Construction Method for Replacing Hump Retarders at Railway Marshalling Yards

Abstract

This application relates to the field of hump retarders, and particularly to a construction method for replacing hump retarders in a railway hub marshalling station. The construction method for replacing hump retarders in a railway hub marshalling station includes "blocking the point → breaking → positioning the construction equipment → lifting the old retarder on the outer track → lifting the old retarder on the inner track → installing the new retarder on the outer track → installing the new retarder on the inner track → testing". This enables the replacement of hump retarders on one track that could only be done in one skylight point in the past to be upgraded to the replacement of hump retarders on two tracks in one skylight point. On the premise of ensuring safety, this application has the effect of improving the replacement efficiency of hump retarders.

Description

Technical Field

[0001] This application relates to the field of hump retarders, and particularly to a construction method for replacing hump retarders in a marshalling yard of a railway hub. Background Art

[0002] With the rapid development of the national economy, the volume of railway freight traffic has increased sharply, making the marshalling of freight trains in marshalling yards increasingly busy. As an important part of hump train marshalling, the increased usage frequency of hump retarders has led to a significantly shorter replacement cycle compared to the past.

[0003] The replacement of hump retarders in a marshalling yard of a railway hub is a large-scale comprehensive project that requires the coordinated cooperation of multiple parties such as railway traffic control, locomotive, track, signal, and construction units to be successfully completed, and the construction needs to be carried out within the "skylight period". The skylight period refers to the time in the train schedule when there is no train operation line drawn or the train operation is adjusted or reduced to ensure time for engineering and maintenance work. Traditional railway engineering personnel believe that due to the limitations of railway terrain, skylight period time, and construction level, the replacement of hump retarders can only be carried out for the retarders on one track within one skylight period. When replacing the hump retarders on the current track, it will also affect the normal operation of adjacent tracks. A track refers to the railway track affected by the hump retarders during the replacement of hump retarders. Although this method ensures construction safety and simple on-site coordination, its efficiency is low. For the train marshalling in a hump marshalling yard where "time is as precious as gold", replacing the retarders on only one track affects the normal operation of multiple tracks, which has a huge impact on train marshalling in the hump marshalling yard and incurs immeasurable economic losses.

[0004] In response to the traditional construction method and combining the experience in actual projects, this application proposes a construction method of "occupying one track to replace two and affecting three". Within the same skylight period, it is possible to complete the replacement of the retarders on two tracks by only occupying one track and only affecting three tracks. Summary of the Invention

[0005] To solve the problem of low efficiency in replacing traditional hump retarders, this application provides a construction method for replacing hump retarders in a marshalling yard of a railway hub.

[0006] The construction method for replacing hump retarders in a marshalling yard of a railway hub provided by this application adopts the following technical solution:

[0007] A construction method for replacing hump retarders in a marshalling yard of a railway hub, the replacement construction method includes.

[0008] S1. Blocking Point: Determine the outer track, inner track, and auxiliary transportation track where the hump retarders need to be replaced within the same skylight period; the outer track, the inner track, and the auxiliary transportation track are adjacent in sequence;

[0009] S2. Crushing: Crush the hardened road surface, stack the crushed hardened cement blocks in woven bags around the air ducts and equipment, and remove the old retarders on the outer track and the inner track.

[0010] S3. Construction equipment positioning: The rescue crane arrives at the inner track, and the open wagons for marshalling arrive at the auxiliary transportation track.

[0011] S4. Lifting the old retarder on the outer track: The rescue crane loads the old retarder and the old base plate on the outer track onto the open wagons for marshalling.

[0012] S5. Lifting the old retarder on the inner track: The rescue crane loads the old retarder and the old base plate on the inner track onto the open wagons for marshalling.

[0013] S6. Installing the new retarder on the outer track: The rescue crane hoists the new base plate on the outer track onto the outer track and installs the new retarder.

[0014] S7. Installing the new retarder on the inner track: The rescue crane hoists the new base plate on the inner track onto the outer track and installs the new retarder.

