CN105926381B

CN105926381B - Method for replacing ballast track bed of tunnel with ballastless track under condition of uninterrupted driving

Info

Publication number: CN105926381B
Application number: CN201610257555.3A
Authority: CN
Inventors: 谢达文; 魏祥龙; 曹国斌
Original assignee: Beijing Ruiwei Shiji Soil Engineering Co ltd
Current assignee: Beijing Ruiwei Shiji Soil Engineering Co ltd
Priority date: 2016-04-22
Filing date: 2016-04-22
Publication date: 2021-01-19
Anticipated expiration: 2036-04-22
Also published as: CN105926381A

Abstract

The invention discloses a method for replacing a ballast track bed of a tunnel with a ballastless track without interrupting a driving process, which comprises the following steps: selecting a target tunnel ballast track bed section along the longitudinal direction of the tunnel ballast track bed, respectively paving longitudinal beams parallel to the two steel rails at the target tunnel ballast track bed section on the outer sides of the two steel rails, fixedly erecting a plurality of cross beams arranged at intervals between the two longitudinal beams, and fixedly connecting the steel rails to the plurality of cross beams; dividing a ballast track bed section of a target tunnel into at least two operation sections, selecting a first operation section to remove a concrete sleeper and broken stones to form a track bed section to be replaced, pouring to form a concrete base at the track bed section to be replaced, removing all cross beams in the first operation section after curing, paving a track plate on the concrete base, fixedly connecting a steel rail to the track plate, and pouring CA mortar; after the CA mortar in the first operation section reaches the set strength, repeating the steps to complete the replacement operation of all the operation sections; and removing the longitudinal beam.

Description

Method for replacing ballast track bed of tunnel with ballastless track under condition of uninterrupted driving

Technical Field

The invention relates to a replacement operation method of a railway transportation line, in particular to a method for replacing a ballast track bed of a tunnel with a ballastless track under the condition of uninterrupted driving.

Background

The high-speed railway is an important technical achievement of world railways, and the high-speed railway intensively reflects the technical progress of the aspects of national railway traction power, line structure, high-speed operation control, high-speed transportation organization, operation management and the like, and also reflects the scientific and industrial level of a country. The high-speed railway is the demand of social economic development and transportation market competition, promotes the development and urbanization process of regional economy, and has particularly outstanding economic benefit and social benefit in areas with developed economy and dense population.

China's railway is used as the backbone of transportation and plays an important role in the development of national economy. According to the practice of the development of high-speed railways in various countries, China also needs high-speed transportation. High-speed railways are characterized by high speed and high density, and their objectives are high safety and high riding comfort, thus requiring a track structure that must have high ride comfort and high stability.

Railway track structures can be divided into two categories as a whole: ballast tracks based on gravel road beds and sleepers; ballastless tracks based on concrete or bituminous mixtures. Practice shows that the two track structures can ensure the safe operation of the high-speed train. However, due to the difference of the two types of track structures in the aspect of technical economy, all countries can reasonably select the two types of track structures according to the own national conditions and the characteristics of railways so as to obtain the optimal technical and economic benefits.

The conventional ballast track adopts crushed stone ballast as a track bed, and has the advantages of convenience in laying, low manufacturing cost, easiness in maintenance and the like due to the characteristics of elasticity increasing, vibration reduction, water drainage, convenience in maintenance and the like of the ballast bed, and the ballast track is used as a main structural form of the common railway track of all countries in the world for a long time. However, with the increase of the train speed, the vibration of the track is intensified, and the deformation of the ballast track bed is more and more serious. On a high-speed railway, the deformation of a stone ballast track bed is very quick, difficulty is caused in the maintenance of a track, and meanwhile, various unevenness of the track is caused due to the deformation nonuniformity of stone ballasts, so that the comfort and the safety of a high-speed train are influenced. Secondly, on a high-speed railway, strong train wind is caused by high-speed driving, so that railway ballast particles are rolled up by wind, the shape of a railway bed is difficult to maintain, measures have to be adopted to seal the surface of a railway ballast, and the ballast track loses the maximum advantage of convenient maintenance.

Along with the construction of high-speed railways for years in China, ballastless tracks with the advantages of high stability, uniform and good rigidity, strong structural durability, less maintenance workload, relatively mature technology and the like gradually become a form commonly adopted by the high-speed railways in China. The ballastless track has the characteristics of high smoothness, high stability, less maintenance and the like, and gradually obtains obvious advantages in railway operation, and particularly shows superiority and importance along with the construction of passenger dedicated lines and high-speed railways. Along with the accumulation of application experience, the construction cost of the ballastless track is greatly reduced, and compared with the ballasted track, the investment increased during the construction of the ballastless track is expected to be recovered by saving the track maintenance investment in one to two track large-scale construction periods, and the economic effect of the ballastless track is gradually prominent.

