A servo track suitable for a railway tunnel across an active fault and a control method thereof

Abstract

The present invention relates to a servo track and a control method thereof suitable for a railway tunnel across an active fault. The servo track comprises a flexible isolation layer, a viscous energy dissipation layer and a servo adjustment layer arranged in sequence from bottom to top. The flexible isolation layer comprises an arch suppression filler and elastic blocks on both sides thereof. The viscous energy dissipation layer is a polyurethane cured roadbed. The servo adjustment layer comprises a rigid structure and a control unit. The rigid structure comprises a longitudinal beam connected to the polyurethane cured roadbed, a wide pillow plate is arranged on the longitudinal beam, and a steel rail is arranged on the wide pillow plate. The control unit comprises a monitoring module for collecting horizontal displacement and differential settlement of the wide pillow plate, an execution module for driving the wide pillow plate to move, and a control module for controlling the working state of the execution module. Compared with the prior art, the present invention can ensure that the overall deformation of the track structure is in the millimeter level within a controllable range when the active fault is displaced, thereby ensuring the safe operation of the railway, and can make the track damage occur locally, which is conducive to rapid and low-cost repair.

Description

Technical Field

[0001] The invention relates to the technical field of railway tunnel rail transit, and in particular to a servo track suitable for a railway tunnel across an active fault and a control method thereof. Background Art

[0002] In geographical areas where fault zones are widely distributed, due to the high frequency, high intensity and shallow epicenter of earthquakes in this area, tunnels will inevitably pass through active fault areas during construction, such as the Muzhailing Tunnel on the Lanzhou-Chongqing Line and the Zheduoshan Tunnel on the Sichuan-Tibet Line. When active faults shift, it will cause serious hazards such as tunnel spalling and collapse, and track structure distortion, which will have a significant impact on the safety of railway transportation. Therefore, it is particularly important to take appropriate measures to deal with the problem of active fault shifts.

[0003] At present, when tunnel projects cross active faults, they mainly adopt measures such as over-excavation design, articulated design, and isolation and energy dissipation design. Most of them deal with cross-fault related issues from the perspective of tunnel structure design. After the railway is completed and opened to traffic, it is actually the track structure that directly affects the safety of railway transportation. However, there are still few studies on the track structure crossing active faults. The design of the track structure is mainly aimed at slight adjustments when slow deformation occurs and easy repair when large deformation occurs. Manual maintenance is required to adjust and repair the track, which is time-consuming and labor-intensive. Moreover, the operation needs to be carried out when the railway is suspended, and real-time precise control cannot be achieved. How to ensure that the deformation of the track structure is controlled within the allowable range when the active fault is displaced on the basis of the existing support and over-excavation of the tunnel is of great significance to the safety of railway operation. Summary of the invention

[0004] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a servo track and its control method suitable for a railway tunnel across an active fault, so as to achieve the purpose of controlling the overall deformation of the track structure when the active fault moves, thereby ensuring the safe operation of the railway.

[0005] The object of the present invention can be achieved by the following technical scheme: a servo track suitable for a railway tunnel across an active fault, comprising a flexible isolation layer, a viscous energy dissipation layer and a servo adjustment layer arranged in sequence from bottom to top, the flexible isolation layer comprising an arch suppression filler and elastic blocks on both sides thereof, the viscous energy dissipation layer being specifically a polyurethane cured ballast bed, the servo adjustment layer comprising a rigid structure and a control unit for adjusting the horizontal and vertical deformation of the rigid structure, the rigid structure comprising a longitudinal beam connected to the polyurethane cured ballast bed, a wide pillow plate being arranged on the longitudinal beam, and a steel rail being arranged on the wide pillow plate, the control unit comprising a monitoring module for collecting horizontal displacement and differential settlement of the wide pillow plate, an execution module for driving the wide pillow plate to move, and a control module for controlling the working state of the execution module.

[0006] Furthermore, the monitoring module includes a horizontal displacement sensor and a vertical displacement sensor arranged on the surface of the wide pillow plate, the horizontal displacement sensor and the vertical displacement sensor are respectively connected to the control module, the execution module includes a horizontal displacement actuator and a vertical displacement actuator respectively connected to the control module, the top end of the horizontal displacement actuator abuts against the side of the wide pillow plate, and the top end of the vertical displacement actuator is movably set at the bottom of the wide pillow plate, and the horizontal displacement actuator and the vertical displacement actuator are both symmetrically arranged left and right along the center line of the track.

[0007] Furthermore, a slide groove is provided at the bottom of the wide pillow plate, and the top end of the vertical displacement actuator is installed in the slide groove.

[0008] Furthermore, limit blocks are arranged on both sides of the longitudinal beam, the top surface of the limit blocks is flush with the top surface of the pavement body, the two side surfaces of the limit blocks are respectively connected to the side surface of the longitudinal beam and the side surface of the pavement body, the base of the horizontal displacement actuator is fixedly installed on the limit blocks, and the base of the vertical displacement actuator is fixedly installed on the longitudinal beam.