[0015] S8. Testing: Conduct a traffic test on the hump retarder.

[0016] By adopting the above technical solutions, within one skylight point, through blocking point → crushing → construction equipment positioning → lifting the old retarder on the outer track → lifting the old retarder on the inner track → installing the new retarder on the outer track → installing the new retarder on the inner track → testing, it is possible to complete the replacement construction of the hump retarder on two tracks within one skylight point while ensuring safety, greatly improving the replacement efficiency of the hump retarder.

[0017] Optionally, in S2, first crush the hardened road surface, stack the crushed hardened cement blocks in woven bags around the air ducts and equipment, and then cut the upper rail of the old base plate.

[0018] By adopting the above technical solutions, first crush the hardened road surface within the skylight point, stack the crushed hardened cement blocks in woven bags around the air ducts and equipment, and then cut the upper rail of the base plate, which saves a lot of time for loading the old base plate onto the open wagons for marshalling in the later S4, effectively shortening the construction time of step S4.

[0019] Optionally, in S3, when the rescue crane arrives at the inner track, gauge rods are installed at the head and tail of the rescue crane respectively to position and reinforce the crane.

[0020] By adopting the above technical solution, since the rescue crane may slip in the direction of the railway track when lifting the cement foundation, in order to avoid safety accidents, gauge rods are installed on the railway tracks where the crane head and the crane tail are located, thereby reducing the possibility of the rescue crane slipping or even tipping over, and further enhancing the safety during the construction process.

[0021] Optionally, in S3, after the rescue crane arrives at the site, the outriggers, alignment, slewing of the boom, and commissioning operations of the rescue crane shall be carried out.

[0022] By adopting the above technical solution, in order to further enhance the stability of the rescue crane, outrigger treatment is carried out on the rescue crane to reduce the possibility of the rescue crane tipping over; at the same time, alignment, slewing of the boom, and commissioning operations need to be carried out on the rescue boom, so as to ensure that the rescue crane can operate normally during the construction process, so as to ensure that the construction tasks can be completed as scheduled within the skylight period.

[0023] Optionally, in S4 and S5, when placing the lifted old hump retarder and the old base plate in the gondola car, they shall be placed evenly.

[0024] By adopting the above technical solution, the old hump retarder and its base plate are evenly placed in the open car by the rescue crane, ensuring that the old hump retarder and the base plate are not prone to uneven loading, reducing the possibility of the open car tipping over to a certain extent, and ensuring the safety production at the construction site.

[0025] Optionally, in S3, the boom length of the rescue crane is set to 19m.

[0026] By adopting the above technical solution, there are often high-voltage lines above the railway construction site. Therefore, the boom of the rescue crane should not be too long. If the boom is too long, the rescue crane will be affected by the high-voltage line, resulting in a significant reduction in construction efficiency or even inability to construct. As the length of the boom of the rescue crane changes, the weight of the heavy object that can be lifted by the crane will also change accordingly. When the boom length of the rescue crane is set to 19m, the construction of the rescue crane will not be affected by the high-voltage line, and its length is sufficient to cover the inner track, the outer track, and the auxiliary transportation track. At the same time, when the boom is set to 19m, the lifting capacity of the crane is the largest and the boom is the most stable. At this time, the safety performance and construction efficiency of the rescue crane are the highest.

[0027] Optionally, in S5, when the rescue crane lifts the old hump retarder on the inner track, the old ballast on the outer track can be cleaned at the same time, and new foundation ballast can be laid at the same time, and leveling, line center, and slope adjustment treatments are carried out.

[0028] By adopting the above technical solution, when the rescue crane hoists the old hump retarder on the inner track, the crane boom is working on the inner track. At this time, there will be no construction safety hazards on the outer track. Therefore, the staff can clean the old ballast on the outer track and lay new foundation ballast at the same time, which can effectively improve the construction efficiency and ensure the replacement of the hump retarder on the inner track and the outer track within the skylight period.

