A railway embankment pile-net composite structure

Abstract

The present invention discloses a railway embankment pile-net composite structure, which includes a plurality of pile foundations arranged in the embankment section along the layout direction of the protective flat net and a capping beam fixedly arranged above the pile foundations. The pile foundations are arranged at the shoulder top of the earthen shoulder or on the outer side of the shoulder wall. A concrete cable trench is fixedly arranged inside the capping beam, and a protective flat net is fixedly arranged outside the capping beam. By adding pile foundations to the embankment section and adding a protective flat net to the outer end of the capping beam in the filled section, the capping beam arranged above the pile foundations not only widens the shoulder, but also facilitates the walking of operators and the up-and-down movement of small railway maintenance vehicles, which is convenient for operation and conducive to ensuring personal safety.

Description

Technical Field

[0001] The present invention relates to the field of railway engineering, and particularly to a railway embankment pile-net composite structure. Background Art

[0002] With the long-term operation of railway transportation facilities and equipment, their long-term service status gradually deteriorates. At the same time, the trend of railway heavy-haul is becoming more and more obvious. The width of the roadbed surface of operating railway lines is insufficient, especially in the embankment section. Due to the insufficient width, the railway may lose stability and endanger the safety of train operation. In some railways in China with an operation time of 20 years or more, shoulder walls and drainage facilities are mostly built with mortar rubble masonry. Because the mortar strength between the rubble stones is low, it is difficult to ensure its integrity. Quite a number of embankments are severely damaged, causing serious harm to flood control and drainage and the stability of the roadbed. At the same time, the damaged slopes are also difficult to adapt to the up and down of operators and machines, and even the shoulder width is insufficient to meet the needs of maintenance personnel to walk. For the disease problems existing in railway embankments, the common method is to repair them again, such as re-reinforcing them with mortar rubble masonry. However, this is not a long-term solution.

[0003] Existing railway embankment protection nets are generally set in two positions.

[0004] The first setting method is to set a railway protection net at the toe of the embankment slope. However, this layout belongs to a simple protection method and is often damaged by residents along the line or livestock (such as cows and sheep), making it lose its protection ability. Especially the green plants between the protection net and the embankment slope often attract the attention of residents along the line, and there are often phenomena that grazing personnel disassemble the guardrail to enter and graze. Furthermore, people and livestock enter the railway line and enter the train track, endangering the safety of train operation.

[0005] The second setting method is to set a railway protection net on the slope surface of the embankment slope. Although the protection net setting method in this way is not easily damaged by people and livestock, it has a fatal flaw, that is, once the slope collapses, the protection net will be damaged accordingly, thus losing its protection function.

[0006] For the above two layout forms of railway embankment protection nets, there is still a situation where the width of the roadbed surface is insufficient, which affects the operation of operators. Due to the insufficient width of the roadbed surface, safety accidents of operators are likely to occur, and railway maintenance vehicles cannot pass, making construction operations inconvenient.

[0007] In addition, there are many railway cables. In the past, the network was mostly arranged in a pole-supported overhead manner. This method is very easy to be damaged by wind and snow, and the maintenance difficulty is great due to the high overhead height (if the overhead height is low, it is easy to be damaged by construction). To sum up, the existing technologies and equipment cannot meet the requirements of strengthening the roadbed, protecting the railway, laying cables, and widening the road shoulders at the same time. Summary of the Invention

[0008] The technical problem to be solved by the present invention is to provide a pile-net composite structure for railway embankments, which can meet the requirements of reinforcing the subgrade, protecting the railway, laying cables, and widening the road shoulder at the same time.

[0009] To solve the above technical problem, the technical solution adopted by the present invention is: a pile-net composite structure for railway embankments, including a plurality of pile foundations arranged in the embankment section along the layout direction of the protective flat net and a capping beam fixedly arranged above the pile foundations. The pile foundations are arranged at the shoulder top of the earthen road shoulder or outside the road shoulder wall. A concrete cable trough is fixedly arranged inside the capping beam, and a protective flat net is fixedly arranged outside the capping beam.

[0010] A further improvement of the technical solution of the present invention lies in that: the capping beam is of a straight structure, the elevation of the top surface of the capping beam is 0.6m - 1.0m below the top surface of the two rails, a plurality of first support beams are arranged outside the capping beam, and one or more second support beams are evenly arranged between adjacent first support beams. The top surfaces of the first support beams and the second support beams are arranged at the same height. The concrete cable trough is arranged on the first support beams and the second support beams and close to the side of the capping beam, and the protective flat net is arranged on the first support beams and the second support beams and far from the side of the capping beam.