[0009] Furthermore, a limit telescopic device is provided between the vertical displacement actuator and the longitudinal beam to prevent the vertical displacement actuator from self-moving.

[0010] Further, the elastic stopper includes an arc-shaped bottom surface structure stopper and an arc-shaped single-side surface structure stopper, the arc-shaped bottom surface structure stopper is connected to the arc-shaped single-side surface structure stopper through an arc-shaped plate arranged longitudinally along the inner wall of the tunnel lining, the side of the arc-shaped bottom surface structure stopper is connected to the arch suppression filling, the bottom of the arc-shaped bottom surface structure stopper abuts against the inner wall of the tunnel lining, and the top of the arc-shaped bottom surface structure stopper is flush with the top surface of the arch suppression filling;

[0011] The arcuate side wall of the arcuate single-sided structural block abuts against the inner wall of the tunnel lining, the other side wall of the arcuate single-sided structural block is connected to the pavement body, and the top of the arcuate single-sided structural block is flush with the top surface of the pavement body.

[0012] Furthermore, the longitudinal beams are distributed in segments in the longitudinal direction of the track. The track is longitudinally divided into a dislocation influence zone and transition influence zones at both ends thereof. The transition influence zone includes a first transition zone and a second transition zone. The first transition zone is directly connected to the dislocation influence zone. For a fault type of a single hard structural surface, with the dislocation surface as the reference line, the range of the dislocation influence zone is -3D to 3D, the range of the first transition zone is -5D to -3D and 3D to 5D, and the range of the second transition zone is -10D to - 5D and 5D~10D; for a group of hard structural surfaces or weak broken zones, with the middle position of the structural surface or broken zone as the baseline, the range of the dislocation influence zone is -3D-d~3D+d, the range of the first transition zone is -5D-d~-3D-d and 3D+d~5D+d, and the range of the second transition zone is -10D-d~-5D-d and 5D+d~10D+d, where D is the tunnel diameter and d is half the width of a group of hard structural surfaces or weak broken zones;

[0013] For a fault type of a single hard structural surface or a weak fracture zone, the longitudinal beams in the dislocation influence zone and the first transition zone are I-type beams, and the longitudinal beams in the second transition zone are II-type beams;

[0014] For a set of fault types of a hard structural surface, the longitudinal beams in the dislocation influence zone where the structural surface is located are type III beams, the longitudinal beams in the other dislocation influence zones are type I beams, the longitudinal beams in the first transition zone are type I beams, and the longitudinal beams in the second transition zone are type II beams;

[0015] Among them, the lengths of the I-type beam, the II-type beam and the III-type beam increase successively.

[0016] Furthermore, the wide sleeper plates are connected by longitudinal tensioned steel bars, the length of the wide sleeper plates in the longitudinal direction of the track corresponds to the length of the longitudinal beam, and include type I plates, type II plates and type III plates. The type I plates in the dislocation influence zone are correspondingly provided with two pairs of horizontal displacement actuators and two pairs of vertical displacement actuators, the type III plates in the dislocation influence zone are correspondingly provided with three pairs of horizontal displacement actuators and three pairs of vertical displacement actuators, and the type I plates or type II plates in the transition influence zone are correspondingly provided with a pair of horizontal displacement actuators and a pair of vertical displacement actuators.

[0017] Furthermore, grouting holes are provided at the four corners of the longitudinal beam and lifting rings are installed.

[0018] A servo track control method applicable to a railway tunnel across an active fault comprises the following steps:

[0019] S1, the monitoring module collects the horizontal displacement and differential settlement data of the wide pillow plate, and transmits the collected data to the control module;

[0020] S2, the control module first compares the collected data with the standard threshold corresponding to the first level according to the priority order of the first level to the third level of rail driving. If the collected data exceeds the standard threshold of the first level, it is determined that the first level regulation is required, and then step S3 is executed. Otherwise, it is determined that no regulation is required, and a speed reduction passage mode is adopted, and manual maintenance and acceptance are carried out in sequence after passing;

[0021] S3, the control module obtains the adjustment degree of the execution module, and combines the difference between the collected data and the first classification standard threshold. If the difference is within the adjustment degree range, it is determined that the vehicle can be adjusted to meet the first classification driving requirement, and then step S4 is executed, otherwise step S5 is executed;

[0022] S4, the control module outputs a corresponding control signal to the execution module according to the difference between the collected data and the first classification standard threshold value, and the execution module drives the wide pillow plate to move. The monitoring module collects the horizontal displacement and differential settlement data of the wide pillow plate in real time and transmits it to the control module. The control module outputs a control signal to the execution module in real time until the data collected by the monitoring module is less than or equal to the first classification standard threshold value, then the regulation is terminated and normal traffic is allowed thereafter;