[0029] Optionally, S5 and S6 are constructed synchronously.

[0030] By adopting the above technical solution, on the premise of ensuring safety, the synchronous operation of S5 and S6 enables the construction of two tracks simultaneously, effectively improving the construction efficiency.

[0031] Optionally, in S6 and S7, the work of installing the new retarder includes installing the brake calipers, air pipelines, and crossing the rails.

[0032] By adopting the above technical solution, compared with prefabricating the hump retarder on the new base plate, installing the hump retarder on-site can timely adjust the hump retarder, thereby reducing the possibility of improper installation or adjustment of the hump retarder.

[0033] Optionally, in S8, the traffic test includes a rolling test and a humping test.

[0034] By adopting the above technical solution, within the skylight period, the replaced base plate is more firmly connected to the original railway through the rolling test, and the hump retarder is adjusted to the best state through the humping test, thereby ensuring that the hump retarder replacement is completed within the skylight period and can be used normally.

[0035] In summary, the present application includes at least one of the following beneficial technical effects:

[0036] 1. Through the construction steps of the present application: blocking point → crushing → construction equipment in place → lifting the old retarder on the outer track → lifting the old retarder on the inner track → installing the new retarder on the outer track → installing the new retarder on the inner track → testing, the replacement of the retarder on one track in the original skylight period is improved to the replacement of the retarder on two tracks in the current skylight period, greatly improving the replacement efficiency of the hump retarder;

[0037] 2. By respectively installing gauge rods on the front and rear of the crane head to reinforce the crane, the rescue crane is more stable during construction, enhancing the safety during construction;

[0038] 3. By simultaneously performing S5, lifting the old retarder on the inner track, and S6, installing the new retarder on the outer track, on the premise of ensuring construction safety, the construction efficiency is effectively improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 This is a schematic diagram of the construction site of this application, mainly used to show the relative positions of each track and construction equipment. The construction area is within the area where the two protective ropes are located in the figure;

[0040] Figure 2 This is a flow chart of the construction plan of this application;

[0041] Figure 1 and Figure 2 In [reference], the indications of Track 19, Track 20, Track 21, Track 22, Track 23, the summit, and the tail of the summit are all for actual engineering.

[0042] Explanation of reference numerals:

[0043] 1. Outer track; 2. Inner track; 3. Auxiliary transportation track; 4. Rescue crane; 5. Gondola car for formation; 6. Protective rope. Detailed implementation manners

[0044] The following further elaborates on this application in conjunction with Figure 1-2 the accompanying drawings and the application of this application in a certain actual project.

[0045] The embodiment of this application discloses a construction method for replacing the hump retarder in a railway hub marshalling station.

[0046] Refer to Figure 1 and Figure 2 , the construction method for replacing the hump retarder in a railway hub marshalling station includes the pre-construction preparation stage, the construction stage S1 - S8, and the opening to traffic.

[0047] Pre-construction preparation stage

[0048] First, prepare the tools, instruments, and materials required during the construction, as well as large rescue cranes 4, gondola cars for formation 5, truck cranes, and material transport vehicles needed during the construction.

[0049] All parties jointly investigate and measure the track center distance of the retarders (J220, J120, J221, J121) to be replaced.

[0050] The construction stage includes the following steps:

[0051] S1. Blocking point: Formulate a construction plan, determine the outer track 1, inner track 2, and auxiliary transportation track 3 that need to be constructed and conduct safety protection. At the same time, conduct protection and set warning signs at the summit and the tail of the outer track 1, inner track 2, and auxiliary transportation track 3.

[0052] S2. Crushing: Verify the car numbers of the 5 gondola cars transporting the new base plates, compile the train formation sequence according to the type of the base plates, and promptly report it to the station. At the same time, organize personnel to crush the hardened road surface around the retarders (J220, J120, J221, J121) that need to be replaced during the skylight period, and stack the crushed hardened cement blocks in woven bags around the air pipelines and equipment. At the same time, complete the preparatory work for the circuits and air pipelines of the new retarders, and protect or relocate in advance the signal equipment that affects the construction.

