Bridge reloading construction method in extra-long tunnel of large ramp of over 20% of single-track railway

Abstract

The invention discloses a bridge reloading construction method in an extra-long tunnel with a large ramp of over 20% of a single track railway, which comprises the following steps of: when T-shaped beams are conveyed and transported on a long ramp and a small ramp, marshalling two locomotives at the head position and the tail position of a bridge train in operation station bridge train marshalling, namely marshalling the bridge train into a locomotive 1 + a bridge flat car + a locomotive 2; after arriving at the reloading station, the second locomotive is unhung and connected with the bridge girder erection machine second vehicle in a hung mode, the second locomotive and the bridge girder erection machine second vehicle are used for transporting and feeding girders back and forth between the reloading station and the bridge head, the first locomotive carries the girder transporting flat car to wait at the reloading station, and the T girders are transferred to the reloading gantry crane by utilizing gap time; and after the No.2 vehicle of the bridge girder erection machine returns, the bridge pieces of the bridge can be replaced immediately. According to the invention, the transportation risk of the long and large downhill is greatly reduced, the emission of CO in the tunnel is reduced, unnecessary fuel consumption is avoided, and the operation time of the No.2 vehicle at the reloading station is saved.

Description

Technical Field

[0001] The invention belongs to the technical field of bridge replacement construction in a super-long tunnel of a single-track railway, and relates to a bridge replacement construction method in a super-long tunnel with a large slope of more than 20‰ on a single-track railway. Background Art

[0002] A section of railway is a Class I single-track electrified railway of the national railway. For the construction of the tunnel section, the tunnel is 16km long, of which 10km is located in a long downhill section with a slope of more than 20‰. The bridge at the exit of the tunnel is designed with 66 holes of simply supported T beams. Due to terrain restrictions, there is no site for the installation of the gantry at the tunnel entrance, and the bridge replacement station can only be set up at the station inside the tunnel.

[0003] According to the construction team's arrangement, during the railway track laying construction, DF4B No. 1 locomotive was used in conjunction with JQ170 bridge erection machine to erect T-beams. In the past, the bridge transport locomotive formation method was "2 No. 1 locomotives + 16 beam (railway) flatbed cars + bridge erection machine No. 2 car", such as Figure 1 As shown in Figure 1, the bridge train (formation: locomotive + locomotive + bridge flatbed car) travels from the beam yard to the transfer station. Figure 2 As shown, at the transshipment station, the bridge erecting machine No. 2 car is coupled (the marshaling mode is changed to locomotive + locomotive + bridge flatbed car + bridge erecting machine No. 2 car), and it travels back and forth between the transshipment station and the bridge head. Each beam needs to be traveled back and forth once. The construction of this bridge train has the following technical difficulties: First, the heavy-loaded bridge train frequently travels back and forth between the beam erection operation point and the transshipment station, and harmful exhaust gas is difficult to discharge, and the risk of bridge transportation operation is extremely high; second, the locomotive is locomotive No. 1, and there are safety risks such as difficulty in observation and difficult to control braking distance when locomotive No. 1 pushes the bridge transportation downhill in the tunnel. At the same time, due to the heavy load when traction uphill, a large amount of toxic and harmful gases are easily generated, and carbon monoxide is as high as 313PPM. Protective covers are required during the operation, which affects the operation. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide a bridge replacement construction method in an extra-long tunnel with a large slope of more than 20‰ on a single-track railway, which greatly reduces the risk of long downhill transportation, reduces CO emissions in the tunnel, avoids unnecessary fuel consumption, and saves operating time at the replacement station.

[0005] The technical solution adopted by the present invention is: a bridge replacement construction method in an extra-long tunnel with a large slope of more than 20‰ on a single-track railway, the method is: when T-beams are transported on a long downhill slope, the bridge train formation at the operation station is to respectively group two locomotives at the head and tail positions of the bridge train, that is, the bridge train is organized into "Locomotive No. 1 + Bridge (Track) Flatbed Car + Locomotive No. 2" when it leaves the station, and after arriving at the replacement station, Locomotive No. 2 is unhooked and connected with Bridge-erecting Machine No. 2 Car, and Locomotive No. 2 + Bridge-erecting Machine No. 2 Car are used to transport and feed beams back and forth between the replacement station and the bridgehead, Locomotive No. 1 carries the beam transport flatbed car and waits at the replacement station, and uses the idle time to transfer the T-beam to the replacement gantry crane, and the bridge beam piece can be replaced immediately after Bridge-erecting Machine No. 2 Car returns.