[0023] S5, the control module compares the collected data with the standard threshold corresponding to the second classification. If the collected data exceeds the standard threshold of the second classification, it is determined that the second classification regulation is required, and then step S6 is executed. Otherwise, it is determined that no regulation is required, and a speed reduction passage mode is adopted, and manual maintenance and acceptance are carried out in sequence after passing;

[0024] S6, the control module obtains the adjustment degree of the execution module, and combines the difference between the collected data and the second classification standard threshold. If the difference is within the adjustment degree range, it is determined that the vehicle can be adjusted to meet the second classification driving requirement, and then step S7 is executed, otherwise step S8 is executed;

[0025] S7, the control module outputs a corresponding control signal to the execution module according to the difference between the collected data and the second classification standard threshold value, and the execution module drives the wide pillow plate to move, and the monitoring module collects the horizontal displacement and differential settlement data of the wide pillow plate in real time, and transmits it to the control module, and the control module outputs a control signal to the execution module in real time, until the data collected by the monitoring module is less than or equal to the second classification standard threshold value, then the control is terminated, and then the speed reduction passage mode is adopted, and manual maintenance and acceptance are carried out in sequence after the passage;

[0026] S8, the control module compares the collected data with the standard threshold corresponding to the third classification. If the collected data exceeds the standard threshold of the third classification, it is determined that the third classification regulation is required, and then step S9 is executed. Otherwise, it is determined that no regulation is required, and a speed reduction passage mode is adopted, and manual maintenance and acceptance are carried out in sequence after passing;

[0027] S9, the control module obtains the adjustment degree of the execution module, and combines the difference between the collected data and the third classification standard threshold. If the difference is within the adjustment degree range, it is determined that the train can be adjusted to meet the third classification driving requirements, and then step S10 is executed, otherwise the train is stopped for manual maintenance and acceptance;

[0028] S10, the control module outputs a corresponding control signal to the execution module according to the difference between the collected data and the third classification standard threshold value, and the execution module drives the wide pillow plate to move, and the monitoring module collects the horizontal displacement and differential settlement data of the wide pillow plate in real time, and transmits it to the control module, and the control module outputs a control signal to the execution module in real time, until the data collected by the monitoring module is less than or equal to the third classification standard threshold value, then the control is terminated, and then the speed reduction passage mode is adopted, and manual maintenance and acceptance are carried out in sequence after the passage;

[0029] The required driving speeds corresponding to the first level to the third level are in descending order.

[0030] Compared with the prior art, the present invention has the following advantages:

[0031] 1. The present invention adopts a layered design in the cross section of the track, including a flexible isolation layer, a viscous energy dissipation layer and a servo adjustment layer arranged in sequence from bottom to top. The flexible isolation layer is used to separate the tunnel and the track structure, thereby reducing the amount of displacement; the viscous energy dissipation layer is used to absorb the displacement energy, thereby further reducing the amount of displacement; finally, the servo adjustment layer is used to achieve refined servo control of the wide sleeper plate and the displacement of the rail. The servo control of the overall deformation of the track structure is achieved by controlling each layer, integrating the concepts of isolation, energy dissipation and automatic regulation, and ensuring that the overall deformation of the track structure is within the millimeter level within a controllable range when the active fault is displaced, thereby ensuring the safe and stable operation of the railway.

[0032] 2. The present invention adopts a layered design in the cross-section of the track, which can prevent the damage caused by large deformation from occurring at the weak connection layer, ensuring the integrity or less damage of other parts; in addition, in the longitudinal direction of the track, the longitudinal beam and the wide sleeper are designed in a segmented manner according to the fault type and the fault influence range, which can also reduce the influence range of the fault displacement deformation. The combination of layered design and segmented design can control the damage of the track structure when the large deformation exceeds the controllable range to a local area, which is convenient for repair.

[0033] 3. The present invention combines the monitoring module, the control module and the execution module to form a control unit of the servo adjustment layer. The monitoring module is used to collect the horizontal displacement and differential settlement data of the wide pillow plate, the control module is used to perform graded regulation, and the execution module is used to drive the wide pillow plate to move, which can ensure the reliability and accuracy of the servo regulation. In addition, the present invention sets the corresponding number of execution modules according to the different influence ranges of the fault, which can effectively strengthen the regulation strength at the displacement surface and further improve the reliability of the regulation. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 It is a schematic diagram of the cross-sectional structure of the servo track of the present invention;

[0035] Figure 2 It is a schematic diagram of the longitudinal plane structure of the servo track of the present invention;

[0036] Figure 3 It is a schematic diagram of the structure of the wide pillow plate;

[0037] Figure 4a Schematic diagram of the longitudinal structure of the track when it is a single rigid structural surface;

[0038] Figure 4b A schematic diagram of the longitudinal structure of the track when it is a set of rigid structural surfaces;

[0039] Figure 4c Schematic diagram of the longitudinal structure of the track when it is a weak fracture zone;

[0040] Figure 5 It is a schematic diagram of the control loop of the control unit;