[0053] S3. Positioning of construction equipment: Contact the rescue crane 4 of the locomotive depot, mark the position of the crane outriggers, and prepare enough sleeper pads. Stack the old sleepers near the construction site in advance. Strengthen communication with the station to ensure that the rented internal combustion engine and the rescue crane 4 arrive at the construction area during each skylight period. Install track gauge rods before and after the rescue crane 4 stops for reinforcement; according to the usage requirements of the rescue crane 4, clear the track equipment that affects the positioning of the crane outriggers, and prepare the old sleepers under the outriggers for the rescue crane 4.

[0054] At the same time, it is necessary to complete the measurement of the longitudinal and horizontal profiles of the existing line, mark the center line of the new monolithic track bed, and adjust the poor longitudinal profile of the existing line. Prepare materials such as crushed stones and foam plastic boards required for the replacement retarders (J220, J120, J221, J121), and grind the new rails to be replaced to prevent poor track shunting after subsequent opening to traffic.

[0055] Position the 5 gondola cars and the rescue crane 4, and at the same time, carry out outrigger support, alignment, boom rotation and commissioning of the rescue crane 4. A full-time safety officer must be assigned to monitor this process to ensure the safe use of the rescue crane 4 in the later stage.

[0056] S4. Lifting the old retarders (J220, J120) on the outer track 1:

[0057] After the rescue crane 4 is commissioned, cut the rails on the upper part of the base plates of the old retarders (J220, J120) on the outer track 1. This work needs to use oxygen welding cutting; while carrying out oxygen welding cutting, arrange staff to transport the crushed hardened surface blocks processed in advance to the 5 gondola cars parked on the adjacent line.

[0058] After the cutting work is completed and the cutting staff and tools are withdrawn from the site, the rescue crane staff will hoist the old foundation plates on the outer track onto the open wagon 5 in the adjacent track in sequence. It should be noted that when the rescue crane is working, the ropes for hoisting the foundation plates must be balanced and firm. And the foundation plate tied with ropes must be hoisted about 10 cm above the ground first to observe whether it is stable. If it is not stable, the foundation plate needs to be put down to adjust the ropes until it can be balanced and stable, and then the old foundation plate can be hoisted into the open wagon 5. When placing the old foundation plates in the open wagon 5, attention should be paid to placing them evenly to avoid uneven load.

[0059] S5. Hoist the old speed reducers (J221, J121) on the inner track 2 and install the new speed reducers on the outer track 1: At this time, the hoisting of the foundation plates of the old speed reducers (J220, J120) on the outer track 1 is completed, and the cutting and hoisting work on the inner track 2 can start. When carrying out the cutting and hoisting work on the inner track 2, the staff can carry out the work of cleaning the old foundation ballast on the outer track 1, laying the new foundation ballast, and doing the leveling, line center and gradient treatment work.

[0060] When the staff completes the work of cleaning the old foundation ballast on the outer track 1, laying the new foundation ballast, leveling, line center and gradient treatment work, the hoisting work on the inner track 2 is also completed.

[0061] At this time, the staff for the work of cleaning the old foundation ballast on the outer track 1, laying the new foundation ballast, leveling, line center and gradient treatment work can be transferred to the inner track 2 for work. At the same time, the crane hoists the new foundation plate to the designated position on the outer track 1. It should be particularly noted that when hoisting the new foundation plate to the designated position on the outer track 1, it is necessary to do a good job in recording the elevation and gradient of the subgrade bottom surface, and at the same time, when placing the new foundation plate, it must be ensured that the new foundation plate is consistent with the center of the outer track 1.