Therefore, the ballast track bed is inevitably replaced by the ballastless track, but the wide breadth of China has the large-area ballast track which is used, and when the ballastless track is replaced, if a train running on the ballast track is stopped, economic loss can be caused, and inconvenience can be brought to the train running. Therefore, how to replace the ballast track bed in the tunnel with a ballastless track becomes a problem which needs to be solved urgently in the industry under the condition of not interrupting the driving.

Disclosure of Invention

Aiming at the defects of the prior art, the invention aims to provide a system and a method for replacing a ballast track bed of a tunnel with a ballastless track under the condition of uninterrupted driving without influencing driving, which have low cost and short construction period.

According to an aspect of the present invention, there is provided a system for replacing a ballast track bed of a tunnel with a ballastless track without interrupting a driving process, the system comprising: the track flat plate moving vehicle is borne on a steel rail of a ballast track bed section of a target tunnel to be replaced by a ballastless track and reciprocates between a material area and an operation area along the steel rail; the support column of the crane is vertically and fixedly connected to one end, adjacent to the material area, of the trolley plate of the track flat plate moving vehicle, and the crane is used for hoisting the construction member between the trolley plate of the track flat plate moving vehicle and the material area when the material area is located; the tire type gantry crane is positioned at one end, adjacent to an operation area, of a plate of the track flat plate moving vehicle; and the track can be dismantled to the portal crane, and the track can be dismantled to the portal crane sets up in the operation area, and the first track of track can be dismantled to the portal crane and second track be located respectively target tunnel have the both sides road bed top of tiny fragments of stone, coal, etc. railway flat car's sweep parallel and level, and first track and second track are connected with the neighbouring operation area one end of sweep in order can dismantling the mode respectively and make: the tire type gantry crane reciprocates between the plate of the track flat plate moving vehicle and the detachable track of the gantry crane so as to hoist the construction component between the plate of the track flat plate moving vehicle and the operation area.

Preferably, one end of the detachable track of the gantry crane is connected to the track slab moving vehicle, and the other end of the detachable track of the gantry crane is provided with support legs borne on roadbed at two sides of the ballast track bed section of the target tunnel.

Preferably, the two ends of the first track and the second track of the detachable track of the gantry crane are respectively provided with an independent fixing support leg which is borne on the roadbed at the two sides of the ballast track bed section of the target tunnel.

Preferably, the device further comprises a telescopic conveyor belt for transporting the crushed stones at the ballast bed section of the target tunnel, wherein the telescopic conveyor belt is connected below two sides of the slab of the track flat plate moving vehicle and is borne on the support legs of the track flat plate moving vehicle.

Preferably, the extendable conveyor belt comprises a fixed segment attached to the legs of the rail platform trolley and an extendable segment extending outwardly from the fixed segment.

Preferably, the method further comprises the following steps: the ballast conveying mechanism is borne on the steel rail and reciprocates between the material area and the track flat plate trolley along the steel rail; one end of the ballast conveying mechanism, which is adjacent to the material area, is fixedly provided with a ballast conveying box for accommodating broken stones; the one end of the adjacent track flat plate locomotive of fortune tiny fragments of stone, coal, etc. mechanism is connected with the dismantled transmission band of slope, and the one end that can dismantle the transmission band is lapped with scalable transmission band, and the other end that can dismantle the transmission band extends to the upper shed department of fortune tiny fragments of stone, coal, etc. case.

Preferably, the detachable conveying belt is connected to one end, adjacent to the track flat bed moving vehicle, of the ballast conveying mechanism through a four-bar linkage mechanism.

Preferably, the length of the track platform moving vehicle is 12-18 meters, and the height of the track platform moving vehicle is 1-1.2 meters.

Preferably, the length of the telescopic conveyor belt is 18-30 m, and the height of the main conveyor belt is 0.5-0.8 m.

Preferably, the construction members include simple beam members and ballastless track members.

Alternatively, the simple beam comprises: the support is arranged on the two longitudinal sides of the ballast track bed section of the target tunnel; the longitudinal beam is erected between two longitudinally adjacent supports and provided with a plurality of connecting hole sites at equal intervals, and the connecting hole sites are positioned between two adjacent concrete sleepers in the ballast track bed section of the target tunnel; and the cross beam penetrates through the transverse groove and is tightly attached to the lower part of the steel rail at the ballast track bed section of the target tunnel.

Optionally, the length of the longitudinal beam is 5-6 m, and the height of the longitudinal beam is 2.5-3 m.

Optionally, the length of the beam is 3.5-3.8 meters, and the height of the beam is 2.5-3 meters.