[0011] A further improvement of the technical solution of the present invention lies in that: the first support beam includes a first fixed section buried inside the capping beam and a first overhanging section protruding outside the capping beam. The distance between adjacent first fixed sections is 2.5m - 3.5m. The first support beam is selected from I16 I-beams or discarded rails. The length of the first support beam is 1.40m - 1.6m, the length of the first overhanging section is 0.65m - 0.8m, and the first overhanging section is painted with two coats of anti-rust paint.

[0012] A further improvement of the technical solution of the present invention lies in that: the second support beam includes a second fixed section buried inside the capping beam and a second overhanging section protruding outside the capping beam. The distance between adjacent second fixed sections or between the first fixed section and the second fixed section is less than 1.0m. The second support beam is selected from 75 angle steels. The length of the second support beam is 1.15m - 1.3m, the length of the second overhanging section is 0.65m - 0.8m, and the second overhanging section is painted with two coats of anti-rust paint.

[0013] A further improvement of the technical solution of the present invention lies in that: the capping beam is of an L-shaped structure. The capping beam includes a horizontal beam and a vertical beam integrally designed with the horizontal beam. The elevation of the top surface of the horizontal beam is 0.6m - 1.0m below the top surface of the two rails. The concrete cable trough is fixedly arranged on the horizontal beam, and the protective flat net is fixedly arranged on the vertical beam.

[0014] A further improvement of the technical solution of the present invention lies in that: the pile foundation is dug into the soil manually or by machine, and the depth of the outer edge of the pile foundation into the soil is not less than 4.0 m. When the pile foundation is dug into the soil manually, the pile foundation is selected as a round pile or a square pile. The diameter of the round pile is 0.4 m - 0.8 m, and the side length of the square pile is 0.45 m - 0.6 m. When the pile foundation is punched into the soil by machine, the pile foundation is selected as a reinforced concrete pile or a waste steel rail pile, and the waste steel rail pile is selected as two rows of waste I-beams arranged side by side.

[0015] A further improvement of the technical solution of the present invention lies in that: the distance between the inner edge of the capping beam and the railway center line is not less than 4.1 m, and the length of the capping beam is 10 - 20 m, and the width is 0.7 m - 0.9 m.

[0016] A further improvement of the technical solution of the present invention lies in that: both ends of the capping beam in the length direction are respectively arranged on the pile foundation, and a expansion joint is arranged between adjacent capping beams. The width of the expansion joint is 3 cm, and the joint is filled with asphalt hemp rope or rubber pad under the rail.

[0017] A further improvement of the technical solution of the present invention lies in that: the distance between adjacent pile foundations is 3 - 10 m, and a drainage net is arranged on the exposed part between adjacent pile foundations and the capping beam.

[0018] A further improvement of the technical solution of the present invention lies in that: the roadbed top surface of the earthen shoulder or the shoulder wall is provided with a 4% outward drainage slope.

[0019] Due to the adoption of the above technical solution, the technical progress achieved by the present invention is as follows:

[0020] 1. By adding pile foundations in the embankment section and adding a protective flat net at the outer end of the capping beam in the filled section, the capping beam arranged above the pile foundation not only widens the shoulder, but also facilitates the walking of operators and the up and down of small maintenance railway vehicles, which is convenient for operation and helps to ensure personal safety.

[0021] 2. Concrete cable troughs are respectively arranged on both sides of the railway rails of the present invention. After the cables are put into the troughs, the adaptability of the cables to the environment is improved, the possibility of being damaged by natural factors and human factors is reduced, the maintenance work is facilitated, the service life of the cables is extended, and the later maintenance cost is reduced.

[0022] 3. The present invention skillfully places the protective flat net outside the capping beam, reducing the risk of unauthorized personnel and livestock intruding into the railway line to zero.

