Method for avoiding track destruction by crossing a horizontal active fault

Abstract

The application discloses a method for avoiding track damage by crossing a horizontal active fault, which sets a track intelligent control sliding structure on one side of the fault, and automatically processes the track on the one side of the fault to turn, according to the real-time monitored relative slip amount of the fault, and sequentially reduces the relative slip amount of the fault from the fault by hydraulic cylinders in equal difference, so as to eliminate the deformation of the rails on both sides of the fault. The method has the advantages that when the fault is activated, the track on the one side of the fault can be automatically processed to turn in real time and intelligently, the large slip of the fault can be adapted, the train passing requirement can be met, the train can pass without speed reduction, the deformation of the rail can be eliminated, the track is not damaged, the maintenance cost is saved, and the safe operation of the railway and the personal safety of passengers can be ensured.

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 a horizontal active fault. 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 technology mainly involves installing control devices on both sides of the fault track, 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 a sudden slip occurs in the fault; (3) Under existing technology, 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 in 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 the train speed remains unchanged 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 a horizontal active fault. This method involves setting up a smart track sliding structure on one side of the fault. Based on the real-time monitoring of the relative slip of the fault, and under the condition of meeting the allowable turning radius of the track and the requirements for train passage, the relative slip of the fault is reduced sequentially and arithmetically from the fault location using hydraulic cylinders. This intelligently and automatically turns the track on one side of the fault, thereby eliminating the deformation of 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 a horizontal active fault is characterized by: designating one side of the horizontal active fault as a fixed side where no displacement occurs, and the other side as a moving side where displacement occurs, along the direction of track traversing the horizontal active fault; the rails of the track are fixedly connected to the sleepers on the fixed side and the moving side to form an integral structure; rail plates are sequentially laid along the rails on both the fixed and moving sides, and the sleepers on the moving side are fixedly connected to the rail plates on the moving side; at least three slide rails are arranged on the rail plates on the fixed side, the positions of the slide rails corresponding one-to-one with the positions of the sleepers supporting the rails above them, and the two end faces of the at least three sleepers are connected and fixed as an integral structure by connecting beams; on the fixed side, the bottom surface of the sleeper has a slider, and the slider slides in cooperation with the slide rail; on the fixed side, hydraulic cylinders are symmetrically fixed on both sides of the track, the positions of the hydraulic cylinders corresponding one-to-one with the positions of the slide rails, and the top rods of the hydraulic cylinders apply force to the sleepers.

[0007] If any side of the fault is considered as a fixed side that does not shift, and used as a reference point for the amount of fault slip, then when the fault slips horizontally, the relative amount of slip is the total amount of slip.

[0008] The hydraulic cylinder's push rod applies force to the sleeper through the connecting beam. A long guide groove is provided at the center of the axis on the outer side of the connecting beam. The long guide groove is used for limiting and guiding the hydraulic cylinder's push rod.

[0009] 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 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.

[0010] Hydraulic cylinder fixing slots are arranged at equal intervals on the inner side of the reaction wall, and the positions of the hydraulic cylinder fixing slots correspond to the positions of the long guide slots.

[0011] Displacement sensors are respectively installed on the fixed side and the moving side on both sides of the fault. The displacement sensors are used to monitor the relative slip Δ of the fixed side and the moving side of the fault in the horizontal plane. The displacement sensors and the oil pump are connected to a signal processor.

[0012] Based on the relative slip Δ obtained through real-time monitoring, the relative slip Δ is gradually reduced from the fault point by the jacking force control of the hydraulic cylinder, thereby turning the upper rail on the fixed side and eliminating the deformation of the rails on both sides of the fault.

[0013] The angle between the fault and the track in the horizontal plane is set as follows: α In the vertical plane, the angle formed by the fault and the track is... β Then, the relative horizontal and vertical slip of the fault in the horizontal plane are Δ h =Δsin α and Δ v = Δcos α When the fault slides horizontally, the track in the horizontal plane should meet the allowable turning radius requirement, and the allowable turning radius of the track is set as []. R The turning angle corresponding to the allowable turning radius of the track after deformation is: The track meets the allowable turning radius. R Under the conditions of [and] traffic requirements, the length of the rails after deformation of the track [is as follows]. L b It should be equal to the length before deformation. L Therefore, the required track length for track turning is... L = L b = 2 θ [ R ]-Δ v The spacing between the fixed side sleepers is set as follows: l Then the number of side sleepers needs to be fixed. M = L / l +1; each m The sleepers mentioned above are shared n If the number of hydraulic cylinders mentioned above is 1, then the number of hydraulic cylinders required to eliminate the relative slip Δ of the horizontal moving fault is 1. N = nM / m Hydraulic cylinders are installed on both sides of the fixed-side sleeper to eliminate the relative horizontal slippage Δ within the fault plane. hOr, relative slip Δ, the horizontal displacement step of the hydraulic cylinder is δ p = 2Δ h / N .

