KR20230104789A - Gravel stratum solidification method to prevent ground subsidence of railroad tracks - Google Patents

Abstract

The present invention relates to a method for solidifying a gravel layer for preventing ground subsidence of a railway track. In the present invention, the water and the latex mixture modified concrete composition are mixed at 1000: 400 or 1000: 500, respectively, and the latex mixture modified concrete composition contains 16 to 19% by weight of low-heat special cement; 72-76% by weight of aggregate; 3 to 5% by weight of a polymer modifier; and 3 to 5% by weight of water; and the low-heat special cement includes 2 to 40% by weight of granulated blast furnace slag fine powder, 10 to 30% by weight of ordinary Portland cement, and calcium sulfoaluminate, which is an inorganic admixture in powder form. It consists of 15-40% by weight of clinker, 2-10% by weight of calcium aluminate-based clinker, 10-30% by weight of anhydrite, 2-5% by weight of slaked lime, and 2-5% by weight of additives.

Description

Gravel stratum solidification method to prevent ground subsidence of railroad tracks}

The present invention relates to a method for solidifying a gravel layer for preventing ground subsidence of a railway track.

In particular, the present invention is to be used semi-permanently by installing a concrete structure solidified by mixing a gravel layer with concrete on a railway track.

In general, in various civil works, a base such as a gravel layer is compacted. In this case, a method of rolling or beating with a heavy object or a method of reducing the distance between particles constituting the base by vibration is used.

However, since sleepers supporting and fixing the rails are arranged at regular intervals in the gravel layer of the railroad, the latter method is used to compact them.

Compaction of the gravel layer of the railroad is performed not only in the new construction of the railroad but also in the existing railroad, and the generally used compaction device has poor workability because the vibration of the vibration motor is transmitted to the user of the device as it is.

As a specific prior art, there is Utility Model Registration No. 20-0172089.

Referring to Figure 1, the gravel layer compaction device is largely composed of a vibration motor, a motor housing, a compaction plate, a handle, and a plate spring for mitigating impact while supporting the motor connected to the handle.

The vibration motor is installed inside the housing 10 . The housing 10 is divided into upper and lower parts 10a and 10b, which are coupled and fixed after a vibration motor is installed therein by predetermined couplers 12 and 12a made of bolts and nuts. Holes for fixing the compaction plate 20 and the first and second leaf springs 30 and 40 are drilled on both sides of the housing 10 .

The compaction plate 20 has a long plate shape, one end has a hole corresponding to the hole of the housing 10 and the other end has a slightly bent shape.

The handle part 50 has a pipe-like interior hollow rod shape, and is provided with a lead wire 52 connected to a motor and a switch 54 for applying/shorting power.

The handle part 50 and the motor housing 10 are supported and connected by plate springs 30 and 40. Each end of the first leaf spring 30 and the second leaf spring 40 is coupled and fixed to the brackets 36 and 46 installed at the middle and end of the handle portion 50 with fixing pins 38 and 48. . In addition, the other ends of the leaf springs 30 and 40 are fixed to one end of the housing 10, and holes corresponding to both holes of the housing are drilled at the other end of the first leaf spring 30, so that the auxiliary leaf spring 32 ( 34) is disposed on both sides in a state where the rubber plates 32a and 34a are embedded, and the other end of the second leaf spring 40 is coupled and fixed to the coupler 44 protruded with a fixing pin 45 (42). ) is assembled and fixed in a state in which the auxiliary leaf spring 34 is disposed outside, and at this time, the long bolts 22 (22a) and the nut 24 with the compaction plate 20 disposed at the other end of the housing 10 It is coupled and fixed using (24a).

In the gravel layer compaction device configured as described above, the operator operates the power switch 54 while holding the handle portion 50 and placing the compaction plate 20 on the gravel layer. As the vibration motor installed inside the housing 10 is operated by power application, the vibration is transmitted as it is to the compaction plate 20 coupled to one end of the housing 10 and used for compaction of the gravel layer.

On the other hand, since the first leaf spring 30 is coupled and fixed to the other end of the housing 10 with the rubber plates 32a and 34a inside, and the second leaf spring 40 is assembled to the outside thereof, the leaf spring Since the transmitted vibration is primarily buffered by the rubber plate and secondarily buffered by the bent first and second leaf springs 30 and 40, the vibration transmitted to the handle part 50 is significantly reduced.