[0006] A construction method for replacing a bridge in a long tunnel with a large slope of more than 20‰ on a single-track railway has the following specific steps: (1) Bridge train alignment operation: the front end of the bridge train can be detachably connected to locomotive No. 1, and the rear end can be detachably connected to locomotive No. 2. Locomotive No. 2 controls the movement of the bridge train, running from the uphill slope to the downhill slope, and stops when it is 5 meters close to the lifting position. The large gate of locomotive No. 2 is used to relieve the brake of the bridge train. The small gate of locomotive No. 2 maintains the braking force so that all the hooks of the bridge train are gradually and slowly extended. The small gate of locomotive No. 2 controls the speed of the train to a speed of less than 3 km / h. Move slowly to the hoisting position. When it is 300mm in front of the lifting point, the rear locomotive No. 2 stops and uses the small brake of the rear locomotive No. 2 to stop the bridge train. The alignment distance is controlled within 200mm to meet the hoisting position requirements. After stopping, the large brake is used to decompress the bridge train by 100Kpa. After the alignment is completed, wait for the gantry to be replaced to lift the beam piece, control the bridge train to move away from the gantry in the uphill direction, and stop after 40 meters to wait for orders, so as to make room for the bridge erecting machine No. 2 to connect the beam piece under the beam piece; (2) Change of clothes steps After the No. 1 locomotive was separated from the bridge train, the No. 1 locomotive turned to the siding to avoid the bridge train, and the No. 2 bridge train pushed an isolation flat car (because the No. 2 bridge train car could not be directly coupled with the locomotive due to its design, an isolation flat car was required for coupling, and the isolation flat car was added to prepare for the next step of coupling the No. 1 locomotive with the No. 2 bridge train car) to the transfer station to connect the beam pieces; 1) The first T-beam is hoisted and transferred to the No. 2 bridge erecting machine The empty bridge erecting machine No. 2 car runs to the predetermined position below the beam piece that has been hoisted by the loading gantry to receive the beam. The loading station will drop the hoisted beam piece safely onto the bridge erecting machine No. 2 car for loading reinforcement and safety inspection; 2) Locomotive and bridge crane No. 2 After the beam pieces are transferred to the No. 2 bridge erecting machine at the transfer station, the No. 2 bridge erecting machine will automatically stop and wait 50 meters outside the turnout, leaving enough space for a locomotive and an isolation flat car. The No. 1 locomotive on the siding will push an isolation flat car to couple with the No. 2 bridge erecting machine. After the coupling is completed, the locomotive will conduct a full-train air brake test, and the No. 1 locomotive will push it to the bridge erecting machine to the bridgehead for alignment operations; 3) The locomotive + bridge erecting machine No. 2 stops when it is 50 meters away from the main bridge erecting machine. Locomotive No. 1 + bridge erecting machine No. 2 equipped with T-beams run down the ramp toward the main bridge erecting machine. The operation and control mode is air brake + resistance brake of locomotive No. 1 + isolation flat car, and the operating speed is limited to within 10km / h. The bridge erecting machine No. 2 at the front of the train stops in front of the "one-time stop" sign 100 meters away from the main bridge erecting machine. After the beam erection machine agrees, it runs 50 meters towards the main bridge erecting machine at a speed of less than 5km / h and stops. At this time, the distance between the front end of bridge erecting machine No. 2 and the main beam erecting machine is 50 meters; (3) Bridge erecting machine No. 2 transports and erects beams 3.1) The No. 2 bridge erecting machine with T-beam is uncoupled from the isolation flat car and connected to the main bridge erecting machine for self-operation (the No. 2 bridge erecting machine has power and can run short distances on its own); The bridge erecting machine No. 2 with T-beam is uncoupled from the isolation flat car, the locomotive isolation flat car stops and waits, the bridge erecting machine No. 2 runs at a speed less than 5km / h, controls the speed during the travel process, stops 5 meters in front of the bridge erecting machine main machine, and is connected with the bridge erecting machine main machine according to the beam erection instruction; 3.2) The beam piece is dragged from the bridge erecting machine No. 2 car to the main bridge erecting machine for beam feeding The beam erection operator uses the jacking device at the front end of the bridge erection machine No. 2 car to lift the front end of the beam piece and place it on the bridge erection machine mainframe drag beam trolley. Then, the bridge erection machine mainframe drag beam trolley is used to gradually drag the T-beam beam piece from the bridge erection machine No. 2 car into the bridge erection machine mainframe, completing the beam feeding-beam dragging process. 3.3) The main bridge erection machine drops the beam onto the bridge pier to complete the beam drop. The beam erection workers follow the beam erection safety operation procedures, use the beam-dropping wire rope to lift the beam to a set safe height, move the beam to the predetermined position between the piers through the crane arm, and then lower the hook at the same time to drop the beam steadily onto the pier pad stone, and then complete the beam erection operation after precise position adjustment; 3.4) The bridge erecting machine No. 2 car is uncoupled from the main bridge erecting machine and coupled to the bridge train After the beam piece is dragged from the bridge erecting machine No. 2 car into the main bridge erecting machine, the empty bridge erecting machine No. 2 car is separated from the main bridge erecting machine, and the empty car runs 50 meters uphill and is connected to the locomotive isolation flat car waiting at the original location; 3.5) Locomotive No. 1 pulls bridge erecting machine No. 2 to the switch outside the transfer station and stops. Locomotive No. 1 pulls an isolation flat car into the side track to avoid bridge erecting machine No. 2. Bridge erecting machine No. 2 enters the transfer station to receive the beam segment and transfers the second T-beam segment from the bridge train to bridge erecting machine No. 2, starting a new work cycle.

