Lining structure full-ring replacement method and system under non-stop condition of railway tunnel

Abstract

The invention relates to the technical field of tunnel disease treatment engineering, in particular to a lining structure full-ring replacement method and system under the condition that a railway tunnel is not stopped. The temporary catenary is built through the temporary supporting columns, a tunnel arch catenary facility is replaced for power supply, and normal operation of a train can also be achieved in the dismounting and replacing process; the operation line and the temporary contact net are isolated and protected through the shield, hole slag, concrete blocks, sundries and the like are prevented from smashing and damaging operation facilities such as the contact net and rails in the dismounting and replacing construction process of an arch wall primary support and a secondary lining, normal operation safety of a train in the lining dismounting and replacing process is ensured, meanwhile, the tunnel bottom temporary steel beam is matched for bearing the train load, and the construction efficiency is improved. Therefore, the inverted arch structure at the bottom of the tunnel can be detached and replaced, and the whole-ring lining of the tunnel can be detached and rebuilt under the condition that the tunnel is not stopped.

Description

Technical Field

[0001] The present invention relates to the technical field of tunnel disease treatment engineering, and particularly relates to a method and system for full-ring replacement of a lining structure under the condition of non-stop operation of a railway tunnel. Background Art

[0002] For some tunnels that have been constructed and completed, after a period of use, due to the complexity of the underground environment and being affected by various factors, different types and degrees of diseases may occur. For example, diseases such as insufficient thickness of tunnel lining, attenuation of strength, cracking, water seepage, precipitation of crystals, and concrete corrosion. The diseases show diversity and complexity, affecting the safety and service function of the tunnel structure. Generally, according to the degree of disease occurrence and the specific causes, measures such as adding drainage holes, crack sealing, grouting reinforcement, partial replacement, or adding a lining are mainly considered. However, when there is serious deterioration of the lining structure in the tunnel, especially when diseases such as alkali-aggregate reaction or sulfate corrosion occur in the lining concrete, the concrete will deteriorate significantly, lose strength, and the structure will lose its load-bearing capacity, posing a great threat to the safety of train operation. In severe cases, it may cause train crashes and casualties. In order to completely rectify, only the existing lining concrete needs to be demolished and the lining structure rebuilt in a full ring; the arch and wall lining structure mainly includes the primary support of the arch and wall, the secondary lining of the arch and wall, and the invert structure. Among them, the primary support of the arch and wall includes the primary support of the arch part and the side walls, the secondary lining of the arch and wall includes the secondary lining structure of the arch part and the side walls, the arch part is the top arc-shaped load-bearing part in the lining structure, generally extending about 60° from the highest point of the arch crown to the arch feet on both sides, and the invert structure includes the primary support of the invert, the secondary lining of the invert, and the invert filling. The primary support of the invert and the primary support of the arch and wall are connected in a ring, and the secondary lining of the invert and the secondary lining of the arch and wall are connected in a ring.

[0003] At present, when carrying out long-section lining replacement in an operating railway tunnel, it will face great operation safety risks. During the process of demolishing the existing lining, problems such as collapse, landslide, and water and mud gushing may occur, resulting in the interruption of train operation. Therefore, the safe and feasible method for demolishing the lining of an operating railway tunnel is to stop the line operation for thorough rectification. However, this will cause a long interruption of the line, have a great social impact, affect the travel of the people, and have the disadvantage of large economic losses.

[0004] Therefore, for some railway tunnels with serious concrete diseases in the lining, it is of great significance to achieve the complete replacement of the existing concrete under operating conditions. Summary of the Invention

[0005] The purpose of the present invention is to overcome the problems in the prior art that when rectifying serious diseases of the existing lining concrete by stopping the line operation, there are problems such as long line interruption time, great social impact, and being unfavorable for the travel of the people. The present invention provides a method and system for full-ring replacement of a lining structure under the condition of non-stop operation of a railway tunnel.