However, the prior art as described above has some effects of preventing subsidence of the ground by compacting the gravel layer using a compaction plate, but weakening of the ground due to rapid temperature change, that is, weakening of the ground that occurs when the ground freezes and then thaws, rain, It was not a method to fundamentally prevent the weakening of the ground by flowing in through cracks in the gravel layer.

As another prior art, as shown in FIG. 2, a gravel 100 installed on the ground, a concrete sleeper 110 installed on top of the gravel 100, and a railway on top of the concrete sleeper 110 It consists of rails 120 installed so that vehicles can pass.

In this technology, the railway vehicle proceeds along the rail 120, and when the railway vehicle runs along the rail 120, an impact is generated. However, it is possible to prevent the rail 120 from being damaged by it, but there is no buffer or anti-vibration function, so when the railway vehicle runs at high speed, severe vibration and noise occur. In this state, when the railway vehicle is operated at high speed, the frozen ice falls to the gravel 100, and the ice-fallen gravel 100 is damaged by the impact and speed or collides with the railway vehicle. There is a problem in that it is damaged or even bounced to the outside, not only damaging nearby items, etc., but also causing injury to the human body.

The present invention has been made to solve the problems related to the prior art as described above, and an object of the present invention is to provide a gravel layer solidification method for preventing ground subsidence of railway tracks.

On the other hand, the object of the present invention is not limited to the purpose mentioned above, and other objects not mentioned will be clearly understood by those skilled in the art from the description below.

The gravel layer solidification method for preventing ground subsidence of the railway track according to the present invention for solving the above problems is,

Water and latex mixed modified concrete composition are mixed at 1000: 400, respectively,

16 to 19% by weight of the latex mixture modified concrete composition low heating special cement; 72-76% by weight of aggregate; 3 to 5% by weight of a polymer modifier; and 3 to 5% by weight of water;

The low-heat special cement includes 2 to 40% by weight of granulated blast furnace slag, which is an inorganic admixture in powder form, 10 to 30% by weight of ordinary Portland cement, 15 to 40% by weight of calcium sulfoaluminate-based clinker, and calcium aluminate-based It is characterized by consisting of 2 to 10% by weight of clinker, 10 to 30% by weight of anhydrite, 2 to 5% by weight of slaked lime, and 2 to 5% by weight of additives.

Additives are 1.0 to 4.0% by weight of silica fume, 0.5 to 2.0% by weight of high fluidizing agent, 0.1 to 0.5% by weight of hardening accelerator, 0.1 to 1.0% by weight of setting retardant, and antifoaming agent based on the total weight of the low-heat special cement 0.1 to 0.3% by weight,

The aggregate is characterized in that it consists of 54 to 57% by weight of sand and 39 to 42% by weight of gravel based on the total weight of the aggregate.

The gravel layer solidification method for preventing ground subsidence of the railway track according to the present invention for solving the above problems is,

Water and latex mixed modified concrete composition are mixed at 1000: 500, respectively,

16 to 19% by weight of the latex mixture modified concrete composition low heating special cement; 72-76% by weight of aggregate; 3 to 5% by weight of a polymer modifier; and 3 to 5% by weight of water;

The low-heat special cement includes 2 to 40% by weight of granulated blast furnace slag, which is an inorganic admixture in powder form, 10 to 30% by weight of ordinary Portland cement, 15 to 40% by weight of calcium sulfoaluminate-based clinker, and calcium aluminate-based It is characterized by consisting of 2 to 10% by weight of clinker, 10 to 30% by weight of anhydrite, 2 to 5% by weight of slaked lime, and 2 to 5% by weight of additives.

According to the gravel layer solidification method for preventing ground subsidence of the railway track of the present invention, the gravel layer is solidified using a latex mixture modified concrete using low-heat special cement, and placed in various forms on the railway track, Ground weakening can be prevented by being unaffected by weather such as sudden temperature change, rain, snow, etc.

In addition, both anti-vibration and buffering can be achieved by arranging the existing sleepers as they are under the rail and replacing the existing gravel layer by solidifying it with concrete.

Effects of the present invention are not limited to those described above, and other effects not mentioned will be clearly recognized by those skilled in the art from the description below.

1 is a block diagram of a conventional railway gravel layer compaction device.
Figure 2 is another prior art gravel layer protection configuration diagram.
3 is a basic configuration diagram of a railway track to which a technology for preventing ground subsidence of a railway track according to an embodiment of the present invention is applied.
4 is a detailed configuration diagram for preventing ground subsidence of a railroad track according to an embodiment of the present invention.
5 is a bar graph showing the compressive strength for each Example and Comparative Example according to the present invention;
Figure 6 is a bar graph showing the flexural strength for each Example and Comparative Example according to the present invention,
Figure 7 is a bar graph showing the adhesion strength for each Example and Comparative Example according to the present invention,
8 is a bar graph showing the results of the chlorine ion permeation test for each Example and Comparative Example according to the present invention.