[0041] Figure 6 A schematic diagram of a flow chart of a method for controlling a servo track in an embodiment;

[0042] Explanation of marks in the figure: 1. Invert filling, 2. Elastic stopper, 3. Cured ballast bed, 4. Longitudinal beam, 5. Wide sleeper, 6. Rail, 7. Horizontal displacement sensor, 8. Vertical displacement sensor, 9. Controller, 10. Horizontal displacement actuator, 11. Vertical displacement actuator, 12. Lining, 13. Pavement body, 14. Arc plate, 15. Grouting hole, 16. Lifting ring, 17. Limit stopper, 18. Longitudinal tensioning steel bar, 19. Slide, 20. Limit expansion joint. DETAILED DESCRIPTION

[0043] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments.

[0044] Example

[0045] like Figure 1 and Figure 2As shown, the present invention proposes a servo track suitable for railway tunnels across active faults. Its cross section is designed in layers, and the concepts of partition, energy consumption and automatic control are integrated to achieve the overall deformation of the track structure within the controllable range of millimeters when the active fault moves. The longitudinal section of the track is designed in segments, which can reduce the impact range of the fault movement on the track structure. The combination of layered design and segmental design can control the damage of the track structure to a local area when the deformation exceeds the controllable range, which is convenient for repair.

[0046] Specifically, the servo track mainly includes: a flexible isolation layer, a viscous energy dissipation layer and a servo adjustment layer from bottom to top. The flexible isolation layer is composed of an invert filler 1 and an elastic stopper 2; the viscous energy dissipation layer is a solidified ballast 3; the servo adjustment layer is composed of a rigid structure layer and a control unit. Among them, the rigid structure layer includes a longitudinal beam 4, a wide pillow plate 5, and a rail 6; the control unit includes three modules: a monitoring module, a control module and an execution module. The monitoring module monitors the data of horizontal displacement and differential settlement of the track through a horizontal displacement sensor 7 and a vertical displacement sensor 8 arranged on the wide pillow plate 5 of the track structure. The control module analyzes the monitoring data and calculates the control amount through a controller 9. The execution module drives the wide pillow plate 5 to move through a horizontal displacement actuator 10 and a vertical displacement actuator 11. The control unit monitors the dynamic information of the track in real time, issues early warnings and control instructions in a timely manner, and realizes refined control of track displacement.

[0047] The inverted arch filling 1 is filled with self-repairing concrete material. When a large deformation occurs and the concrete material cracks, the internal repair agent will flow out to achieve automatic bonding. The elastic stopper 2 is made of high-elasticity and high-strength material, such as cement asphalt mortar (CA mortar). The elastic stopper 2 is a wedge-shaped structure with a horizontal top surface, including two types of structures: a curved surface on the bottom surface and a curved surface on one side wall. Among them, the elastic stopper 2 with a curved surface on the bottom surface is symmetrically arranged on both sides of the inverted arch filling 1, and its top surface is flush with the top surface of the inverted arch filling 1, and the curved bottom surface abuts the inner wall of the tunnel lining 12; the elastic stopper 2 with a curved surface on one side wall is symmetrically distributed on both sides of the cast-in-place pavement body 13. The cast-in-place pavement body 13 adopts C35 concrete, and the top surface of the elastic stopper 2 is flush with the top surface of the pavement body 13, and the curved side wall abuts the inner wall of the tunnel lining 12. The two structural types of elastic stops 2 are connected by an arc plate 14 arranged longitudinally along the inner wall of the tunnel lining 12. The bottom of the arc plate 14 is connected to the side wall of the elastic stop 2 next to the invert filling 1, and the top is connected to the bottom surface of the elastic stop 2 next to the pavement body 13. Together with the invert filling 1, the arc plate 14 forms a flexible isolation between the tunnel and the track structure to reduce the amount of displacement.

[0048] The limit stopper 17 is arranged on both sides of the longitudinal beam 4, and its top surface is flush with the top surface of the road surface body 13, and its two sides are connected to the side surface of the road surface body 13 and the side surface of the longitudinal beam 4 respectively. The base of the horizontal displacement actuator 10 is fixed on the limit stopper 17, and the base of the vertical displacement actuator 11 is fixed on the longitudinal beam 4. The horizontal displacement actuator 10 and the vertical displacement actuator 11 are arranged symmetrically along the center line of the track. A limit expansion joint 20 is arranged between the vertical displacement actuator 11 and the longitudinal beam 4 to prevent the vertical displacement actuator 11 from losing pressure under long-term pressure and causing displacement. The top of the horizontal displacement actuator 10 abuts against the side of the wide pillow plate 5. The horizontal displacement sensor 7 and the vertical displacement sensor 8 are arranged on the surface of the wide pillow plate 5 and correspond to the position of the actuator. Each pair of horizontal displacement actuators 10 and each pair of vertical displacement actuators 11 are respectively equipped with two horizontal displacement sensors 7 and two vertical displacement sensors 8.

