A segmented transformation and transition construction method for operating line shape

Abstract

The present invention discloses a segmented reconstruction and transition construction method for the operating line alignment. The method first sets a construction section and a transition section, and determines the length of the transition section. Next, a transition adjustment plan for the transition section alignment is established, and the transition adjustment is performed. A secondary adjustment plan for the transition section alignment is determined, and the secondary adjustment is performed. Finally, the trackbed within the transition section is reconstructed. The present invention segmentally reconstructs the operating line alignment at the skylight point, and through the alignment adjustment of the transition section, the reconstructed preceding construction section is seamlessly connected to the existing following construction section, thereby completing the reconstruction without stopping the urban rail line.

Description

Technical Field

[0001] The present invention relates to the field of operating line reconstruction construction, and in particular to a segmented reconstruction transition construction method for an operating line. Background Art

[0002] With the continued development of urban rail transit, older, earlier-built lines are facing significant operational and maintenance challenges. This is primarily manifested in severe deformation and distortion of subway tracks, significantly reducing passenger comfort, leading to constant complaints from residents along the lines and increasing workloads for operations and maintenance personnel.

[0003] The old line was built at the end of the last century. After a long period of load operation, the irregularities of the track geometry cannot be effectively controlled. In addition, the slow settlement of the tunnel and the chord method of slope adjustment require that in order to ensure the safety of line operation, reduce the workload of subsequent engineering maintenance, and ensure uninterrupted operation of the line, it is necessary to use the skylight points to readjust the existing line according to the designed line shape. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a segmented transformation and transition construction method for the operating line line shape, in which the operating line line shape is segmentedly transformed at the skylight point, and the line shape of the transition section is adjusted so that the previous construction section after the transformation and the existing subsequent construction section can be smoothly connected to each other, thereby achieving the purpose of completing the transformation without stopping the urban rail line.

[0005] The technical solution of the present invention is:

[0006] A method for segmented reconstruction and transition construction of an operating line shape specifically includes the following steps:

[0007] (1) Setting up construction sections and transition sections: Before construction, the area to be constructed shall be divided into sections. Between two adjacent construction sections, the front area of ​​the latter construction section adjacent to the previous construction section shall be set as the transition section;

[0008] (2) Determine the length of the transition section: Use a rail wear tester to measure the rail wear value at the end point of the previous construction section, and combine it with the theoretical linear adjustment of the rail at the end point of the previous construction section in the operating line to obtain the actual linear adjustment of the rail at the end point of the previous construction section. Then, select the maximum value of the actual linear adjustment of the rail at the end point of the previous construction section and multiply it by the set multiple to determine the value as the length of the transition section;

[0009] (3) Establish the linear transition adjustment plan for the transition section: the actual linear adjustment amount of the rail at the end point of the previous construction section is the actual linear adjustment amount of the rail at the starting point of the transition section. The actual linear adjustment amount of the rail at the end point of the transition section is set to zero, and the linear transition adjustment amount of the rail at each support point in the transition section is determined by interpolation. When the linear transition adjustment amount of the rail at a certain support point in the transition section is within the adjustable range of the fastener, the fastener at this support point in the transition section adopts the fastener adjustment plan for transition adjustment. Otherwise, the fastener at this support point in the transition section adopts the fastener sleeve to anchor adjustment plan for transition adjustment.

[0010] (4) Linear transition adjustment of the transition section: When the fastener is adjusted by the fastener sleeve to anchor adjustment scheme, the positioning of the embedded bolt sleeve of the transition adjustment fastener at the corresponding support point in the transition section is carried out before the construction of the previous construction section; when the previous construction section is constructed, the linear transition adjustment of the transition section is carried out simultaneously, that is, all the transition adjustment fasteners in the fastener sleeve to anchor adjustment scheme are installed, and the fastener adjustment scheme is used to adjust the fastener;

[0011] (5) Determine the secondary adjustment plan for the transition section alignment: Calculate the difference between the adjustment amount in the transition section alignment transition adjustment plan and the adjustment amount in the next construction section adjustment plan, and determine the secondary adjustment amount of the rail alignment at each support point in the transition section of the next construction section. When the secondary adjustment amount of the rail alignment at a certain support point in the transition section is within the adjustable range of the fastener, the fastener at this support point in the transition section is adjusted secondary using the fastener adjustment plan. Otherwise, the fastener at this support point in the transition section is adjusted secondary using the fastener sleeve anchor adjustment plan.

