Method for correcting deviation of high-speed railway bridge piers by stacking water bags

Abstract

This application discloses a method for correcting the deviation of high-speed railway bridge piers using water-filled bags. In this technical solution, water-filled bags are placed on the offset side of the pier, and a deformation groove is created on the other offset side for unloading. The lateral additional stress on the soil generated by the water-filled bags causes the pier to deform, thus achieving the correction purpose. The unloading through the deformation groove reduces the resistance to pier deformation, thereby improving the pier correction effect.

Description

Technical Field

[0001] This application relates to the technical field of treatment of defects in high-speed railway bridge piers, and in particular to a method for correcting deviations in operating high-speed railway bridge piers by stacking water bags. Background Technology

[0002] When high-speed railway bridge piers deviate laterally, how can efficient correction be achieved? Current technologies mainly include high-pressure jet grouting pile foundation correction and beam relocation correction. High-pressure jet grouting pile foundation correction primarily utilizes the excess pore water pressure generated by jet grouting and the soil-squeezing effect of the pile to deform the bridge pier and achieve correction. Beam relocation correction mainly removes the constraints of the pier supports and uses jacking equipment to lift the entire beam and push it laterally to the predetermined position to achieve correction. However, both of these correction technologies are expensive and complex to construct. Furthermore, high-pressure jet grouting pile construction causes some pollution to the surrounding environment, making it environmentally unfriendly. Summary of the Invention

[0003] In view of this, this application provides a method for correcting the deviation of high-speed railway bridge piers by stacking water bags, which can improve the deviation correction effect of bridge piers.

[0004] This application provides a method for correcting the deviation of a high-speed railway bridge pier by stacking water bags. A water bag stacking area is configured on the side of the bridge pier corresponding to the direction of deviation of the line. The water bag stacking area is used to accommodate the stacked water bags. The stacked water bags can generate additional lateral stress on the soil to drive the deformation of the bridge pier.

[0005] Optionally, a deformation groove is provided on the side of the bridge pier opposite to the direction of track offset.

[0006] Optionally, stress relief holes are provided between the bridge pier and the deformation groove.

[0007] Optionally, a stress relief hole is provided between the stress relief hole and the deformation groove.

[0008] Optionally, the outer perimeter of the water bag loading area is provided with retaining steel sheet piles.

[0009] Optionally, an inclinometer tube is installed between the bridge pier and the water bag loading area.

[0010] Optionally, a pore water pressure gauge is installed in the area between the bridge pier and the water bag loading area, and near the inclinometer tube.

[0011] Optionally, the water bag loading area is located 3m away from the edge of the pier's abutment.

[0012] Optionally, the deformation groove is located 3.2m away from the edge of the pier cap.

[0013] The above-described method for correcting the deviation of high-speed railway bridge piers by stacking water bags on the deviated side of the pier and unloading the water bags on the other side of the pier by creating a deformation groove. The lateral additional stress on the soil generated by the water bag stacking causes the pier to deform, thereby achieving the purpose of correction. Unloading the deformation groove can reduce the resistance of the pier to deformation, thus improving the effect of pier correction. Attached Figure Description

[0014] The technical solution and other beneficial effects of this application will become apparent from the following detailed description of specific embodiments in conjunction with the accompanying drawings.

[0015] Figure 1 This is a schematic diagram from one perspective of the water bag loading area and deformation groove layout provided in the embodiments of this application.

[0016] Figure 2 This is a schematic diagram of the water bag loading area and deformation groove layout from another perspective, as provided in the embodiments of this application.

[0017] Figure 3 This is a schematic plan view of the water bag loading area provided in an embodiment of this application.

[0018] Figure 4 This is a vertical route layout diagram of the water bag stacking area provided in an embodiment of this application.

[0019] Figure 5 This is a diagram showing the layout of the water bag loading area along the bridge direction, as provided in an embodiment of this application.

[0020] Figure 6 An elevation layout diagram of deep soil displacement and pore water pressure monitoring provided for embodiments of this application. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0022] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0023] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0024] The following disclosure provides many different embodiments or examples for implementing different structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. Of course, these are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, various specific examples of processes and materials are provided in this application, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0025] This application describes a method for correcting the alignment of high-speed railway bridge piers using water-filled bags, including the following steps:

[0026] S1. At a point 2m outside the pier cap on the opposite side of the pier offset direction, extending 6m outwards from the center of the pier cap to both sides, install a row of stress relief holes. The holes have a diameter of 0.3m, a lateral spacing of 2m, and extend 10m below the bottom surface of the pier cap. Fill the holes with bags of sand and gravel or lower bamboo cages to prevent collapse. Install one row of seven stress relief holes for each pier cap. Depending on the specific correction requirements, symmetrically add more stress relief holes between the existing seven. Use two drilling rigs for symmetrical, simultaneous construction. The stress relief holes are constructed using a 100-type drilling rig or a piling machine combined with a twist drill bit for soil extraction. When using drilling rigs, mud slurry or a top steel casing can be used for wall protection to prevent hole collapse. Fill the holes with sand and gravel promptly after drilling is completed.