Since the present invention can make various changes and have various embodiments, specific embodiments will be illustrated in the drawings and described in detail in the detailed description.

However, this is not intended to limit the present invention to specific embodiments, and should be understood to include all modifications, equivalents, or substitutes included in the spirit and technical scope of the present invention.

Terms used in the present invention are only used to describe specific embodiments, and are not intended to limit the present invention.

Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, the terms "include" or "have" are intended to designate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or more other features It should be understood that the presence or addition of numbers, steps, operations, components, parts, or combinations thereof is not precluded.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

3 is a basic configuration diagram of a railway track to which a technology for preventing ground subsidence of a railway track according to an embodiment of the present invention is applied. 4 is a detailed configuration diagram for preventing ground subsidence of a railroad track according to an embodiment of the present invention.

In general, a plurality of sleepers are installed on a railroad track through which railroad vehicles pass, and a rail is installed on the upper part of the sleeper, and then the rail is fixed and installed using a clamp, etc., and the sleeper is placed on gravel installed on the ground It is installed to prevent the rail from being damaged by impact or the like when the railroad vehicle passes.

That is, the sleepers are arranged at appropriate intervals on the roadway, and the rails are laid and fixed thereon to accurately maintain the gauge (interval between rails) and transmit the train load to the roadbed, thereby maintaining the distance between the tracks and the train load It is to improve stability by transmitting evenly to the ground.

However, a gravel layer is formed between the sleepers, that is, rails, so that the distance between the sleepers is accurately maintained and the shape of the sleepers is not distorted as the ground subsides. That is, since the gravel layer is formed between the sleepers, the interval between the sleepers is normally maintained and ground subsidence is prevented.

However, these pebbles often lose their density due to natural factors such as snow and rain, so constant management is required.

The present invention is configured to solve the disadvantages of the existing railroad tracks by solidifying and replacing the gravel layer between the rails with concrete.

In FIGS. 3 and 4, the railway rail consists of a gravel layer (4) on a solid subgrade (3) with a predetermined thickness, and sleepers (2) are laid thereon at regular intervals to form two lines of railway rails on the sleepers (2). (1) is fastened in parallel at predetermined intervals. The upper part of the road bed (4), which plays an important role in directly supporting the train load, together with the road bed below the construction surface (surface to surface) is collectively referred to as a track.

Such a track is composed of a railway rail (1), a sleeper (2) and a gravel layer (4), etc., the lower surface (1b) of the railway rail (1) is in contact with the sleeper (2), and the upper surface of the railway rail (1). (1a) contacts the train and induces the train to run while directly supporting the train.

The sleeper 2 transmits the load received from the railway rail 1 to the gravel layer 4 and maintains the position of the railway rail 1. The gravel layer 4 widely transmits the load received from the sleepers 2 to the roadbed 3, maintains the position of the sleepers 2, and relieves the impact force due to elasticity.

At this time, 15 to 17 sleepers (2) are usually arranged per 10 m of rail length, and the distance between sleepers (2) and sleepers (2) must be kept constant, and their height (horizontal) must also be kept constant. do.

If the interval between the sleepers 2 is not constant or the height is different, the load of the train is not evenly distributed, so that the railroad rail 1 is bent or uneven, or cracks in the sleeper 2 occur, resulting in Due to this, there is a problem in that the maintenance cost of the railway rail (1) or sleeper (2) and wheels increases, and the deterioration of the train is accelerated, and the riding comfort is deteriorated while the train is running, and the train is derailed due to damage to the railway rail (1). Safety accidents and life-threatening accidents may occur.

In the present invention, the gravel layer 4 is mixed with concrete and replaced with a solidified concrete structure.

The concrete structure is manufactured to a certain size and continuously disposed along the track instead of the gravel layer 4 located between the rails 1, and as shown in FIG. 4, the sleeper configured to be wider than the rail 1 It is manufactured in a shape that can surround the entire outer circumferential surface of (2) and can be continuously arranged along the track.

The concrete structure may be manufactured by injecting a certain amount of concrete into an empty frame that divides a gravel layer formed in a certain area into a certain size and solidifying (solidifying) it for a certain period of time.