[0012] (6) Secondary adjustment of the linear shape of the transition section: When the fastener is adjusted for the second time using the fastener sleeve to anchor adjustment scheme, before the construction of the next construction section, the positioning of the fastener pre-embedded bolt sleeve at the corresponding support point in the transition section is adjusted for the second time; during the construction of the next construction section, the linear shape of the transition section is adjusted for the second time simultaneously, that is, all the second-adjustment fasteners in the fastener sleeve to anchor adjustment scheme are installed, and the fastener adjustment scheme is used to adjust the fastener for the second time;

[0013] (7) Carry out renovation of the roadbed in the transition section.

[0014] A support point is set every 550-650mm on each rail, and the support points on the two parallel rails are symmetrical along the line of the rails. Support points are set at the starting point and end point of each construction section and the end point of the transition section.

[0015] The theoretical linear adjustment amount of the rail at the end point of the previous construction section includes the theoretical lateral adjustment amount X of the rail at the end point of the previous construction section. O and theoretical elevation adjustment Y OThe actual linear adjustment of the rail at the end point of the previous construction section includes the actual lateral adjustment X and the actual elevation adjustment Y of the rail at the end point of the previous construction section. The calculation formulas are shown in the following formulas (1) and (2):

[0016] X=X O +△ X (1);

[0017] Y=Y O +△ Y (2);

[0018] In formula (1) and formula (2), the rail wear value measured by the rail wear detector at the end point of the previous construction section includes the wear value of the inner working surface of the rail at the end point of the previous construction section △ X and the rail top wear value at the end point of the previous construction section△ Y ;△ X When the rail is adjusted toward the center of the line, it is a negative value; when the rail is adjusted toward the outside of the line, it is a positive value; Y It is a negative value when the rail is adjusted upward and a positive value when the rail is adjusted downward.

[0019] The length of the transition section is determined by multiplying the maximum value of the actual lateral adjustment amount X and the actual elevation adjustment amount Y of the rail at the end point of the previous construction section by one thousand times.

[0020] The linear transition adjustment amount of the rail at each support point in the transition section is determined by interpolation, and the linear transition adjustment amount of the rail at each support point in the transition section includes the actual lateral adjustment amount X of the rail at each support point in the transition section. i and the actual elevation adjustment Y i , the calculation method of interpolation method is shown in the following formulas (3) and (4):

[0021] X i =l i / L×X (3);

[0022] Y i =l i / L×Y (4);

[0023] In formula (3) and formula (4), l i It represents the length between a certain support point in the transition section and the end point of the transition section along the transition section line. L is the length of the transition section. X represents the actual lateral adjustment of the rail at the starting point of the transition section, that is, the actual lateral adjustment of the rail at the end point of the previous construction section. Y represents the actual elevation adjustment of the rail at the starting point of the transition section, that is, the actual elevation adjustment of the rail at the end point of the previous construction section.

[0024] The fastener adjustment solution does not change the installation position of the fastener, but only replaces the specifications of some components in the fastener. The standard for specification replacement is that the size of the replaced components meets the actual lateral adjustment amount of the rail at the support point in the transition section X i and the actual elevation adjustment Y i adjustments needed.

[0025] The fastener sleeve anchor adjustment scheme is based on the actual lateral adjustment amount of the rail at the support point in the transition section X i and the actual elevation adjustment Y i Reposition the fastener embedded bolt sleeve and mark the center point of the sleeve on the top surface of the track bed. Then drill holes at the repositioned position of the fastener embedded bolt sleeve. After anchoring the embedded bolt sleeve, install the fastener and adjust the rail line shape.

