Method for avoiding track destruction by crossing an active fault

Abstract

The present application relates to railway track transportation technical field, especially a kind of method for avoiding track destruction when crossing active fault, the method is respectively arranged in turn in multiple columns hydraulic cylinder in the track both sides and bottom of the fault side, according to the relative horizontal and vertical slip amount of fault monitored in real time, while meeting the allowable turning radius of track, allowable slope and train passing requirement working condition, real-time through hydraulic cylinder from fault place in turn arithmetic progression reduces the relative horizontal and vertical slip amount of fault, simultaneously processes turning and slowing down slope on the track of fault side intelligently and automatically, to eliminate the deformation of rail on both sides of fault, the advantages of the present application are: when fault is activated, realize real-time intelligent automatic turning and slowing down slope on the track of fault side simultaneously, can adapt to large-scale slip of fault, meet train passing requirement, train can pass without speed reduction, eliminate the deformation of rail, will not destroy track, not only save maintenance cost, also can guarantee the safe operation of railway and passenger personal safety.

Description

Technical Field

[0001] This invention relates to the field of railway track transportation technology, and in particular to a method for avoiding track damage when crossing active faults. Background Technology

[0002] Railway routes often traverse vast mountainous areas, and due to intense geological forces, they inevitably cross numerous fault lines. Modern trains travel at extremely high speeds and frequently pass through numerous tunnels. If a fault becomes activated, damage to the rails can disrupt traffic, require substantial maintenance costs, and even cause derailments resulting in significant casualties. Fault activation generally refers to the reactivation of a relatively stable fault due to changes in its internal factors or external causes (such as reservoir construction, mining, and earthquakes). Therefore, ensuring that tracks crossing active faults are not damaged is extremely important.

[0003] Currently, when railway tunnels cross active faults, the main methods employed are over-excavation design, articulated design, and isolation and energy dissipation design, typically addressing the fault crossing issue from a tunnel design perspective. However, the track structure is a crucial factor directly impacting train safety. Current track structure design principles prioritize fine-tuning during slow deformation and ease of maintenance during large deformations. For example, patent CN112064425 A, "A Servo Track and its Control Method for Railway Tunnels Crossing Active Faults," primarily includes a track, wide rail slabs, horizontal and vertical displacement actuators, displacement sensors, and a control module. Vertical and horizontal displacement actuators are installed under and on both sides of the wide rail slabs within a certain area on both sides of the fault. When the displacement between the wide rail slabs caused by fault slippage exceeds a first-level threshold, if the difference between the displacement and the first-level threshold is within the adjustment range, the horizontal and vertical displacement actuators are activated to adjust the track to meet first-level train operation requirements; otherwise, no adjustment is needed, and speed reduction is implemented. Other levels of track deformation adjustment methods are analogous, using displacement sensors and the control module to precisely fine-tune the track in real time. However, the following problems exist: (1) Existing technologies mainly deploy control devices on both sides of the fault, which increases the construction and maintenance costs of the track; (2) When a small slip occurs in the fault, the safety of train operation can be ensured by fine-tuning the track and reducing the train speed. However, the actual slip amount when the fault is activated is generally large, and it is difficult to reduce the train speed when the fault suddenly slips; (3) Under existing technologies, when the track deformation is uncontrollable, the track at the fault will be damaged, affecting the safe operation of the railway and causing a large number of casualties. Therefore, on the basis of existing support and over-excavation of railway tunnels, when a large horizontal slip occurs in the fault, how to ensure that the track crossing the horizontal active fault is not damaged and maintain the train speed is of great significance to the safety and smooth operation of the railway. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of the prior art by providing a method for avoiding track damage when traversing active faults. This method involves sequentially arranging multiple rows of hydraulic cylinders on both sides and at the bottom of the track beneath the fault. Based on real-time monitoring of the relative horizontal and vertical slippage of the fault, and under the condition of simultaneously meeting the allowable turning radius, allowable gradient, and train passage requirements, the hydraulic cylinders sequentially and arithmetically reduce the relative horizontal and vertical slippage of the fault from the fault location. This intelligently and automatically performs turning and gradient reduction on the track on one side of the fault, thereby eliminating the deformation effects on the rails on both sides of the fault.

