A rail well system

Abstract

The embodiment of the present application provides a rail well system, comprising: a rail well extending from the ground downward, the rail well being arranged on the side of a subway underground line; wherein the wellhead of the rail well is formed on the ground, and the wellhead of the rail well is used for placing rails from top to bottom; a side channel located below the ground, one end of the side channel being connected to the rail well, and the other end of the side channel being used for connecting to the subway underground line. The embodiment of the present application solves the technical problem that the rail well in the prior art cannot be applied to the situation where it is not suitable to excavate above the subway underground line.

Description

Technical Field

[0001] The present application relates to the technical field of track laying for underground subway lines, and in particular, to a track well system. Background Art

[0002] During the construction of the subway, most subway stations and sections are located underground. In order to ensure the progress of laying subway tracks and reduce track laying costs, it is often necessary to reserve track laying holes at the top of the open-cut stations or sections in the middle of the line, which are usually called track wells. The function of the track well is usually to hoist the track from top to bottom onto the track laying vehicle, which is placed at the bottom of the track well.

[0003] In the prior art, the track well is opened above the ground driving line and is opened from the top plate of the station or section to the bottom plate, so that the track can be directly hoisted from the top plate of the station or section to the driving line on the bottom plate of the station or section, and then the track laying operation is carried out by the track laying vehicle.

[0004] When environmental factors make it impossible to excavate directly above the structure at stations and sections along the subway line, the track can only be laid from the remote vehicle depot. The laying time is relatively long, the transportation distance is long, and the track laying cost is greatly increased.

[0005] Therefore, the existing track well drainage technology cannot be applied to the situation where it is not suitable to excavate above the underground subway line, which is a technical problem that technical personnel in this field urgently need to solve.

[0006] The above information disclosed in the background section is only for enhancing understanding of the background of the present application and therefore it may contain information that does not form the prior art known to a person of ordinary skill in the art. Summary of the invention

[0007] The embodiment of the present application provides a rail well system to solve the technical problem that the rail well in the prior art cannot be applied to the situation where it is not suitable for excavation above the underground subway line.

[0008] The present application provides a rail well system, including:

[0009] A rail well extending from the ground downwards, the rail well being arranged on the side of the underground subway line; wherein the well opening of the rail well is formed on the ground, and the well opening of the rail well is used for placing rails from top to bottom;

[0010] A side channel is located below the ground, one end of the side channel is connected to the track well, and the other end of the side channel is used to connect to the underground subway line.

[0011] The embodiment of the present application adopts the above technical solution, which has the following technical effects:

[0012] The rail well is set on the side of the subway underground line, and the rail well and the subway underground line are connected through the side passage set under the ground. In this way, the rail well is not set on the structure of the subway underground line, but on the side of the structure of the subway underground line, which is particularly suitable for the situation where the top of the subway underground line cannot be occupied, such as the situation where the top of the subway underground line is just a ground road. The rail well is set on the side of the subway underground line, and the location can be selected according to the ground conditions. The rail well and the subway underground line can be connected through the side passage. When it is necessary to use the rail well system of the embodiment of the present application for track laying, first place the rail from the wellhead of the rail well from top to bottom, and then move the rail well along the side passage from the position of the rail well to the subway underground line, and finally reach the position where the rail needs to be laid. The rail well system of the embodiment of the present application has a simple structure and is easy to construct. It can be used in the situation where the structure of the subway underground line is not suitable for digging a rail well directly above, such as the ground road directly above the stations and sections along the subway line. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0014] Figure 1 A top view of a rail well system and a subway underground line according to an embodiment of the present application;

[0015] Figure 2 for Figure 1 AA cross-sectional view of the rail well system shown.

[0016] Description of reference numerals:

[0017] 11 track wells, 111 track well openings, 12 side channels, 123 transport tracks,

[0018] 13 track laying vehicle, 14 tunnel crossing line,

[0019] 2 subway underground lines, 21 tunnel passages, 22 second tunnels, 221 second track laying lines. DETAILED DESCRIPTION

[0020] In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0021] During subway construction, due to environmental factors, it is sometimes impossible to dig a track well directly above the structure of the subway underground line, such as the stations and sections along the subway line. For example, the stations and sections along the subway line are located directly below the ground road, and the ground road cannot be occupied for a long time for construction. The track well system of the present application can be applied to such a situation.