[0014] The hydraulic cylinders on both sides (left and right) of the fixed side upper track are arranged from the fault point as follows: 1, 2, 3, 4… j … N / 2; When the moving side slides to the right relative to the fixed side, the sequence numbers on both sides of the track are j The horizontal displacement of the hydraulic cylinder (i.e., extension / retraction, with extension being positive and retraction being negative) are respectively δ zj = Δ h - δ p × j and δ yj =-(Δ h - δ p × j ).

[0015] The hydraulic cylinders on both sides (left and right) of the fixed side upper track are arranged from the fault point as follows: 1, 2, 3, 4… j … N / 2; When the moving side slides to the left relative to the fixed side, the sequence numbers on both sides of the track are j The horizontal displacement of the hydraulic cylinder (i.e., extension / retraction, with extension being positive and retraction being negative) are respectively δ zj = -(Δ h - δ p × j )and δ yj = Δ h - δ p × j .

[0016] 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 in real time with intelligent automatic turning, which can adapt to the large-scale slippage of the fault; (3) the turning of the track can meet the requirements for train passage, and the train can pass without slowing down; (4) the turning of the track can eliminate the deformation of the rail, and will not damage the track, which not only saves maintenance costs, but also ensures the safe operation of the railway and the personal safety of passengers. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the intelligent track (single line) of the present invention;

[0018] Figure 2 This is a schematic diagram of the integrated structure of the intelligent track (single line) connecting beam of the present invention;

[0019] Figure 3 This is a schematic diagram of the AA cross-section of the intelligent track (single / double line) of the present invention;

[0020] Figure 4 This is a schematic cross-sectional view of the intelligent track (single line) of the present invention.

[0021] Figure 5 This is a schematic diagram of the CC cross-section of the intelligent track (single / double line) of the present invention;

[0022] Figure 6 This is a schematic diagram of the intelligent track (single line) signal control circuit of the present invention;

[0023] Figure 7 This is a schematic diagram illustrating the principle of eliminating relative deformation of the track at the fault point in the intelligent track according to the present invention;

[0024] Figure 8 This is a schematic diagram of the intelligent track (double line) of the present invention;

[0025] Figure 9 This is the BB cross-section of the intelligent track (double line) of the present invention;

[0026] Figure 10 This is a schematic diagram of the application structure of the intelligent track (single line) of the present invention;

[0027] Figure 11 This is a schematic diagram of the application structure of the intelligent track (dual-track) of the present invention;

[0028] Figure 12 This is a schematic cross-sectional view of the intelligent track (single / double line) of the present invention;

[0029] like Figures 1-12 As shown in the figure, the labels represent:

[0030] Track 1, rail 11, sleeper 12, sleeper 13, cover plate 14, bolt 15, nut 16, connecting beam 17, long guide groove 18, slide rail 19, inverted T-shaped slider 110, rail plate 111, hydraulic cylinder 112, hemispherical structure 113, oil pump 114, hydraulic cylinder fixing groove 115, signal processor 116, displacement sensor 117, monitoring pier 118, force transmission rod 119, original track 120, adjusted track 121, track adjustment section 122;

[0031] 2. Reaction frame; 21. Reaction wall; 22. Wall toe; 23. Fixed base plate; 24. Moving base plate;

[0032] Fault 3, fixed side 31, moving side 32;

[0033] Tunnel 4, surrounding rock 41, sidewall 42, hydraulic cylinder fixing groove 43. Detailed Implementation

[0034] 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):

[0035] Example 1: Taking a single-track railway as an example, this invention illustrates the method for avoiding track damage when crossing a horizontal active fault.

[0036] Track 1 consists of rails 11, sleepers 12 and 13, cover plates 14, bolts 15, nuts 16, connecting beams 17, long guide grooves 18, slide rails 19, inverted T-shaped sliders 110, track plates 111, hydraulic cylinders 112, hemispherical structures 113, oil pumps 114, and hydraulic cylinder fixing grooves 115. Figure 1 , 2 As shown in Figures 3 and 4.

[0037] Select any side of fault 3 as the fixed side 31 that does not undergo displacement, and use it as the reference point for the amount of slip of fault 3. When fault 3 undergoes horizontal slip, the relative slip of fault 3 is the total slip of the moving side 32.