[0027] Ten stress relief holes, each 127mm in diameter, are symmetrically arranged 3m outside the pier cap on the opposite side of the pier offset direction, starting from the center of the pier cap and spaced 1.0m apart. The holes extend 10m below the bottom surface of the pier cap. Ten stress relief holes are drilled simultaneously on each pier using two drilling rigs. Drilling is performed using a small water jet method, with wastewater discharged into a drainage ditch during construction. Steel casings are used to protect the top of the holes from collapse. After the bridge pier achieves the corrective effect, the stress relief holes are backfilled with cement mortar. During construction, it is necessary to continuously monitor the pore water pressure, rail surface, bridge pier body, and ground deformation, and dynamically adjust the construction progress, number of stress relief holes, and hole depth based on the monitoring results.

[0028] S3. Construct a deformation trench 0.2m outside the stress relief hole. The trench should be 2.0m deep, 8.0-9.0m long at the bottom, 1.5m wide at the bottom, and 2.0m wide at the top. Excavate from the ground down, and immediately fill the trench with rigid foam. Take waterproofing measures at the top of the trench to prevent rainwater or surface water from entering and affecting the stability of the trench walls. After construction, seal and compact the trench with crushed stone and 3% cement.

[0029] S4. Based on the lateral deviation of the bridge, a water-bag loading zone is set up 3m outside the pier cap on the offset side. The water-bag loading increases the lateral stress on the soil, thereby causing deformation of the pier and achieving the deviation correction. The loading zone is 20m wide along the bridge direction and 30m long perpendicular to the track direction, with the number of loading layers determined according to the deviation. Before loading the water bags, the site within the loading zone is leveled, and sharp objects are removed. Then, a rubber mat layer is laid, and the first layer of water bags is placed on top of the rubber mat layer. The water bags are made of two layers of high-density polyethylene. The inner layer is a non-pressurized water bag, mainly for sealing; the outer layer is a pressure-bearing layer, composed of a planar pressure-bearing layer and a skeleton pressure-bearing layer, mainly bearing water pressure. All water bags must undergo a water-filling test before use to verify their sealing performance.

[0030] S5. The specifications of the water bag can be customized according to the correction situation. When filling with water, two water pumps are connected to the water inlets reserved at both ends of the water bag through connecting pipes to fill with water simultaneously. Flow meters must be installed at the water inlets. The water volume is controlled by the flow meters at both water inlets. The water volume shall not exceed 90% of the maximum capacity of the water bag. When setting up multiple layers of water bags, the water volume can be adjusted appropriately according to the maximum water pressure that the water bag can bear to prevent the lower water bags from being crushed.

[0031] S6. After the first layer of water bags is filled, a second layer of water bags is installed and filled according to the pier offset, as per the attached instructions. Figure 4 and appendix Figure 5 Water bags should be installed in a stepped manner until the design load is reached. When installing water bags in layers, there should be at least a 2-day interval between each layer. After reaching 70% of the design load, each additional layer should be installed at least 4 days apart. Once 90% of the design load is reached, the next layer of water bags can be installed only if the pier deformation and the rate of change of deep soil displacement are within the design allowable range, based on monitoring results of deep soil displacement and pore water pressure. The height of the first to third layers of water bags should not exceed 2m, and the height of each layer from the fourth layer onwards should not exceed 1m. The total number of layers should not exceed 7, and the total load height should not exceed 10m. During the filling period, monitoring of deep soil displacement and pore water pressure should be strengthened.

[0032] S7. After the correction work is completed, unloading of the slab area can only begin after the pier deformation monitoring results have stabilized. Unloading should be carried out in stages using water bags, proceeding from top to bottom. First, drain the water from the top layer of water bags, then drain the water from the lower layers. Monitoring should be strengthened during unloading, and there should be at least a one-day interval between each layer of water bag unloading. Unloading should be carried out step by step based on the monitoring results. It is strictly forbidden to unload all at once to prevent the pier deformation from rebounding.

[0033] S8. During construction, the load size is dynamically adjusted based on the dissipation of pore water pressure and the deformation monitoring of the rail surface and pier body. The load size is adjusted by filling and draining water bags.

[0034] S9. Under the force of the water bag load, the lateral additional stress of the soil and the excess pore water pressure generated are gradually transmitted to the pile foundation, causing the pile foundation, pile cap and pier to shift, thus achieving the correction effect.

[0035] S10. During construction, first complete the deformation groove construction as required. Based on the monitoring results, construct some stress relief holes. Then, set up empty water bags in the water bag loading area, and gradually increase the load by filling them with water. Subsequently, construct the remaining stress relief holes according to the construction progress and monitoring results.