[0062] S7. Install the new speed reducers on the inner track 2: After the rescue crane 4 installs the new foundation plate on the outer track 1, transfer the boom to the inner track 2 for the installation work of the new foundation plate on the inner track 2. At this time, the staff should be arranged to carry the brake calipers and air cylinders pre-placed near the outer track 1 to the installation position and carry out welding installation.

[0063] After the welding installation of the brake calipers and air cylinders is completed, the staff carry out the work of threading the rails. After the work of threading the rails is completed, at this time, the installation of the new foundation plate on the inner track 2 is also completed. Transfer the staff to the inner track 2 for the installation of the brake calipers and air cylinders and the work of threading the rails. Compared with prefabricating the speed reducers on the cement foundation plates, the installation method adopted in this scheme is a cross-operation method of manpower and construction tools, which makes up for the defect that it is difficult for manpower to lift the cement foundation plates, and at the same time effectively avoids the defect that the prefabricated speed reducers are difficult to adjust.

[0064] After the installation of the new base plate for the inner track 2 is completed, the staff can be arranged to tow the rescue crane 4 and the gondola car 5 that has unloaded the new base plate and installed the old base plate to the designated position. At the same time, the signal workers and the air pipeline welding workers are arranged to install the brake rail and the angle steel components and connect the air pipelines crosswise; the top installation workers are arranged to work on the valve box, control box, and replace the wiring at the same time.

[0065] S8. Test: After the hump retarder is replaced, in order to ensure the normal operation of the hump retarder, a rolling test and a humping test need to be carried out.

[0066] First of all, the rolling test is a powerful compaction method, which can increase the density of the railway subgrade, thereby effectively improving the strength and bearing capacity of the railway, so as to avoid uneven settlement or local settlement after use. In addition, it is also an effective method to check the track quality and various potential safety hazards of the new foundation under the track.

[0067] During the humping test, the braking force of the new hump retarder should be observed, and the jaw size of the retarder should be measured and finely adjusted until the technical parameters of the retarder are adjusted to the best values.

[0068] Opening to traffic: After the rolling test and the humping test are completed, it can be opened for normal operation.

[0069] The implementation principle of the hump retarder in the railway marshalling yard of the embodiment of the present application is as follows: Through the construction stage, blocking point → crushing → construction equipment in place → old retarder of the outer track 1 hoisted away → old retarder of the inner track 2 hoisted away → new retarder of the outer track 1 installed → new retarder of the inner track 2 installed → test, through the reasonable arrangement of the construction steps, as well as the reasonable use and allocation of the on-site construction tools, the replacement efficiency of the hump retarder in the railway marshalling yard has been greatly improved, from only being able to replace the retarder of one track in one skylight point in the past to being able to replace the retarders of two tracks in one skylight point now.

[0070] Economic benefit analysis of replacing the hump retarder of a certain project by using this construction method:

[0071] By using this construction method to replace the hump retarder in a certain project, the impact of construction on transportation has been greatly reduced.

[0072] The most intuitive effect is a significant reduction in labor costs. Through calculation, it can be obtained that: with the construction tools and machinery remaining unchanged, when constructing according to the traditional method, for each point, 91 laborers are required (10 for mechanical services, 45 for track maintenance, and 36 for the construction party). To replace the retarders on 18 tracks, 18 maintenance windows are needed, and the direct labor economic input is 91 * 18 * 200 yuan = 327,600 yuan. When using the new method for construction, for each point, 105 laborers are required (10 for mechanical services, 50 for track maintenance, and 45 for the construction party). To replace the retarders on 18 tracks, 10 maintenance windows are needed, and the direct labor economic input is 105 * 10 * 200 yuan = 210,000 yuan. The cumulative cost savings is 117,600 yuan. This is only calculated from the labor costs invested by the construction party. The work that originally needed to be completed within 18 construction maintenance windows was successfully completed within 10 windows, creating an economic value of more than 3 million yuan.