[0006] In a first aspect, the present invention provides a method for replacing the full-ring lining structure of a railway tunnel without stopping the operation of the tunnel, which is characterized by including: S1: Build a temporary catenary through temporary support columns to ensure the normal operation power supply of the train, and remove the catenary facilities at the arch part of the tunnel; S2: Install a shield in the section to be replaced on the operating line during the skylight time, and use the shield to protect the arch part and the side walls on both sides of the tunnel section to be replaced to ensure the operation safety of the train in the section to be replaced. The temporary support columns and catenary facilities are within the protection range of the shield; S3: Under the protection of the shield, remove the primary support and the secondary lining structure of the arch wall; S4: Under the protection of the shield, reconstruct the primary support of the arch wall, and timely support to ensure the stability of the surrounding rock; S5: Install a temporary steel beam in the section to be replaced, fixedly connect the rail with the steel beam, overhead the rail, and remove the structure under the rail in the section to be replaced. The structure under the rail includes an inverted arch structure, and use the steel beam to bear and transfer the train load in the section to be replaced; S6: Reconstruct the inverted arch structure; S7: Reconstruct the secondary lining structure of the arch wall; S8: Remove the shield, reconstruct the catenary facilities at the arch part of the tunnel, remove the temporary catenary, reconstruct the track structure, and resume the operation of the line.

[0007] The present invention builds a temporary catenary through temporary support columns to replace the power supply of the catenary facilities at the arch part of the tunnel, enabling the train to operate normally during the replacement process. Furthermore, the operating line and the temporary catenary are isolated and protected by the shield to prevent the catenary, track and other operating facilities from being damaged by tunnel slag, concrete blocks, sundries, etc. during the replacement construction of the primary support and secondary lining of the arch wall, ensuring the normal operation safety of the train during the lining replacement process. At the same time, cooperate with the steel beam at the bottom of the tunnel to bear the train load, facilitating the replacement of the inverted arch structure at the bottom of the tunnel, so as to realize the removal and reconstruction of the full-ring lining of the tunnel without stopping the operation.

[0008] The above method for replacing the full-ring lining structure can be applied to the full-ring lining replacement of single-hole single-track tunnels and single-hole double-track tunnels, etc. It has little impact on the operation of the line, is convenient for people to travel, and has less economic losses.

[0009] Preferably, when used for a single-hole double-track tunnel, one line is stopped and the other line is in operation. Before the step S1, first remove the operating facilities of the stopped line during the operating skylight. The operating facilities include catenary facilities, track structure, power and communication cables, which is conducive to meeting the operation space requirements during the lining replacement and at the same time meeting the needs of feeding and discharging slag. The operating line can be either the left line or the right line.

[0010] Preferably, when there are side ditches on both sides of the operating line, before removing the arch wall secondary lining structure in step S3, first remove the side ditches to facilitate the installation of the shield and the removal of the secondary lining structure.

[0011] Preferably, in step S5, first horizontally connect the steel bridge girder with the shield in the section to be replaced, and connect the rail to the steel bridge girder through fasteners, and then remove the structure under the rail in the section to be replaced. Alternatively, as another implementable method, the steel bridge girder can also be arranged longitudinally along the line and the steel bridge girder is fixedly connected to the adjacent sections before and after the section to be replaced, and the rail is connected to the steel bridge girder through fasteners, and then the structure under the rail in the section to be replaced is removed. The structure under the rail, in this article, refers to the structure under the rail.

[0012] When the steel bridge girder is arranged horizontally, the steel bridge girder can be fixedly connected with the shield; when the steel bridge girder is arranged longitudinally, the steel bridge girder can be fixedly connected with the inverted arch filling or the track bed at both ends before and after the section to be replaced. The specific setting method and connection structure of the steel bridge girder can determine a reasonable structure form according to the actual working conditions to ensure that the steel bridge girder has sufficient bearing strength.

[0013] Preferably, in step S2, it further includes the step of relocating the power and communication cables on the arch wall secondary lining structure to the side wall of the shield to facilitate the replacement of the secondary lining structure.

[0014] Preferably, the power and communication cables are fixedly connected to the shield through a communication and power protection device, and the communication and power protection device is used to protect the power and communication cables.