According to a second aspect of the present invention, there is provided a method for replacing a ballast track bed of a tunnel with a ballastless track without interrupting a driving process, including: (1) selecting a target tunnel ballast track bed section to be replaced by a ballastless track at a fixed length along the longitudinal direction of the tunnel ballast track bed, respectively paving longitudinal beams at fixed lengths parallel to the two steel rails at the outer sides of the two steel rails at the target tunnel ballast track bed section, fixedly erecting a plurality of cross beams which are arranged at intervals and are parallel to the concrete sleeper between the two longitudinal beams to support the steel rails, and fixedly connecting the steel rails to the cross beams; (2) dividing a ballast track bed section of a target tunnel into at least two operation sections, selecting a first operation section to remove a concrete sleeper and removing broken stones to form a track bed section to be replaced, pouring a concrete base with the height lower than that of a cross beam at the track bed section to be replaced, removing all cross beams in the first operation section after curing, laying a prefabricated track plate on the concrete base, fixedly connecting a steel rail to the track plate, and pouring CA mortar; (3) after the CA mortar in the first operation section reaches the set strength, repeating the step (2) at least once to complete the replacement operation of all the operation sections in the ballast track bed section of the target tunnel; and (4) dismantling the longitudinal beam to finish the replacement of the ballastless track.

Preferably, step (1) comprises: (1-1) respectively placing two supports at intervals below roadbed surfaces at two longitudinal sides of a ballast track bed section of a target tunnel, erecting a longitudinal beam provided with a plurality of equidistantly spaced connecting hole sites between two longitudinally adjacent supports, and setting each connecting hole site to be positioned between two adjacent concrete sleepers in the ballast track bed section of the target tunnel; (1-2) arranging a transverse groove between two adjacent concrete sleepers between two transversely corresponding connecting hole positions, penetrating a cross beam into the transverse groove, inserting an iron seat between contact surfaces of connecting hole positions of the cross beam and the longitudinal beam, and fixedly connecting the cross beam to the longitudinal beam through a plurality of connecting fasteners penetrating the iron seat; and (1-3) placing a fastener iron seat at the contact position of the steel rail and the cross beam, clamping a rubber base plate between the bottom of the fastener iron seat and the steel rail, and installing a steel rail elastic strip fastener to realize the fastening connection of the cross beam and the steel rail after clamping an insulating gauge block between two side surfaces of the fastener iron seat and the steel rail.

Preferably, when the ballast bed section of the target tunnel is in a curve shape, in the step (1-1), the method further comprises the steps of setting a diagonal difference between the two longitudinal beams to be less than or equal to 15 mm by using the base, and additionally arranging a cross brace at the upper strand of the curve of the longitudinal beam to increase the transverse resistance of the longitudinal beam to prevent rail expansion.

Optionally, in the step (1-2), broken stones between two adjacent concrete sleepers in the ballast bed section of the target tunnel are removed successively according to the installation sequence of the cross beams.

Preferably, when the ballast bed section of the target tunnel is an automatic blocking section, in the step (1-3), the method further comprises the step of buckling the temporary rail bottom insulating buckle plate to prevent the short circuit of the track circuit.

Preferably, after the step (1-3), the method further comprises the step of pulling a gauge pull rod between the bottoms of the steel rails every other beam.

Preferably, in the step (1-3), a rubber pad made of neoprene rafter rubber is selected.

Preferably, step (2) comprises: (2-1) installing a track slab concrete base template between two transversely adjacent longitudinal beams at the track bed section to be replaced, and pouring concrete in the track slab concrete base template to form a concrete base and convex blocking platforms positioned in the middle parts of two ends of the concrete base; (2-2) identifying a position outline wire frame of the track slab to be placed between two adjacent convex blocking platforms on the upper surface of the concrete base, removing all cross beams above the position outline wire frame, and laying the prefabricated and molded track slab in the position outline wire frame; (2-3) pouring CA mortar into a gap between one side of the track slab and the concrete base to form a CA mortar pouring layer; (2-4) respectively pouring resin into the gaps between the track plate and the convex blocking platforms at the two adjacent ends to fill the gaps; and (2-5) installing a plurality of fastener systems on the track plate at intervals along the direction of the steel rail on the track plate, and realizing the fastening connection between the track plate and the steel rail through the fastener systems.

Preferably, in the step (2-2), before laying the track slab, a support pad block is placed in the position outline wireframe so that the elevation deviation of the track slab is between-1 cm and the midline error is between-2 cm and 2 cm.

Alternatively, in step (2-3), the perfusion of the CA mortar is performed by laying a CA mortar perfusion bag.

Preferably, in the step (2-3), the thickness of the CA mortar pouring layer is set to be 4-10 cm.