[0023] 4. By setting a 4% outward drainage slope on the roadbed top surface of the earthen shoulder or the shoulder wall, the flood control and drainage capacity is improved, the operation safety is further ensured, and a drainage net is arranged on the exposed part between adjacent pile foundations and the capping beam to prevent the filled gravel from falling and hurting people. Description of the Drawings

[0024] Figure 1 It is the front view of the overall structure of the present invention when the railway shoulder is a shoulder wall and the capping beam is of a straight structure;

[0025] Figure 2 It is the front view of the overall structure of the present invention when the railway shoulder is an earthen shoulder and the capping beam is of a straight structure;

[0026] Figure 3 It is the top view of the overall structure of the present invention when the railway shoulder is an earthen shoulder and the capping beam is of a straight structure;

[0027] Figure 4 It is the side view of the overall structure of the present invention when the railway shoulder is a shoulder wall or an earthen shoulder Figure 1 ;

[0028] Figure 5 It is the side view of the overall structure of the present invention when the railway shoulder is a shoulder wall or an earthen shoulder Figure 2 ;

[0029] Figure 6 It is the schematic diagram of the connection of the first support beam, the second support beam and the capping beam of the present invention;

[0030] Figure 7 It is the front view of the overall structure of the present invention when the railway shoulder is a shoulder wall and the capping beam is of an L-shaped structure;

[0031] Figure 8 It is the front view of the overall structure of the present invention when the railway shoulder is an earthen shoulder and the capping beam is of an L-shaped structure;

[0032] Figure 9 It is the top view of the overall structure of the present invention when the railway shoulder is an earthen shoulder and the capping beam is of an L-shaped structure;

[0033] Among them, 1. protective flat net, 2. pile foundation, 3. capping beam, 3-1. horizontal beam, 3-2. vertical beam, 4. earthen shoulder, 5. shoulder wall, 6. first support beam, 6-1. first fixed section, 6-2. first overhanging section, 7. second support beam, 7-1. second fixed section, 7-2. second overhanging section, 8. concrete cable trough, 9. expansion joint, 10. rail, 11. drainage net. Specific embodiments

[0034] The present invention will be further described in detail below with reference to the embodiments:

[0035] Embodiment 1

[0036] As Figures 1 to 3 shown, a railway embankment pile-net composite structure includes a plurality of pile foundations 2 arranged in the embankment section and along the arrangement direction of the protective flat net 1, and a capping beam 3 fixedly arranged above the pile foundations 2,

[0037] The distance between adjacent pile foundations 2 is 3 - 10 m, the length of the capping beam 3 is 10 - 20 m, an expansion joint 9 is provided between adjacent capping beams 3, the width of the expansion joint 9 is 3 cm, and the joint is filled with asphalt hemp rope or rubber pads under the rail. Usually, the discarded rubber pads under the rail can be used, turning waste into treasure, making use of waste, and saving costs.

[0038] According to actual needs, such as Figure 4 shown, a capping beam 3 is arranged above adjacent pile foundations 2, or as Figure 5 shown, a capping beam 3 is arranged above multiple pile foundations 2, ensuring that both ends of the capping beam 3 are respectively arranged on the pile foundations 2. At the same time, a drainage net 11 is provided at the exposed part between the adjacent pile foundations 2 and the capping beam 3 to prevent the filled crushed stones from falling and hurting people.

[0039] Since some parts of the existing railway shoulders use earthen shoulders 4 and some parts use shoulder walls 5, based on the existing forms of railway shoulders, when the railway shoulder uses an earthen shoulder 4, the pile foundation 2 is arranged at the shoulder top of the earthen shoulder 4, and when the railway shoulder uses a shoulder wall 5, the pile foundation 2 is arranged outside the shoulder wall 5, so as to ensure that the railway embankment pile - net composite structure of the present invention can use both the earthen shoulder 4 and the shoulder wall 5. A 4% outward drainage slope is provided on the subgrade top surface of the earthen shoulder 4 or the shoulder wall 5, which improves the flood control and drainage capacity and further ensures the operation safety.

[0040] The pile foundation 2 is inserted into the soil by manual excavation or machine drilling, and the outer edge of the pile foundation 2 is inserted into the soil to a depth of not less than 4.0 m to ensure the stability of the pile foundation 2. When the pile foundation 2 is inserted into the soil by manual excavation, the pile foundation 2 is selected as a round pile or a square pile. The diameter of the round pile is 0.4 m - 0.8 m, and the side length of the square pile is 0.45 m - 0.6 m; when the pile foundation 2 is inserted into the soil by machine drilling, the pile foundation 2 is selected as a reinforced concrete pile or a discarded steel rail pile. The discarded steel rail pile is selected as two rows of discarded I - beams arranged side by side, turning waste into treasure, making use of waste, and saving costs.