[0007] Furthermore, after the beam pieces are fed into the main bridge-building machine, the bridge-building machine No. 2 car is separated from the main bridge-building machine, and the empty car goes up the ramp for 50 meters on its own and is connected to the No. 1 locomotive waiting at the original place.

[0008] Furthermore, when the above-mentioned locomotive is running in jacking mode, it stops once when it is 100 meters away from the operating point of bridge-erecting machine No. 1, and then runs slowly for 50 meters before stopping. It is strictly forbidden for bridge-erecting machine No. 2 to go down a steep slope for a long distance on its own after loading the beams.

[0009] Furthermore, the above-mentioned locomotive pushes the bridge-building machine No. 2 car to run to 50 meters away from the main bridge-building machine and then hooks it. The locomotive stops on the spot and waits, and the bridge-building machine No. 2 car-carrying beam is coupled with the bridge-building machine No. 1 car by itself. It is prohibited for the locomotive to directly couple the bridge-building machine No. 2 car with the main bridge-building machine.

[0010] Furthermore, after the bridge-building machine No. 2 is loaded with beam pieces, it is prohibited to run in the uphill direction for a long distance, which shall not exceed 30 meters.

[0011] Beneficial effects of the present invention: Compared with the prior art, the effects of the present invention are as follows: 1) One locomotive is used to push the bridge erecting machine No. 2 car back and forth between the bridge erecting machine and the transfer station, and another locomotive is used to pull the bridge train to perform transfer and alignment at the transfer station. The heavy beam transport vehicle no longer has to travel back and forth between the transfer station and the bridgehead, which greatly reduces the risk of transportation on long and long downhill slopes, reduces CO emissions in the tunnel, avoids unnecessary fuel consumption, saves the operating time of the No. 2 car at the transfer station, and achieves good social and economic benefits.

[0012] 1.1) Economic benefits of saving locomotive fuel consumption The traditional technology builds two bridges per day, with a train marshaling 14 cars with a total weight of 1,120 tons. Two locomotives push the bridge and the bridge deck rails six times between the transfer station and the beam erection site, consuming 600 liters of fuel per day. The new technology train marshaling is "1 locomotive + 1 isolation flat car + bridge erection machine No. 2 car" (pushing total weight 200 tons) to go back and forth between the bridge erection point and the transfer station, and another locomotive tows the bridge for alignment operations at the transfer station, consuming 300 liters per day. The heavy beam transport vehicle no longer travels back and forth between the transfer station and the bridgehead. The erection of 66 beams saved a total of 19,800 liters of fuel, which generated a total economic benefit of 148,500 yuan at a unit price of 7.5 yuan.

[0013] 1.2) Save working time The traditional process takes 30-45 minutes to carry out the bridge bundling and reloading operation after the train returns to the reloading station. The improved method uses one locomotive to push the bridge erection machine No. 2 car back and forth between the bridge erection machine and the reloading station, and another locomotive to pull the bridge train to carry out the bridge reloading and bundling operation in advance at the reloading station. When the bridge erection machine No. 2 car returns, it can go directly to the reloading station to take over the bridge operation, and the operation time is 10-15 minutes. It can save 120 minutes a day, reduce the line occupation time, provide more operation time for other processes, and reduce the risk of cross-operation to a certain extent.

[0014] 2) The "bridge replacement construction method in extra-long tunnels with large slopes of more than 20‰ on single-track railways" can effectively ensure the safety of engineering trains and bridge erection equipment in loading and transporting bridges, and the safety factor of T-beam erection is high compared with the traditional "double-locomotive pushing the entire bridge train for replacement operations" construction process; the No. 1 locomotive driver can operate the position easily, accurately and easily, which reduces the safety risk of long downhill transportation; through reasonable train formation, the locomotive power is reduced, the carbon monoxide emissions are reduced, and the safety risk of excessive carbon monoxide in the tunnel is effectively solved (before the improvement, the tunnel detected carbon monoxide content was 313PPM, and after the improvement, it was 0PPM); by reducing the locomotive traction, the locomotive fuel consumption is reduced, meeting the requirements of environmental protection and energy saving. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of locomotive + locomotive + bridge flatbed; Figure 2 This is a schematic diagram of the connection of locomotive + locomotive + bridge flatbed car + bridge erecting machine No. 2; Figure 3 This is the connection diagram of locomotive No. 1 + bridge flatbed car + locomotive No. 2; Figure 4 This is a schematic diagram of the beam transport flatbed truck carried by locomotive No. 1; Figure 5 This is a schematic diagram of the coupling between locomotive No. 2 and bridge-erecting machine No. 2; Figure 6 It is a schematic diagram of the construction process flow chart; Figure 7 This is a schematic diagram of the alignment of the bridge train transfer station; Figure 8 Schematic diagram of beam piece replacement to bridge erecting machine No. 2 car; Fig. 9 This is a schematic diagram of the locomotive coupled to the bridge crane No. 2 (the latching teeth are disengaged from the annular end face gear disc); Fig.10 This is a schematic diagram of the locomotive and bridge-erecting machine No. 2 stopping when they are 50 meters away from the main bridge-erecting machine; Fig.11 Connect the bridge erecting machine No. 2 car to the main bridge erecting machine; Fig.12 To drag the beam from the No. 2 bridge erecting machine to the main bridge erecting machine; Fig.13 The main bridge erection machine is used to erect beam pieces onto the bridge piers; Fig.14 After the bridge erecting machine No. 2 car is uncoupled from the main bridge erecting machine, it is connected to the isolation flat car locomotive; Fig.15 Schematic diagram of the bridge-building machine No. 2 car aligning with the transfer station to connect the bridge. DETAILED DESCRIPTION