[0015] Preferably, the tunnel is longitudinally divided into several sections to be replaced along the line, and each section to be replaced is replaced in sequence, which is convenient for the shield to move longitudinally nearby, convenient for construction, and conducive to better controlling the construction quality. As another implementable method, each section to be replaced can also be constructed at intervals, not limited to the above examples.

[0016] In a second aspect, the present invention provides a system for replacing the full-ring lining structure of a railway tunnel under the condition of non-stop operation, including: A shield, spanning both sides of the train operation line, for protecting the side walls and arch of the tunnel; the shield extends longitudinally along the line, the cross-section of the shield is semi-enclosed, and the two lateral sides of the shield are fixedly connected to the tunnel bottom through a support structure. For example, the support structure includes a left shield support and a right shield support. The left side of the shield is connected to the tunnel bottom through the left shield support, and the right side of the shield is connected to the tunnel bottom through the right shield support, and the shield is supported and fixed through the support structure; A steel bridge girder, arranged at the tunnel bottom, for suspending and supporting and transmitting the train load in the section to be replaced; Temporary support columns, arranged between the train operation line and the shield, and the temporary support columns suspend a temporary catenary for supplying power to the train.

[0017] Preferably, the shield is integrally and connected to the demolition machinery and equipment; alternatively, the shield is detachably connected to the demolition machinery and equipment, which is convenient for construction.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows: With the present invention, the shield structure is used to provide safety protection for the operating line. At the same time, in cooperation with the steel temporary beam at the bottom of the tunnel, it is possible to demolish and reconstruct the full-ring lining of the tunnel without stopping the operation, with little impact on train operation, convenience for people to travel, and small economic losses. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is the cross-sectional layout diagram of the double-track electrified railway in Embodiment 1; Figure 2 is the flow chart of the method for replacing the full-ring lining structure of the railway tunnel without stopping operation in Embodiment 1; Figure 3 is the schematic diagram after the first step of Embodiment 1 is implemented; Figure 4 is the schematic diagram after the second step of Embodiment 1 is implemented; Figure 5 is the schematic diagram after the third step of Embodiment 1 is implemented; Figure 6 is the schematic diagram after the fourth step of Embodiment 1 is implemented; Figure 7 is the schematic diagram after the fifth step of Embodiment 1 is implemented; Figure 8 is the schematic diagram after the sixth step of Embodiment 1 is implemented; Figure 9 is the schematic diagram after the seventh step of Embodiment 1 is implemented; Figure 10 is the schematic diagram after the eighth step of Embodiment 1 is implemented; Figure 11 is the schematic diagram after the ninth step of Embodiment 1 is implemented; Figure 12 is the longitudinal layout diagram of the steel temporary beam in Embodiment 2; Figure 13 is the transverse layout diagram of the steel temporary beam at the mid-span in Embodiment 2; Figure 14 is Figure 13 the enlarged view of part A in

[0020] Markings in the figure: 1 - surrounding rock; 2 - first arch wall primary support; 3 - first invert primary support; 4 - first arch wall secondary lining; 5 - first invert secondary lining; 6 - first left-side drainage ditch; 7 - first right-side drainage ditch; 8 - first central ditch; 9 - first left-line track structure; 10 - first right-line track structure; 11 - first filling; 12 - rail 21 - First left - line catenary; 22 - First right - line catenary structure; 23 - First left - line AF line device; 24 - First right - line AF line device; 25 - First left - line protective line; 26 - First right - line protective line; 27 - First left - line power communication cable; 28 - First right - line power communication cable; 31 - Left - line railway clearance; 32 - Right - line railway clearance; 41 - Temporary catenary; 42 - Temporary catenary carrier cable; 43 - Temporary catenary contact wire; 51 - Shield main structure; 52 - Left - hand support of shield; 53 - Right - hand support of shield; 54 - Communication and power protection device; 55 - Steel temporary beam; 551 - Longitudinal beam; 552 - Cross beam; 553 - Stiffening plate; 61 - Second arch - wall primary support; 62 - Second invert primary support; 63 - Second invert secondary lining; 64 - Second filling; 65 - Second central ditch; 66 - Second arch - wall secondary lining; 67 - Second right - hand side ditch; 68 - Second left - hand side ditch; 71 - Second left - line track structure; 72 - Second right - line track structure; 81 - Second left - line catenary; 82 - Second right - line catenary structure; 83 - Second left - line AF line device; 84 - Second right - line AF line device; 85 - Second left - line protective line; 86 - Second right - line protective line; 87 - Second left - line power communication cable; 88 - Second right - line power communication cable. Detailed implementation manners