[0073] Social benefit analysis of replacing the hump retarders of a certain project using this construction method:

[0074] The marshalling station of a certain project is a large marshalling station, responsible for the marshalling operations of freight trains on numerous lines. If the conventional method of replacing retarders is used, 18 maintenance windows are required, with each window taking 690 minutes, affecting 3 out of 26 tracks in the marshalling yard. The losses caused by such an impact are obvious. Through the application of this construction method, the work that originally needed to be completed within 18 construction maintenance windows was successfully completed within 10 windows, saving a large amount of time for the marshalling operations of the hump of a certain project and greatly reducing the impact on transportation.

[0075] The early opening of this project plays a crucial role in ensuring the transportation of bulk materials such as coal, steel, and grain in the railway freight of this line, promoting economic, cultural, and technological exchanges between regions, and further improving the quality of railway transportation services.

[0076] The above are all preferred embodiments of this application, and the protection scope of this application is not limited accordingly. Therefore, all equivalent changes made according to the structure, shape, and principle of this application should be covered within the protection scope of this application.

Claims

1. A construction method for replacing hump retarders at a railway hub marshalling station, characterized in that, It includes the following steps: S1. Blocking points: Determine the outer track (1), inner track (2), and auxiliary transportation track (3) within the same skylight point where the hump retarder needs to be replaced; the outer track (1), the inner track (2), and the auxiliary transportation track (3) are adjacent to each other in sequence; S2. Crushing: Demount the old retarders on the outer track (1) and the inner track (2); S3. Positioning of construction equipment: The rescue crane (4) arrives at the inner track (2), and the flat cars in formation (5) arrive at the auxiliary transportation track (3); S4. Lifting the old retarder on the outer track (1): The rescue crane (4) loads the old retarder and the old base plate of the outer track (1) onto the flat cars in formation (5); S5. Lifting the old retarder on the inner track (2): The rescue crane (4) loads the old retarder and the old base plate of the inner track (2) onto the flat cars in formation (5); S6. Installing the new retarder on the outer track (1): The rescue crane (4) hoists the new base plate of the outer track (1) onto the outer track (1) and installs the new retarder; S7. Installing the new retarder on the inner track (2): The rescue crane (4) hoists the new base plate of the inner track (2) onto the outer track (1) and installs the new retarder; S8. Testing: Conduct a traffic test on the hump retarder; In S5, when the rescue crane (4) lifts the old hump retarder on the inner track (2), the old ballast on the outer track (1) can be cleaned simultaneously, new base ballast can be laid, and leveling, line center, and grade compensation treatments can be performed; S5 and S6 can be constructed synchronously.

2. The hump retarder replacement construction method for railway marshalling yards according to claim 1, wherein: In S2, first, the hardened road surface is crushed, and the crushed hardened cement blocks are stacked in woven bags around the air pipelines and equipment, and then the upper rail of the old base plate is cut.

3. The hump retarder replacement construction method for railway marshalling yards according to claim 1, characterized in that: In S3, when the rescue crane (4) arrives at the inner track (2), gauge rods are installed at the front and rear of the rescue crane (4) to position and reinforce the crane.

4. The hump retarder replacement construction method for railway marshalling yards according to claim 1, characterized in that: In S3, after the rescue crane (4) arrives, outrigging, alignment, slewing, and commissioning operations should be performed on the rescue crane (4).

5. The hump retarder replacement construction method for railway marshalling yards according to claim 1, characterized in that: In S4 and S5, when placing the lifted old hump retarder and old base plate in the flat cars in formation (5), they should be placed evenly.

6. The hump retarder replacement construction method for railway marshalling yards according to claim 1, characterized in that: In S3, the boom length of the rescue crane (4) is set to 19 m.

7. The hump retarder replacement construction method for railway marshalling yards according to claim 1, characterized in that: In S6 and S7, the work of installing the new retarder includes installing the brake calipers, air pipelines, and passing the rails.

8. The hump retarder replacement construction method for railway marshalling yards according to claim 1, characterized in that: In S8, the traffic test includes a rolling test and a humping test.

Images