[0016] The invention will be further described below in conjunction with the accompanying drawings and specific embodiments.

[0017] Example 1: Figure 3~Figure 5 As shown in the figure, a bridge replacement construction method in a long tunnel with a large slope of more than 20‰ on a single-track railway is as follows: when T-beams are transported on a long downhill slope, the bridge train marshaling at the operation station is to marshall two locomotives at the head and tail positions of the bridge train respectively, that is, the bridge train is marshaled into "No. 1 locomotive + bridge (railway) flatbed car + No. 2 locomotive" when it leaves the station. Figure 3-5 As shown, after arriving at the transfer station, locomotive No. 2 is unhooked and connected with bridge erecting machine No. 2 car. Locomotive No. 2 and bridge erecting machine No. 2 car are used to transport and feed beams back and forth between the transfer station and the bridge head. Locomotive No. 1 carries the beam transport flatbed car and waits at the transfer station. It uses the idle time to transfer the T beam to the transfer gantry crane. After bridge erecting machine No. 2 car returns, the bridge beam piece can be immediately replaced. After the improvement of the present invention, the departure marshaling mode of the beam transport train becomes "locomotive No. 1 + bridge flatbed car + locomotive No. 2", such as Figure 3 As shown in the figure, after arriving at the transfer station, locomotive No. 2 is unhooked, and locomotive No. 1 waits at the transfer station with the beam transport flatbed truck, and uses the idle time to transfer the T beam to the transfer gantry crane, as shown in the figure. Figure 4 As shown in FIG. 1 , locomotive No. 2 is coupled to bridge erecting machine No. 2 car, and locomotive No. 2 + bridge erecting machine No. 2 car transport and feed beams back and forth between the transfer station and the bridgehead, as shown in FIG. Figure 5 shown.

[0018] Before construction, the requirements for the beam train marshaling are as follows: the operation station bridge train (2-hole T-beam) marshaling: main service locomotive No. 2 D6 beam (front end, 1-hole beam) + N1 bridge deck rail + D6 beam (1-hole beam) + N1 bridge deck rail + re-coupled locomotive No. 1 (tail end), the train is composed of 14 cars, the change length: 22.4 (total train length 246.4 meters), the total traction weight: 1120 tons, the vehicles use high-friction synthetic brake shoes, and the empty and loaded vehicle adjustment handles are all placed in the "heavy vehicle position", and "closed-door vehicles" (vehicles without braking force) are prohibited from being included.

[0019] Technical parameters for bridge train operation: locomotive total air cylinder pressure 900kPa, train pipe pressure 600kPa; front and rear locomotives dual resistor braking, diesel engine maximum speed n=680r / min during resistor braking, maximum braking current of a single traction motor Iz=650A; train braking limit speed Vz=15km / h, relief speed Vh=10km / h, common braking decompression 100kPa.

[0020] Safety check calculation of bridge train running on long and wide track (1) Calculation of traction force of bridge erecting machine No. 2 vehicle (weight) running independently for a short distance (≤ 10 meters) on a 25‰ uphill slope 1) Calculation and comparison of various forces Starting resistance: W Q =P(W 01 +W i1 +W k1 +W Q1 )=7667kgf.

[0021] Where WQ represents the total resistance of train operation, W 01 Indicates the unit resistance of train operation; W i1 Indicates the train starting resistance; W k1 Indicates the wheel rolling bearing resistance, W Q1 Line slope resistance; Normal operation resistance: W=P(W 01 +W i1 )=7191kgf Car No. 2 (heavy) Adhesion: W u =1000pf / 2=1000×255×0.2 / 2=25500kgf f represents the maximum traction force and p represents the slope.

[0022] Rated traction: F (3km / h) = 955•m•N•i•μ•λ / (n•R)=955×4×32×12.46×0.8 / (237×0.42)=12241kgf Adhesion W u > Rated traction force F> Starting resistance W Q > Normal operation resistance W; 2) Conclusion: After the No. 2 vehicle is loaded with the bridge, its rated traction is less than the adhesion traction, and there will be no wheel idling during starting; the rated traction is greater than its starting resistance and normal operating resistance on a 24‰ uphill slope. After the No. 2 vehicle is loaded with the bridge, the two conditions for normal starting and operation are met, and reliable starting and operation can be achieved. Considering the durability of the transmission mechanical components, the self-running distance on an uphill slope above 20‰ is limited to 20 meters.