That is, the frame is configured to a size that can be accurately positioned at the bottom of the sleeper 2 in a state in which its height is matched to the height of the original gravel layer, and a certain amount of concrete is injected in a state where gravel is put into the frame and solidified for a certain period of time.

On the other hand, in the above, it has been described that a certain amount of concrete is put into the frame in a state where a plurality of pebbles are put into the frame manufactured in advance and solidified for a certain period of time, but it is not limited thereto. That is, if a certain amount of concrete is poured on top of the gravel layer without a frame, the concrete flows down and naturally permeates onto the gravel layer occupying a certain area, and the concrete solidifies over time so that the concrete and gravel are completely bonded.

At this time, it is necessary to make the strength in the longitudinal direction of the rail stronger than the strength in the width direction of the rails facing each other on both sides. This is because when a railway vehicle is running, more pressure is applied in the direction of travel due to its acceleration. If the concrete structure does not properly respond to this pressure, it may adversely affect other concrete structures continuously installed in a certain size. This is to prevent damage or twisting of the sleepers as well as causing deformation of the rail position at the same time.

Therefore, in order to appropriately respond to the running pressure of the railway vehicle, the strength of the rail in the longitudinal direction is increased, and the thickness is about 10 cm.

In order to prepare a concrete structure in which the gravel layer is solidified according to the present invention, the latex mixed modified concrete composition added to the gravel layer contains 16 to 19% by weight of low-heat special cement, 72 to 76% by weight of aggregate, and 3 to 5% by weight of polymer modifier. , It includes 3 to 5% by weight of water, and the aggregate is preferably 54 to 57% by weight of sand and 39 to 42% by weight of gravel based on the total weight of the aggregate.

The mixing ratio of the concrete composition and water is 1000: 400 or 1000: 500 to prepare a concrete structure in which the gravel layer is solidified, and the ratio of 1000: 400 is located along the boundary of the concrete structure, that is, in the longitudinal direction of the rail 1 applied to the surface of the concrete structure, and the ratio of 1000: 500 is applied to the surface of the concrete structure located in the width direction of the rail (1).

The experimental results obtained by applying the above are shown in Table 1 below.

Test Items 1000:500 1000:400 compressive strength
(MPa) age 3 hours 32.0 33.5 age 1 day 36.5 38.5 age 28 days 42.0 45.0 Flexural strength (MPa, age 28 days) 7.5 8.0

That is, the compressive strength and flexural strength in the longitudinal direction of the concrete structure with the mixing ratio of concrete and water of 1000:500 were 42.0 and 7.5 at the age of 28 days, respectively, and the non-lengthwise direction of the concrete structure with the mixing ratio of 1000:400 The compressive strength and flexural strength in the direction were 45.0 and 8.0 at 28 days of age, respectively.

On the other hand, the low-heat special cement is an inorganic admixture in powder form, 2 to 40% by weight of granulated blast furnace slag, 10 to 30% by weight of ordinary Portland cement, 15 to 40% by weight of calcium sulfoaluminate-based clinker, calcium aluminate-based clinker It is made by mixing 2 to 10% by weight, 10 to 30% by weight of anhydrite, 2 to 5% by weight of slaked lime, and 2 to 5% by weight of additives.

In addition, the additives are silica fume 1.0 ~ 4.0% by weight, high flow agent 0.5 ~ 2.0% by weight, hardening accelerator 0.1 ~ 0.5% by weight, setting retardant 0.1 ~ 1.0% by weight, defoamer 0.1 ~ It is made by mixing 0.3% by weight.

First of all, the polymer modifier is used to improve the adhesion and workability of the composition, and improves workability through increased fluidity and unit quantity can be reduced.

In addition, it is possible to improve watertightness and chloride ion permeability of concrete and adhesion to existing spheres by filling the space between the cement paste and the aggregate with latex particles and forming a film film.

At this time, the polymer modifier is SB (Styrene-Butadiene), which is a translucent aqueous solution in which fine spherical polymer particles prepared by polymerization of a monomer mixture composed of styrene and butadiene are coated with a surfactant and dispersed in water. ) It is most preferable to use latex, and PAE emulsion, EVA emulsion, epoxy resin, acrylic resin and polyester can also be used.

Here, the polymer modifier is preferably used in the range of 3 to 5% by weight, and if the amount of the polymer modifier is less than 3%, the adhesive performance of the composition is deteriorated, making it impossible to secure the required performance. However, it is not economical due to the increase in manufacturing cost.