Preferably, in the step (2-3), before the CA mortar is poured, a pressing device is respectively fastened to two ends of the track slab and three sides where pouring is not performed to prevent the track slab from floating up after the CA mortar is poured.

Optionally, the clamping pressure of the pressing device is set to be 15-18 kilonewtons.

The invention has the beneficial effects that: because each member prefabricated and molded in advance is in modularized size matching, the appropriate process is adjusted, and meanwhile, the installation and adjustment are carried out by utilizing the matched equipment system, the time for replacing the ballast track can be greatly saved in each step, and the time for replacing the ballast track can be completed by utilizing the time of a skylight, so that the traveling crane cannot be influenced at all.

Drawings

The invention is further described below with reference to the accompanying drawings.

Fig. 1 shows a flow diagram according to an embodiment of the invention.

Fig. 2 shows a schematic structural view of a simple beam according to an embodiment of the present invention.

Fig. 3 shows a schematic cross-sectional view a-a in fig. 2.

Fig. 4 shows a schematic connection relationship between the steel rail and the cross beam.

FIG. 5 shows a schematic configuration of a system according to an embodiment of the invention.

Detailed Description

The system and method for replacing a ballast track bed of a tunnel with a ballastless track without interrupting the driving of the vehicle according to the present invention will be described in detail with reference to the accompanying drawings.

The method for replacing the tunnel ballast track bed with the ballastless track without interrupting the driving adopts a segmentation scheme, such as replacing the 10-meter ballast track each time. As shown in fig. 1, first, in step S1, a ballast track bed section of a target tunnel to be replaced by a ballastless track is selected at a fixed length in the longitudinal direction of the ballast track bed of the tunnel, the ballast track bed section of the target tunnel is overhead by a simple beam, and under-track construction is performed using a skylight time without affecting traffic. Next, in step S2, dividing the ballast bed section of the target tunnel into at least two operation sections, selecting a first operation section to remove the concrete sleeper and removing the broken stones to form a track bed section to be replaced, pouring a concrete base with a height lower than that of the cross beams at the track bed section to be replaced, after curing, removing all the cross beams in the first operation section, laying a preformed track plate on the concrete base, fixedly connecting the steel rail to the track plate, and pouring CA mortar. Then, in step S3, after the CA mortar in the first operation section reaches the set strength, repeating step S2 at least once, and completing the replacement operation of all the operation sections in the ballast track bed section of the target tunnel. Finally, in step S4, the construction temporary beam is removed, so that the ballastless track structure can bear load and release traffic.

The specific operation of each step will be described in detail with reference to specific construction cases. First, construction is performed from the entrance to the exit of the tunnel to the middle in sequence. The construction of tunnel bottom in the tunnel of traffic tunnel, if the bottom of falling, side direction and central escape canal, inverted arch, whole railway roadbed etc. the temporary overhead line subgrade that adopts this method has: simple and convenient beams of the roadbed, buckling rails, longitudinal beams and hanging rails. According to the engineering condition of the invention, the simple and convenient beam which is suitable for railway subgrade, tunnel overhead line and small bridge construction and has the characteristic of convenient transportation and disassembly is selected.

It should be noted that: 1) the simple and convenient beam is a temporary bridge span structure and cannot be used as a normal permanent bridge; 2) the steel rail of the construction section line is not less than 43 kg/m, the highest speed limit of the traveling crane in the straight line section and the curve section is respectively 45 km/h and 35 km/h, the speed is limited to 25 km/h when the bearing capacity of the foundation is insufficient, and the detection and calculation are carried out when special load transportation is carried out; 3) stress is diffused in a seamless line section, the rail temperature is higher than the locking rail temperature by 10 ℃, a track is not moved, and the rail temperature difference value of the construction section is ensured to be: the temperature of the wooden pillow is +/-5 ℃, and the temperature of the concrete pillow is +/-10 ℃; 4) the counter force of a single support is calculated to be 322.7 kilonewtons, the actual support counter force is calculated and determined according to an operating locomotive, the pressure after the diffusion of the support bottom plate surface must be smaller than the bearing capacity of a roadbed foundation, and when the roadbed cannot meet the bearing capacity requirement of the roadbed or meets the reduction of the bearing capacity of the roadbed when meeting water, measures such as temporarily reducing the operating speed, increasing the bearing stress area, replacing the roadbed and the like must be taken until the maximum dynamic load requirement of a train in line operation is met.

As shown in fig. 2, the simple beam L of the present invention includes: a support L100, a longitudinal beam L200 and a transverse beam L300.