[0005] The objective of this invention is achieved through the following technical solutions:

[0006] A method for avoiding track damage when traversing an active fault is characterized by: designating the side of the active fault that descends relative to the other side as the fixed side, and the other side as the movable side; fixing multiple rows of hydraulic cylinders two below the track within the fixed side region; laying the rails on sleepers, with the jacking force of the hydraulic cylinders two applied to the position below the intersection of the sleeper and the rail; when the fault is activated, the relative slippage of the fault is gradually reduced by the multiple rows of hydraulic cylinders two from the fault location, and the jacking force of the hydraulic cylinders two is used to reduce the slope of the track on the lower plate; symmetrically fixing hydraulic cylinders one on both sides of the track within the fixed side region, with the jacking rods of the hydraulic cylinders one applying force to the sleepers; laying rail plates sequentially along the extension direction of the rails, with at least three slide rails arranged on the rail plates, the positions of the slide rails corresponding one-to-one with the positions of the sleepers supporting the rails above them; the bottom surface of the sleepers has sliders, the sliders slidingly engaging with the slide rails, and the positions of the hydraulic cylinders one-to-one with the positions of the slide rails.

[0007] At least three of the sleepers are connected and fixed as a single structure by connecting beams on both sides. The top rod of the first hydraulic cylinder applies force to the sleeper through the connecting beams. A long guide groove is provided at the center of the outer side axis of the connecting beam. The long guide groove is used for limiting and guiding the top rod of the first hydraulic cylinder. A second long guide groove is provided on the lower surface of the rail plate on the fixed side. The second long guide groove is located below the intersection of the sleeper and the rail, corresponding one-to-one with the location of the second hydraulic cylinder. The second long guide groove is opened along the direction of travel.

[0008] The reaction frame of the hydraulic cylinder consists of a reaction wall, a wall toe, a fixed base plate, and a movable base plate. The fixed base plate is laid flat on the fixed side, and the movable base plate is laid flat on the fixed side. The steel rails laid on the fixed base plate and the movable base plate remain continuous at the fault. The boundary between the fixed base plate and the movable base plate is located at the fault and maintains a certain boundary distance. The reaction wall is rigidly connected to the fixed base plate, and the lower part of the reaction wall is anchored in the rock and soil. The wall toe is rigidly connected to the outer side of the reaction wall.

[0009] The fixing grooves of the first hydraulic cylinder are arranged at equal intervals on the inner side of the reaction wall, and the positions of the fixing grooves correspond to the positions of the first long guide groove.

[0010] A pair of displacement sensors 1 and a pair of displacement sensors 2 are respectively installed on both sides of the fault. The displacement sensor 1 is used to monitor the relative slip Δ1 of the fault in the horizontal plane, and the displacement sensor 2 is used to monitor the relative slip Δ2 of the fault in the vertical plane.

[0011] Based on the relative slip amounts Δ1 and Δ2 obtained through real-time monitoring, the relative slip amount of the fault is gradually reduced from the fault location by multiple hydraulic cylinders (first and second) in real time. This automatically turns and slows the slope of the rail on the fixed side of the fault, thereby eliminating the deformation of the rails on both sides of the fault.

[0012] For any active fault in three-dimensional space, let the angle between the fault and the orbit in the horizontal plane be θ. α The angle between the fault and the track in the vertical plane is β In the horizontal plane, the relative horizontal and vertical slip of the fault are Δ 1h = Δ1sin α and Δ 1v = Δ1cos α When the fault slips, the track should meet the allowable turning radius requirement in the horizontal plane. Let the allowable turning radius of the track be []. R The allowable turning radius of the deformed track corresponds to the turning angle as follows: ; the track meets the allowable turning radius [ R Under the requirements of opening to traffic, the length of the rail after deformation L b1 It should be equal to the length before deformation. L 1. Therefore, the required track length for track turning is... L 1 = L b1 = 2 θ 1[ R ]-Δ 1v ; Set the sleeper spacing as l Then the number of sleepers needed is... M 1 = L 1 / l +1; On the footwall of the fault, each m One sleeper is used for a total of n If one hydraulic cylinder is used, then the number of hydraulic cylinders required to eliminate the relative slippage Δ1 in the horizontal plane of the fault is [number missing]. N 1 = n 1 M 1 / m1; To eliminate the relative horizontal slip Δ within the fault plane 1h Or, relative slip Δ1, the horizontal displacement step of the hydraulic cylinder is δ p1 = 2Δ 1h / N 1.

