SK8034Y1 - Structural arrangement for the stabilization of the linear earth works - Google Patents

Abstract

Structural arrangement for the stabilization of linear earthworks , i.e. mainly railway line superstructures, for the prevention of movements of the superstructure due to the effect of forces transverse to the direction of the trace line, whilst intermittently maintaining traffic, it contains the load-bearing support structure, which is placed out of the gauge of the railway structure and resists movements in the part, where the movements tend to occur and the load-bearing support structure is made up of the support beam (3) along railway stabilizing the ballast bed (21) from the crushed aggregate on the side of the slippers (22), where the movements tend to occur, supporting wall (4) extending from the superstructure (2) down towards the subsoil located at the other side of the support beam (3) opposite the sleepers (22) and the covering blanket (5) covering the support beam (3) and the supporting wall (4), simultaneously embracing the ends (22a) of the sleepers (22) facing towards the support beam (3).

Description

SK 8034 Υ1

Technical field

The object of the technical solution is a structural arrangement for stabilizing linear earthworks, i. j. mostly railway track superstructures for preventing superstructure movements due to the effect of mainly transverse (horizontal) forces upstream, while intermittently maintaining traffic; this arrangement comprises a support structure which is preferably located outside the gauge of the rail structure and resists movements that tend to occur at the site of occurrence.

BACKGROUND OF THE INVENTION

When building or renovating, for example, reinforcing public roads, but especially sections of railways running along contour lines on sloping terrain, particularly on mountain slopes or hillsides, stabilization of the earthwork can be an important task, especially if the cross-section of the track resembles a notch on the upward "inner" (for example, the slope) side of the terrain, being embankment-shaped on the slope 'outer' side of the terrain.

Railways require special care because they involve the transfer of heavy and elongated loads and their combined and recurring dynamic effects. More specifically, those sections or curved sections where, in addition to the unique cross-sectional characteristics, more than one track is being built side by side on the contour rail track, require special attention.

In the case of linear earthworks, it has been for many decades that railways running along contour lines on slopes will require stabilization sooner or later. As can be seen, the most difficult and complicated construction conditions are in the case of railway lines, so the various technical initiatives and experience gained in this area continue to return in time.

The use of sheet piles seems to be a common idea in stabilization, which is well proven when planning soil support in other areas. This method essentially means that steel sheet piles which are connected to each other by longitudinal edges are driven into the soil and sections of sheet piles which are driven sufficiently deep provide adequate support for sections standing freely as a bracket in such a way that they are able to safely protect excavation jam before sliding the surrounding soil.

However, sheet piles have not proved to be suitable for this task for several reasons. Brushing the sheet pile into the ground causes harmful vibrations; the sheet piling must be driven to a disproportionately great depth; drainage causes problems; when the work is done and the sheet pile is removed, groundwater seeping into their place has a detrimental effect on the entire earthwork. In addition, anchoring on the slope side of the earthworks causes great difficulties and is largely impossible to solve. Another difficulty arises on electrified lines where overhead lines have to be dismantled during the installation of sheet piling. During this period, only other forms of traction can be used (for example, using diesel locomotives), which entails specifically higher costs, and when work is completed, overhead lines can only be reinstalled after the sheet piling has been removed.

The new solutions developed over the last decades have not been very successful either. An example can be found in JPH 05125739 from 1991. This offers a solution for the construction of a self-supporting retaining wall without formwork. Stabilization is achieved by the construction of an inclined retaining wall made of concrete blocks along an inclined ground surface of the embankment type with a base that penetrates into the embankment. This solution is not suitable for the purpose of the present solution due to the fact that repeated loading due to its dynamic effect may cause a displacement of this stabilizing base.

The arrangement shown in JPH 11293648 of 1998 is more or less similar. It was developed to cover the sloping embankment bounding the river bank. In this case, an additional layer is attached to the surface of the concrete wall existing on the river side, which is suitable for growing plants. Its disadvantage - from our point of view - is that the new layer does not have a stabilizing effect reinforcing the original wall and U-shaped connecting pieces engaging the wall, even weakening it locally.