[0023] (2) Braking safety calculation of the bridge crane No. 2 vehicle (heavy) in self-driving in a short downhill direction (≤50 meters) on a 25‰ downhill slope; 1) Calculation and comparison of various forces Braking force of vehicle No. 2 (heavy) = 189.216 kN; friction resistance = 4.35 kN; sliding force = 75.6 kN.

[0024] Braking force + friction resistance > sliding force; 2) Conclusion: Braking force + friction resistance is much greater than the downward force, and the No. 2 car can achieve a safe stop on the downhill slope with power. However, considering the excessive weight of the foreground and the thermal decay of the foundation brake, it is stipulated that the self-propelled distance on the 24‰ downhill slope shall not exceed 100 meters. Therefore, the operation process of the No. 2 car self-propelled 50 meters in the beam-loading state and connected to the main bridge-erecting machine is safe and reliable. When the distance from the transfer station to the main bridge-erecting machine exceeds 100 meters, it is strictly forbidden for the No. 2 car (heavy) to run with the beam. It must be connected with the No. 1 locomotive and operated by the locomotive in a unified manner, relying on the braking force of the No. 1 locomotive to ensure the safety of the No. 2 car (heavy) on the downhill slope.

[0025] Bridge train section running to the transfer station When the T-beam runs from Baoshan Station to the transfer station of Huojiazhai Station in the section inside Baoshan Tunnel, a locomotive is used to pull the bridge train and add a supplementary locomotive at the rear. The train is composed of (2-hole T-beam): No. 2 locomotive D6 beam (front end, 1-hole beam) + N1 bridge deck rail + D6 beam (1-hole beam) + N1 bridge deck rail + reconnected No. 1 locomotive (rear end), the train is composed of 14 cars, the change length: 22.4 (the total length of the train is 246.4 meters), and the total traction weight: 1120 tons). When the bridge train runs from the station to 100 meters before the transfer station, it stops once and switches to shunting mode. The shunting master and the transfer station master jointly control, and the No. 1 locomotive is disconnected from the bridge train, and the bridge train is operated by the rear locomotive No. 2.

[0026] When the train arrives at the transshipment station, the train must undergo the following inspections: (1) The locomotive is subjected to comprehensive daily diesel engine tests, with the diesel tank containing more than 4,500 liters of oil to prevent stalling on steep slopes; the resistance brake electrical test is carried out, and the electrical operation is normal; the JZ-7 air brake performance test is carried out, and the locomotive and vehicle brakes are normal, and the train pipe leakage shall not exceed 20 kPa / min.

[0027] (2) During the train inspection, technical operations on the vehicle must be carried out. The thickness of the vehicle brake shoe must not be less than 30 mm. If it does not meet the standard, it must be replaced. The basic braking device of the vehicle must be inspected and qualified. During the braking test, all parts function normally and the leakage does not exceed the standard.

[0028] (3) The freight forwarder shall check whether the bridge and the bridge deck rail loading reinforcement are normal, and focus on checking whether the bridge is offset and whether the wedge is loose. The shunter must be configured as two people, conduct a comprehensive inspection of the train, and install the train commander valve at the front of the train, and pass the test.

[0029] (4) Transport monitoring personnel shall monitor the implementation of operating procedures and only allow trains to run after confirming that all work has been completed to the standard.

[0030] (5) Trains are operated using dual-locomotive coupling, dual resistor braking, and dual air braking.