[0038] like Figure 2 As shown, the rail 11 is laid on the sleepers 12 and 13; the cover plate 14 is a zigzag thin steel plate, which is pressed on the lower edge flange of the rail 11 and the upper surface of the sleepers 12 and 13; the cover plate 14 is connected and fastened to the lower edge flange of the rail 11, the sleepers 12 and 13 into a whole by bolts 15.

[0039] The track plate 111 is made of rectangular thin steel plate and is laid at equal intervals on both sides of the fault 3, the fixed side 31 and the moving side 32; three slide rails 19 are arranged as a group and are laid at equal intervals on the track plate 111 on the fixed side 31 of the fault 3.

[0040] like Figure 3 As shown, the lower surface of the sleeper 12 is welded to the inverted T-shaped slider 110, and the sleeper 12 is laid on the fixed side 31 of the fault 3.

[0041] like Figure 1 and 2As shown, the slide rail 19 is made of flat C-shaped channel steel. The inverted T-shaped slider 110 of the sleeper 12 is fitted into the C-shaped groove of the slide rail 19. The sleeper 12 can drive the rail 11 to slide in the C-shaped groove of the slide rail 19 through the inverted T-shaped slider 110 on its lower surface. The inverted T-shaped slider 110 and the slide rail 19 slide in cooperation.

[0042] Three sleepers 12 are arranged into a group, and the two end faces of the sleepers 12 are welded to the connecting beam 17 respectively to increase the integrity of the track 1 laid on the fixed side 31 of the fault 3.

[0043] like Figure 2 As shown, a long guide groove 18 is arranged along the center of the outer side axis of the connecting beam 17. The long guide groove 18 facilitates the adjustment of the horizontal misalignment between the hydraulic cylinder 112 push rod and the track 1; the long guide groove 18 is also used for the horizontal positioning of the hydraulic cylinder 112 push rod and to prevent the connecting beam 17 and the hydraulic cylinder 112 push rod from separating, such as... Figure 4 As shown, the top of the push rod of the hydraulic cylinder 112 is a hemispherical structure 113, which facilitates the push rod of the hydraulic cylinder 112 to be pushed into the long 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 the hydraulic cylinder 112 in the long guide groove 18. When the track 1 deforms, the hemispherical structure 113 at the top of the push rod of the hydraulic cylinder 112 and the long guide groove 18 of the connecting beam 17 can ensure that the hydraulic cylinder 112 and the connecting beam 17 will not separate, thus ensuring the stable force transmission performance between them.

[0044] The sleeper 13 has a rectangular cross-section. Three sleepers 13 are arranged as a group and are laid out at equal intervals on the rail plate 111 on the moving side 32 of the fault 3.

[0045] like Figure 1 and 4 As shown, the reaction frame 2 consists of a reaction wall 21, a wall toe 22, a fixed base plate 23 and a movable base plate 24. The reaction frame 2 is arranged on the fixed side 31 of the fault 3.

[0046] The fixed base plate 23 is made of strip-shaped reinforced concrete sheet, and the fixed base plate 23 is laid flat on the fixed side 31 of the fault 3; the movable base plate 24 is made of strip-shaped reinforced concrete sheet, and the movable base plate 24 is laid flat on the movable side 32 of the fault 3; the steel rails 11 laid on the fixed base plate 23 and the movable base plate 24 should remain continuous at the fault 3, and the fixed base plate 23 and the movable base plate 24 should be disconnected at the fault 3 and maintain a certain distance.

[0047] The reaction wall 21 is made of a strip-shaped reinforced concrete slab, and the middle of the inner side of the reaction wall 21 is rigidly connected to the two ends of the fixed base plate 23. The middle part of the reaction wall 21 is anchored to the rock mass of the fixed side 31 of the fault 3, which can achieve the function of stabilizing the reaction frame 2. The wall toe 22 is a strip-shaped reinforced concrete component with a right trapezoidal cross section, and the wall toe 22 is rigidly connected to the outer side of the reaction wall 21. The wall toe 22 can not only provide support for the reaction wall 21, but also effectively stabilize the reaction frame 2 within the fixed side 31 of the fault 3.

[0048] The main function of the reaction frame 2 is to provide reaction force through the hydraulic cylinder 112. A row of hydraulic cylinder fixing slots 115 are arranged at equal intervals on the inner side of the reaction wall 21. The position of the hydraulic cylinder fixing slots 115 corresponds to the position of the long guide slots 18 on the outer side of the connecting beam 17. The hydraulic cylinder fixing slots 115 are made of cylindrical steel and are connected to the inner side of the reaction wall 21 by bolts 15. The hydraulic cylinder 112 is fixed in the hydraulic cylinder fixing slots 115, which provide support for the fixing of the hydraulic cylinder 112 and are used for the horizontal adjustment of the track 1.