Hungarian Priority Publication P 00 03768 of 2000 mentions a procedure specifically aimed at stabilizing earthworks constructed from prefabricated surface elements. According to an undoubtedly clever idea, reinforced concrete fixation supports - concreted steel pipes - are driven into the ground near the earth support structure of the embankment and are attached to the earth support structure using tensioning ropes. Even this procedure cannot be considered as a solution to the task of the technical solution partly due to the high costs and partly because as time goes by, the tensioning head clamping heads will have to be made available periodically - due to the recurring dynamic effects occurring in this case - which is technically impossible.

Document KR 2003/0097085 published in 2003 is interesting but not suitable for technical solution. Its object is a support wall that can be constructed in steps from top to bottom. Undoubtedly, it can theoretically be used to support the sloping side of an earthworks, but is designed to

SK 8034 Y1 where the stabilizing reinforcement structure itself is also subject to the risk of sliding due to dynamic effects.

The newer document CN 102 733 354 from 2012 proposes a combination of large massive non-slip structures with sheet piling, which aims to achieve the structural immobility by adding a heavy superstructure to it. Because of its complexity and cost, this method is unlikely to become popular. This is all the more so in this case, because sheet piles must be stopped to create a structure which adversely affects the stability of the growing (natural) soil (internal friction).

The aim of this technical solution is to reliably stabilize railway lines running through sloping terrain, typically along the contour line and mostly railway lines with a cross-section having a notch on the slope side and embankment on the bottom side. To this extent, the technical solutions also aim to eliminate the damaging effect of surface water on the sections of the line directly retained by them and the water coming indirectly due to the slope of the terrain.

The role of the technical solution in the case of uniquely sensitive double-track railways is to ensure that traffic can be maintained - if only intermittently - on the slope inner track without disturbing the reinforcement of the bottom outer track, even if soil replacement has to be carried out in the sections.

The idea behind the technical solution is to realize that stabilization can be carried out most effectively if the gravel bed forming part of the upper can be created in such a way that movements that tend to occur due to transverse forces, together with their destabilization, can be prevented the effect of surface water under the influence of the track. Achieving this can solve the task.

This finding also implies that the original gravel bed of high-strength crushed aggregate is interconnected by strong friction and is placed on itself. This internal friction is capable of generating a resistance which, to a certain point, is able to withstand movements generated by forces transverse to the track direction. In the investigator's view, this resistance can be greatly increased if the individual elements and layers of the gravel bed are prevented from sliding one after another, in other words, if an adhesive material is inserted between them. The adhesive material does not fill the space between the stones (the so-called gap volume), but rather leaves a significant part of it free and in this way the water-permeable “lattice” construction of the gravel bed remains intact.

The essence of the technical solution

In accordance with the objective of the technical solution which has been set out, the structural arrangement according to the technical solution for stabilizing linear earthworks and, for the most part, railway track superstructures designed to prevent superstructure movements occurring as a result of mainly transverse forces against the direction of the track while being intermittently maintained to the right, it comprises a supporting support structure preferably located outside the gauge of the railway structure and resistant to movements, which tends to occur in the section where movements occur and is constructed in such a way that the supporting structure is formed by a supporting beam positioned along the railway track stabilizing gravel bed on the side of sleepers, where movements tend to occur, the support wall extending from the upper to the substructure installed on the side of the support beam opposite the sleepers, and a protective layer covering the support beam and support layer. at the same time encircling the ends of the sleepers oriented towards the support beam.

A further characteristic of the arrangement is that the cover layer projects between the sleepers approximately into the line of the rail located closer to the support structure. The support beam, support wall and cover layer comprise high strength crushed aggregates, preferably compacted crushed aggregates, as well as an adhesive material, for example an artificial resin, covering the aggregate from above and filling a minimum portion of its void volume.