[0022] Embodiment 1

[0023] Figure 1 A top view of a rail well system according to an embodiment of the present application; Figure 2 for Figure 1 AA cross-sectional view of the rail well system shown.

[0024] like Figure 1 and Figure 2 As shown, the rail well system of the embodiment of the present application includes:

[0025] A rail well 11 extending from the ground downwards, the rail well 11 being arranged on the side of the underground subway line; wherein a wellhead 111 of the rail well is formed on the ground, and the wellhead 111 of the rail well is used for placing rails from top to bottom;

[0026] The side passage 12 is located below the ground, one end of the side passage 12 is connected to the track well 11 , and the other end of the side passage is used to connect to the subway underground line 2 .

[0027] The rail well system of the embodiment of the present application is arranged on the side of the subway underground line, and the rail well is connected to the subway underground line through the side channel arranged under the ground. In this way, the rail well is not arranged on the structure of the subway underground line, but is arranged on the side of the structure of the subway underground line, which is particularly suitable for the situation where the top of the subway underground line cannot be occupied, such as the situation where the top of the subway underground line is just the ground road. The rail well is arranged on the side of the subway underground line, and the selection of the position can be selected according to the ground conditions, and the rail well and the subway underground line can be connected through the side channel. When it is necessary to use the rail well system of the embodiment of the present application for track laying, first, the rail row is placed from the wellhead of the rail well from top to bottom, and then the rail well is moved along the side channel, from the position of the rail well to the subway underground line, and finally reaches the position where the rail row needs to be laid. The rail well system of the embodiment of the present application has a simple structure and is easy to construct. It can be used in the situation where the structure of the subway underground line is not suitable for digging the rail well directly above, such as the ground road directly above the stations and sections along the subway line.

[0028] In implementation, such as Figure 1 The side passage 12 is used for connecting with the subway underground line 2 at an angle.

[0029] Since the length of the track is long, if the side channel and the subway underground line are orthogonally connected, then a right-angle turn will appear at the orthogonal position, and such a right-angle turn is not conducive to the turning of the track. Therefore, the side channel of the embodiment of the present application is obliquely intersected with the subway underground line, so that at the oblique position, there is a turn with an angle much greater than a right angle, which is convenient for turning, can speed up the progress of track laying, and reduce the cost of track laying.

[0030] In implementation, the side channel is a straight side channel or a curved side channel.

[0031] The side passage is obliquely intersected with the subway underground line, and the side passage can be a straight side passage or a curved side passage. The shape of the side passage can be selected according to the location of the track well and the location of the subway underground line.

[0032] In implementation, the width of the side channel is greater than the width of the rail row;

[0033] The length of the wellhead of the rail well is greater than the length of the rail, and the width of the wellhead of the rail well is greater than the width of the rail;

[0034] like Figure 1 As shown, the oblique angle between the side channel 12 and the subway underground line 2 ranges from greater than or equal to 110 degrees to less than or equal to 140 degrees.

[0035] The width of the side channel is greater than the width of the rail row, so that the rail row can move in the side channel. The length of the wellhead of the rail row well is greater than the length of the rail row, and the width of the wellhead of the rail row well is greater than the width of the rail row, that is, the wellhead of the rail row well is slightly larger than the size of the rail row, which can meet the requirement of hoisting the rail row from the wellhead of the rail row well from top to bottom.

[0036] The larger the oblique intersection angle between the side channel and the subway underground line, the closer it is to a straight line, and the easier it is for the track laying vehicle to move, but it wastes distance; the smaller the oblique intersection angle, the more difficult it is for the track laying vehicle to turn, and the distance is shorter. The oblique intersection angle between the tunnel crossover and the track laying line needs to be selected according to the conditions of the construction site.

[0037] During implementation, the rail well system also includes:

[0038] A transport rail 123, wherein the transport rail 123 is arranged in the rail well and the side channel 12; wherein the direction of the transport rail 123 is consistent with the direction of the side channel 12;

[0039] The track-laying vehicle 13 is placed on the transport rail 123 and can move along the transport rail 123 .

