A method for preventing and controlling settlement of gravity-type wharf track beams

Abstract

The present invention provides a method for preventing and controlling the settlement of a gravity-type wharf track beam, belonging to the technical field of gravity-type wharf construction; the method comprises the following steps: S1, using a dredger to dig a foundation trench in a mud layer, and placing the excavated mud on a mud barge for transportation; S2, throwing stones into the foundation trench to form a base bed, compacting and leveling the base bed; S3, prefabricating a caisson, installing the caisson on top of the base bed by hoisting, and casting a breast wall on top of the caisson; S4, dumping a prism behind the caisson, the dumping operation being divided into four layers, with the first to third layers being dumped and compacted on water in layers, and the fourth layer being backfilled on land and strongly compacted; S5, performing inclinometric observations on the caisson, and at the same time regularly observing the displacement of the caisson; S6, dumping a filter layer behind the prism and laying a geotextile; S7, installing the track beam. In the method for preventing and controlling the settlement of a gravity-type wharf track beam, the prism strong compaction plays a very important role in reducing the differential settlement of the front and rear rails and solving the problem of wharf surface settlement.

Description

Technical Field

[0001] The invention belongs to the technical field of gravity-type wharf construction, and in particular relates to a method for preventing and controlling settlement of a gravity-type wharf track beam. Background Art

[0002] Gravity docks are a widely distributed and widely used type of dock structure in my country. They are sturdy and durable, with excellent frost and ice resistance. They can withstand heavy ground and vessel loads, and are highly adaptable to large concentrated loads, overloads on the dock ground, and changes in loading and unloading processes. They are simple to construct and have low maintenance costs. Gravity docks consist of a breast wall, a wall body, a riprap base, and backfill behind the wall. Their stability is maintained by the weight of the building itself, the weight of the fill within the structure, and the strength of the foundation.

[0003] The differential settlement of the front and rear track beams of gravity-type piers has long been a problem that has plagued engineering technicians. The front track beam acts on the caisson, so the settlement is not large; the rear track beam acts on the prism. Since the backfill material is close to the caisson, foundation treatment measures are generally not taken, and the backfill material relies on its own density, resulting in a large settlement during service life and troublesome maintenance. Even if a bored pile foundation is adopted, since the bored pile needs to penetrate the prism, the prism material is generally made of block stone or mountain stone with a large internal friction angle, which brings great difficulties to the bored pile construction. Summary of the Invention

[0004] In order to solve the problem of differential settlement of front and rear rails in the above-mentioned prior art, the present invention provides a method for preventing and controlling settlement of gravity-type wharf track beams, which adopts layered filling and compaction on water combined with backfilling and strong compaction on land to form an expanded foundation after the prism is dense, reduce the differential settlement of the front and rear rails, and solve the effect of settlement of the wharf surface layer. The specific technical solution is: a method for preventing and controlling settlement of gravity-type wharf track beams, comprising the following steps: S1, using a dredger to dig a foundation trench in the mud layer, and placing the excavated mud on a mud barge for transportation; S2, throwing stones into the foundation trench to form a base bed, and compacting and leveling the base bed; S3, prefabricating a caisson, and lifting it The caisson is installed on top of the subgrade, and a breast wall is cast on top of the caisson; S4, prisms are dumped behind the caisson. The dumping operation is divided into four layers. The first to third layers are dumped and compacted on water, and the fourth layer is backfilled on land and compacted; S5, caisson inclination observation is carried out, and the displacement of the caisson is observed regularly; S6, a filter layer is dumped behind the prism and geotextile is laid; S7, track beams are installed above the prisms. The track beam construction is divided into four stages. The first stage is cushion construction, the second stage is main construction, the third stage is track groove construction, and the last stage is rail installation; S7.1, the first stage cushion construction is completed by prism compaction And it starts after the settlement is stable. The cushion layer construction starts one month after the prism is compacted. The reserved settlement of the cushion layer is a preset height; S7.2, after the cushion layer is completed, the second stage of track beam main body construction begins. The reserved settlement of this stage is a preset height; S7.3, the third stage of track groove construction starts after the settlement of the track beam main body is stable. The track groove construction starts one month after the completion of the track beam main body. The reserved settlement of this stage is a preset height; S7.4, finally, the rail installation, and the reserved settlement is a preset height; the rail installation consists of mastic, steel pads, bolts, pressure plate assembly and rails, and a lower steel pad is provided in the mastic, and the top of the lower steel pad is provided. An upper steel plate is placed on the bottom, and a steel rail is fixedly installed on the top of the upper steel plate through a pressure plate assembly. The steel rail is fixedly installed on the upper steel plate through a bolt adjustment component; the bolt adjustment component includes: an adjusting bolt, a steel sleeve and an embedded bolt, and the embedded bolt is welded to the bottom of the steel sleeve; the steel sleeve and the embedded bolt are located below the lower steel plate and buried in concrete, the steel sleeve internal thread is sleeved with an adjusting bolt, the top of the adjusting bolt passes through the upper steel plate, and the surface thread of the adjusting bolt is sleeved with a nut, and the nut is used to fix the upper steel plate and the lower steel plate.