The support wall is constructed of at least one, but preferably a plurality of layers installed on top of each other. In the case of a multilayer retaining wall, the strength of the individual layers varies and satisfies the load on them. The strength of the layers is proportional to the amount of adhesive material according to the gravel bed mass. The amount of adhesive material used for the layers with higher strength of the retaining wall exceeds the amount of adhesive material used for the layers with lower strength. Drainage, suitable for drainage of transferred moisture, especially rainwater, shall be installed at the level of the retaining wall which is furthest from the track level. The drainage shall be placed at the bottom of the lowest layer of the retaining wall.

The support beam and support wall are assembled together without joints. The ends of the sleepers, located close to the support beam, are connected to the covering layer without joints.

In the case of a possible form of arrangement, the upper layer of growth soil forming part of the upper connected to the outside of the retaining wall furthest from the railway track is treated with a reinforcing additive or injection. In the case of another mold, if the support wall extends over the embankment, the inclined side surface of the embankment is reinforced by additional structures at one or more levels to stabilize the upper.

The structural arrangement according to this invention has a number of advantageous characteristics compared to previous methods of stabilization of earthworks. The most important of these is that the combination of high-strength gravel bed material and high-strength adhesive material results in a favorable stability.

SK 8034 Y1 is a material which, when combined with a support beam and support wall containing concrete and adhesive material, is completely safe and overcomes all other methods of stabilizing earthworks. In the case of a certain mechanical load, it is possible to increase the strength (bending resistance) of a layer of glued crushed aggregate or support beam with steel reinforcement (in the case of a layer with steel reinforcement meshes). All of this leads to a long service life and is achieved by simple technology and the use of materials conventionally used for railways.

It is also advantageous that the operations do not cause any transportation or storage problems. The method does not require any components that have to be disassembled at a later time, it can be implemented faster than other solutions used to date and, in addition to fully satisfying the strength requirements, the possibility of optimal water drainage is ensured. It is also important that the structure can be continuously monitored and inspected throughout its operation.

It is also worth mentioning that this solution avoids the many side effects of traditional sheet piles and, moreover, allows huge financial savings. According to the calculation, it generates only one third of the costs compared to the sheet piling procedure.

BRIEF DESCRIPTION OF THE DRAWINGS

The technical solution is shown in more detail in connection with its standards based on drawings. In the attached drawings:

Figure 1 shows a cross-section of a section of a railway track;

Figure 2 shows a plan view of the same section of a railway track;

Figure 3 shows a small detail of a gravel bed.

EXAMPLES

Figure 1 shows an earthwork forming a track superstructure and a track forming a track superstructure. The upper 2 disposed on the railway substructure J comprises a gravel bed 21, sleepers 22 disposed thereon, and a rail 23 attached thereto.

The plan view in FIG. 2 shows a short section of the track - only the length of two sleepers 22. It also marks the marked track 25, which is identical to the predominant track axis. The support beam 3 supporting the sleepers 22 - and with them the entire upper 2 - against the transverse forces and preventing their movement in the "valley direction" is located along the valley ends of the sleepers 22. The support beam 3 continues down from track level 24 representing the upper surface of sleepers 22 and the supporting wall 4 next to it not only continues to the base of the gravel bed 21, but preferably penetrates into the upper layer 11a of the growing soil 11 located below it.

The support wall 4 ensures that the support beam 3 does not move. The support wall 4 also extends downwards and is constructed from at least one, but preferably more than one layer, the layers being placed one on top of the other. This example shows the lowest layer 41, above it the intermediate layer 42 and then the uppermost layer 43. The upper surface of this layer 43 coincides with the upper level of the gravel bed 21.

Part of the gravel bed 21 outside the sleepers 22 is covered by a cover layer 5 made as a concrete slab into which the ends 22a of the sleepers 22 protrude. If necessary, the cover layer 5 may also cover the support beam 3 and / or support wall 4. If required water, the bottom layer 41 of the retaining wall 4 may be combined with a drainage 7 which is constructed before the crushed stoneware material is spread on the bottom layer 41.