[0031] like Figure 6 As shown in the figure, the specific steps of the bridge replacement construction method in the extra-long tunnel with a large slope of more than 20‰ on a single-track railway are as follows: (1) Bridge train alignment operation: the front end of the bridge train can be detachably connected to locomotive No. 1, and the rear end can be detachably connected to locomotive No. 2. Locomotive No. 2 controls the movement of the bridge train, running from the uphill slope to the downhill slope, and stops when it is 5 meters close to the lifting position. The large brake of locomotive No. 2 is used to relieve the brake of the bridge train. The small brake of locomotive No. 2 maintains the braking force so that all the hooks of the bridge train are gradually and slowly extended. The small brake of locomotive No. 2 controls the speed of the train to less than 3 km / h. The bridge train moves slowly to the hoisting position at a speed of 100 km / h. When it is 300 mm in front of the lifting point, the rear No. 2 locomotive stops and uses the small brake of the rear No. 2 locomotive to pull the bridge train to a stop. The bridge train runs 200 mm without moving and reaches the lifting position requirement. After stopping, the bridge train is decompressed by 100 Kpa with the large brake. After the alignment is completed, the bridge train is controlled to drive away from the gantry in the uphill direction. After moving 40 meters, it stops and waits for orders, making room for the bridge erecting machine No. 2 to connect the beam under the beam. (2) Change of clothes steps After locomotive No. 1 was separated from the bridge train, locomotive No. 1 switched to the siding to avoid the bridge, while bridge erecting locomotive No. 2 pushed an isolation flat car to the transfer station to connect the beam piece; 1) The first T-beam is hoisted and transferred to the No. 2 bridge erecting machine like Figure 7-8 As shown, the empty bridge erecting machine No. 2 car runs to the predetermined position below the beam piece that has been hoisted by the replacement gantry to receive the beam. The replacement station will drop the hoisted beam piece safely onto the bridge erecting machine No. 2 car for loading reinforcement and safety inspection; 2) Locomotive and bridge crane No. 2 like Fig. 9 As shown, after the beam pieces are transferred to the No. 2 bridge erecting machine at the transfer station, the No. 2 bridge erecting machine will automatically stop and wait 50 meters outside the turnout, leaving enough space for a locomotive and an isolation flat car. The No. 1 locomotive on the siding will push an isolation flat car to couple with the No. 2 bridge erecting machine. After the coupling is completed, the locomotive will conduct a full-train air brake test, and the No. 1 locomotive will push it to the bridge erecting machine to the bridgehead for alignment operations; 3) The locomotive + bridge erecting machine No. 2 stops when it is 50 meters away from the main bridge erecting machine. like Fig.10 As shown, locomotive No. 1 + bridge erecting machine No. 2 equipped with T-beams run down the slope toward the main bridge erecting machine. The operation and control mode is locomotive No. 1 + isolation flat car air brake + resistor brake. The operating speed is limited to within 10km / h. The bridge erecting machine No. 2 at the front of the train stops in front of the "one-time stop" sign 100 meters away from the main bridge erecting machine. After the beam erection machine agrees, it runs 50 meters towards the main bridge erecting machine at a speed of less than 5km / h and stops. At this time, the distance between the front end of bridge erecting machine No. 2 and the main beam erecting machine is 50 meters. (3) Bridge erecting machine No. 2 transports and erects beams 3.1) The No. 2 bridge erecting machine with T-beam is uncoupled from the isolation flat car and connected to the main bridge erecting machine by self-operation like Fig.11 As shown, the bridge erecting machine No. 2 equipped with a T-beam is uncoupled from the isolation flat car, the locomotive isolation flat car stops and waits in place, the bridge erecting machine No. 2 runs at a speed less than 5km / h, controls the speed during the travel process, stops once 5 meters in front of the bridge erecting machine main engine, and is connected with the bridge erecting machine main engine according to the beam erection instruction; 3.2) The beam piece is dragged from the bridge erecting machine No. 2 car to the main bridge erecting machine for beam feeding like Fig.12 As shown in the figure, the beam erection operator uses the jacking device at the front end of the bridge erection machine No. 2 car to lift the front end of the beam piece and place it on the bridge erection machine main engine towing beam trolley, and then uses the bridge erection machine main engine to drag the T-beam beam piece from the bridge erection machine No. 2 car into the bridge erection machine main engine step by step through the bridge erection machine main engine to complete the beam feeding-beam dragging process; 3.3) The main bridge erection machine drops the beam onto the bridge pier to complete the beam drop. like Fig.13 As shown in the figure, the beam erection workers, in accordance with the beam erection safety operation regulations, use the beam-dropping wire rope to lift the beam to a set safe height, move it to the predetermined position between the piers through the crane arm, and then lower the hook at the same time to drop the beam steadily onto the pier pad stone, and then complete the beam erection operation after precise position adjustment; 3.4) The bridge erecting machine No. 2 car is uncoupled from the main bridge erecting machine and coupled to the bridge train like Fig.14 As shown in the figure, after the beam piece is dragged from the bridge erecting machine No. 2 car into the main bridge erecting machine, the empty bridge erecting machine No. 2 car is separated from the main bridge erecting machine, and the empty car runs 50 meters upward in the uphill direction and is connected with the locomotive isolation flat car waiting at the original location; 3.5) If Fig.15As shown, locomotive No. 1 pulls bridge erecting machine No. 2 to the switch outside the transfer station and stops. Locomotive No. 1 pulls an isolation flat car into the side track to avoid bridge erecting machine No. 2. Bridge erecting machine No. 2 enters the transfer station to receive the beam segment, and transfers the second T-beam segment from the bridge train to bridge erecting machine No. 2, starting a new work cycle.

[0032] When coupling No. 1 locomotive to No. 2 bridge-erecting machine, special attention should be paid to prevent the bridge from shifting and overturning due to excessive impact when the locomotive is coupled to the vehicle. After the beam pieces are fed into the main bridge-erecting machine, No. 2 bridge-erecting machine is separated from the main bridge-erecting machine, and the empty vehicle goes up the ramp for 50 meters on its own and couples with No. 1 locomotive waiting on the spot, to prevent excessive impact from damaging the mechanical parts of No. 2 bridge-erecting machine.

[0033] When the locomotive is running in a jacking operation, it stops once when it is 100 meters away from the operating point of bridge-erecting machine No. 1, and then runs slowly for 50 meters before stopping. It is strictly forbidden for bridge-erecting machine No. 2 to go down a steep slope for a long distance (more than 100 meters) after loading the beams to prevent bridge-erecting machine No. 2 from loosening up due to insufficient braking force.