[0049] Displacement sensors 117 are positioned on both sides of the fault 3, namely the fixed side 31 and the moving side 32, and the displacement sensors 117, oil pump 114, and signal processor 116 are connected, such as... Figure 6 As shown.

[0050] For flat areas, monitoring piers 118 can be poured on both sides of fault 3 to serve as a reliable platform for the deployment of displacement sensors 117.

[0051] Displacement sensor 117 is used to monitor the relative slip Δ of fault 3 in the horizontal plane;

[0052] Based on real-time monitoring of the relative slip Δ of fault 3, and under the condition of meeting the allowable turning radius of track 1 and train passage requirements, two sets of hydraulic cylinders 112 are used to sequentially and arithmetically reduce the relative slip of fault 3 from the fault 3. Through intelligent control, track 1 is automatically turned, thereby eliminating the deformation of the rails 11 on both sides of fault 3 and resolving the damage to track 1 caused by the horizontal slip of fault 3. Figure 7 As shown;

[0053] For any active fault 3 in three-dimensional space, let the angle between fault 3 and orbit 1 in the horizontal plane be θ. α In the vertical plane, the angle formed by fault 3 and track 1 is... β Then, the relative horizontal and vertical slip of fault 3 in the horizontal plane are Δ h = Δsin α and Δ v = Δcos α ;

[0054] When fault 3 slides horizontally, 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: ;

[0055] 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 b It should be equal to the length before deformation. L Therefore, the required length of track 1 for track 1 turning is... L = L b = 2 θ [ R ]-Δ v ;

[0056] Set the spacing of sleepers 12 as follows l Then 12 sleepers are needed. M = L / l +1;

[0057] Set each m 12 sleepers shared n If there are 112 hydraulic cylinders, then the number of hydraulic cylinders 112 required to eliminate the relative slip Δ of the horizontal active fault 3 is... N = nM / m ;

[0058] Hydraulic cylinders are installed on both sides of the fixed-side sleeper to eliminate the relative horizontal slippage Δ in the horizontal plane of fault 3. h Or, relative slip Δ, the horizontal displacement step of hydraulic cylinder 112 is δ p = 2Δ h / N ;

[0059] The hydraulic cylinders on both sides (left and right) of the track on the fixed side 31 are arranged from fault 3 as follows: 1, 2, 3, 4…j…N / 2;

[0060] When the moving side 32 slides to the right relative to the fixed side 31, the horizontal displacement of the hydraulic cylinder 112 with serial number j on both sides of the track 1, that is, the extension and retraction (extension is positive and retraction is negative), are δzj = Δh-δp×j and δyj =-(Δh-δp×j), respectively.

[0061] When the moving side 32 slides to the left relative to the fixed side 31, the horizontal displacement of the hydraulic cylinder 112 with serial number j on both sides of the track 1, that is, the extension and retraction (extension is positive and retraction is negative), are δzj = -(Δh-δp×j) and δyj = Δh-δp×j, respectively.

[0062] By monitoring the relative horizontal slip and slip velocity of Fault 3, real-time early warning and forecasting can be achieved, allowing train crew and railway workers to take necessary emergency measures.

[0063] Example 2: Taking a double-track railway in a flat area as an example, the force and horizontal displacement of the hydraulic cylinder 112 can be transmitted through the force transmission rod 119, such as... Figure 8 and 9 As shown.

[0064] The force transmission rod 119 is made of cylindrical steel, such as bearing steel, 9Cr18, G20CrMo, GCr15, etc. The two ends of the force transmission rod 119 adopt a hemispherical structure 113, which facilitates the force transmission rod 119 to be pushed into the long guide groove 18 in the middle of the outer side of the double-track railway connecting beam 17.

[0065] When the double-track 1 deforms, the hemispherical structure 113 and the long guide groove 18 can ensure that the force transmission rod 119 and the connecting beam 17 will not separate, thus ensuring the stability of the force transmission performance between them.

[0066] Example 3: Taking a single / double-track railway tunnel in a mountainous area as an example, instead of setting up a separate reaction frame 2, a row of hydraulic cylinder fixing slots 43 can be arranged on both sides of the tunnel 4 passing through the fixed side 31 along the direction of track 1 to provide reaction force for the hydraulic cylinders 112. Figure 10 and 11 As shown;

[0067] Displacement sensor 117 can be directly installed on the tunnel sidewall 42 at fault 3, such as Figure 12 As shown.