[0021] The present invention will be further described in detail below in conjunction with specific embodiments. However, this should not be construed as limiting the scope of the above - mentioned subject matter of the present invention to the following embodiments. All technologies implemented based on the content of the present invention belong to the scope of the present invention.

[0022] In the description of the specific embodiments of the present invention, without special explanation, the expression terms of orientation or positional relationship such as "upper", "lower", "left", "right", "center", "inner", "outer", etc. are all based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship when the invention product / device / equipment is commonly used. These terms of orientation or positional relationship are only for the convenience of describing the solution of the present invention or simplifying the description in the specific embodiments, so as to facilitate technicians to quickly understand the solution, rather than indicating or implying that a specific device / component / element must have a specific orientation or be constructed and operated in a specific positional relationship. Therefore, it should not be construed as a limitation to the present invention.

[0023] In addition, when terms such as "horizontal", "vertical", "hanging", "parallel" appear, it does not mean that the corresponding device / component / element is required to be absolutely horizontal or vertical or hanging or parallel. Instead, it can be slightly inclined or deviated. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and it does not mean that the structure must be completely horizontal, but it can be slightly inclined. Or, it can be simply understood that the corresponding device / component / element is arranged in directions such as "horizontal", "vertical", "hanging", "parallel", etc., and can have an error / deviation of ±10% relative to the corresponding direction setting. More preferably, the error / deviation is within ±8%, more preferably within ±6%, more preferably within ±5%, and more preferably within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the solution of the present invention.

[0024] In addition, when expressions such as "first", "second", "third", etc. appear in the terms, they are only used to distinguish the descriptions of the same or similar components, and should not be understood as emphasizing or implying the relative importance of specific components.

[0025] In addition, in the description of the embodiments of the present invention, "several", "multiple", "a number of" represent at least 2. It can be any situation such as 2, 3, 4, 5, 6, 7, 8, 9, etc., and even can be a situation of more than 9.

[0026] In addition, in the description of the technical solution of the present invention, unless otherwise clearly specified / defined / restricted, when terms such as "set", "installed", "connected", "connected", "provided with", "laid", "arranged" appear, they should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection. It can be connection means commonly used in the art such as welding, riveting, bolting, threaded connection, etc. Such a connection can be a mechanical connection, an electrical connection or a communication connection; it can be directly connected, or indirectly connected through an intermediate medium, and can be the communication inside two elements.

[0027] Embodiment 1 This embodiment is directed to the replacement of the full-ring lining structure under the operation conditions of a single-hole double-track tunnel. The existing layout of the cross-section of the double-track electrified railway is referred to Figure 1, including the surrounding rock 1 around the tunnel, the first arch wall primary support 2, the first invert primary support 3, the first arch wall secondary lining 4, the invert secondary lining 5, the first left side ditch 6, the first right side ditch 7, the first central ditch 8, the first left line track structure 9, the first right line track structure 10, the first filling 11, the first left line catenary 21, the first right line catenary structure 22, the first left line power and communication cable 27, the first right line power and communication cable 28, the left line railway clearance 31 and the right line railway clearance 32. Among them, the first left line catenary 21 includes the first left line AF line device 23, the first left line protection line 25 and the first left line contact wire. The first right line catenary structure 22 includes the first right line AF line device 24, the first right line protection line 26 and the first right line contact wire. As Figure 2 shown, this embodiment proposes a method for replacing the full-ring lining structure of a railway tunnel under the condition of non-stop operation, and the specific method is as follows: The first step, combining Figure 1 and Figure 3 , in order to meet the operation space requirements during the lining replacement and at the same time meet the needs of feeding and mucking, the right line and the left line operate single-track. During the operation skylight, the relevant operation facilities on the right line are removed, including the first right line catenary structure 22, the first right line track structure 10 and the first right line power and communication cable 28 for the right line operation. The right line can be used to pass transport vehicles and muck.