[0026] Before the reconstruction of the roadbed in the transition section, for the two fastener adjustments, the number of fasteners m adjusted by the fastener adjustment scheme and the number of fasteners n adjusted by the fastener sleeve anchor adjustment scheme on each roadbed slab are counted. When the ratio of m / (m+n) is not less than 90%, the roadbed slab will not be reconstructed. When the ratio of m / (m+n) is less than 90%, the roadbed slab will be reconstructed. During the reconstruction of the roadbed, the concrete at multiple support points of the original roadbed is adjusted within the skylight point. Chisel out at the same time, and among the support points that meet the requirement of chiseling out concrete at the same time, there are three support points between adjacent support points. After the original roadbed slab concrete at each support point is chiseled out, the waste residue in the pit is cleaned and the interface agent is applied, and then new prefabricated sleepers are replaced and installed, and fasteners are installed, and the roadbed concrete is re-poured. After the strength of the re-poured roadbed concrete meets the requirements, the remaining support points are renovated in a cycle until the entire roadbed slab is renovated. Finally, the geometric status of the operating line is inspected and confirmed to ensure that the geometric status of the operating line is within the allowable deviation range to ensure operational safety.

[0027] Advantages of the present invention:

[0028] (1) The present invention performs segmented transformation on the line shape of the operating line at the skylight point, which meets the current needs of urban rail operating units to adjust and transform the line shape of existing operating lines, and can ensure that the operating lines are upgraded and transformed without interruption in operation.

[0029] (2) The present invention addresses the problem that the geometric irregularities of old operating lines cannot be effectively controlled. By adjusting the linear transition of the transition section, the operating lines can complete the linear transformation without interruption while ensuring smoothness and safety, thus ensuring the daily transportation needs of residents.

[0030] (3) The present invention provides a fastener adjustment scheme and a fastener sleeve anchor adjustment scheme based on the two situations of whether the linear modification adjustment amount is within the adjustable range of the fastener. Combining the two schemes, it plays a key role in controlling the modification cost while ensuring the modification effect, and has significant economic benefits.

[0031] (4) The present invention addresses the problem of the asynchrony between the trackbed reconstruction and rail replacement during the urban rail upgrading and reconstruction process, and proposes a method of measuring the wear of existing rails and counting the actual usage of fasteners on existing operating lines. The rail wear and the usage of non-standard fasteners are comprehensively considered in the line adjustment plan, providing a better fine-tuning environment for the subsequent rail replacement and engineering maintenance, greatly reducing the workload of engineering maintenance, and achieving significant economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a flow chart of the present invention. DETAILED DESCRIPTION

[0033] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0034] See Figure 1 A method for segmented transformation and transition of an operating line shape comprises the following steps:

[0035] (1) Setting up construction sections and transition sections: Before construction, the area to be constructed shall be divided into sections. Between two adjacent construction sections, the front area of ​​the latter construction section adjacent to the previous construction section shall be set as the transition section;

[0036] (2) Determine the length of the transition section: a support point is set every 600 mm on each rail. The support points on the two parallel rails are symmetrical along the rail line. Support points are set at the starting and ending points of each construction section and at the end point of the transition section. See the following formulas (1) and (2). Use a rail wear tester to measure the wear value of the inner working surface of the rail at the end point of the previous construction section. X and the rail top wear value at the end point of the previous construction section△ Y , and combined with the theoretical lateral adjustment amount X of the rail at the end point of the previous construction section in the operating line O and the theoretical rail elevation adjustment Y O, the actual lateral adjustment amount X and the actual elevation adjustment amount Y of the rail at the end point of the previous construction section are obtained, and then the maximum value of the actual lateral adjustment amount X and the actual elevation adjustment amount Y at the end point of the previous construction section is selected and multiplied by one thousand to determine the value as the length of the transition section;

[0037] X=X O +△ X (1);

[0038] Y=Y O +△ Y (2);

[0039] In formula (1) and formula (2), △ X When the rail is adjusted toward the center of the line, it is a negative value; when the rail is adjusted toward the outside of the line, it is a positive value; Y It is a negative value when the rail is adjusted upwards, and a positive value when the rail is adjusted downwards;