[0036] S11. A deep soil displacement monitoring section is set up on the offset side of the pier. One inclinometer borehole is installed at the monitoring section, located 1m outside the pier, with a depth of 20-27m. The displacement of soil at different depths is monitored. The displacement changes and stress characteristics of the pile are analyzed through soil displacement changes. The relationship between the horizontal displacement of the deep soil and the lateral displacement of the track is analyzed and studied to guide the water-bag loading construction. Measurements are taken every 3 days before construction. Water-bag filling should be carried out during the designated "skylight window," with monitoring every 0.5 hours during filling. During non-skylight window construction periods, measurements are taken 3 times daily (1 measurement before construction begins, 1 measurement before the end of the "skylight window" after construction stops, and 1 measurement during the day). Measurements are taken every 2 days for one week after construction.

[0037] S12. Set up a monitoring section on the offset side of the pier, with a set of pore water pressure test holes located 1m outside the pier. Install one pore water pressure gauge every 2m. Monitor the excess pore water pressure at different depths before and after construction, analyze and study the dissipation law of excess pore water pressure, and guide the water bag loading construction. After installation, first measure the initial value, then measure every 3 days before construction, every 0.5 hours during the skylight filling period, every 4 hours during non-skylight construction, and every 2 days for one week after construction.

[0038] S13. Pier deformation monitoring is conducted using a fully automated robotic total station. A total of four measuring points are set up at the piers and corresponding beam ends: one at the top and one at the bottom of the pier, and one at each beam end. Initial values ​​are measured first after installation; measurements are taken every 3 days before construction, every 0.5 hours during the skylight filling period, and every 4 hours during non-skylight construction periods; measurements are taken every 2 days for one week after construction.

[0039] S14. The online CPⅢ point re-measurement and alignment measurement should meet the relevant requirements of the equipment management unit.

[0040] Compared with existing bridge pier correction methods, the correction method proposed in this application has the following advantages:

[0041] (1) The load size of the stack can be adjusted by filling and draining water bags. The load size can be dynamically and flexibly adjusted according to the monitoring results to achieve the effect of precise correction.

[0042] (2) Compared with high-pressure jet grouting correction construction, this patent uses water bag stacking construction, which can use water sources such as rivers and lakes near the bridge piers. The construction is basically pollution-free, energy-saving and environmentally friendly, and can significantly reduce construction costs, thus having good economic value.

[0043] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A method for correcting the deviation of high-speed railway bridge piers using water-filled bags, characterized in that... A water bag loading area is configured on the side corresponding to the offset direction of the bridge pier. The water bag loading area is used to accommodate the water bags, which can generate additional lateral stress on the soil to drive the bridge pier to deform. During construction, the load size is dynamically adjusted based on the dissipation of pore water pressure and the monitoring of rail surface and pier deformation. The load size is adjusted by filling and draining water bags. After the first layer of water bags is filled, the second layer of water bags is installed according to the pier offset, and the water bags are installed in a step-by-step manner until the design load is reached. When the water bags are installed in layers, there should be an interval of at least 2 days between each layer. After 70% of the design load is reached, there should be an interval of at least 4 days between each additional layer of water bags. When 90% of the design load is reached, the next layer of water bags can be installed only when the pier deformation and the rate of change of deep soil displacement and pore water pressure are within the design allowable range, based on the monitoring results of deep soil displacement and pore water pressure.

2. The method for correcting deviation of high-speed railway bridge piers by stacking water bags according to claim 1, characterized in that, The bridge pier is provided with a deformation groove on the side opposite to the direction of track offset.

3. The method for correcting the deviation of high-speed railway bridge piers by stacking water bags according to claim 2, characterized in that, Stress relief holes are provided between the bridge pier and the deformation groove.

4. The method for correcting the deviation of high-speed railway bridge piers by stacking water bags according to claim 3, characterized in that, A stress relief hole is provided between the stress relief hole and the deformation groove.

5. The method for correcting the deviation of high-speed railway bridge piers by stacking water bags according to claim 1, characterized in that, The water bag loading area is surrounded by retaining steel sheet piles.

6. The method for correcting the deviation of high-speed railway bridge piers by stacking water bags according to claim 1, characterized in that, Inclinometer tubes are installed between the bridge piers and the water bag loading area.

7. The method for correcting the deviation of high-speed railway bridge piers by stacking water bags according to claim 6, characterized in that, A pore water pressure gauge is installed in the area between the bridge pier and the water bag loading area, and near the inclinometer tube.

8. The method for correcting the deviation of high-speed railway bridge piers by stacking water bags according to claim 1, characterized in that, The water bag loading area is located 3m away from the edge of the pier's foundation.

9. The method for correcting the deviation of high-speed railway bridge piers by stacking water bags according to claim 2, characterized in that, The deformation groove is located 3.2m from the edge of the pier cap.

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