[0028] The second step, combining Figure 3 and Figure 4 , maintaining the condition of the right line being out of service and the left line operating single-track. In order to avoid damaging the catenary and related facilities during the arch wall replacement, a temporary catenary 41 is erected in the middle of the tunnel through temporary support columns during the skylight. The temporary catenary 41 is constructed during the skylight time. After completion, the left line train runs using the temporary catenary 41 in the middle, and the existing first left side catenary 21 facilities are removed. The temporary catenary 41 is provided with a temporary catenary contact wire 43 for train power supply contact and a temporary catenary carrier cable 42 for supporting the contact wire.

[0029] The third step, combining Figure 4 and Figure 5, the existing first left-side water channel 6 and first right-side water channel 7 are demolished. To ensure the normal operation safety of trains during the lining replacement process, a shield is installed on the operating line during the skylight time. The shield plays an isolation and protection role, preventing construction debris, concrete blocks, sundries, etc. from damaging operating facilities such as the catenary and tracks from the arch and arch wall directions. To facilitate train operation and shield installation, the existing first left-side water channel 6 and existing first right-side water channel 7 in the tunnel are demolished during the skylight point. In this embodiment, the shield mainly consists of a shield main structure 51, a shield left support 52, and a shield right support 53. The shield main structure 51 is in a semi-surrounding shape, spanning both sides of the operating left line and longitudinally spanning the front and rear ends of the section to be replaced. Along the longitudinal direction of the line, the shield left support 52 and the shield right support 53 are both arranged at intervals. Most of the shield left support 52 and the shield right support 53 are located at the front and rear ends of the section to be replaced to facilitate subsequent inverted arch demolition construction. The shield left support 52 is driven into the surrounding rock 1 structure at the location of the demolished first left-side water channel on one side of the inverted arch structure, and the shield right support 53 is successively driven into the existing first filling 11, existing second inverted arch lining 4, and existing first inverted arch primary support 3 on the side of the existing central water channel 8 away from the operating line. To protect the power, communication, etc. cables operating on the left line from being damaged, the first left-line power and communication cable 27 is relocated to the left side of the shield main structure 51 and protected by a communication and power protection device 54. The communication and power protection device 54 is a cable trough made of 5-mm-thick steel plate, with the top and sides closed, which can prevent construction debris, concrete blocks, sundries, etc. from damaging communication and power cables.

[0030] Step 4, in combination with Figure 5 and Figure 6 , under the protection of the shield, the existing first arch wall primary support 2 and first arch wall lining 4 are demolished. Under the protection of the shield main structure 51, the demolition operation can be manually carried out using demolition machinery and equipment, or the demolition machinery and equipment integrated on the shield or a separate demolition device can be used to successively demolish the existing first arch wall lining 4 and existing first arch wall primary support 2. The shield main structure 51 can prevent the damage of operating facilities by concrete or steel during the demolition process of the first arch wall lining 4 and first arch wall primary support 2, and facilitate the handling of disasters such as cave-ins, landslides, and gushing water, and ensure the safety of operating trains.

[0031] Step 5, in combination with Figure 6 and Figure 7 , under the protection of the shield, the second arch wall primary support 61 is rebuilt. To control the deformation of the surrounding rock and prevent the surrounding rock from falling, after the first arch wall primary support and lining are demolished, the second arch wall primary support 61 should be rebuilt in a timely manner under the protection of the shield to ensure the safety of train operation.

[0032] Step 6, in combination with Figure 7 and Figure 8, a temporary steel beam 55 is horizontally installed on the shield. The steel beam 55 is bolted to the shield. The left-line rail is installed on the steel beam 55 through fasteners, enabling the steel beam 55 to transfer the train load through the shield and support the rail above the ground. Then, the existing sub-rail structure is removed, such as the track slab, sleeper, first filling 11, first central ditch 8, first inverted arch secondary lining 5, and first inverted arch primary support 3 on the left line. To facilitate the removal and replacement of the left-line sub-rail structure, the left-line rail is supported above the ground in advance using a specially made steel beam 55 to meet the operation space requirements. The load transferred from the track is borne by the steel beam 55 and the main structure 51 of the shield. After installing the steel beam 55, the first left-line track structure 9 and the inverted arch structure other than the left-line rail are removed in sequence, thus achieving the removal of the full-ring lining.