[0013] The hydraulic cylinders on both sides of the fixed track (left and right sides) from the fault point are arranged in the following order: 1, 2, 3, 4… j 1… N 1 / 2; In the horizontal plane, when the moving side slides to the right relative to the fixed side, the left and right sides of the track are numbered as follows: j The horizontal displacement (i.e., extension / retraction, with extension being positive and retraction being negative) of hydraulic cylinder 1 are respectively δ 1zj1 = Δ 1h - δ p1 × j 1 and δ 1yj1 =-(Δ 1h - δ p1 × j 1) When the moving side slides to the left relative to the fixed side, the left and right sides of the track are numbered as follows: j The horizontal displacement (i.e., extension / retraction, with extension being positive and retraction being negative) of hydraulic cylinder 1 are respectively δ 1zj1 = -(Δ 1h - δ p1 × j 1) and δ 1yj1 = Δ 1h - δ p1 × j 1.

[0014] In the vertical plane, the relative horizontal and vertical displacements of the fault are Δ 2h = Δ2cos β and Δ 2v = Δ2sin β When the fault slides, the track in the vertical plane should meet the allowable slope requirement. Let the allowable slope of the track be []. i The slope angle corresponding to the allowable slope of the deformed track is... θ 2 = arctan[ i ]; the track meets the allowable gradient [ i Under the requirements of opening to traffic, the length of the rail after deformation Lb2 It should be equal to the length before deformation. L 2. Therefore, the required track length for track gradient treatment. Let the spacing between sleepers be... l Then the number of sleepers needed is... M 2 = L 2 / l +1; On the fault-fixed side, each m Two sleepers are used together n If two hydraulic cylinders are used, then the number of hydraulic cylinders required to eliminate the relative slippage Δ2 in the vertical plane of the fault is [number missing]. N 2 = n 2 M 2 / m 2; To eliminate the vertical slip Δ in the vertical plane of the fault 2v Or, relative slip Δ2, the vertical displacement step of the second hydraulic cylinder is δ p2 = Δ 2v / M 2; Assume that the hydraulic cylinders mentioned above are arranged in the following order from the fault location as the fixed side: 1, 2, 3, 4... j 2…. N 2 / 2; In the vertical plane, when the fixed side slides relative to the moving side, the sequence number is... j The vertical displacement of hydraulic cylinder 2 is δ 2j2 = Δ 2v - δ p2 × j 2.

[0015] The advantages of this invention are: (1) The control device is installed only on one side of the fault, which can save the construction and maintenance costs of the track; (2) When the fault is activated, the track on one side of the fault can be turned and the slope can be reduced in real time, which can adapt to the large-scale slippage of the fault; (3) The turning and slope reduction of the track can meet the requirements of train passage, and the train can pass without reducing its speed; (4) The turning and slope reduction of the track can eliminate the deformation of the rail, which will not damage the track, not only saving maintenance costs, but also ensuring the safe operation of the railway and the personal safety of passengers. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the intelligent track (single line) of the present invention;

[0017] Figure 2 This is a schematic diagram of the integrated structure of the intelligent track (single line) connecting beam of the present invention;

[0018] Figure 3This is a schematic diagram of the AA cross-section of the intelligent track (single / double line) of the present invention;

[0019] Figure 4 This is a schematic cross-sectional view of the intelligent track (single line) of the present invention.

[0020] Figure 5 This is a schematic diagram of the CC cross-section of the intelligent track (single / double line) of the present invention;

[0021] Figure 6 This is a schematic cross-sectional view of the intelligent track (single / double line) of the present invention;

[0022] Figure 7 This is a schematic cross-sectional view of the intelligent track (single line) EE of the present invention;

[0023] Figure 8 This is a schematic diagram of the intelligent track (single line) circuit of the present invention;

[0024] Figure 9 This is a schematic diagram illustrating the principle of eliminating relative horizontal deformation of the intelligent track in this invention;

[0025] Figure 10 This is a schematic diagram illustrating the principle of eliminating vertical deformation of the intelligent track in this invention;

[0026] Figure 11 This is a schematic diagram of the application structure of the intelligent track (dual-track) of the present invention;

[0027] Figure 12 This is a schematic cross-sectional view of the intelligent track (double line) of the present invention.