When the simple and convenient beam is arranged, two longitudinal beams L200 are erected at one time, the length is 11.9 meters in total, and the length of the replaceable ballastless track is estimated to be 10 meters. When the longitudinal beam L200 is installed, the height of the support L100 is calculated, then the two supports L100 at the two ends of the longitudinal beam L200 are arranged, if the simple and convenient beam L is placed in a curve section, the support L100 is arranged to be ultrahigh, then the two longitudinal beams L200 are put in place, the diagonal line difference is limited to be not larger than 15 mm, when the longitudinal beam L200 is placed, each connecting hole position is set to be located between two adjacent concrete sleepers in a ballast track bed section of a target tunnel, and meanwhile, the iron seat L201 is placed beside the connecting hole position of the longitudinal beam L200 for standby. Next, a cross beam L300 is installed between two sleepers Z with ballast beds, a transverse groove is dug between the sleepers Z, attention is paid to the position of the transverse groove which is dug at an interval of one cross beam L300, and a temporary rail bottom insulating buckle plate needs to be buckled in an automatic blocking section to prevent a track circuit from being short-circuited. And (3) aligning the positions of the connecting hole positions of the longitudinal beams L200, penetrating a cross beam L300 into the transverse groove, wherein an iron seat L201 is arranged between the longitudinal beams L200 and the cross beam L300 when penetrating the cross beam L300, aligning the four hole positions, adjusting the position of the cross beam L300, and tightening a connecting bolt L202 so as to fixedly connect the cross beam L300 to the longitudinal beams L200 as shown in FIG. 3. Then, as shown in fig. 4, a fastener iron seat L301 is placed at the bottom of the contact part of the steel rail G and the cross beam L300, a rubber pad L302 and an insulating gauge block L303 are installed, a special elastic strip wrench is used for installing elastic strip fasteners, every other cross beam tightens a gauge pull rod, and finally, ballast is removed successively, and all the cross beams L300 are connected in place.

When placing the simple beam of the present invention, attention is paid to: 1) the minimum curve radius of the erected line is allowed to be 180 meters, the curve radius is less than 600 meters, and the longitudinal beam L200 must be provided with a cross brace to increase the transverse resistance; 2) the steel rail joint is arranged by freezing or encrypting the beam; 3) the height of the top of each support L100 is required to be on the same plane, so that the support L is stressed evenly to prevent uneven settlement.

And then, after the simple and convenient beam is erected, replacing the ballastless track. Before replacing a ballastless track, the simple and convenient beam can safely act under the action of train load, the original concrete sleeper is dismantled, and all broken stones of a track bed replacing section are planed. After the preparation work is finished, the concrete base template of the ballastless track is installed to pour concrete, so that the concrete base and the convex blocking platforms located in the middle of the two ends of the concrete base are formed, and the track slab is laid after the concrete base has certain strength. The beams of the simple beams are 30 cm high and have small intervals, so the beams need to be removed first. And (3) selecting nodes with long skylight time for construction, dismantling the cross beams within the length range of 10 meters, and predicting to replace 2 track plates.

In the laying process of the track slab, the track slab is divided into two steps of rough laying and fine laying of the track slab. In the course of rough paving, the track slab is preferably paved by adopting special construction equipment, the contour line of the track slab is marked on the concrete base, and a bearing cushion block (the size is preferably 5 cm multiplied by 30 cm multiplied by 80 cm) is placed on the surface of the base between the two convex baffles in advance, so that the accuracy is ensured to be +/-1 cm of elevation deviation and +/-2 cm of centerline error. In order to protect the convex baffle table, a buffer material such as a rubber ring needs to be additionally arranged at the convex baffle table to prevent the convex baffle table from being damaged. After rough laying and before fine laying, firstly, the CP III is utilized to measure and set the GRP point position coordinates (the point position measurement level is 0.2 mm, and the elevation is 0.1 mm) between the convex baffle platforms. The track slab fine adjustment adopts an automatic tracking total station instrument speed regulation frame, the total station instrument is erected on a GRP point position, the speed regulation frame is placed at the second row of insulation sleeves at the end of the track slab, one slab is regulated at each time, and the former slab is used for lapping the next slab. When the track slab is precisely adjusted, two jacks at one end must be simultaneously adjusted each time (when the jacks are operated, the screw thread is ensured to be in the middle position each time, and the situation that the screw thread cannot be adjusted after reaching the end when the adjustment amount is too large is avoided), and the elevation and the direction are adjusted within a specified range; then adjusting two jacks at the other end, repeating the above steps for 2-3 times, and adjusting the next plate after the plate is qualified. The precision of the track slab is that the plane and elevation difference between 4 track bearing points in the slab is controlled to be 0.3 mm, and the plane and elevation difference between adjacent track bearing points between the slab and the slab is controlled to be 0.4 mm. The adjustment amount of the track plate is adjusted by a three-way jack, and the stroke is 0.5 mm. And adjusting the deflection angle of each track board in the curve section, and checking by a chord measuring method.