[0033] As another implementable method, the steel beam 55 can also be longitudinally arranged on the operating line, enabling the steel beam 55 to extend and connect to the track slabs of the adjacent sections before and after the section to be removed and replaced. The adjacent sections before and after the section to be removed and replaced are used to support the steel beam 55 and transfer the train load. The steel beam is fixedly connected to the rail of the section to be removed and replaced through fasteners, which can also achieve supporting the rail of the section to be removed and replaced above the ground to ensure the normal operation of the train.

[0034] Step 7, in combination with Figure 8 and Figure 9 , under the combined action of the shield 51 and the steel beam 55, the inverted arch structure is rebuilt to form the second inverted arch primary support 62, the second inverted arch secondary lining 63, the second filling 64, and the second central ditch 65. The inverted arch structure should be rebuilt in time after being removed. The inverted arch primary support in the rebuilt inverted arch structure is re-connected in a ring with the arch wall primary support. At the same time, the steel beam should be retained to support the train load before the concrete of the inverted arch structure reaches sufficient strength to ensure the normal operation of the train.

[0035] Step 8, in combination with Figure 9 and Figure 10 , the second left-line track structure 71, the second arch wall secondary lining 66, and the second right-side ditch 67 are rebuilt: after the concrete of the second filling 64 reaches the design strength, the steel beam 55 is removed, and the second left-line track structure 71 is rebuilt. The rail is reinstalled on the sleeper and track slab through fasteners. The second arch wall secondary lining 66 and the second right-side ditch 67 are restored in sequence, and the second arch wall secondary lining 66 and the second inverted arch secondary lining 63 are re-connected in a ring.

[0036] Step 9, in combination with Figure 10 and Figure 11 , the shield is removed. After the arch wall lining concrete reaches the design strength, the second left-line catenary 81 facility is rebuilt, the middle temporary catenary 41 is removed, the second right-line catenary structure 82 is rebuilt, the second right-line track structure 72 is rebuilt, and double-track operation is restored: After the second arch wall secondary lining 66 concrete to be reconstructed reaches the designed strength, reconstruct the second left-line power communication cable 87 on the left tunnel wall and the second right-line power communication cable 88 on the right tunnel wall. Remove the communication power protection device 54, the shield main structure 51, the left shield support 52 and the right shield support 53 in sequence. Under the operation condition of the left line, reconstruct the operation facilities such as the second left-side water channel 68, the second right-line catenary structure 82 and the second right-line track structure 72 during the skylight point. Among them, the second right-line catenary structure 82 includes the second right-line AF line device 84, the second right-line protection line 86 and the second right-line contact wire, and the second right-line track structure 72 includes the right-line rail, the track slab, the sleeper and the fastener; remove the temporary catenary 41 arranged in the middle of the tunnel, including the temporary support column, the temporary catenary carrier cable 42 and the temporary catenary contact wire 43; reconstruct the second left-line catenary 81, including the second left-line AF line device 83, the second left-line protection line 85 and the second left-line contact wire. Finally, resume the double-line operation.

[0037] This embodiment is aimed at a single-tunnel double-track tunnel. By suspending the operation of one line and operating the other line, it can not only achieve the renovation without suspension but also provide sufficient working space for the renovation project. By adopting the shield structure to protect the operating line and cooperating with the steel temporary beam at the bottom of the tunnel, it can realize the safe demolition and reconstruction of the full-ring lining of the tunnel without suspension. Compared with the traditional renovation method of completely suspending the operation of the line for thorough renovation, the above-mentioned scheme can use the skylight point of the train for staged construction to realize the replacement of the full-ring lining, with little impact on the train operation, little impact on the travel of the people, and little economic loss.