[0005] Preferably, the S3 is specifically as follows: S3.1, the first layer of retaining small caissons is installed by arranging underwater baselines and assisted by divers; S3.2, after the first layer is installed, a crawler crane is used to vertically lift the positioning frame into the first layer of small caissons; S3.3, after the positioning frame is installed, the crawler crane is used to lift the second layer of small caissons into place along the positioning frame; S3.4, the three layers of small caissons are installed according to this method.

[0006] Preferably, the S4 is specifically as follows: S4.1, after one layer of prism filling is completed and passed the acceptance, the tamping ship enters the construction site and starts tamping; S4.2, through GPS positioning, underwater tamping visual management is carried out, the imaging is processed by the terminal software, the position where the rammer lands is displayed on the computer, and it is automatically recorded; S4.3, after the prism is backfilled to the elevation, the spot tamping construction is started after proper leveling; S4.4, the tamping amount of each blow is calculated by measuring the change in the height of the hammer top, and the recorder uses a level and a level rod to measure and read, record and calculate the tamping amount for each blow, and when the number of tamping blows and the tamping amount meet the stop tamping standard, an instruction is issued to proceed to the next cycle of operation.

[0007] Preferably, the S4.3 is specifically as follows: S4.3.1, taking shock-absorbing measures for the prism compaction construction, and the compaction edge lines of each layer above water are at a preset distance from the caisson; S4.3.2, setting up a vibration-absorbing ditch for the land compaction, and the top edge line of the vibration-absorbing ditch is at a preset distance from the caisson; S4.3.3, the excavation slope is 1:1.

[0008] Preferably, the S5 is specifically as follows: S5.1, during the prism dumping and tamping construction, the caisson is regularly observed to analyze the effects of the prism dumping and tamping on the settlement and displacement of the caisson in the test section; S5.2, an inclinometer is set on the caisson to perform inclinometer monitoring on the caisson before and after each layer of prism tamping.

[0009] In addition, the method for preventing and controlling settlement of gravity-type wharf track beams in the above technical solution provided by the present invention may also have the following characteristics: a bollard is fixedly installed on the top of the breast wall, and a rubber fender is provided on the front side of the breast wall.

[0010] Compared with the prior art, the method for preventing and controlling the settlement of a gravity-type wharf track beam of the present invention has the following beneficial effects: in the method for preventing and controlling the settlement of a gravity-type wharf track beam, prism compaction plays a very important role in reducing the differential settlement of the front and rear rails and solving the problem of settlement of the wharf surface layer; compared with the cast-in-place pile process, the dynamic compaction method for treating the prisms behind the caisson is convenient to operate, simple in procedure, and easy to control in quality; a visual management system is used for construction control during the underwater compaction process, which effectively ensures the construction quality; at the same time, a track adjustable bolt system is adopted, so even if differential settlement occurs in the later stage, the rails can be adjusted very conveniently, which reduces the difficulty of adjusting the rails in the later stage and facilitates construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 One of the process flow charts of the method for preventing and controlling settlement of gravity-type wharf track beams provided by the present invention;

[0012] Figure 2 The second process flow chart of the method for preventing and controlling settlement of gravity-type wharf track beams provided by the present invention;

[0013] Figure 3 The third process flow chart of the method for preventing and controlling settlement of gravity-type wharf track beams provided by the present invention;

[0014] Figure 4 The fourth process flow chart of the method for preventing and controlling settlement of gravity-type wharf track beams provided by the present invention;

[0015] Figure 5 The fifth process flow chart of the method for preventing and controlling settlement of gravity-type wharf track beams provided by the present invention;

[0016] Figure 6 The sixth process flow chart of the method for preventing and controlling settlement of gravity-type wharf track beams provided by the present invention;

[0017] Figure 7 A schematic structural diagram of the caisson and prism provided by the present invention;

[0018] Figure 8 A schematic structural diagram of the track beam provided by the present invention;