[0040] (3) Establish the linear transition adjustment plan for the transition section: the actual linear adjustment amount of the rail at the end point of the previous construction section is the actual linear adjustment amount of the rail at the starting point of the transition section. The actual linear adjustment amount of the rail at the end point of the transition section is set to zero. The linear transition adjustment amount of the rail at each support point in the transition section is determined by interpolation. The linear transition adjustment amount of the rail at each support point in the transition section includes the actual lateral adjustment amount of the rail at each support point in the transition section X i and the actual elevation adjustment Y i , the calculation method of interpolation method is shown in the following formulas (3) and (4):

[0041] X i =l i / L×X (3);

[0042] Y i =l i / L×Y (4);

[0043] In formula (3) and formula (4), l i It represents the length between a certain support point and the end point of the transition section along the transition section line. L is the length of the transition section. X represents the actual lateral adjustment of the rail at the starting point of the transition section, which is the actual lateral adjustment of the rail at the end point of the previous construction section. Y represents the actual elevation adjustment of the rail at the starting point of the transition section, which is the actual elevation adjustment of the rail at the end point of the previous construction section.

[0044] When the linear transition adjustment of the rail at a certain support point in the transition section is within the adjustable range of the fastener, the fastener at this support point in the transition section adopts the fastener adjustment solution for transition adjustment; otherwise, the fastener at this support point in the transition section adopts the fastener sleeve anchor adjustment solution for transition adjustment;

[0045] The fastener adjustment solution does not change the installation position of the fastener, but only replaces the specifications of some components in the fastener. The standard for specification replacement is that the size of the replaced component meets the actual lateral adjustment amount of the rail at the support point in the transition section X i and the actual elevation adjustment Y i Adjustment needs;

[0046] The adjustment scheme for the fastener sleeve to anchor is based on the actual lateral adjustment amount of the rail at the support point in the transition section X i and the actual elevation adjustment Y i Reposition the fastener embedded bolt sleeve and mark the sleeve center point on the top surface of the track bed. Then drill holes at the repositioned position of the fastener embedded bolt sleeve. After anchoring the embedded bolt sleeve, install the fastener and adjust the rail alignment.

[0047] (4) Linear transition adjustment of the transition section: When the fastener is adjusted by the fastener sleeve to anchor adjustment scheme, the positioning of the embedded bolt sleeve of the transition adjustment fastener at the corresponding support point in the transition section is carried out before the construction of the previous construction section; when the previous construction section is constructed, the linear transition adjustment of the transition section is carried out simultaneously, that is, all the transition adjustment fasteners in the fastener sleeve to anchor adjustment scheme are installed, and the fastener adjustment scheme is used to adjust the fastener;

[0048] (5) Determine the secondary adjustment plan for the transition section alignment: Calculate the difference between the adjustment amount in the transition section alignment transition adjustment plan and the adjustment amount in the next construction section adjustment plan, and determine the secondary adjustment amount of the rail alignment at each support point in the transition section of the next construction section. When the secondary adjustment amount of the rail alignment at a certain support point in the transition section is within the adjustable range of the fastener, the fastener at this support point in the transition section is adjusted secondary using the fastener adjustment plan. Otherwise, the fastener at this support point in the transition section is adjusted secondary using the fastener sleeve anchor adjustment plan.

[0049] (6) Secondary adjustment of the linear shape of the transition section: When the fastener is adjusted for the second time using the fastener sleeve to anchor adjustment scheme, before the construction of the next construction section, the positioning of the fastener pre-embedded bolt sleeve at the corresponding support point in the transition section is adjusted for the second time; during the construction of the next construction section, the linear shape of the transition section is adjusted for the second time simultaneously, that is, all the second-adjustment fasteners in the fastener sleeve to anchor adjustment scheme are installed, and the fastener adjustment scheme is used to adjust the fastener for the second time;