[0034] The locomotive pushes the No. 2 bridge-building machine to run to 50 meters away from the main bridge-building machine, and then it is coupled. The locomotive stops on the spot and waits. The No. 2 bridge-building machine carries the beam and couples with the No. 1 bridge-building machine by itself. It is prohibited for the locomotive to directly couple with the main bridge-building machine with the No. 2 bridge-building machine to prevent the No. 1 bridge-building machine from being impacted and overturned.

[0035] After the bridge-building machine No. 2 is loaded with beam pieces, it is prohibited to run up the ramp for a long distance, limited to no more than 30 meters, to prevent the traction transmission parts of the bridge-building machine No. 2 from being overloaded and damaged.

[0036] The advantages of the present invention are as follows: (1) In tunnels with long slopes, locomotives transport bridges between the transfer station and the bridgehead by pushing one bridge piece at a time, reducing the traction weight and number of trains. The locomotive driver can operate downhill easily, accurately and with good visibility, reducing the safety risks of long downhill transportation.

[0037] (2) After the locomotive pushes the bridge-erecting machine No. 2 to feed the beam, the uphill traction tonnage is reduced during the return, and the locomotive power consumption and CO emissions are reduced, which can effectively prevent the safety risk of excessive CO in the tunnel.

[0038] (3) High work efficiency: The two locomotives work in parallel. When one locomotive finishes feeding the beams and is on its way back, the other locomotive can first lift the pre-erected beams at the gantry crane replacement station. After the bridge crane No. 2 arrives at the replacement station, it can directly drop the beams, thus saving the time taken to lift the bridge.

[0039] (4) The safety risk of bridge train operation and T-beam segment hoisting is relatively low, and no additional protective personnel or other safety measures are required. It is easier to form a flow operation, thereby ensuring that the progress of the JQ170 bridge erection machine at 3 holes / shift is not affected. When erecting super-large bridges or other bridges with better construction conditions, the transportation operation capacity will be further improved, and its highest indicator can reach 4-5 holes / shift.

[0040] The above description is only a specific implementation mode of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A method for replacing a bridge in a long tunnel with a large slope of more than 20‰ on a single-track railway, characterized in that: The method is as follows: when T-beams are transported on a long downhill slope, the bridge train formation at the operation station is to group two locomotives at the head and tail positions of the bridge train respectively, that is, the bridge train is grouped as "Locomotive No. 1 + bridge flatbed car + Locomotive No. 2" when it leaves the station. After arriving at the transshipment station, Locomotive No. 2 is unhooked and connected to the No. 2 bridge erecting machine. Locomotive No. 2 + No. 2 bridge erecting machine are used to transport and feed beams back and forth between the transshipment station and the bridgehead. Locomotive No. 1 carries the beam transport flatbed car and waits at the transshipment station, and uses the idle time to transfer the T-beam to the transshipment gantry crane. After the No. 2 bridge erecting machine returns, the bridge beam piece can be immediately replaced.

2. The method for replacing a bridge in a long tunnel with a steep slope of more than 20‰ on a single-track railway according to claim 1, characterized in that: The specific steps are as follows: (1) Bridge train alignment operation: the front end of the bridge train can be detachably connected to locomotive No. 1, and the rear end can be detachably connected to locomotive No.