[0028] like Figure 1-12 As shown in the figure, the labels represent:

[0029] Track 1, rail 11, sleeper 12, sleeper 2 13, cover plate 14, bolt 15, nut 16, connecting beam 17, guide groove 18, slide rail 19, inverted T-shaped slider 110, rail plate 111, original track 112, adjusted track 113, track adjustment section 114, force transmission rod 115;

[0030] Intelligent drive system 2, hydraulic cylinder 1 21, oil pump 1 22, hydraulic cylinder 2 23, oil pump 2 24, hemispherical structure 25, signal processor 26, displacement sensor 1 27, displacement sensor 2 28, monitoring pier 29;

[0031] 3. Reaction frame, 31. Reaction wall, 32. Wall toe, 33. Fixed base plate, 34. Moving base plate, 35. Hydraulic cylinder fixing groove;

[0032] Fault 4, lower plate 41, upper plate 42, hydraulic cylinder fixing groove 2 43. Detailed Implementation

[0033] The features and other related features of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments, so as to facilitate understanding by those skilled in the art (these drawings are simplified schematic diagrams, which only illustrate the basic structure of the present invention in a schematic manner, and therefore only show the components related to the present invention):

[0034] Example 1: Taking a single-track railway as an example, this illustrates a method for avoiding track damage when crossing an active fault. Figures 1-10 As shown.

[0035] Track 1 consists of rail 11, sleeper 12, sleeper 2 13, cover plate 14, bolt 15, nut 16, connecting beam 17, guide groove 18, slide rail 19, inverted T-shaped slider 110, and track plate 111, as follows. Figure 1 and 2 As shown.

[0036] The lower plate 41 of fault 4 is considered to be without displacement and is set as the fixed side, serving as the reference point for the slip of fault 4.

[0037] The rail 11 is laid on sleeper 12 and sleeper 23; the cover plate 14 is a zigzag thin steel plate, which is pressed on the lower edge wing plate of the rail 11 and the upper surface of sleeper 12 and sleeper 23; the cover plate 14 is connected to the lower edge wing plate of the rail 11, sleeper 12 and sleeper 2 by bolts 15, and fastened into a whole.

[0038] The lower surface of sleeper 12 is welded to the inverted T-shaped slider 110. Sleeper 12 is laid on the underside plate 41 of fault 4, as follows. Figure 3 As shown; the slide rail 19 is made of flat C-shaped channel steel, and the inverted T-shaped slider 110 of the sleeper 12 is fitted in the slide groove of the slide rail 19. The sleeper 12 can drive the rail 11 to slide in the slide groove of the slide rail 19; the inverted T-shaped slider 110 is in sliding fit with the slide rail 19.

[0039] Three sleepers 12 form a group, and the two ends of the sleepers 12 are welded to the connecting beam 17 to increase the integrity of the track 1 laid on the lower plate 41 of the fault 4; a long guide groove 18 is arranged along the center of the outer side axis of the connecting beam 17, such as Figure 2 As shown; the guide groove 18 facilitates the adjustment of the horizontal misalignment between the hydraulic cylinder-21 push rod and the track 1; the guide groove 18 is also used for the horizontal positioning of the hydraulic cylinder-21 push rod, and to prevent the connecting beam 17 from separating from the hydraulic cylinder-21 push rod.

[0040] The front end of the push rod of hydraulic cylinder 21 adopts a hemispherical structure 25, which facilitates the push rod of hydraulic cylinder 21 to be pushed into the guide groove 18 in the middle of the outer side of the connecting beam 17, and also facilitates the sliding of the push rod of hydraulic cylinder 21 in the guide groove 18.

[0041] The track plate 111 is made of rectangular thin steel plate and is laid at equal intervals on both sides of the fault 4; every three slide rails 19 form a group and are laid at equal intervals on the track plate 111 of the lower plate 41 of the fault 4.

[0042] The second sleeper 13 has a rectangular cross-section. Every three second sleepers 13 form a group and are arranged at equal intervals on the rail plate 111 of the upper plate 42 of the fault 4.

[0043] The reaction frame 3 consists of a reaction wall 31, a wall toe 32, a fixed base plate 33, a movable base plate 34, and a hydraulic cylinder fixing groove 35, as follows: Figure 4 As shown.

[0044] The reaction frames 3 are arranged at equal intervals on the footplate 41 of the fault 4, such as... Figure 5 and 6 As shown; the fixed base plate 33 is a rectangular reinforced concrete thin plate, which is laid flat on the lower plate 41 of the fault 4; the reaction wall 31 is a strip-shaped reinforced concrete thick plate, and the bottom of the inner side of the reaction wall 31 is rigidly connected to the two ends of the fixed base plate 33 to form a U-shaped structure; the wall toe 32 is a strip-shaped reinforced concrete component with a right trapezoidal cross section, and the wall toe 32 is rigidly connected to the bottom of the outer side of the reaction wall 31, which can better support the reaction wall 31.