[0050] (7) Before the reconstruction of the roadbed in the transition section, for the two fastener adjustments, the number of fasteners (m) adjusted by the fastener adjustment scheme and the number of fasteners (n) adjusted by the fastener sleeve anchor adjustment scheme on each roadbed slab are counted. If the ratio of m / (m+n) is not less than 90%, the roadbed slab will not be reconstructed. If the ratio of m / (m+n) is less than 90%, the roadbed slab will be reconstructed. During the reconstruction of the roadbed, the concrete at multiple support points of the original roadbed will be reconstructed within the skylight points. Chisel out at the same time, and among the support points that meet the requirement of chiseling out concrete at the same time, there are three support points between adjacent support points. After the original roadbed slab concrete at each support point is chiseled out, the waste residue in the pit is cleaned and the interface agent is applied, and then new prefabricated sleepers are replaced and installed, and fasteners are installed, and the roadbed concrete is re-poured. After the strength of the re-poured roadbed concrete meets the requirements, the remaining support points are renovated in a cycle until the entire roadbed slab is renovated. Finally, the geometric status of the operating line is inspected and confirmed to ensure that the geometric status of the operating line is within the allowable deviation range to ensure operational safety.

[0051] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A method for segmented transformation and transition of an operating line, characterized by: The specific steps include: (1) Setting up construction sections and transition sections: Before construction, the area to be constructed shall be divided into sections. Between two adjacent construction sections, the front area of ​​the latter construction section adjacent to the previous construction section shall be set as the transition section; (2) Determine the length of the transition section: Use a rail wear tester to measure the rail wear value at the end point of the previous construction section, and combine it with the theoretical linear adjustment of the rail at the end point of the previous construction section in the operating line to obtain the actual linear adjustment of the rail at the end point of the previous construction section. Then, select the maximum value of the actual linear adjustment of the rail at the end point of the previous construction section and multiply it by the set multiple to determine the value as the length of the transition section; The theoretical linear adjustment amount of the rail at the end point of the previous construction section includes the theoretical lateral adjustment amount X of the rail at the end point of the previous construction section. O and theoretical elevation adjustment Y O The actual linear adjustment of the rail at the end point of the previous construction section includes the actual lateral adjustment X and the actual elevation adjustment Y of the rail at the end point of the previous construction section. The calculation formulas are shown in the following formulas (1) and (2): X=X O +△ X (1); Y=Y O +△ Y (2); In formula (1) and formula (2), the rail wear value measured by the rail wear detector at the end point of the previous construction section includes the wear value of the inner working surface of the rail at the end point of the previous construction section △ X and the rail top wear value at the end point of the previous construction section△ Y ;△ X When the rail is adjusted toward the center of the track, it is a negative value; when the rail is adjusted toward the outside of the track, it is a positive value; Y It is a negative value when the rail is adjusted upwards, and a positive value when the rail is adjusted downwards; (3) Establish the linear transition adjustment plan for the transition section: the actual linear adjustment amount of the rail at the end point of the previous construction section is the actual linear adjustment amount of the rail at the starting point of the transition section. The actual linear adjustment amount of the rail at the end point of the transition section is set to zero, and the linear transition adjustment amount of the rail at each support point in the transition section is determined by interpolation. When the linear transition adjustment amount of the rail at a certain support point in the transition section is within the adjustable range of the fastener, the fastener at this support point in the transition section adopts the fastener adjustment plan for transition adjustment. Otherwise, the fastener at this support point in the transition section adopts the fastener sleeve to anchor adjustment plan for transition adjustment. The linear transition adjustment amount of the rail at each support point in the transition section is determined by interpolation, and the linear transition adjustment amount of the rail at each support point in the transition section includes the actual lateral adjustment amount X of the rail at each support point in the transition section. i and the actual elevation adjustment Y i , the calculation method of interpolation method is shown in the following formulas (3) and (4): X i =l i / L×X (3); Y i =l i / L×Y (4); In formula (3) and formula (4), l i It represents the length between a certain support point and the end point of the transition section along the transition section line. L is the length of the transition section. X represents the actual lateral adjustment of the rail at the starting point of the transition section, that is, the actual lateral adjustment of the rail at the end point of the previous construction section. Y represents the actual elevation adjustment of the rail at the starting point of the transition section, that is, the actual elevation adjustment of the rail at the end point of the previous construction section. The fastener adjustment scheme does not change the installation position of the fastener, but only replaces the specifications of some components in the fastener. The standard for specification replacement is that the size of the replaced components meets the actual lateral adjustment amount of the rail at the support point in the transition section X i and the actual elevation adjustment Y i Adjustment needs; The fastener sleeve anchor adjustment scheme is based on the actual lateral adjustment amount of the rail at the support point in the transition section X i and the actual elevation adjustment Y i Reposition the fastener embedded bolt sleeve and mark the sleeve center point on the top surface of the track bed. Then drill holes at the repositioned position of the fastener embedded bolt sleeve. After anchoring the embedded bolt sleeve, install the fastener and adjust the rail alignment. (4) Linear transition adjustment of the transition section: When the fastener is adjusted by the fastener sleeve to anchor adjustment scheme, the positioning of the embedded bolt sleeve of the transition adjustment fastener at the corresponding support point in the transition section is carried out before the construction of the previous construction section; when the previous construction section is constructed, the linear transition adjustment of the transition section is carried out simultaneously, that is, all the transition adjustment fasteners in the fastener sleeve to anchor adjustment scheme are installed, and the fastener adjustment scheme is used to adjust the fastener; (5) Determine the secondary adjustment plan for the transition section alignment: Calculate the difference between the adjustment amount in the transition section alignment transition adjustment plan and the adjustment amount in the next construction section adjustment plan, and determine the secondary adjustment amount of the rail alignment at each support point in the transition section of the next construction section. When the secondary adjustment amount of the rail alignment at a certain support point in the transition section is within the adjustable range of the fastener, the fastener at this support point in the transition section is adjusted secondary using the fastener adjustment plan. Otherwise, the fastener at this support point in the transition section is adjusted secondary using the fastener sleeve anchor adjustment plan. (6) Secondary adjustment of the linear shape of the transition section: When the fastener is adjusted for the second time using the fastener sleeve to anchor adjustment scheme, before the construction of the next construction section, the positioning of the fastener pre-embedded bolt sleeve at the corresponding support point in the transition section is adjusted for the second time; during the construction of the next construction section, the linear shape of the transition section is adjusted for the second time simultaneously, that is, all the second-adjustment fasteners in the fastener sleeve to anchor adjustment scheme are installed, and the fastener adjustment scheme is used to adjust the fastener for the second time; (7) Carry out renovation of the roadbed in the transition section.