After laying the pre-formed track slab, the pouring of the CA mortar is started. As the CA mortar is sensitive to the influence of the external environment and a mortar vehicle, a series of experiments are required before CA pouring. Firstly, on the basis of theoretical mixing proportion, a central laboratory carries out an initial mixing proportion test, determines the basic consumption of the materials used by the mortar according to the acceptance index of CA mortar, and then carries out a vehicle verification test on a mortar vehicle by adopting the mixing proportion so as to determine the stirring process of the mortar vehicle. And filling the qualified mortar indexes into a mortar filling bag, and then carrying out a plate uncovering test on the track plates, wherein the qualified plate uncovering times are 10, and meanwhile, each mortar vehicle is allowed to be used on a line after 5 qualified track plates are continuously filled.

And then, before mortar is poured, a person needs to be sent to specially check the thickness between each track plate and the concrete base, the size of the mortar pouring bag is selected according to the thickness, the thickness size of the mortar bag is ensured to be matched with the actual pouring thickness, and the filled CA mortar bag can be ensured to be flush with the edge of the track plate and the corner of the track plate is suspended and less than 3 cm. In the invention, the thickness of the CA mortar layer is limited to be 4-10 cm, and if the thickness of the CA mortar layer exceeds the standard, the CA mortar can be poured after the base is treated.

When pouring the CA mortar, in order to avoid the mortar to pour into back track board and take place to shift, two tip and the three side that does not pour into detain respectively and press closing device, the side uses closing device still can play the effect that prevents the curve section board and sideslip simultaneously, detains the pressure and is 15 kilonewtons on the bridge, 18 kilonewtons on the road bed respectively to guarantee that the track board can not take place the come-up phenomenon. When the strength of the detected mortar reaches above 0.1Mpa, the fine adjustment jack and the pressing device can be removed, the elevation of the slab can be measured by a level gauge before and after the grouting, and whether the slab moves before and after the grouting is checked.

After CA mortar is poured, resin is poured into the gap between the track plate and the convex baffle table due to the gap, and the gap is ensured to be 3-6 cm.

And after the construction of the ballastless track structure is completed, the longitudinal beam of the simple beam can be dismantled, and then the support is dismantled rapidly. And (4) line equipment is supplemented, maintenance is strengthened, the overrun place is timely treated, and after line changes tend to be stable, the next section of circular operation is carried out.

In order to adapt to the replacement mode of the invention, a group of equipment systems for replacing the ballast track bed of the tunnel with the ballastless track under the condition of uninterrupted driving are prepared. Referring to fig. 5, the system for replacing a ballast track bed of a tunnel with a ballastless track without interrupting the driving of the vehicle according to the present invention includes a track platform moving vehicle 100, a crane 200, a rubber-tyred gantry crane 300, a detachable track 400 of the gantry crane, a retractable conveyor 500, and a ballast conveying mechanism 600.

As shown in fig. 5, the track platform moving vehicle 100 is carried on a steel rail G of a ballast track bed section of a target tunnel to be replaced by a ballastless track and reciprocates between a material area M and an operation area O along the steel rail G. In order to correspond to the ballast track with the distance of 10 meters for each time, the length of the track flat plate moving vehicle 100 is 12-18 meters, and the height is 1-1.2 meters, so that the track flat plate moving vehicle can adapt to the operation of replacing the ballastless track, and the working strength and difficulty are reduced. The support of the crane 200 is vertically and fixedly connected to one end of the plate 101 of the track flat plate moving vehicle, which is adjacent to the material area M, and when the crane 200 is in the material area M, the construction member comprising a simple beam member and a ballastless track member can be hoisted between the plate 101 of the track flat plate moving vehicle and the material area M. The gantry tyre crane 300 is positioned at one end of the plate 101 of the railway flatbed moving vehicle adjacent to the operation area O. The track 400 can be dismantled to the portal crane sets up in operation district O, the first track and the second track that the track can be dismantled to the portal crane are located the both sides road bed top of target tunnel ballasted track bed section respectively and with the sweep parallel and level of track flatbed locomotive 100 to, first track and second track are connected with neighbouring operation district O one end of sweep 101 with the dismantlement mode respectively, therefore, rubber-tyred portal crane 300 is reciprocating motion between sweep 101 and the track 400 can be dismantled to the portal crane of track flatbed locomotive, thereby can the handling construction component between sweep 101 and the operation district O of track flatbed locomotive.