[0040] After the track-laying vehicle is moved to the position of the track well, the track is lifted from the wellhead of the track well from top to bottom and placed on the track-laying vehicle. The track-laying vehicle moves along the transport rails and can enter the underground subway line and move to the preset track-laying position for track laying.

[0041] When the transport rail is a curve, the radius of curvature is not less than 100 meters.

[0042] The large radius of curvature means that the turns that the track laying vehicle passes through are all large, making it easier to move.

[0043] In implementation, the subway underground line includes a single tunnel section, the single tunnel section has a separate first tunnel, and the first tunnel has at least two first track laying lines;

[0044] The rail laying well system further includes a crossover in the tunnel, and the crossover in the tunnel is used to obliquely intersect with two adjacent first track laying lines;

[0045] The transport rail and the first track-laying line close to the transport rail are obliquely intersected.

[0046] The subway underground line includes a single tunnel part, which has only a single first tunnel. The first tunnel at this location is a location with a larger width. For example, the station location has two first track-laying lines for round trip, and the transfer station has multiple first track-laying lines. The crossover in the tunnel connects two adjacent first track-laying lines, and the connection is oblique. In this way, the track-laying vehicle can move from the transport rail to the first track-laying line close to the transport rail, and then enter the other first track-laying lines through the crossover in the tunnel, so that the track-laying vehicle moves to each first track-laying line to lay tracks.

[0047] When there are multiple crossovers in a tunnel, the crossovers in each tunnel may be roughly connected in the shape of an oblique line or a curve, or the crossovers in each tunnel may be arranged at intervals. These two methods can be selected according to the space on site.

[0048] During implementation, the oblique intersection angle between the tunnel crossover and the first track laying line ranges from greater than or equal to 110 degrees to less than or equal to 160 degrees.

[0049] The larger the oblique angle, the closer it is to a straight line, and the easier it is for the track laying vehicle to move, but it wastes distance; the smaller the oblique angle, the more difficult it is for the track laying vehicle to turn, and the distance is shorter. The oblique angle between the tunnel crossover and the track laying line needs to be selected according to the conditions of the construction site.

[0050] In implementation, the subway underground line further includes a multi-tunnel portion and an inter-tunnel passage 21, the multi-tunnel portion has a plurality of second tunnels 22, and adjacent second tunnels 22 are connected through the inter-tunnel passage 21; the second tunnel 22 has a separate second track laying line 221;

[0051] The rail laying well system further includes an inter-tunnel crossover 14, which is arranged in the inter-tunnel passage 21, and is used to obliquely intersect with two adjacent second track laying lines 221;

[0052] The transport rail 123 is obliquely intersected with a second track-laying line 221 close to the transport rail.

[0053] The subway underground line includes a multi-tunnel part, which has a plurality of second tunnels, each of which has a separate second track-laying line, and the adjacent second tunnels are connected through the inter-tunnel passage. The inter-tunnel crossover is arranged in the inter-tunnel passage, and the inter-tunnel crossover is used to obliquely intersect with two adjacent second track-laying lines. The inter-tunnel passage realizes the connection between the second tunnels. Since the inter-tunnel crossover and the second track-laying line close to the transport rail are obliquely intersected, the track-laying vehicle can move from the transport rail to the second track-laying line close to the transport rail, and then enter the other second track-laying lines through the inter-tunnel crossover, so that the track-laying vehicle moves to each second track-laying line to lay tracks.

[0054] In implementation, the angle of oblique intersection between the tunnel crossover and the second track laying line is in the range of greater than 110 and less than or equal to 140 degrees;

[0055] The value range of the oblique angle between the transport rail and the second track-laying line close to the transport rail is greater than or equal to 110 degrees and less than or equal to 140 degrees.

[0056] The larger the oblique angle, the closer it is to a straight line, and the easier it is for the track laying vehicle to move, but it wastes distance; the smaller the oblique angle, the more difficult it is for the track laying vehicle to turn, and the distance is shorter. The oblique angle between the tunnel crossover and the track laying line needs to be selected according to the conditions of the construction site.

[0057] When there are multiple crossovers between tunnels, the crossovers between each tunnel can be roughly connected in the shape of an oblique line or a curve, or the crossovers between each tunnel can be set at intervals. These two methods can be selected according to the space on site.