[0049] like Figure 2 As shown, grouting holes 15 and lifting rings 16 are arranged at the four corners of the longitudinal beam 4. The grouting holes 15 are convenient for grouting repair after the polyurethane cured ballast 3 is damaged, and the lifting ring 16 is convenient for lifting and placing the longitudinal beam 4. The wide pillow plate 5 is arranged above the longitudinal beam 4, and its cross-sectional width is 2200mm. Figure 3 As shown, there is a slide groove 19 at the middle position of the bottom of the wide pillow plate 5, and the top end of the vertical displacement actuator 11 is located in the slide groove 19, which is convenient for the horizontal displacement actuator 10 to control the horizontal sliding of the wide pillow plate 5.

[0050] The solidified ballast bed 3 is specifically a polyurethane solidified ballast bed, which is formed by pouring polyurethane elastic material into a stable newly laid gravel ballast bed and solidifying it. It combines the advantages of good stability of ballastless track and easy adjustment of ballasted track, and absorbs the dislocation energy through viscous energy dissipation to further reduce the dislocation amount. The width of the cross section of the polyurethane solidified ballast bed 3 is the same as the width of the cross section of the invert filling 1, which is 3000mm, and its thickness is 300mm.

[0051] The longitudinal beam 4 is arranged above the solidified ballast 3, and its cross-sectional width is 2800mm. The longitudinal beam 4 is arranged in a segmental distribution in the longitudinal direction of the track to reduce the impact range of fault displacement deformation and control the damage to a local area. The longitudinal design is mainly based on the fault type and the fault impact range, such as Figure 4a to Figure 4c As shown. The fault types include single hard structural surface ( Figure 4a ), a set of rigid structural surfaces ( Figure 4b ) and weak fracture zone ( Figure 4c); According to the influence range of the fault, it is divided longitudinally into dislocation influence zone ① and transition influence zone ②, among which transition influence zone ② includes the first transition zone (i.e. ②-1 in the figure) and the second transition zone (i.e. ②-2 in the figure), and the influence degree of the second transition zone ②-2 is less than that of the first transition zone ②-1. Assume that the diameter of the tunnel is D and the width of a group of hard structural surfaces or weak broken zones is 2d. For a single dislocation surface, with the dislocation surface as the reference line, the range of the dislocation influence zone ① is -3D to 3D, the range of the first transition zone ②-1 is -5D to -3D and 3D to 5D, and the range of the second transition zone ②-2 is -10D to -5D and 5D to 10D; for a group of hard structural surfaces and weak broken zones, with the middle position of the structural surface or the broken zone as the reference line, the range of the dislocation influence zone ① is -3D-d to 3D+d, the range of the first transition zone ②-1 is -5D-d to -3D-d and 3D+d to 5D+d, and the range of the second transition zone ②-2 is -10D-d to -5D-d and 5D+d to 10D+d. Accordingly, the longitudinal length of the longitudinal beam 4 includes three types. For the type of a single hard structural surface and a weak broken zone, the length of the longitudinal beam 4 within the displacement influence zone ① and the first transition zone ②-1 is L1 (I-type beam), L1 is 1000mm, and the length of the longitudinal beam 4 within the second transition zone ②-2 is L2 (II-type beam), L2 is 1200mm; for the type of a group of hard structural surfaces, the length of the longitudinal beam 4 within the displacement influence zone where the structural surface is located is L3 (III-type beam), L3 is 1500mm, the length of the longitudinal beam 4 within the remaining displacement influence zone ① is L1 (I-type beam), and the length of the longitudinal beam 4 within the first transition zone ②-1 and the second zone ②-2 is the same as that of the single hard structural surface type.

[0052] like Figure 4a to Figure 4c As shown, the wide pillow plate 5 is arranged above the longitudinal beam 4, and its longitudinal length is slightly smaller than the longitudinal beam 4. The wide pillow plates 4 are connected by longitudinal tension steel bars 18. The longitudinal length of the wide pillow plate 5 corresponds to the length of the longitudinal beam 4, including type I plate (900mm), type II plate (1100mm) and type III plate (1400mm). According to the arrangement principle of strengthening servo control of the horizontal displacement actuator 10 and the vertical displacement actuator 11 at the dislocation surface, two pairs of horizontal displacement actuators 10 and two pairs of vertical displacement actuators 11 are arranged on the type I plate within the range of the dislocation influence zone ①, and three pairs of horizontal displacement actuators 10 and three pairs of vertical displacement actuators 11 are arranged on the type III plate; a pair of horizontal displacement actuators 10 and a pair of vertical displacement actuators 11 are arranged on the type I plate and the type II plate within the range of the transition influence zone.

[0053] In this embodiment, the rail 6 is made of NPR steel with high strength, high toughness, shear resistance and energy absorption characteristics, and is laid according to the standard of 60kg / m.