As a non-limiting specific embodiment, one end of the detachable track 400 of the gantry crane is connected to the track platform moving vehicle 100, and the other end is provided with support legs 401 supported on the roadbed at two sides of the ballast track bed section of the target tunnel. As another non-limiting specific embodiment, two ends of the first track and the second track of the detachable track 400 of the gantry crane are respectively provided with independent fixing support legs which are borne on the roadbed at two sides of the ballast track bed section of the target tunnel.

As an alternative embodiment, as shown in fig. 5, the present invention further includes a retractable conveyor belt 500 for transporting the crushed stones at the ballast bed section of the target tunnel, and the retractable conveyor belt 500 is connected below both sides of the bed plate 101 of the track flat mobile vehicle and is supported on the support legs 102 of the track flat mobile vehicle. The extendable conveyor 500 includes a fixed segment 501 attached to the foot 102 of the rail platform trolley and an extendable segment 502 extending outwardly from the fixed segment 501. The length of the telescopic conveyor belt 500 is 18-30 meters, the height is 0.5-0.8 meter, and broken stones at the ballast bed section of the target tunnel can be effectively and quickly transported.

As another alternative embodiment, as shown in fig. 5, the invention is further provided with a ballast conveying mechanism 600, and the ballast conveying mechanism 600 is borne on the steel rail G and reciprocates between the material area M and the track platform moving vehicle 100 along the steel rail G. One end of the ballast conveying mechanism 600, which is adjacent to the material area M, is fixedly provided with a ballast conveying box 601 for accommodating crushed stones; one end of the ballast conveying mechanism 600, which is close to the track flat plate moving vehicle 100, is connected with an inclined detachable conveying belt 602, one end of the detachable conveying belt 602 is connected with the telescopic conveying belt 500, and the other end of the detachable conveying belt 602 extends to an upper opening of the ballast conveying box 601. In order to adapt to the conditions of the site, the distance between the ballast conveying mechanism 600 and the retractable conveyor belt 500 cannot be fixed, so that the detachable conveyor belt 602 can be connected to one end of the ballast conveying mechanism 600, which is close to the track flat bed locomotive, through the four-bar linkage 603 to adjust the inclination angle of the detachable conveyor belt 602, and the ballast on the retractable conveyor belt 500 can be conveyed to the ballast conveying box 601 through the detachable conveyor belt 602. .

The completion time of the respective steps of the present invention under the condition of using the above-mentioned equipment system is shown in table 1.

TABLE 1

Procedure (ii)	Predicted time (hours)	Maintenance (sky)
			Mounting support	2	3
Erecting longitudinal beam	1
			Removing the gravel ballast at the position of the cross beam,	1
through beam and connecting longitudinal beamMounting and fixing fastener	3
			Fastener for loose concrete sleeper and planed concrete sleeper	2
Dig out this section rubble railway ballast	3
			Formwork for installing ballastless track slab concrete support	3
Pouring concrete base	2	3
			Installing prefabricated track slab, installing fastener and precisely adjusting track elevation	4
Grouting CA mortar layer	3
			Simple and convenient beam dismantling and traffic release	1

As can be seen from table 1, the method for replacing the ballast track bed of the tunnel with the ballastless track without interrupting the driving of the vehicle according to the present invention can be completed by using the skylight time in the time consumed in each step, and therefore, the driving of the vehicle is not affected at all.

Although preferred embodiments of the present invention have been described in detail herein, it is to be understood that this invention is not limited to the precise construction and steps herein shown and described, and that other modifications and variations may be effected by one skilled in the art without departing from the spirit and scope of the invention. In addition, various parameters disclosed may be appropriately selected within the scope disclosed in the present invention depending on the specific use conditions. Further, the order of the steps of the disclosed construction may be changed or adjusted as appropriate according to the specific conditions of use.

Claims

1. A method for replacing a tunnel ballast track bed with a ballastless track without interrupting a driving process comprises the following steps:

(1) selecting a target tunnel ballast track bed section to be replaced by a ballastless track at a fixed length along the longitudinal direction of the tunnel ballast track bed, respectively paving longitudinal beams at fixed lengths parallel to the two steel rails at the target tunnel ballast track bed section on the outer sides of the two steel rails, fixedly erecting a plurality of cross beams which are arranged at intervals and are parallel to a concrete sleeper between the two longitudinal beams to support the steel rails, and fixedly connecting the steel rails to the cross beams;

(2) dividing the ballast track bed section of the target tunnel into at least two operation sections, selecting a first operation section to remove a concrete sleeper and removing broken stones to form a track bed section to be replaced, pouring a concrete base with the height lower than that of the cross beam at the track bed section to be replaced, removing all the cross beams in the first operation section after curing, laying a prefabricated track plate on the concrete base, fixedly connecting the steel rail to the track plate, and pouring CA mortar;

(3) after the CA mortar in the first operation section reaches the set strength, repeating the step (2) at least once to complete the replacement operation of all operation sections in the ballast track bed section of the target tunnel; and

(4) and dismantling the longitudinal beam to finish the replacement of the ballastless track.