[0045] The main function of the reaction frame 3 is to provide horizontal reaction force for the hydraulic cylinder 21.

[0046] Two rows of hydraulic cylinder fixing slots 35 are arranged at equal intervals on the inner side of the reaction wall 31. The position of the hydraulic cylinder fixing slots 35 corresponds to the guide slot 18 on the outer side of the connecting beam 17. The hydraulic cylinder fixing slots 35 are made of cylindrical steel. The hydraulic cylinder fixing slots 35 are connected to the inner side of the reaction wall 31 by bolts 15. The hydraulic cylinder 21 is fitted into the hydraulic cylinder fixing slots 35. The hydraulic cylinder fixing slots 35 provide support for fixing the hydraulic cylinder 21 and are used for the horizontal adjustment of the track 1.

[0047] Along the direction of travel, multiple rows of long guide grooves 18 are arranged on the lower surface of the fixed base plate 33. The guide grooves 18 are located at the intersection of the rail 11 and the sleeper 12, and at the intersection of the reaction wall 31 and the extended line of the sleeper 12. Figure 6 As shown; the guide groove 18 facilitates the adjustment of the vertical misalignment between the hydraulic cylinder 23 push rod and the track 1.

[0048] The guide groove 18 is also used for the vertical positioning of the push rod of the second hydraulic cylinder 23, and to prevent the fixed base plate 33 from separating from the push rod of the second hydraulic cylinder 23.

[0049] The front end of the push rod of hydraulic cylinder 23 adopts a hemispherical structure 25, which facilitates the push rod of hydraulic cylinder 23 to be pushed into the guide groove 18 at the bottom of the fixed base plate 33, and also facilitates the push rod of hydraulic cylinder 23 to slide in the guide groove 18.

[0050] When track 1 deforms, the hemispherical structure 25 and guide groove 18 at the front end of the push rod of hydraulic cylinder 1 21 and hydraulic cylinder 23 can ensure that hydraulic cylinder 1 21 and hydraulic cylinder 23 will not separate from the connecting beam 17 and the fixed base plate 33 respectively, thus ensuring stable force transmission performance between them.

[0051] The movable base plate 34 is made of rectangular reinforced concrete thin plate and is laid flat on the upper plate 42 of the fault 4; the steel rails 11 laid on the fixed base plate 33 and the movable base plate 34 should remain continuous at the fault.

[0052] Four rows of hydraulic cylinder fixing slots 43 are arranged within the footwall 41 of fault 4. The positions of the hydraulic cylinder fixing slots 43 correspond to the guide grooves 18 on the lower surface of the fixing base plate 33. The hydraulic cylinder fixing slots 43 are made of cylindrical steel. The hydraulic cylinder fixing slots 43 are fixed within the rock mass of the footwall 41 of fault 4. Figure 7 As shown.

[0053] Hydraulic cylinder 23 is fitted into hydraulic cylinder fixing groove 43. Hydraulic cylinder fixing groove 43 provides support for fixing hydraulic cylinder 23 and is used for vertical adjustment of track 1.

[0054] The intelligent drive system 2 consists of hydraulic cylinder 1 21, oil pump 1 22, hydraulic cylinder 2 23, oil pump 2 24, hemispherical structure 25, signal processor 26, displacement sensor 1 27, displacement sensor 2 28, and monitoring pier 29, as follows: Figure 8 As shown.

[0055] A pair of displacement sensors 27 and a pair of displacement sensors 28 are respectively placed on both sides of the fault 4, and the displacement sensors 27, 28, oil pump 22, and oil pump 24 are connected to the signal processor 26.

[0056] For flat areas, monitoring piers 29 can be cast on both sides of fault 4 to serve as reliable platforms for the deployment of displacement sensors 27 and 28. A pair of displacement sensors 27, located on both sides of the fault, are used to monitor the relative slip Δ1 of fault 4 in the horizontal plane, while a pair of displacement sensors 28, located on both sides of the fault, are used to monitor the relative slip Δ2 of fault 4 in the vertical plane.

[0057] Based on the real-time monitoring of the relative slip of fault 4, and under the condition that the allowable turning radius, allowable gradient, and train passage requirements of track 1 are met, the relative slip of fault 4 is gradually reduced at the fault point by hydraulic cylinders 21 and 23 in real time. Through intelligent and automatic operation, track 1 on the lower plate 41 of fault 4 is simultaneously turned and its slope reduced, thereby eliminating the deformation of the rails 11 on both sides of fault 4 and resolving the damage to track 1 caused by the slippage of fault 4. Figure 9 and 10 As shown.