Figure 3 shows a detail of the ballast bed 21. It shows that the crushed stoneware elements 21a are in communication with the force transmission due to the adhesive material 6 applied therebetween. The high strength adhesive material 6 is present on the contact surfaces; but does not fill the void volume between the crushed stoneware elements 21a. As a result, the "lattice" construction of the gravel bed 21 remains intact, allowing any water to penetrate into the soil of the railway substructure J. In addition, the "rough" fracture surfaces of the wooden stoneware elements 21a are preferably smoothed by adhesive material 6 thereby promoting water passage. . Therefore, the adhesive material 6 is used in a highly fluid state such that the gravel bed 21, although preferably compacted layer by layer, preferably allows the adhesive material 6 to pass therethrough.

Industrial usability

The importance of the structural arrangement according to this technical solution is that, in addition to its reliably effective nature, speed and economy, it can be used in a wide range of applications for the construction of

A ground stabilizing structure to prevent lateral movements of curved railway tracks resulting from thermal force effects and generally to increase the load-bearing capacity of all types of gravel beds, for example by increasing the amount of adhesive material and / or increasing its strength.

PROTECTION REQUIREMENTS

Claims (15)

1. Structural arrangement for stabilizing linear earthworks, i. j. most of the track superstructures for preventing superstructure movements due to the potential effect of mainly transverse forces against the direction of the track, while intermittently keeping to the right, comprising a supporting support structure which is preferably located outside the track gauge and resists movements that tend to occur on these movements occur, characterized in that the supporting support structure is formed by a support beam (3) running along the railway track stabilizing the crushed aggregate bed (21) on the sleeper side (22), where the movements that tend to occur are directed through the supporting wall (4) continuing from the upper (2) to the subsoil installed on the side of the support beam (3) opposite the sleepers (22) and the cover layer (5) covering the support beam (3) and the support wall (4), simultaneously enclosing the ends (22a) sleepers (22) oriented towards the support beam (3). Structural arrangement according to claim 1, characterized in that the covering layer (5) projects between the sleepers (22) approximately to the track line (23) located closer to the support structure. Structural arrangement according to claim 1 or 2, characterized in that the support beam (3), the support wall (4) and the cover layer (5) comprise high-strength crushed aggregate as well as an adhesive material (6) for covering the aggregate from above and on filling the minimum part of the void volume. Structural arrangement according to claim 3, characterized in that the high-strength crushed aggregate is compacted crushed aggregate. Structural arrangement according to claim 3, characterized in that the adhesive material (6) is an artificial resin. Structural arrangement according to any one of claims 1 to 3, characterized in that the support wall (4) is constructed of at least one, but preferably a plurality of layers (41, 42, 43) installed on top of one another. Structural arrangement according to claim 6, characterized in that the strength of the individual layers (41, 42, 43) of the supporting wall (4) is dependent on the load on them. Structural arrangement according to claim 7, characterized in that the strength of the layers (41, 42, 43) is proportional to the amount of adhesive material (6) according to the gravel bed mass (21). Structural arrangement according to claims 7 or 8, characterized in that the amount of adhesive material (6) applied to the layers (42) with a higher strength of the support wall (4) is greater than the amount of adhesive material (6) applied to the layers (41). 43) with lower strength. Structural arrangement according to any one of claims 1 to 9, characterized in that a drain (7) suitable for draining the transferred moisture, especially rainwater, is installed along the level of the retaining wall (4) furthest from the level (24) of the railway track. Structural arrangement according to claim 10, characterized in that the drain (7) is located at the bottom of the lowest layer (41) of the supporting wall (4). Structural arrangement according to claim 1, characterized in that the support beam (3) and the support wall (4) are assembled together without joints. Structural arrangement according to claim 1, characterized in that the ends (22a) of the sleepers (22) located at the support beam (4) are mounted without joints on the cover layer (5). Structural arrangement according to any one of claims 1 to 13, characterized in that the upper layer (11a) of the growing (natural) soil (11) forming part of the upper (1) attached to the outer side of the support wall (4) furthest from the track is reinforced with reinforcing additive or injection. Structural arrangement according to any one of claims 1 to 9, characterized in that the inclined side surface of the embankment is reinforced by a complementary structure at one or more levels for stabilizing the railway substructure if the support wall (4) extends along the embankment. 3 drawings