2. Locomotive No. 2 controls the movement of the bridge train, running from the uphill slope to the downhill slope, and stops when it is 5 meters close to the lifting position. The large gate of locomotive No. 2 is used to relieve the brake of the bridge train. The small gate of locomotive No. 2 maintains the braking force so that all the hooks of the bridge train are gradually and slowly extended. The small gate of locomotive No. 2 controls the speed of the train to a speed of less than 3 km / h. Move slowly to the hoisting position. When it is 300mm in front of the lifting point, the rear locomotive No. 2 stops and uses the small brake of the rear locomotive No. 2 to stop the bridge train. The alignment distance is controlled within 200mm to meet the hoisting position requirements. After stopping, the large brake is used to decompress the bridge train by 100Kpa. After the alignment is completed, wait for the gantry to be replaced to lift the beam piece, control the bridge train to move away from the gantry in the uphill direction, and stop after 40 meters to wait for orders, so as to make room for the bridge erecting machine No. 2 to connect the beam piece under the beam piece; (2) Change of clothes steps After locomotive No. 1 was separated from the bridge train, locomotive No. 1 switched to the siding to avoid the bridge, while bridge erecting locomotive No. 2 pushed an isolation flat car to the transfer station to connect the beam piece; 1) The first T-beam is hoisted and transferred to the No. 2 bridge erecting machine The empty bridge erecting machine No. 2 car runs to the predetermined position below the beam piece that has been hoisted by the loading gantry to receive the beam. The loading station will drop the hoisted beam piece safely onto the bridge erecting machine No. 2 car for loading reinforcement and safety inspection; 2) Locomotive and bridge crane No. 2 After the beam pieces are transferred to the No. 2 bridge erecting machine at the transfer station, the No. 2 bridge erecting machine will automatically stop and wait 50 meters outside the turnout, leaving enough space for a locomotive and an isolation flat car. The No. 1 locomotive on the siding will push an isolation flat car to couple with the No. 2 bridge erecting machine. After the coupling is completed, the locomotive will conduct a full-train air brake test, and the No. 1 locomotive will push it to the bridge erecting machine to the bridgehead for alignment operations; 3) The locomotive + bridge erecting machine No. 2 stops when it is 50 meters away from the main bridge erecting machine. Locomotive No. 1 + bridge erecting machine No. 2 equipped with T-beams run down the slope towards the main bridge erecting machine. The operation and control mode is air brake + resistance brake of locomotive No. 1 + isolation flat car, and the operating speed is limited to within 10km / h. The bridge erecting machine No. 2 at the front of the train stops in front of the "one-time stop" sign 100 meters away from the main bridge erecting machine. After the beam erection machine agrees, it runs 50 meters towards the main bridge erecting machine at a speed of less than 5km / h and stops. At this time, the distance between the front end of bridge erecting machine No. 2 and the main beam erecting machine is 50 meters; (3) Bridge erecting machine No. 2 transports and erects beams 3.1) The No. 2 bridge erecting machine with T-beam is uncoupled from the isolation flat car and connected to the main bridge erecting machine in self-operation; The bridge erecting machine No. 2 with T-beam is uncoupled from the isolation flat car, the locomotive isolation flat car stops and waits, the bridge erecting machine No. 2 runs at a speed less than 5km / h, controls the speed during the travel process, stops 5 meters in front of the bridge erecting machine main machine, and is connected with the bridge erecting machine main machine according to the beam erection instruction; 3.2) The beam piece is dragged from the bridge erecting machine No. 2 car to the main bridge erecting machine for beam feeding The beam erection operator uses the jacking device at the front end of the bridge erection machine No. 2 car to lift the front end of the beam piece and place it on the bridge erection machine mainframe drag beam trolley. Then, the bridge erection machine mainframe drag beam trolley is used to gradually drag the T-beam beam piece from the bridge erection machine No. 2 car into the bridge erection machine mainframe, completing the beam feeding-beam dragging process. 3.3) The main bridge erection machine drops the beam onto the bridge pier to complete the beam drop. The beam erection workers, in accordance with the beam erection safety operation regulations, use the beam-dropping wire rope to lift the beam to a set safe height, move the beam to the predetermined position between the piers through the crane arm, and then lower the hook at the same time to drop the beam steadily onto the pier pad stone. After adjusting the position, the beam erection operation is completed. 3.4) The bridge erecting machine No. 2 car is uncoupled from the main bridge erecting machine and coupled to the bridge train After the beam piece is dragged from the bridge erecting machine No. 2 car into the main bridge erecting machine, the empty bridge erecting machine No. 2 car is separated from the main bridge erecting machine, and the empty car runs 50 meters uphill and is connected to the locomotive isolation flat car waiting at the original location; 3.5) Locomotive No. 1 pulls bridge-erecting machine No. 2 to the switch outside the transfer station and stops. Locomotive No. 1 pulls an isolation flat car into the siding to avoid bridge-erecting machine No.

2. Bridge-erecting machine No. 2 enters the transfer station to receive the beam segment and transfers the second T-beam segment from the bridge train to bridge-erecting machine No. 2, starting a new work cycle.

3. The method for replacing a bridge in a long tunnel with a steep slope of more than 20‰ on a single-track railway according to claim 2, characterized in that: After the beam pieces are fed into the main bridge-erecting machine, the No. 2 bridge-erecting machine car separates from the main bridge-erecting machine car, goes up the ramp empty for 50 meters and waits on the spot for the No. 1 locomotive to connect.

4. The method for replacing a bridge in a long tunnel with a steep slope of more than 20‰ on a single-track railway according to claim 2, characterized in that: When the locomotive is running in a jacking operation, it stops once when it is 100 meters away from the operating point of bridge-erecting machine No. 1, and then runs slowly for 50 meters before stopping. It is strictly forbidden for bridge-erecting machine No. 2 to go down a steep slope for a long distance by itself after loading the beams.

5. The method for replacing a bridge in a long tunnel with a steep slope of more than 20‰ on a single-track railway according to claim 2, characterized in that: The locomotive pushes the bridge-building machine No. 2 car to run to 50 meters away from the main bridge-building machine, and then it is coupled. The locomotive stops and waits on the spot, and the bridge-building machine No. 2 car-carrying beam is coupled with the bridge-building machine No. 1 car by itself. It is prohibited for the locomotive to directly couple the bridge-building machine No. 2 car with the main bridge-building machine.

6. The method for replacing a bridge in a long tunnel with a steep slope of more than 20‰ on a single-track railway according to claim 2, characterized in that: After the bridge erecting machine No. 2 is loaded with beam pieces, it is prohibited to run up the ramp for a long distance, which shall not exceed 30 meters.

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