[0058] For any active fault 4 in three-dimensional space, let the angle between fault 4 and orbit 1 in the horizontal plane be θ. α In the vertical plane, the angle formed by fault 4 and track 1 is... β ;

[0059] Within the horizontal plane, the relative horizontal and vertical slip of fault 4 are Δ 1h = Δ1sin α and Δ 1v =Δ1cos α ;

[0060] When fault 4 slips, track 1 should meet the allowable turning radius requirement in the horizontal plane. Let the allowable turning radius of track 1 be [ R The allowable turning radius of track 1 after deformation corresponds to the turning angle as follows: .

[0061] The allowable turning radius is satisfied on track 1. R Under the requirements of opening to traffic, the length of rail 11 after deformation L b1 It should be equal to the length before deformation. L 1. Therefore, the required length of track 1 for track 1 turning is... L 1 = L b1 = 2 θ 1[ R ]-Δ 1v ;

[0062] Let the spacing between sleepers be 12. l Then 12 sleepers are needed. M 1 = L 1 / l +1;

[0063] On the footwall of fault 41, each m 1 sleeper - 12 shared n If one hydraulic cylinder 21 is used, then the number of hydraulic cylinders 21 required to eliminate the relative slippage Δ1 in the horizontal plane of fault 4 is... N 1 = n 1 M 1 / m 1.

[0064] To eliminate the relative horizontal slip Δ within the horizontal plane of fault 4 1h Or, relative slip Δ1, the horizontal displacement step of hydraulic cylinder 21 is δ p1 = 2Δ 1h / N 1.

[0065] Let the hydraulic cylinders 21 on the lower plate 41 be numbered as follows: 1, 2, 3, 4..., starting from fault 4. j 1…. N 1 / 2;

[0066] In the horizontal plane, when the upper plate 42 slides to the right relative to the lower plate 41, the left and right sides of the track are numbered as follows: j The horizontal displacement (i.e., extension / retraction, with extension being positive and retraction being negative) of hydraulic cylinder 1 are respectively δ 1zj1 = Δ 1h - δ p1 × j 1 and δ 1yj1 =-(Δ 1h - δ p1 × j 1);

[0067] When the upper plate 42 slides to the left relative to the lower plate 41, the left and right track numbers are... j The horizontal displacement (i.e., extension / retraction, with extension being positive and retraction being negative) of hydraulic cylinder 1 are respectively δ 1zj1 = -(Δ 1h - δ p1 × j 1) and δ 1yj1 = Δ 1h - δ p1 × j 1.

[0068] In the vertical plane, the relative horizontal and vertical displacements of fault 4 are Δ 2h = Δ2cos β and Δ 2v =Δ2sin β ;

[0069] When fault 4 slides, track 1 in the vertical plane should meet the allowable slope requirement. Let the allowable slope of track 1 be []. i The slope angle corresponding to the allowable slope of track 1 after deformation is: θ 2 = arctan[ i ];

[0070] The allowable gradient is met on track 1. i Under the requirements of opening to traffic, the length of rail 11 after deformation L b2 It should be equal to the length before deformation.L 2. Therefore, the required length of track 1 for the slope reduction treatment of track 1 ;

[0071] Let the spacing between sleepers be 12. l Then 12 sleepers are needed. M 2 = L 2 / l +1;

[0072] On the footwall of fault 41, each m Two sleepers (12 shared) n If two hydraulic cylinders 23 are used, then the number of hydraulic cylinders 23 required to eliminate the relative slippage Δ2 in the vertical plane of fault 4 is [number missing]. N 2 = n 2 M 2 / m 2;

[0073] To eliminate the vertical slip Δ in the vertical plane of fault 4 2v Or, with a relative slip Δ2, the vertical displacement step of hydraulic cylinder 23 is... δ m2 = Δ 2v / M 2;

[0074] Let the hydraulic cylinders 23 on the lower plate 41 be numbered as follows: 1, 2, 3, 4..., starting from fault 4. j 2…. N 2 / 2;

[0075] In the vertical plane, when the lower plate 41 slides relative to the upper plate 42, the sequence number is... j The vertical displacement of hydraulic cylinder 23 is 2 δ 2j2 = Δ 2v - δ p2 × j 2;

[0076] By monitoring the relative slip and slip velocity of fault 4, real-time early warning and forecasting can be achieved, allowing train crew and railway workers to take necessary emergency measures.