[0041] The distance between the inner edge of the capping beam 3 and the railway center line is not less than 4.1 m. Since the maximum size of the train is 2.44 meters on each side of the railway center line, there should be a certain safety distance between the railway building and the train to avoid the danger of the train colliding with the railway building. The elevation of the top surface of the capping beam 3 is 0.6 m - 1.0 m below the top surface of the two rails 10, which is convenient for placing materials.

[0042] The capping beam 3 is of a straight structure. A plurality of first support beams 6 are arranged outside the capping beam 3, and one or more second support beams 7 are evenly arranged between adjacent first support beams 6. The top surfaces of the first support beam 6 and the second support beam 7 are arranged at the same height. A concrete cable trough 8 is arranged on the first support beam 6 and the second support beam 7 close to the side of the capping beam 3. After the cable enters the trough, the adaptability of the cable to the environment is improved, the possibility of being damaged by natural factors and human factors is reduced, and the maintenance work can be facilitated, the service life of the cable is extended, and the later maintenance cost is reduced. And a cover plate can be arranged on the concrete cable trough 8 to further widen the width of the road shoulder, facilitating the walking of operators.

[0043] A protective flat net 1 is fixedly arranged on the first support beam 6 and the second support beam 7 far from the side of the capping beam 3, and the protective flat net 1 is arranged in the embankment section, reducing the risk of unauthorized personnel and livestock intruding into the railway line to zero.

[0044] As Figure 6 shown, the first support beam 6 includes a first fixed section 6-1 buried in the capping beam 3 and a first overhanging section 6-2 protruding outside the capping beam 3. The distance between adjacent first fixed sections 6-1 is 2.5m - 3.5m. The first support beam 6 is selected from I16 I-beams or discarded steel rails, turning waste into treasure and saving costs. The length of the first support beam 6 is 1.40m - 1.6m, and the first overhanging section 6-2 is painted with 2 coats of anti-rust paint.

[0045] Since the first support beam 6 made of I16 I-beams or discarded steel rails mainly plays a main supporting role and has high requirements for strength and stiffness, in order to save more costs, the second support beam 7 is selected from 75 angle steels to play an auxiliary supporting role, and the requirements for strength and stiffness are relatively lower. The second support beam 7 includes a second fixed section 7-1 buried in the capping beam 3 and a second overhanging section 7-2 protruding outside the capping beam 3. The distance between adjacent second fixed sections 7-1 or between the first fixed section 6-1 and the second fixed section 7-1 is less than 1.0m. Therefore, the length of the second support beam 7 is 1.15m - 1.3m, the length of the second overhanging section 7-2 is 0.65m - 0.8m, and the second overhanging section 7-2 is painted with 2 coats of anti-rust paint. The lengths of both the first overhanging section 6-2 and the second overhanging section 7-2 are 0.65m - 0.8m, the width of the capping beam 3 is 0.7m - 0.9m, and the range of the widened road shoulder is 1.35 - 1.7m, facilitating the walking of operators and the getting on and off of small railway maintenance vehicles, facilitating operations and being beneficial to ensuring personal safety.

[0046] Embodiment 2

[0047] As Figures 7 - 9As shown in the figure, the difference between this embodiment and Embodiment 1 is that the capping beam 3 is an L-shaped structure. The capping beam 3 includes a horizontal beam 3-1 and a vertical beam 3-2 integrally designed with the horizontal beam 3-1. The elevation of the top surface of the horizontal beam 3-1 is 0.6 m - 1.0 m below the top surfaces of the two rails 10. The concrete cable trough 8 is fixedly arranged on the horizontal beam 3-1, and the protective safety net 1 is fixedly arranged on the vertical beam 3-2.

[0048] By adding pile foundations 2 in the embankment section and adding a protective safety net 1 at the outer end of the capping beam 3 in the filled section in the present invention, the capping beam 3 arranged above the pile foundations 2 not only widens the road shoulder, but also facilitates the walking of operating personnel and the getting on and off of small railway maintenance vehicles, which is convenient for operation and beneficial to ensuring personal safety.