[0019] in, Figures 7 and 8 The reference numerals and component names are: 1. foundation trench, 2. base bed, 3. caisson, 4. breast wall, 5. bollard, 6. rubber fender, 7. prism, 8. inverted filter layer, 9. geotextile, 10. track beam, 101. rail, 102. upper steel plate, 103. lower steel plate, 104. bolt adjustment component, 1041. adjustment bolt, 1042. steel sleeve, 1043. embedded bolt. DETAILED DESCRIPTION

[0020] The following is a combination of specific implementation cases and attached Figures 1-8The present invention is further described, but the present invention is not limited to these embodiments. The present invention provides a technical solution: a method for preventing and controlling the settlement of a gravity-type wharf track beam, comprising the following steps: S1, using a dredger to dig a foundation trench 1 in a mud layer, and placing the excavated mud on a mud barge for transportation; S2, throwing stones into the foundation trench 1 to form a base bed 2, and compacting and leveling the base bed 2; S3, prefabricating a caisson 3, installing the caisson 3 on top of the base bed 2 by hoisting, and casting a breast wall 4 on top of the caisson 3, providing heat dissipation holes inside the breast wall 4, and injecting circulating water to reduce the temperature difference between the inside and outside of the concrete, thereby preventing and controlling the generation of temperature stress cracks in the concrete. The heat dissipation holes are divided into two sizes, including small heat dissipation holes and large heat dissipation holes. The diameter of the small heat dissipation hole is 16 cm, and the small heat dissipation holes are arranged at a distance of 2 m. A large elliptical heat dissipation hole is opened in the middle of the breast wall 4, with a width of 40 cm and a length of 1.2 m. The heat dissipation hole is formed by bending the free-disassembly template mesh. The middle skeleton is steel bars, and the steel bars must be welded firmly to prevent deformation during the concrete pouring process; vertical false seams are set on the surface of the breast wall 4 corresponding to the intersection point of the large heat dissipation hole to regulate the development of cracks; 10-100 kg blocks are backfilled in the caisson 3; S4, prism 7 is thrown behind the caisson 3, and the throwing and filling operation is divided into four layers. The first to third layers are filled and compacted in layers on water, and the fourth layer is backfilled and compacted on land; 400-600 kg of water is used for compaction on water. The barge is equipped with a 50t crawler crane and a rammer using a cast steel hammer. The bottom diameter of the rammer is 1.0m and the weight is 6t. A 70t crawler crane with an automatic unhooking device is used for onshore compaction. The cast steel rammer is a 15t replacement rammer with a bottom diameter of 1.2m. The stone material for prism 7 is quarry stone. The stone material is loose and has a large porosity. The vertical compression effect of compaction makes the stone material dense and reduces the porosity. Most of the compaction is transmitted vertically, and the horizontal force is very small. Therefore, compaction will not cause damage to the box body. S5, conduct inclinometer observation of caisson 3 and regularly observe the displacement of caisson 3. S6, dump the filter layer 8 behind the prism 7 and lay the geotextile 9. S7, install the filter layer above the prism 7. Track beam 10 construction is divided into four phases: the first phase is sub-base construction, the second phase is main construction, the third phase is track trough construction, and finally, rail 101 installation. S7.1: The first phase of sub-base construction begins after prism 7 is compacted and settled. Sub-base construction begins one month after prism 7 is compacted. A predetermined allowance for sub-base settlement is reserved. S7.2: After sub-base construction is completed, the second phase of track beam 10 main construction begins. A predetermined allowance for settlement is reserved. S7.3: The third phase of track trough construction begins after the main body of track beam 10 has settled. A predetermined allowance for settlement is reserved. S7.4. Finally, the rail 101 is installed, and the reserved settlement amount is the preset height; the rail 101 installation consists of cement, steel plate, bolts, pressure plate assembly and rail 101. The lower steel plate 103 is wrapped and installed in the cement. The upper steel plate 102 is placed on the top of the lower steel plate 103. The top of the upper steel plate 102 is fixed with the rail 101 through the pressure plate assembly. The rail 101 is fixed to the upper steel plate 101 through the bolt adjustment component 104. 02, the bolt adjustment component 104 is convenient for adjusting the exposed length of the top bolt, so as to facilitate the adjustment of the elevation of the rail 101; the bolt adjustment component 104 includes: an adjustment bolt 1041, a steel sleeve 1042 and an embedded bolt 1043, the interior of the steel sleeve 1042 is threaded, the steel sleeve 1042 and the embedded bolt 1043 are located below the lower steel plate 103 and embedded in the concrete, and the embedded bolt 1043 is processed with a coarse thread at the contact part with the concrete. The top adjusting bolt 1041 is connected to the middle steel sleeve 1042 by a threaded connection, and the embedded bolt 1043 is welded to the steel sleeve 1042. The top of the adjusting bolt 1041 passes through the upper steel plate 102, and the surface thread of the adjusting bolt 1041 is covered with a nut, which is used to fix the upper steel plate 102 to the lower steel plate 103. The existing embedded bolts 1043 are mostly fixed. The bolts are directly embedded in the main concrete of the track beam 10. In order to prevent the track beam 10 from settling too much in the future, when the rail elevation needs to be adjusted, the length of the exposed thread after the bolt settles is insufficient, resulting in difficulty in adjusting the rail elevation. The steel sleeve 1042 and the embedded bolt 1043 are located below the lower steel plate 103 and embedded in the concrete. The lower steel plate 103 is wrapped with mastic, and the upper steel plate 102 is located below the rail 101 and fixed by the adjusting bolt 1041.