[0068] The beneficial technical effects of this embodiment are as follows: Based on the real-time monitored relative slip of the fault, under the condition of meeting the allowable turning radius of the track and the requirements for train passage, the relative slip of the fault is reduced in real time by hydraulic cylinders at the fault point in equal increments. The track on one side of the fault is turned automatically and intelligently, thereby eliminating the deformation of the rails on both sides of the fault and solving the problems of train speed reduction and track damage caused by large horizontal slip of the fault, which affect the safety of train operation.

[0069] 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 a horizontally active fault, characterized in that: Along the direction of the track traversing the horizontal active fault, one side of the horizontal active fault is designated as the fixed side, and the other side as the moving side, where displacement occurs. The rails of the track are fixedly connected to the sleepers on the fixed and moving sides to form an integral structure. Rail plates are laid sequentially along the rails on both the fixed and moving sides, and the sleepers on the moving side are fixedly connected to the rail plates on the moving side. At least three slide rails are arranged on the rail plates on the fixed side, with each slide rail position corresponding to the position of the sleeper supporting the rail above it. The two end faces of at least three sleepers are connected and fixed as an integral structure by connecting beams. On the fixed side, the bottom surface of the sleeper has a slider, which slides in cooperation with the slide rail. On the fixed side, hydraulic cylinders are symmetrically fixed on both sides of the track, with each hydraulic cylinder position corresponding to the position of the slide rail. The top rods of the hydraulic cylinders apply force to the sleepers. The hydraulic cylinder's push rod applies force to the sleeper through the connecting beam. A long guide groove is provided at the center of the axis on the outer side of the connecting beam. The long guide groove is used for limiting and guiding the hydraulic cylinder's push rod. Displacement sensors are respectively installed on the fixed side and the moving side on both sides of the fault. The displacement sensors are used to monitor the relative slip Δ of the fixed side and the moving side of the fault in the horizontal plane. The signals of the displacement sensors and the hydraulic cylinder are connected to a signal processor. Based on the relative slip Δ obtained through real-time monitoring, the relative slip Δ is gradually reduced from the fault point by the jacking force control of the hydraulic cylinder, thereby turning the upper rail on the fixed side and eliminating the deformation of the rails on both sides of the fault.

2. The method for avoiding track damage when traversing a horizontal 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 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.

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

4. The method for avoiding track damage when traversing a horizontal active fault according to claim 1, characterized in that: The angle between the fault and the track in the horizontal plane is set as follows: α In the vertical plane, the angle formed by the fault and the track is... β Then, the relative horizontal and vertical slip of the fault in the horizontal plane are Δ h = Δsin α and Δ v = Δcos α ; When the fault slides horizontally, the track in the horizontal plane should meet the allowable turning radius requirement, and the allowable turning radius of the track is set as []. R The turning angle corresponding to the allowable turning radius of the track after deformation is: The track meets the allowable turning radius. R Under the conditions of [and] traffic requirements, the length of the rails after deformation of the track [is as follows]. L b It should be equal to the length before deformation. L Therefore, the required track length for track turning is... L = L b = 2 θ [ R ]-Δ v ; The fixed side sleeper spacing is set as l Then the number of side sleepers needs to be fixed. M = L / l +1; each m The sleepers mentioned above are shared n If the number of hydraulic cylinders mentioned above is 1, then the number of hydraulic cylinders required to eliminate the relative slip Δ of the horizontal moving fault is 1. N = nM / m To eliminate the relative horizontal slip Δ within the fault plane h Or, relative slip Δ, the horizontal displacement step of the hydraulic cylinder is δ p = 2Δ h / N .

5. A method for avoiding track damage when traversing a horizontal active fault according to claim 4, characterized in that: The hydraulic cylinders on both sides of the fixed-side upper track are arranged in the following order from the fault location: 1, 2, 3, 4… j … N / 2; When the moving side slides to the right relative to the fixed side, the sequence numbers on both sides of the track are j The horizontal displacement of the hydraulic cylinders are respectively δ zj =Δ h - δ p × j and δ yj =-(Δ h - δ p × j ).

6. A method for avoiding track damage when traversing a horizontal active fault according to claim 4, characterized in that: The hydraulic cylinders on both sides of the fixed-side upper track are arranged in the following order from the fault location: 1, 2, 3, 4… j … N / 2; When the moving side slides to the left relative to the fixed side, the sequence numbers on both sides of the track are j The horizontal displacement of the hydraulic cylinders are respectively δ zj =-(Δ h - δ p × j )and δ yj = Δ h - δ p × j .

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