[0054] like Figure 5As shown in the figure, the monitoring module, control module and execution module of the control unit constitute a complete control loop of the system. The control of the system includes the following steps:

[0055] 1. The monitoring module collects data on the horizontal displacement and differential settlement of the track system through the horizontal displacement sensor 7 and the vertical displacement sensor 8, and transmits the data to the control module.

[0056] 2. The control module analyzes and predicts the data monitored by the sensor in order to prepare for early warning and issue control instructions. According to the difference between the command signal and the monitoring data signal, the control quantity is calculated in the controller 9, and the control quantity digital signal is converted into an analog signal and transmitted to the execution module.

[0057] 3. After receiving the signal transmitted by the controller 9, the horizontal displacement actuator 10 and the vertical displacement actuator 11 in the execution module drive the wide pillow plate 5 to move according to the signal instruction.

[0058] 4. The monitoring module again feeds back the displacement data monitored by the horizontal displacement sensor 7 and the vertical displacement sensor 8 to the control module.

[0059] 5. Repeat steps 2 to 4 until the control requirements are met to achieve precise control of track horizontal displacement and differential settlement.

[0060] like Figure 6As shown, the graded control adopted in this embodiment includes three graded standards of 160-200 km / h, 120-160 km / h and 80-120 km / h. The specific graded control method is as follows: after the monitoring module collects the horizontal displacement and differential settlement data of the wide sleeper plate, (i) it is determined whether it reaches the servo control threshold corresponding to 160-200 km / h. If no control is required, no measures are taken; if control is required, (ii) it is determined whether it can be adjusted to the track driving requirement value corresponding to the speed of 160-200 km / h. If it can, the control unit is used to adjust it and pass normally; if not, (iii) it is determined whether it reaches the servo control threshold corresponding to 120-160 km / h. If no control is required, the speed is reduced and manual maintenance is performed after passing. If the designed speed can be reached after maintenance, the track structure If the train meets the acceptance criteria, it will be put into use; if not, it will be put into use after re-laying the track; if it needs to be regulated, (iv) it will be determined whether it can be adjusted to the track driving requirement value corresponding to the speed of 120-160 km / h. If it can, the regulation unit will be used for regulation, and the train will be allowed to pass at a reduced speed, and after passing, it will be manually repaired until it is put into use; if it cannot, (v) it will be determined whether it reaches the servo regulation threshold value corresponding to 80-120 km / h; if no regulation is required, the train will be allowed to pass at a reduced speed, and after passing, it will be manually repaired until it is put into use; if it needs to be regulated, (vi) it will be determined whether it can be adjusted to the track driving requirement value corresponding to the speed of 80-120 km / h. If it can, the regulation unit will be used for regulation, and the train will be allowed to pass at a reduced speed, and after passing, it will be manually repaired until it meets the requirements and is put into use. If it cannot, the train will be stopped and manually repaired until it meets the requirements and is put into use.

[0061] In summary, the present invention integrates the concepts of isolation, energy consumption and automatic regulation: a layered design is adopted in the cross section of the track, and the structure includes a flexible isolation layer, a viscous energy consumption layer and a servo adjustment layer from bottom to top. The flexible isolation layer is used to isolate the tunnel and the track structure, thereby reducing the amount of displacement; the viscous energy consumption layer is used to absorb the displacement energy, thereby further reducing the amount of displacement; finally, the servo adjustment layer is used to realize the refined servo control of the wide sleeper plate and the displacement of the rail, and the concepts of isolation, energy consumption and automatic regulation are integrated to realize the servo regulation of the centimeter-level deformation of the track structure, thereby ensuring that the overall deformation of the track structure is at the millimeter level within a controllable range when the active fault is displaced, thereby ensuring the safe and stable operation of the railway;

[0062] Ability to control track damage to occur locally: The present invention adopts a layered design in the track cross section, which can make the damage caused by large deformation occur in the weak connection layer, ensuring the integrity or less damage of other parts; in addition, the segmented design adopted in the longitudinal direction of the track can also reduce the impact range of fault dislocation deformation and control the damage to the local area.

[0063] It is conducive to rapid and low-cost repair after deformation: the inverted arch of the present invention is filled with self-repairing concrete materials. When deformation occurs and causes cracks in the material matrix, the internal repair agent flows to the cracks and achieves automatic bonding by chemical action, thereby inhibiting the cracks and repairing the material. In addition, when the polyurethane cured roadbed used in the present invention is damaged due to large deformation, the internal structure can be torn along the polyurethane extrusion layer without causing damage to the ballast particles. Subsequently, the polyurethane material can be poured through the grouting holes on the longitudinal beams to achieve rapid and convenient repair of the roadbed.

