High polymer grouting method for lifting ballastless track of high speed railway

Abstract

The invention relates to a high polymer grouting method for lifting a ballastless track of a high speed railway. The method comprises the following steps that (1) grouting holes are drilled; (2) geotextile bags are manufactured, and in addition, the geotextile bags and grouting pipes are bound; (3) the geotextile bags are tied up; (4) the geotextile bags are placed; (5) the grouting is carried out in the geotextile bags; (6) the track is lifted; (7) the grouting is filled; and (8) the lifting quantity is monitored: a laser gradienter is used for monitoring the vertical lifting height in real time, and the grouting stops when the lifting requirement is reached. The method has the advantages of high speed, little damage, light weight, high tenacity, economy, endurance and the like, the lifting of the ballastless track of the high speed railway can be fast realized, and a novel, advanced, efficient, economic and practical method is provided for the subgrade settlement repair of a high-speed rail. The method is successfully applied to multiple ballastless track lifting projects, and huge economic and social benefits and wide development and application prospects are realized.

Description

technical field [0001] The invention belongs to the technical field of traffic infrastructure maintenance and repair, and in particular relates to a high-speed railway ballastless track raising polymer grouting method. Background technique [0002] With the steady and healthy development of economic construction, our country is ushering in a period of rapid development of high-speed railway. Starting from the construction of the Qinshen Passenger Dedicated Line in 1999, after more than 10 years of construction of new high-speed railway lines and high-speed transformation of existing railways, China has now built the world's largest high-speed railway network with the highest operating speed. As of the end of December 2012, the mileage of China's high-speed railways with a speed of more than 200 kilometers per hour has reached nearly 13,000 kilometers, including nearly 3,000 kilometers of speed increase for existing lines, and the maximum design operating speed has reached 35...

AI Technical Summary

Problems solved by technology

[0009] For the section where the subgrade settlement seriously exceeds the standard, there are currently three main measures: the first is to reduce the speed of the train, which is obviously a helpless move, which is contrary to the original intention of building the high-speed rail; the second is to demolish the track and rebuild the subgrade. This method will lead to long-term interruption of line operation, and the maintenance cost is extremely high, so it is usually not used; the other method is to reinforce the roadbed by grouting or high-pressure jet grouting piles to increase its bearing capacity, so as to For the section where the subgrade settlement seriously exceeds the standard, there are currently three main measures: the first is to reduce the speed of the train, which is obviously a helpless move, which is contrary to the original intention of building the high-speed rail; the second is to demolish the track and rebuild the subgrade. This method will lead to long-term interruption of line operation, and the maintenance cost is extremely high, so it is usually not used; the other method is to reinforce the roadbed by grouting or high-pressure jet grouting piles to increase its bearing capacity, so as to To control the development of settlement, the main problems of this method are: (1) It can only control the development of subgrade settlement in the later stage, and cannot restore the subgrade that has already settled to the original design elevation, so the "rail lift" cannot be truly realized; (2) Most of the grouting materials are cement-based grout materials. After the grout is consolidated, a rigid body is formed in the roadbed, which is quite different from the elastic modulus of the roadbed soil, and the deformation is uncoordinated, which is prone to cracking and damage; (3) Usually, traffic needs to be interrupted , affecting the operation of the railway network; (4) The construction process greatly disturbs the subgrade, and produces a large amount of waste liquid, which pollutes the environment; (5) The construction equipment is huge, with high energy consumption and poor applicability, and it is difficult to enter the site for small sites; (6) The construction period is long, the material consumption is large, and the cost is high

To control the development of settlement, the main problems of this method are: (1) It can only control the development of subgrade settlement in the later stage, and cannot restore the subgrade that has already settled to the original design elevation, so the "rail lift" cannot be truly realized; (2) Most of the grouting materials are cement-based grout materials. After the grout is consolidated, a rigid body is formed in the roadbed, which is quite different from the elastic modulus of the roadbed soil, and the deformation is uncoordinated, which is prone to cracking and damage; (3) Usually, traffic needs to be interrupted , affecting the operation of the railway network; (4) The construction process greatly disturbs the subgrade, and produces a large amount of waste liquid, which pollutes the environment; (5) The construction equipment is huge, with high energy consumption and poor applicability, and it is difficult to enter the site for small sites; (6) The construction period is long, the material consumption is large, and the cost is high

At present, polymer grouting technology is mainly used in foundation reinforcement and road maintenance of industrial and civil buildings. There are no relevant reports on high-speed railway ballastless track lifting polymer grouting in China.

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