[0038] In one or more feasible embodiments, the tunnel can be longitudinally divided into several sections to be replaced, the shield can be integrally moved along the longitudinal line, and each section to be replaced can be continuously replaced in sections, which is conducive to better controlling the construction quality; or it can be constructed by skipping sections according to the construction needs, or the sequential construction and skipping-section construction can be combined simultaneously in different regions, not limited to the above examples.

[0039] It should be noted that in this embodiment, both the "first arch wall primary support" and the "second arch wall primary support" are descriptions of the arch wall primary support structure. The "first" and "second" only represent different construction states and should not be understood as emphasizing or implying the relative importance or position order of specific components. The same applies to the "first arch wall secondary lining" and the "second arch wall secondary lining", the "first invert primary support" and the "second invert primary support", the "first left-line catenary" and the "second left-line catenary", etc. Moreover, both the "first left-line track structure" and the "first right-side track structure" are descriptions of the track structures on different lines, both the "first left-line catenary" and the "first right-line catenary structure" are descriptions of the catenary structures on different lines, and the "first left-side water channel" and the "first right-side water channel", etc. are analogized accordingly.

[0040] Embodiment 2 Compared with Embodiment 1, the main difference in this embodiment is that the steel temporary beam is arranged longitudinally. Specifically, the steel temporary beam in this embodiment can adopt the erection structure as shown in Figures 12 - 14 . The steel temporary beam 55 includes I-beam longitudinal beams 551 and channel steel cross beams 552. The I-beam longitudinal beams 551 are used to be arranged below the two side rails 12 for fixedly installing the rails 12; the channel steel cross beams 552 are transversely connected to the two side I-beam longitudinal beams 551. Further, a plurality of stiffening plates 553 are longitudinally arranged along the web side of the I-beam longitudinal beams 551 to improve the structural strength. The cross beams 552 can be symmetrically arranged back to back on both sides of the stiffening plates 553, and the two ends of the cross beams 552 are anchored to the corresponding stiffening plates 553 by bolts.

[0041] During construction, the following steps are included: (1) Track slab chiseling According to the setting scheme of the steel temporary beam, the track slabs (or roadbed slabs) within the affected range are chiseled. The track slabs (or roadbed slabs) are chiseled and restored to wooden sleepers one by one during a single skylight period to ensure the passage of the line until the chiseling of the whole section is completed.

[0042] (2) Installation of the steel temporary beam Within the range of the chiseled track slabs (or roadbed slabs), the cross beams 552 of the steel temporary beam are inserted into the gaps between the wooden sleepers, and the longitudinal beams 551 of the steel temporary beam are arranged directly below the two rails 12. The rails 12 are fixed on the longitudinal beams 551 of the steel temporary beam by fasteners, and plate rubber bearings are arranged at both ends of the longitudinal beams 551 of the steel temporary beam.

[0043] (3) Track force transfer A fastener is set at about 50 cm intervals on the steel temporary beam 55 to fix the rail 12 on the steel temporary beam 55, and the load on the rail 12 is transferred to the steel temporary beam 55. The steel temporary beam 55 is transmitted to the unfilled inverted arches at both ends through the bearings at both ends. After the fasteners are fixed, the wooden sleepers are removed.

[0044] Embodiment 3 Based on Embodiment 1, this embodiment provides a system for full-ring replacement of the lining structure under the condition of non-stop operation of a railway tunnel, as shown in Figure 6 , including: A shield, arranged around the train operation line for protecting the tunnel side walls and arches; the shield extends longitudinally along the line, the cross section of the shield is semi-surrounding, and the two lateral sides of the shield are fixedly connected to the tunnel bottom through a support structure; A steel temporary beam, arranged at the tunnel bottom for suspending support and transmitting the train load in the section to be replaced; Temporary support columns, arranged between the train operation line and the shield, and the temporary support columns are suspended to set up a temporary catenary for power supply to the train.

[0045] The system can be applied to the method for full-ring replacement of the lining structure under the condition of continuous operation of the above-mentioned railway tunnel, realizing the full-ring replacement of the lining structure under the condition of continuous operation and with safety protection.