2. The method for segmented reconstruction and transition of an operating line according to claim 1, characterized in that: A support point is set every 550-650mm on each rail, and the support points on the two parallel rails are symmetrical along the line of the rails. Support points are set at the starting point and end point of each construction section and the end point of the transition section.

3. The method for segmented reconstruction and transition of an operating line according to claim 1, characterized in that: The length of the transition section is determined by multiplying the maximum value of the actual lateral adjustment amount X and the actual elevation adjustment amount Y of the rail at the end point of the previous construction section by one thousand times.

4. The method for segmented reconstruction and transition of an operating line according to claim 1, characterized in that: Before the reconstruction of the roadbed in the transition section, for the two fastener adjustments, the number of fasteners m adjusted by the fastener adjustment scheme and the number of fasteners n adjusted by the fastener sleeve anchor adjustment scheme on each roadbed slab are counted. When the ratio of m / (m+n) is not less than 90%, the roadbed slab will not be reconstructed. When the ratio of m / (m+n) is less than 90%, the roadbed slab will be reconstructed. During the reconstruction of the roadbed, the concrete at multiple support points of the original roadbed is adjusted within the skylight point. Chisel out at the same time, and among the support points that meet the requirement of chiseling out concrete at the same time, there are three support points between adjacent support points. After the original roadbed slab concrete at each support point is chiseled out, the waste residue in the pit is cleaned and the interface agent is applied, and then new prefabricated sleepers are replaced and installed, and fasteners are installed, and the roadbed concrete is re-poured. After the strength of the re-poured roadbed concrete meets the requirements, the remaining support points are renovated in a cycle until the entire roadbed slab is renovated. Finally, the geometric status of the operating line is inspected and confirmed to ensure that the geometric status of the operating line is within the allowable deviation range to ensure operational safety.

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