[0077] Example 2: Taking a double-track railway in a flat area as an example, the force and horizontal displacement of the hydraulic cylinder 21 can be transmitted through the force transmission rod 115, such as... Figure 11 and 12 As shown.

[0078] The force transmission rod 115 is made of cylindrical steel, such as bearing steel, 9Cr18, G20CrMo, GCr15, etc. The two ends of the force transmission rod 115 adopt hemispherical structures 25, which facilitates the force transmission rod 115 to be pushed into the guide groove 18 in the middle of the outer side of the double-track railway connecting beam 17.

[0079] When the double-track 1 deforms, the hemispherical structure 25 at the end of the force transmission rod 115 and the guide groove of the connecting beam 17 can ensure that the force transmission rod 115 and the connecting beam 17 will not separate, thus ensuring the stability of the force transmission performance between them.

[0080] The beneficial technical effects of this embodiment are as follows: Based on the real-time monitoring of the relative horizontal and vertical slip of the fault, under the condition that the allowable turning radius, allowable slope and train passage requirements of the track are met simultaneously, the relative horizontal and vertical slip of the fault is reduced in real time from the fault point by hydraulic cylinders in equal increments. The intelligent and automatic system simultaneously turns and reduces the slope of the track on one side of the fault, thereby eliminating the relative slip of the rails on both sides of the fault and solving the problem of track damage caused by train speed reduction and fault activation, which affects the safety of train operation.

[0081] Although the above embodiments have described the concept and embodiments of the present invention in detail with reference to the accompanying drawings, those skilled in the art will recognize that various improvements and modifications can still be made to the present invention without departing from the scope of the claims, and therefore will not be elaborated here.

Claims

1. A method for avoiding track damage when traversing active faults, characterized in that: Along the direction of the track traversing the active fault, the side of the active fault that descends relative to the other side is designated as the fixed side, and the other side as the moving side. Multiple rows of hydraulic cylinders are fixed below the track within the fixed side region of the fault. The rails of the track are laid on sleepers, and the thrust of the hydraulic cylinders is applied to the area below the intersection of the sleeper and the rail. When the fault is activated, the relative slippage of the fault is gradually reduced from the fault location by the multiple rows of hydraulic cylinders, and the thrust of the hydraulic cylinders is used to reduce the slope of the track on the lower plate. On both sides of the track within the fixed side region of the fault, hydraulic cylinders are symmetrically fixed. The thrust rods of the hydraulic cylinders apply force to the sleepers, and rail plates are laid sequentially along the rail extension direction. At least three slide rails are arranged on the rail plates, and the positions of the slide rails correspond one-to-one with the positions of the sleepers supporting the rails above them. The bottom surface of the sleepers has sliders that slide in cooperation with the slide rails, and the positions of the hydraulic cylinders correspond one-to-one with the positions of the slide rails. At least three of the sleepers are connected and fixed as a whole by connecting beams on both sides. The top rod of the first hydraulic cylinder applies force to the sleeper through the connecting beams. A long guide groove is provided at the center of the axis of the outer side of the connecting beam. The long guide groove is used for limiting and guiding the top rod of the first hydraulic cylinder. A long guide groove is provided on the lower surface of the rail plate on the fixed side. The long guide groove is located below the intersection of the sleeper and the rail, and corresponds one-to-one with the location of the second hydraulic cylinder. The long guide groove is opened along the direction of travel. A pair of displacement sensors 1 and a pair of displacement sensors 2 are respectively installed on both sides of the fault; displacement sensor 1 is used to monitor the relative slip Δ1 of the fault in the horizontal plane, and displacement sensor 2 is used to monitor the relative slip Δ2 of the fault in the vertical plane; Based on the relative slip amounts Δ1 and Δ2 obtained through real-time monitoring, the relative slip amount of the fault is gradually reduced from the fault location by multiple hydraulic cylinders (first and second) in real time. This automatically turns and slows the slope of the rail on the fixed side of the fault, thereby eliminating the deformation of the rails on both sides of the fault.