Claims

1. A servo track control method suitable for a railway tunnel across an active fault, characterized in that: The servo track suitable for a railway tunnel across an active fault comprises a flexible isolation layer, a viscous energy dissipation layer and a servo adjustment layer which are arranged in sequence from bottom to top, the flexible isolation layer comprising an arch suppression filler (1) and elastic blocks (2) on both sides thereof, the viscous energy dissipation layer being specifically a polyurethane cured ballast bed (3), the servo adjustment layer comprising a rigid structure and a control unit for adjusting the horizontal and vertical deformation of the rigid structure, the rigid structure comprising a longitudinal beam (4) connected to the polyurethane cured ballast bed (3), a wide pillow plate (5) being arranged on the longitudinal beam (4), a steel rail (6) being arranged on the wide pillow plate (5), the control unit comprising a monitoring module for collecting horizontal displacement and differential settlement of the wide pillow plate (5), an execution module for driving the wide pillow plate (5) to move, and a control module for controlling the working state of the execution module; The control method comprises the following steps: S1, the monitoring module collects the horizontal displacement and differential settlement data of the wide pillow plate, and transmits the collected data to the control module; S2, the control module first compares the collected data with the standard threshold corresponding to the first level according to the priority order of the first level to the third level of rail driving. If the collected data exceeds the standard threshold of the first level, it is determined that the first level regulation is required, and then step S3 is executed. Otherwise, it is determined that no regulation is required, and a speed reduction passage mode is adopted, and manual maintenance and acceptance are carried out in sequence after passing; S3, the control module obtains the adjustment degree of the execution module, and combines the difference between the collected data and the first classification standard threshold. If the difference is within the adjustment degree range, it is determined that the vehicle can be adjusted to meet the first classification driving requirement, and then step S4 is executed, otherwise step S5 is executed; S4, the control module outputs a corresponding control signal to the execution module according to the difference between the collected data and the first classification standard threshold value, and the execution module drives the wide pillow plate to move. The monitoring module collects the horizontal displacement and differential settlement data of the wide pillow plate in real time and transmits it to the control module. The control module outputs a control signal to the execution module in real time until the data collected by the monitoring module is less than or equal to the first classification standard threshold value, then the regulation is terminated and normal traffic is allowed thereafter; S5, the control module compares the collected data with the standard threshold corresponding to the second classification. If the collected data exceeds the standard threshold of the second classification, it is determined that the second classification regulation is required, and then step S6 is executed. Otherwise, it is determined that no regulation is required, and a speed reduction passage mode is adopted, and manual maintenance and acceptance are carried out in sequence after passing; S6, the control module obtains the adjustment degree of the execution module, and combines the difference between the collected data and the second classification standard threshold. If the difference is within the adjustment degree range, it is determined that the vehicle can be adjusted to meet the second classification driving requirement, and then step S7 is executed, otherwise step S8 is executed; S7, the control module outputs a corresponding control signal to the execution module according to the difference between the collected data and the second classification standard threshold value, and the execution module drives the wide pillow plate to move, and the monitoring module collects the horizontal displacement and differential settlement data of the wide pillow plate in real time, and transmits it to the control module, and the control module outputs a control signal to the execution module in real time, until the data collected by the monitoring module is less than or equal to the second classification standard threshold value, then the control is terminated, and then the speed reduction passage mode is adopted, and manual maintenance and acceptance are carried out in sequence after the passage; S8, the control module compares the collected data with the standard threshold corresponding to the third classification. If the collected data exceeds the standard threshold of the third classification, it is determined that the third classification regulation is required, and then step S9 is executed. Otherwise, it is determined that no regulation is required, and a speed reduction passage mode is adopted, and manual maintenance and acceptance are carried out in sequence after passing; S9, the control module obtains the adjustment degree of the execution module, and combines the difference between the collected data and the third classification standard threshold. If the difference is within the adjustment degree range, it is determined that the train can be adjusted to meet the third classification driving requirements, and then step S10 is executed, otherwise the train is stopped for manual maintenance and acceptance; S10, the control module outputs a corresponding control signal to the execution module according to the difference between the collected data and the third classification standard threshold value, and the execution module drives the wide pillow plate to move, and the monitoring module collects the horizontal displacement and differential settlement data of the wide pillow plate in real time, and transmits it to the control module, and the control module outputs a control signal to the execution module in real time, until the data collected by the monitoring module is less than or equal to the third classification standard threshold value, then the control is terminated, and then the speed reduction passage mode is adopted, and manual maintenance and acceptance are carried out in sequence after the passage; The required driving speeds corresponding to the first level to the third level are in descending order.

2. A servo track control method applicable to a railway tunnel across an active fault according to claim 1, characterized in that: The monitoring module comprises a horizontal displacement sensor (7) and a vertical displacement sensor (8) arranged on the surface of the wide pillow plate (5), the horizontal displacement sensor (7) and the vertical displacement sensor (8) being respectively connected to the control module, the execution module comprises a horizontal displacement actuator (10) and a vertical displacement actuator (11) being respectively connected to the control module, the top end of the horizontal displacement actuator (10) being in contact with the side surface of the wide pillow plate (5), the top end of the vertical displacement actuator (11) being movably arranged at the bottom of the wide pillow plate (5), and the horizontal displacement actuator (10) and the vertical displacement actuator (11) being both arranged symmetrically with respect to each other along the center line of the track.

