments and the connecting wires are installed for each ballast bed block 10, so that the stray circuit drainage requirements can be met. Meanwhile, after the main body construction of the ballast bed block 10 is completed, the water ditches 5 are restored at both sides thereof.
The vibration reduction upgrading and reconstruction construction process in the embodiment is preferably implemented in the skylight period of the existing rail transit underground line so as to avoid influencing normal operation. During the reconstruction construction process, one or more ballast bed blocks 10 may be reconstructed during a skylight period, depending on the construction capacity. Before the high-pressure cushion 6 is lifted, the height-adjusting cushion plate is additionally arranged in the fastener system of the steel rail 4 to realize the sequential connection of the rail surface elevation. Specifically, since the lower portion of the reconstructed ballast bed block 10 is raised by the flexible elastic material 8, the rail surface elevation of the rail 4 is also raised further. At this time, a height-adjusting backing plate is additionally arranged at the rail fastener in a certain range, so that the rail surface elevation of the rail in the influence range is also complied and lifted, and the rail surface elevation of the rail 4 is connected in sequence, so that normal operation is carried out in the operation period. Therefore, the vibration reduction upgrading transformation method in the embodiment is in-situ transformation under the condition that the rail state is not influenced, such as continuous rail cutting, rail shifting and the like, so that the structural safety of the rail structure is ensured.
The embodiment is implemented in specific manner: the existing ballast bed 2 can be cut and split by adopting a disc saw, and an arc-shaped guide groove is designed at the same time, so that the arc-shaped cutting of the disc saw is realized, and the requirement that the joint surface between the shield segment 1 and the existing ballast bed 2 is an arc-shaped surface is met; during cutting, the stroke of the disc saw should be controlled to avoid damaging the shield segment 1 below.
The length of the existing ballast bed 2 is generally 12.5m, and the existing ballast bed 2 can be divided into about 3m ballast bed blocks (the self weight of the 3.6m ballast bed blocks is generally about 12T) in the actual cutting and splitting process. When the track bed blocks are cut into about 3m, three pairs of high-pressure air cushions are arranged, and when the track bed blocks are cut into about 4m, four pairs of high-pressure air cushions are arranged.
Although the foregoing embodiments have been described in some detail with reference to the accompanying drawings, it will be appreciated by those skilled in the art that various modifications and changes may be made thereto without departing from the scope of the invention as defined in the appended claims, and thus are not repeated herein.
Claims (8)
1. The utility model provides a track traffic underground line road bed damping upgrading transformation method for reform transform the existing road bed of existing track traffic underground line, existing road bed installs on the shield segment and shape phase-match between the two, the both sides of existing road bed have ditch, its characterized in that: the reconstruction method comprises the following steps:
dividing the existing ballast bed into a plurality of ballast bed blocks according to a certain length by cutting blocks along the line direction of the existing rail transit underground line, and cutting mounting grooves at the bottom parts of two sides of the ballast bed blocks;
a high-pressure air cushion is arranged in the mounting groove, and the mounting position of the high-pressure air cushion is positioned in the bottom range of the ballast bed block;
pressurizing the high-pressure air cushion to drive the high-pressure air cushion to expand, so that the ballast bed block is lifted to be separated from the shield segment under the action of the high-pressure air cushion, and a certain gap is formed between the ballast bed block and the shield segment;
filling flexible elastic materials into the gaps, wherein the flexible elastic materials are used as damping cushions between the track bed blocks and the shield segments;
and after the flexible elastic material to be poured reaches the design strength, the high-pressure air cushion is decompressed, and the weight of the ballast bed block and the train load are supported by a damping cushion layer formed by the flexible elastic material.
2. The method for vibration reduction, upgrading and reconstruction of the track traffic underground line bed according to claim 1, which is characterized in that: before the existing ballast bed is cut, the ditches on the two sides of the existing ballast bed are broken.
3. The method for vibration reduction, upgrading and reconstruction of the track traffic underground line bed according to claim 2, which is characterized in that: and when the flexible elastic material reaches the design strength and the high-pressure air cushion is decompressed, recovering the ditch at the two sides of the ballast bed block and performing waterproof sealing.
4. The method for vibration reduction, upgrading and reconstruction of the track traffic underground line bed according to claim 1, which is characterized in that: the transformation method is to construct the track bed blocks by taking the number of the track bed blocks as a unit, namely, constructing one or more track bed blocks each time according to the construction capacity and the construction time.
5. The method for vibration reduction, upgrading and reconstruction of the track traffic underground line bed according to claim 4, which is characterized in that: and in the influence range of the track bed blocks in construction, a height-adjusting backing plate which is matched with the height of a vibration-damping backing layer formed by flexible elastic materials is additionally arranged in a steel rail fastener system on the track bed block adjacent to the track bed block so as to adjust the rail surface height of the steel rail, so that the steel rail is connected in sequence under the condition of continuous rail breaking or rail pulling.
6. The method for vibration reduction, upgrading and reconstruction of the track traffic underground line bed according to claim 1, which is characterized in that: each ballast bed block is independently used after pouring construction, and independent stray circuit drainage terminals and connecting wires are arranged on each ballast bed block.
7. The method for vibration reduction, upgrading and reconstruction of the track traffic underground line bed according to claim 1, which is characterized in that: and a plurality of pairs of high-pressure air cushions are arranged on each ballast bed block at intervals along the line direction of the existing rail transit underground line.
8. The method for vibration reduction, upgrading and reconstruction of the track traffic underground line bed according to claim 1, which is characterized in that: the existing ballast bed is cut in a blocking mode by adopting a disc saw with an arc-shaped guide groove, and the radian of the arc-shaped guide groove is matched with the radian of the shield segment.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311611665.1A CN117587663A (en) | 2023-11-29 | 2023-11-29 | Vibration reduction upgrading and reconstruction method for underground line bed of rail transit |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311611665.1A CN117587663A (en) | 2023-11-29 | 2023-11-29 | Vibration reduction upgrading and reconstruction method for underground line bed of rail transit |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117587663A true CN117587663A (en) | 2024-02-23 |
Family
ID=89921611
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311611665.1A Pending CN117587663A (en) | 2023-11-29 | 2023-11-29 | Vibration reduction upgrading and reconstruction method for underground line bed of rail transit |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117587663A (en) |
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2023
- 2023-11-29 CN CN202311611665.1A patent/CN117587663A/en active Pending
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