2. The method for avoiding track damage when traversing an active fault according to claim 1, characterized in that: The reaction frame of the hydraulic cylinder consists of a reaction wall, a wall toe, a fixed base plate, and a movable base plate. The fixed base plate is laid flat on the fixed side, and the movable base plate is laid flat on the movable side. The steel rails laid on the movable base plate and the fixed base plate remain continuous at the fault. The boundary between the fixed base plate and the movable base plate is located at the fault and maintains a certain boundary distance. The reaction wall is rigidly connected to the fixed base plate, and the lower part of the reaction wall is anchored in the rock and soil. The wall toe is rigidly connected to the outer side of the reaction wall.

3. The method for avoiding track damage when traversing an active fault according to claim 2, characterized in that: The fixing grooves of the first hydraulic cylinder are arranged at equal intervals on the inner side of the reaction wall, and the positions of the fixing grooves correspond to the positions of the first long guide groove.

4. The method for avoiding track damage when traversing an active fault according to claim 1, characterized in that: For any active fault in three-dimensional space, let the angle between the fault and the orbit in the horizontal plane be θ. α The angle between the fault and the track in the vertical plane is β In the horizontal plane, the relative horizontal and vertical slip of the fault are Δ 1h = Δ1sin α and Δ 1v = Δ1cos α When the fault slips, the track should meet the allowable turning radius requirement in the horizontal plane. Let the allowable turning radius of the track be []. R The allowable turning radius of the deformed track corresponds to the turning angle as follows: ; the track meets the allowable turning radius [ R Under the requirements of opening to traffic, the length of the rail after deformation L b1 It should be equal to the length before deformation. L 1. Therefore, the required track length for track turning is... L 1 = L b1 = 2 θ 1[ R ]-Δ 1v Set the sleeper spacing as follows: l Then the number of sleepers needed is... M 1 = L 1 / l +1; On the footwall of the fault, each m One sleeper is used for a total of n If one hydraulic cylinder is used, then the number of hydraulic cylinders required to eliminate the relative slippage Δ1 in the horizontal plane of the fault is [number missing]. N 1 = n 1 M 1 / m 1 - To eliminate the relative horizontal slip Δ within the fault plane 1h Or, relative slip Δ1, the horizontal displacement step of the hydraulic cylinder is δ p1 = 2Δ 1h / N 1.

5. The method for avoiding track damage when traversing an active fault according to claim 4, characterized in that: The hydraulic cylinders on both sides of the fixed track at the fault location are arranged in the following order: 1, 2, 3, 4… j 1… N 1 / 2; In the horizontal plane, when the moving side slides to the right relative to the fixed side, the left and right sides of the track are numbered as follows: j The horizontal displacement of hydraulic cylinder 1 is respectively δ 1zj1 = Δ 1h - δ p1 × j 1 and δ 1yj1 =-(Δ 1h - δ p1 × j 1) When the moving side slides to the left relative to the fixed side, the left and right sides of the track are numbered as follows: j The horizontal displacement of hydraulic cylinder 1 is respectively δ 1zj1 = -(Δ 1h - δ p1 × j 1) and δ 1yj1 = Δ 1h - δ p1 × j 1.

6. The method for avoiding track damage when traversing an active fault according to claim 4, characterized in that: In the vertical plane, the relative horizontal and vertical displacements of the fault are Δ 2h = Δ2cos β and Δ 2v = Δ2sin β When the fault slides, the track in the vertical plane should meet the allowable slope requirement. Let the allowable slope of the track be []. i The slope angle corresponding to the allowable slope of the deformed track is... θ 2 = arctan[ i ]; the track meets the allowable gradient [ i Under the requirements of opening to traffic, the length of the rail after deformation L b2 It should be equal to the length before deformation. L 2. Therefore, the required track length for track gradient treatment. Let the spacing between sleepers be... l Then the number of sleepers needed is... M 2 = L 2 / l +1; On the fault-fixed side, each m Two sleepers are used together n If two hydraulic cylinders are used, then the number of hydraulic cylinders required to eliminate the relative slippage Δ2 in the vertical plane of the fault is [number missing]. N 2 = n 2 M 2 / m 2; To eliminate the vertical slip Δ in the vertical plane of the fault 2v Or, relative slip Δ2, the vertical displacement step of the second hydraulic cylinder is δ p2 =Δ 2v / M 2; Assume that the hydraulic cylinders mentioned above are arranged in the following order from the fault location as the fixed side: 1, 2, 3, 4... j 2…. N 2 / 2; In the vertical plane, when the fixed side slides relative to the moving side, the sequence number is... j The vertical displacement of hydraulic cylinder 2 is δ 2j2 = Δ 2v - δ p2 × j 2.

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