[0046] Preferably, the shield is integrally provided with demolition mechanical equipment, or the shield is detachably connected to the demolition mechanical equipment. The overall structure of the shield has a certain length in the longitudinal direction and can integrate functions such as excavation, support, erection of the frame, and pouring of the secondary lining.

[0047] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for replacing the entire ring of a lining structure of a railway tunnel without stopping operation, characterized in that: include: S1: Build a temporary overhead contact network through temporary support columns and remove the overhead contact network facilities in the tunnel arch; S2: Install a shield at the section to be dismantled and replaced on the operating line during the window time, and use the shield to protect the arch and side walls of the tunnel of the section to be dismantled and replaced to ensure the operation safety of the train in the dismantling section. The temporary support column and contact network facilities are located within the protection range of the shield; S3: Under the protection of the shield, the primary support and secondary lining structure of the arch wall are removed; S4: Reconstruct the primary support of the arch wall under the protection of the shield; S5: installing a temporary steel beam at the section to be replaced, fixing the rails to the steel beam, suspending the rails, and removing the rail substructure of the section to be replaced, wherein the rail substructure includes an inverted arch structure, and using the steel beam to bear and transfer the train load of the section to be replaced; S6: Reconstruction of the invert structure; S7: Reconstruction of the arch wall secondary lining structure; S8: Remove the shield, rebuild the contact network facilities in the tunnel arch, remove the temporary contact network, rebuild the track structure, and resume line operation.

2. The method for replacing the entire ring of the lining structure of a railway tunnel without stopping operation according to claim 1 is characterized in that: When used in a single-hole double-track tunnel, one line is shut down and the other line is operated. Before step S1, the operating facilities of the shut-down line are first dismantled in the operating window.

3. The method for replacing the entire ring of the lining structure of a railway tunnel without stopping operation according to claim 2 is characterized in that: The inverted arch structure comprises an inverted arch primary support, an inverted arch secondary lining, an inverted arch filling and a central ditch.

4. The method for replacing the entire ring of the lining structure of a railway tunnel without stopping operation according to claim 1 is characterized in that: Before removing the secondary lining structure of the arch wall in step S3, a step of removing the side ditch is also included.

5. The method for replacing the entire ring of the lining structure of a railway tunnel without stopping operation according to claim 1 is characterized in that: In step S5, the steel temporary beam is firstly connected transversely to the shield in the section to be replaced, or the steel temporary beam is arranged longitudinally along the line and fixedly connected to the front and rear adjacent sections of the section to be replaced, the steel temporary beam is fixedly connected to the rail, and then the sub-rail structure of the section to be replaced is removed.

6. The method for replacing the entire ring of the lining structure of a railway tunnel without stopping operation according to any one of claims 1 to 5, characterized in that: In step S2, it also includes the step of migrating the power communication cables on the arch wall secondary lining structure to the shield side wall.

7. The method for replacing the entire ring of the lining structure of a railway tunnel without stopping operation according to claim 6 is characterized in that: The power communication cable is fixedly connected to the shield via a communication power protection device, and the communication power protection device is used to protect the power communication cable.

8. The method for replacing the entire ring of the lining structure of a railway tunnel without stopping operation according to any one of claims 1 to 5, characterized in that: The tunnel is divided into several sections along the longitudinal direction of the route, and each section is replaced sequentially.

9. A system for full ring replacement of lining structure in railway tunnel without stopping operation, characterized in that: include: A shield is arranged across both sides of the train operation line to protect the side walls and arch of the tunnel; the shield is arranged to extend longitudinally along the line, the cross section of the shield is semi-enclosed, and the lateral sides of the shield are fixedly connected to the bottom of the tunnel through a supporting structure; Steel temporary beams are set at the bottom of the tunnel to support and transfer train loads in the section to be replaced; A temporary support column is arranged between the train operation line and the shield, and a temporary contact network for supplying power to the train is suspended on the temporary support column.

10. The system for full ring replacement of lining structure of railway tunnel without stopping operation according to claim 9 is characterized in that: The shield is integrated with the demolition mechanical equipment, or the shield is detachably connected to the demolition mechanical equipment.

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