The inorganic admixture (fine powder of granulated blast furnace slag) of the low-heat special cement reduces the heat of hydration generated during the hydration reaction, thereby suppressing and preventing cracks occurring in concrete, and fixing the hydration reaction product, calcium hydroxide or alkali hydroxide mixture, By filling the voids inside the composition, it has the effect of enhancing the durability of concrete by improving permeability and resistance to chemicals.

That is, in the fine powder of granulated blast furnace slag, which is an inorganic admixture, CaO and SiO2 present in slag react with water to form a C-S-H gel (C=CaO, S=SiO2, H=H2O) having cement characteristics, and C-S-H gel Formation accelerates the setting time in the early stages and contributes to the development of strength in the later stages.

In addition, the calcium sulfoaluminate-based clinker not only produces a large amount of ettringite, which is a hydration mineral, but also has high hydration activity, and the calcium sulfoaluminate-based clinker and calcium aluminate-based clinker have Ca (a hydrate of cement) It reacts with SO3 of OH)2, slaked lime and gypsum to show properties such as expansibility, quick hardness, and early stiffness.

In addition, the anhydrite and slaked lime are added for the purpose of improving the formation and initial strength of ettringite, which is a hydrated mineral, respectively.

Furthermore, it is possible to adjust the curing time and strength of the concrete composition by adjusting the content of granulated blast furnace slag powder, calcium sulfoaluminate-based clinker, and calcium aluminate-based clinker, which are inorganic admixtures, among the components of the low-heat special cement.

That is, since the inorganic admixture, calcium sulfoaluminate, and calcium aluminate, as described above, the setting time, strength, and the rate or degree of expression of each characteristic are determined according to their contents, by adjusting their contents, the curing time and By adjusting the strength, it is possible to perform the optimal design and construction according to the characteristics of use.

Hereinafter, it will be described in more detail through examples of the present invention, but this is presented to aid understanding of the present invention, and it is to be noted that the present invention is not limited thereto.

<Example 1>

Add 400kg of low-heat special cement (binder), 1015kg of sand, 741kg of aggregate, 80kg of polymer modifier, and 84kg of mixing water.

<Example 2>

Add 420kg of low-heat special cement (binder), 993kg of sand, 725kg of aggregate, 84kg of polymer modifier, and 88kg of mixing water.

<Comparative Example 1>

Add 400 kg of ultra-fast cement (binder), 1062 kg of sand, 775 kg of aggregate, and 132 kg of mixing water.

At this time, the components of each Example and Comparative Example were weighed and added to a forced stirring mixer, and then mixed to prepare. It shows various test results for the comparative example.

Classification (kg/cm3) Example 1 Example 2 Example 3 binder 400 420 400 sand 1015 993 1062 Pebble 741 725 775 polymer modifier 80 84 - mixed water 84 88 132

Test Items Example 1 Example 2 Comparative Example 1 compressive strength
(MPa) age 3 hours 222 235 238 age 1 day 25.3 26.1 27.8 age 28 days 35.8 36.6 33.8 flexural strength
(MPa, age 28 days) 5.6 5.3 5.0 adhesion strength
(MPa, age 28 days) 2.3 2.2 1.8 Chlorine ion permeation test
(Coulomb, age 28 days) 963 982 1600

Test Example 1 <Measurement of compressive strength and flexural strength>: See FIGS. 5 and 6

The test results of each Example and Comparative Example are shown in Table 3 above, and were conducted according to the specimen production and strength measurement methods specified in Korean Industrial Standards KS F 2403, 2405 and 2408.

Examples 1 and 2 showed greater compressive strength at 28 days of age compared to Comparative Example 1, and the flexural strength was also shown in the order of [Example 1>Example 2>Comparative Example 1].

Test Example 2 <Measurement of adhesion strength>: See FIG. 7

The test results of each Example and Comparative Example are shown in Table 3 above.

It can be seen that Examples 1 and 2 exhibit higher adhesive strength than Comparative Example 1.

Test Example 3 <chlorine ion permeation test>: see FIG. 8

The test results of each Example and Comparative Example are shown in Table 3 above, and the test method was evaluated according to the test standards of KS F 2711 (chlorine ion penetration resistance test).

In the chloride ion permeation test of each Example and Comparative Example, it can be seen that Example 1 showed the lowest permeation amount, followed by Example 2 > Comparative Example 1.