[0058] In implementation, the width of the inter-tunnel passage is greater than the width of the rail track, meeting the rail track transportation requirements.

[0059] In implementation, the length of the wellhead of the rail well is greater than the length of the rail, and the width of the wellhead of the rail well is greater than the width of the rail;

[0060] The width of each of the side passage and the inter-tunnel passage is greater than the width of the rail row.

[0061] Specifically, the length of the rail well mouth is not less than 27m (the track length is 25m, and 1.0m of space is reserved on each side), the width of the rail well mouth is not less than 3.5m (the track width is 2.5m, and 0.5m of space is reserved on each side), and the width of the side channel and the channel between the tunnels is not less than 4m, which meets the rail transportation requirements.

[0062] In the description of the present application and its embodiments, it should be understood that the orientation or positional relationship indicated by the terms "top", "bottom", "height", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0063] In the present application and its embodiments, unless otherwise clearly specified and limited, the terms "set", "install", "connect", "connect", "fix" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0064] In the present application and its embodiments, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0065] The disclosure above provides many different embodiments or examples to realize the different structures of the present application. In order to simplify the disclosure of the present application, the parts and settings of specific examples are described above. Of course, they are only examples, and the purpose is not to limit the present application. In addition, the present application can repeat reference numbers and / or reference letters in different examples, and this repetition is for the purpose of simplification and clarity, which itself does not indicate the relationship between the various embodiments and / or settings discussed. In addition, the various specific processes and material examples provided by the present application, but those of ordinary skill in the art can be aware of the application of other processes and / or the use of other materials.

[0066] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0067] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A rail well system, characterized in that: include: A rail well extending from the ground downwards, the rail well being arranged on the side of the underground subway line; wherein the well opening of the rail well is formed on the ground, and the well opening of the rail well is used for placing rails from top to bottom; A side passage, located below the ground, one end of the side passage being connected to the track well, and the other end of the side passage being connected to the subway underground line; The subway underground line includes a single tunnel section, the single tunnel section has a separate first tunnel, and the first tunnel has at least two first track laying lines; The rail laying well system further includes a crossover in the tunnel, and the crossover in the tunnel is used to obliquely intersect with two adjacent first track laying lines; The rail well system also includes: A transport rail, wherein the transport rail is arranged in the rail well and the side channel; wherein the direction of the transport rail is consistent with the direction of the side channel; A track-laying vehicle, the track-laying vehicle is placed on the transport rail and can move along the transport rail; The transport rail and the first track-laying line close to the transport rail are obliquely intersected; The subway underground line also includes a multi-tunnel part and an inter-tunnel passage, the multi-tunnel part has a plurality of second tunnels, and adjacent second tunnels are connected through the inter-tunnel passage; the second tunnels have a separate second track laying line; The rail laying well system further includes an inter-tunnel crossover line, which is arranged in the inter-tunnel passage, and is used to obliquely intersect with two adjacent second track laying lines; The transport rail is obliquely intersected with a second track-laying line close to the transport rail; The side passage is used to be connected obliquely with the underground subway line; The side channel is a straight side channel or a curved side channel; The width of the side channel is greater than the width of the rail row; The length of the wellhead of the rail well is greater than the length of the rail, and the width of the wellhead of the rail well is greater than the width of the rail; The oblique intersection angle between the side channel and the subway underground line is in the range of greater than or equal to 110 degrees and less than or equal to 140 degrees; The value range of the oblique intersection angle between the tunnel crossover and the first track laying line is greater than or equal to 110 degrees and less than or equal to 160 degrees; The oblique intersection angle between the transport rail and the first track-laying line close to the transport rail ranges from greater than or equal to 110 degrees to less than or equal to 140 degrees.

2. The rail well system according to claim 1, characterized in that: The value range of the oblique intersection angle between the tunnel crossover and the second track laying line is greater than 110 and less than or equal to 140 degrees; The value range of the oblique angle between the transport rail and the second track-laying line close to the transport rail is greater than or equal to 110 degrees and less than or equal to 140 degrees.

3. The rail well system according to claim 1, characterized in that: The width of the inter-tunnel passage is greater than the width of the rail row.

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