Claims

1. A railway embankment pile-net composite structure, Features: The invention comprises a plurality of pile foundations (2) arranged in a road embankment section and arranged along the arrangement direction of a protective flat net (1) and a crown beam (3) fixedly arranged above the pile foundations (2), wherein the distance between adjacent pile foundations (2) is 3-10 m and a drainage net (11) is arranged on the exposed part between adjacent pile foundations (2) and the crown beam (3); the pile foundations (2) are arranged at the top of the earth shoulder (4) or the outside of the shoulder wall (5), and the top surface of the earth shoulder (4) or the shoulder wall (5) is provided with a 4% outward drainage slope; a concrete cable trough (8) is fixedly arranged on the inner side of the crown beam (3), and a protective flat net (1) is fixedly arranged on the outer side of the crown beam (3); the crown beam (3) is a straight-line structure or an L-shaped structure. When the crown beam (3) is a straight-line structure, the crown beam (3) is provided with a drainage net (11) on the outer side. A plurality of first support beams (6) are arranged, and one or more second support beams (7) are evenly arranged between adjacent first support beams (6); the top surfaces of the first support beams (6) and the second support beams (7) are arranged at the same height; the concrete cable trough (8) is arranged on the first support beams (6) and the second support beams (7) and is close to the crown beam (3); the protective flat net (1) is arranged on the first support beams (6) and the second support beams (7) and is away from the crown beam (3); when the crown beam (3) is an L-shaped structure, the crown beam (3) comprises a horizontal beam (3-1) and a vertical beam (3-2) designed integrally with the horizontal beam (3-1); the concrete cable trough (8) is fixedly arranged on the horizontal beam (3-1); and the protective flat net (1) is fixedly arranged on the vertical beam (3-2).

2. A railway embankment pile-net composite structure according to claim 1, Features: When the crown beam (3) is a straight-line structure, the elevation of the top surface of the crown beam (3) is 0.6m-1.0m below the top surfaces of the two steel rails (10).

3. A railway embankment pile-net composite structure according to claim 2, Features: The first support beam (6) comprises a first fixed section (6-1) embedded in the crown beam (3) and a first cantilevered section (6-2) cantilevered outside the crown beam (3); the spacing between adjacent first fixed sections (6-1) is 2.5m-3.5m; the first support beam (6) is made of I16 I-beam or discarded rail; the length of the first support beam (6) is 1.40m-1.6m; the length of the first cantilevered section (6-2) is 0.65m-0.8m; and the first cantilevered section (6-2) is coated with two coats of anti-rust paint.

4. A railway embankment pile-net composite structure according to claim 3, Features: The second support beam (7) includes a second fixed section (7-1) buried inside the capping beam (3) and a second cantilever section (7-2) protruding outside the capping beam (3). The spacing between adjacent second fixed sections (7-1) or between the first fixed section (6-1) and the second fixed section (7-1) is less than 1.0 m. The second support beam (7) is made of 75 angle steel. The length of the second support beam (7) is 1.15 m - 1.3 m, the length of the second cantilever section (7-2) is 0.65 m - 0.8 m, and the second cantilever section (7-2) is painted with two coats of antirust paint.

5. A railway embankment pile-net composite structure according to claim 1, characterized in that: When the capping beam (3) is of an L-shaped structure, the elevation of the top surface of the horizontal beam (3-1) is 0.6 m - 1.0 m below the top surfaces of the two rails (10).

6. A railway embankment pile-net composite structure according to any one of claims 2-5, characterized in that: The pile foundation (2) is driven into the soil by manual excavation or machine drilling, and the outer edge of the pile foundation (2) is driven into the soil to a depth of not less than 4.0 m. When the pile foundation (2) is driven into the soil by manual excavation, the pile foundation (2) is a round pile or a square pile. The diameter of the round pile is 0.4 m - 0.8 m, and the side length of the square pile is 0.45 m - 0.6 m. When the pile foundation (2) is driven into the soil by machine drilling, the pile foundation (2) is a reinforced concrete pile or a waste steel rail pile, and the waste steel rail pile is two rows of waste I-beams arranged side by side.

7. A railway embankment pile-net composite structure according to any one of claims 2-5, characterized in that: The distance between the inner edge of the capping beam (3) and the railway center line is not less than 4.1 m. The length of the capping beam (3) is 10 - 20 m, and the width is 0.7 m - 0.9 m.

8. A railway embankment pile-net composite structure according to any one of claims 2-5, characterized in that: Both ends of the capping beam (3) in the length direction are respectively arranged on the pile foundation (2), and a expansion joint (9) is arranged between adjacent capping beams (3). The width of the expansion joint (9) is 3 cm, and the joint is filled with asphalt hemp rope or rubber pads under the rail.

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