That is, when the low-heating special cement according to the present invention is used as a binder in a concrete composition, it is advantageous in developing continuous strength in terms of compressive strength, compared to the case of using conventional ultra-fast cement as a binder, and also in compressive strength, adhesive strength, In the chloride ion permeation test, etc., it was found to have superior performance compared to the case of using conventional ultra-fast-hardening cement as a binder.

Test Items Example 1 Example 2 Comparative Example 1 compressive strength
(MPa) age 3 hours 222 235 238 age 1 day 25.3 26.1 27.8 age 28 days 35.8 36.6 33.8 flexural strength
(MPa, age 28 days) 5.6 5.3 5.0 adhesion strength
(MPa, age 28 days) 2.3 2.2 1.8 Chlorine ion permeation test
(Coulomb, age 28 days) 963 982 1600

In the above, with reference to the accompanying drawings and tables, the latex mixed modified concrete composition using the low-heat special cement capable of controlling the curing time of the present invention has been described within a specific numerical range of each component, but within the numerical range of the present invention It is possible to simply select an optimal or suitable numerical range by a person skilled in the art, and the selection of such an optimal or suitable numerical range should be construed as being included in the scope of the invention.

As described above, the detailed description of the present invention has been described with respect to the preferred embodiments of the present invention, but this is the best embodiment of the present invention exemplarily described, but does not limit the present invention. In addition, it is of course possible for anyone having ordinary knowledge in the technical field to which the present invention belongs to various modifications and imitations without departing from the scope of the technical idea of the present invention.

Therefore, the scope of the present invention is not limited to the above-described embodiments, but may be implemented in various forms of embodiments within the scope of the appended claims. And without departing from the subject matter of the present invention claimed in the claims, anyone with ordinary knowledge in the art to which the invention pertains is considered to be within the scope of the claims of the present invention to various extents that can be modified.

1: rail 2: sleeper
3: road bed 4: gravel layer

Claims (4)

Water and latex mixed modified concrete composition are mixed at 1000: 400, respectively,
16 to 19% by weight of the latex-mixed modified concrete composition low-heat special cement; 72-76% by weight of aggregate; 3 to 5% by weight of a polymer modifier; and 3 to 5% by weight of water;
The low-heat special cement includes 2 to 40% by weight of granulated blast furnace slag, which is an inorganic admixture in powder form, 10 to 30% by weight of ordinary Portland cement, 15 to 40% by weight of calcium sulfoaluminate-based clinker, and calcium aluminate-based Gravel layer solidification method for preventing ground subsidence of railway tracks, characterized in that it consists of 2 to 10% by weight of clinker, 10 to 30% by weight of anhydrite, 2 to 5% by weight of slaked lime, and 2 to 5% by weight of additives . According to claim 1,
The additives are 1.0 to 4.0% by weight of silica fume, 0.5 to 2.0% by weight of high flow agent, 0.1 to 0.5% by weight of hardening accelerator, 0.1 to 1.0% by weight of setting retardant, Consisting of 0.1 to 0.3% by weight of an antifoaming agent,
The aggregate is a gravel layer solidification method for preventing ground subsidence of the railway track, characterized in that consisting of 54 to 57% by weight of sand and 39 to 42% by weight of gravel based on the total weight of the aggregate. Water and latex mixed modified concrete composition are mixed at 1000: 500, respectively,
16 to 19% by weight of the latex mixture modified concrete composition low heating special cement; 72-76% by weight of aggregate; 3 to 5% by weight of a polymer modifier; and 3 to 5% by weight of water;
The low-heat special cement includes 2 to 40% by weight of granulated blast furnace slag, which is an inorganic admixture in powder form, 10 to 30% by weight of ordinary Portland cement, 15 to 40% by weight of calcium sulfoaluminate-based clinker, and calcium aluminate-based Gravel layer solidification method for preventing ground subsidence of railway tracks, characterized in that it consists of 2 to 10% by weight of clinker, 10 to 30% by weight of anhydrite, 2 to 5% by weight of slaked lime, and 2 to 5% by weight of additives . According to claim 3,
The additives are 1.0 to 4.0% by weight of silica fume, 0.5 to 2.0% by weight of high flow agent, 0.1 to 0.5% by weight of hardening accelerator, 0.1 to 1.0% by weight of setting retardant, Consisting of 0.1 to 0.3% by weight of an antifoaming agent,
The aggregate is a gravel layer solidification method for preventing ground subsidence of the railway track, characterized in that consisting of 54 to 57% by weight of sand and 39 to 42% by weight of gravel based on the total weight of the aggregate.

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