3. A servo track control method applicable to a railway tunnel across an active fault according to claim 2, characterized in that: A slide groove (19) is provided at the bottom of the wide pillow plate (5), and the top end of the vertical displacement actuator (11) is installed in the slide groove (19).

4. The servo track control method applicable to a railway tunnel across an active fault according to claim 2, characterized in that: Limiting blocks (17) are arranged on both sides of the longitudinal beam (4); the top surface of the limiting blocks (17) is flush with the top surface of the road surface body (13); the two side surfaces of the limiting blocks (17) are respectively connected to the side surface of the longitudinal beam (4) and the side surface of the road surface body (13); the base of the horizontal displacement actuator (10) is fixedly mounted on the limiting blocks (17); and the base of the vertical displacement actuator (11) is fixedly mounted on the longitudinal beam (4).

5. A servo track control method applicable to a railway tunnel across an active fault according to claim 4, characterized in that: A limit telescopic device (20) is provided between the vertical displacement actuator (11) and the longitudinal beam (4) to prevent the vertical displacement actuator (11) from self-moving.

6. The servo track control method applicable to a railway tunnel across an active fault according to claim 1, characterized in that: The elastic stopper (2) comprises an arc-shaped bottom surface structure stopper and an arc-shaped single-side surface structure stopper, the arc-shaped bottom surface structure stopper is connected to the arc-shaped single-side surface structure stopper via an arc-shaped plate (14) longitudinally arranged along the inner wall of the tunnel lining (12), the side surface of the arc-shaped bottom surface structure stopper is connected to the arch suppression filler (1), the bottom of the arc-shaped bottom surface structure stopper abuts against the inner wall of the tunnel lining (12), and the top of the arc-shaped bottom surface structure stopper is flush with the top surface of the arch suppression filler (1); The arcuate side wall of the arcuate single-sided structural block abuts against the inner wall of the tunnel lining (12), the other side wall of the arcuate single-sided structural block is connected to the pavement body (13), and the top of the arcuate single-sided structural block is flush with the top surface of the pavement body (13).

7. The servo track control method applicable to a railway tunnel across an active fault according to claim 2, characterized in that: The longitudinal beam (4) is distributed in a segmented manner in the longitudinal direction of the track. The track is longitudinally divided into a dislocation influence zone and transition influence zones at both ends thereof. The transition influence zone includes a first transition zone and a second transition zone. The first transition zone is directly connected to the dislocation influence zone. For a fault type with a single hard structural surface, with the dislocation surface as a reference line, the range of the dislocation influence zone is -3D to 3D, the range of the first transition zone is -5D to -3D and 3D to 5D, and the range of the second transition zone is -10D to -5 D and 5D~10D; for a group of hard structural surfaces or weak broken zones, with the middle position of the structural surface or broken zone as the baseline, the range of the dislocation influence zone is -3D-d~3D+d, the range of the first transition zone is -5D-d~-3D-d and 3D+d~5D+d, and the range of the second transition zone is -10D-d~-5D-d and 5D+d~10D+d, where D is the tunnel diameter and d is half the width of a group of hard structural surfaces or weak broken zones; For a fault type of a single hard structural surface or a weak fracture zone, the longitudinal beam (4) in the dislocation influence zone and the first transition zone is an I-type beam, and the longitudinal beam (4) in the second transition zone is a II-type beam; For a set of fault types of a hard structural surface, the longitudinal beam (4) in the slip influence zone where the structural surface is located is a type III beam, the longitudinal beams (4) in the remaining slip influence zones are type I beams, the longitudinal beams (4) in the first transition zone are type I beams, and the longitudinal beams (4) in the second transition zone are type II beams; Among them, the lengths of the I-type beam, the II-type beam and the III-type beam increase successively.

8. The servo track control method applicable to a railway tunnel across an active fault according to claim 7, characterized in that: The wide pillow plates (5) are connected to each other via longitudinal tensioned steel bars (18); the length of the wide pillow plates (5) in the longitudinal direction of the track corresponds to the length of the longitudinal beam (4); the wide pillow plates (5) include type I plates, type II plates and type III plates; the type I plates in the displacement influence zone are provided with two pairs of horizontal displacement actuators (10) and two pairs of vertical displacement actuators (11); the type III plates in the displacement influence zone are provided with three pairs of horizontal displacement actuators (10) and three pairs of vertical displacement actuators (11); and the type I plates or type II plates in the transition influence zone are provided with a pair of horizontal displacement actuators (10) and a pair of vertical displacement actuators (11).

9. The servo track control method applicable to a railway tunnel across an active fault according to claim 1, characterized in that: Grouting holes (15) are provided at the four corners of the longitudinal beam (4), and a lifting ring (16) is installed.

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