2. The method for replacing the ballast track bed of the tunnel with the ballastless track without interrupting the driving condition according to claim 1, wherein in the step (1), the method comprises:

(1-1) respectively placing two supports at intervals below roadbed surfaces at two longitudinal sides of the ballast track bed section of the target tunnel, erecting a longitudinal beam provided with a plurality of equidistantly spaced connecting hole sites between the two longitudinally adjacent supports, and setting each connecting hole site to be positioned between two adjacent concrete sleepers in the ballast track bed section of the target tunnel;

(1-2) forming a transverse groove between two adjacent concrete sleepers between two corresponding transverse connecting holes, penetrating a cross beam into the transverse groove, inserting an iron seat between contact surfaces of the cross beam and connecting holes of the longitudinal beam, and fixedly connecting the cross beam to the longitudinal beam through a plurality of connecting fasteners penetrating through the iron seat; and

(1-3) placing a fastener iron seat at the contact position of the steel rail and the cross beam, clamping a rubber base plate between the bottom of the fastener iron seat and the steel rail, and installing a steel rail elastic strip fastener to realize the fastening connection of the cross beam and the steel rail after clamping an insulating gauge block between the two side surfaces of the fastener iron seat and the steel rail.

3. The method for replacing the ballast track bed of the tunnel with the ballastless track without interrupting the driving condition according to claim 2, wherein when the ballast track bed section of the target tunnel is in a curve shape, in the step (1-1), the method further comprises the steps of setting a diagonal difference between two longitudinal beams to be less than or equal to 15 mm by using the support, and additionally installing a cross brace at a curved upper strand of the longitudinal beam to increase the transverse resistance of the longitudinal beam so as to prevent the track from expanding.

4. The method for replacing the ballast track bed of the tunnel with the ballastless track without interrupting the driving of the vehicle according to claim 2, wherein when the ballast track bed section of the target tunnel is an automatic block section, in the step (1-3), the method further comprises a step of buckling a temporary rail bottom insulating buckle plate to prevent a track circuit from being short-circuited.

5. The method for replacing the ballast track bed of the tunnel with the ballastless track without interrupting the driving of the vehicle according to claim 2, wherein after the step (1-3), the method further comprises the step of pulling a gauge pull rod between the bottoms of the steel rails every other beam.

6. The method for replacing the ballast track bed of the tunnel with the ballastless track without interrupting the driving of the vehicle according to any one of claims 2 to 5, wherein in the step (1-3), a rubber base plate made of chloroprene rubber is selected.

7. The method for replacing the ballast track bed of the tunnel with the ballastless track without interrupting the driving condition according to claim 6, wherein in the step (2), the method comprises:

(2-1) installing a track slab concrete base template between two transversely adjacent longitudinal beams at the track bed section to be replaced, and pouring concrete in the track slab concrete base template to form the concrete base and convex blocking platforms positioned in the middle parts of two ends of the concrete base;

(2-2) identifying a position outline wire frame to be placed with the track slab between two adjacent convex blocking platforms on the upper surface of the concrete base, removing all the cross beams above the position outline wire frame, and laying the prefabricated and molded track slab in the position outline wire frame;

(2-3) pouring a CA mortar into a gap between the track slab and the concrete foundation at one side of the track slab to form a CA mortar poured layer;

(2-4) respectively pouring resin into gaps between the track plate and the convex blocking platforms at two adjacent ends to fill the gaps; and

and (2-5) installing a plurality of fastener systems on the track plate at intervals along the direction of the steel rail on the track plate, and realizing the fastening connection of the track plate and the steel rail through the fastener systems.

8. The method for replacing the ballast bed of the tunnel with the ballastless track without interrupting the driving condition according to claim 7, wherein in the step (2-2), before the track slab is laid, a support cushion block is placed in the position outline wire frame so that the elevation deviation of the track slab is between-1 cm and the center line error is between-2 cm and 2 cm.

9. The method for replacing the ballast track bed of the tunnel with the ballastless track without interrupting the driving condition according to claim 7, wherein in the step (2-3), the thickness of the CA mortar pouring layer is set to be 4-10 cm.

10. The method for replacing a tunnel ballast bed with a ballastless track without interrupting the driving of a vehicle according to claim 7, wherein in the step (2-3), before the CA mortar is poured, a pressing device is respectively buckled and pressed at two ends and three sides which are not poured of the track slab so as to prevent the track slab from floating up after the CA mortar is poured.