[0021] As a preferred solution, further, S3 is specifically as follows: S3.1, the first layer of retaining small caissons 3 adopts the method of arranging underwater baselines and assisted installation by divers; S3.2, after the first layer is installed, a crawler crane is used to vertically lift the positioning frame into the first layer of small caissons 3. The overall height of the positioning frame is 8.7m, the width is 1.5m, the length is 6m, and the weight is 3.4t. The positioning frame is made of steel sections, and rubber wheels are installed on the outside of the positioning frame. Since the rubber wheels have a certain elasticity and can be rotated, the influence caused by the prefabricated size deviation of the caisson 3 can be adjusted to facilitate the falling of the small caisson 3; S3.3, after the positioning frame is installed, the crawler crane is used to lift the second layer of small caissons 3 into place along the positioning frame; S3.4, the three layers of small caissons 3 are installed in this way.

[0022] As the preferred solution, S4 is further divided into: S4.1, after the first layer of prism 7 is filled on the water and accepted, the tamping ship enters the construction site and starts tamping. The tamping is carried out by using a 400-600t square barge equipped with a 50t crawler crane, and the tamping weight is hung to carry out the prism tamping construction on the water. The longitudinal and transverse adjacent half-tamping is adopted, with one hammer at each point, for a total of 3 times and 12 times; S4.2, the underwater tamping is visually managed through GPS positioning, and the imaging is processed by the terminal software, and the position where the tamping hammer lands is displayed on the computer and automatically recorded. The use of this management system can guide the driver's tamping work, and it is also convenient for the management personnel to find out whether there is any unauthorized tamping or missed tamping; a total of 3 Zhonghaida K10 are installed on the tamping barge GPS mobile stations, one of which is installed on the top of the crane boom and coaxial with the rammer to locate the moving position of the rammer, and the other two GPS mobile stations are located on the top of the cabin of the ramming barge and the rear of the crane to locate the position of the ship. The distance between the two mobile stations is greater than 10m, which improves the positioning accuracy of the ship. The ramming barge is equipped with a ship-borne mixing plant, which is a CHZ60-1S1500 concrete mixing plant. It can mix 450 cubic meters of concrete at a time. The batching machine meets the requirements of the third-level batching. In addition, it is equipped with two ship-borne cement tanks and a powder mixing plant. There are two fly ash tanks, each with a capacity of 100t cement tank and 80t fly ash tank. In addition, the capacity of the pumping agent tank is 20t, and the fixed pump has an hourly delivery capacity of 60m3. The length of the distribution boom is 32m. The sand and gravel transport ship adopts a belt ship for transportation. The belt ship can reach 1200m3 when fully loaded. The loading is done at Chushi Wharf. The transportation distance is short, and the mixing ship can be replenished with sand and gravel at any time. Two bulk cement transport trucks are used to transport cement. The tank capacities of the two bulk cement transport trucks are 40t and 35t respectively. The two bulk cement tanks After boarding the ship, in order to ensure the stability of the tank body, the deck foundation is reinforced and the tank body is fixed with channel steel. The three sealing covers on the top of the tank body are replaced with new sealing rings and then sealed to ensure that there is no air leakage. Two Φ100 openings are made on both sides of the tank body at a distance of 5 meters. The openings are welded upright with 30cmΦ100 seamless steel pipes. The seamless steel pipes are connected with right-angle stamped elbows, and then the right-angle stamped elbows, DN100 butterfly valves, and flange-type cast aluminum mother-and-child quick connectors are connected in sequence. The two new connectors are respectively facing the two directions of the hull and perpendicular to the tank body to ensure that the two sides of the ship do not affect the bulk Connect the high-pressure delivery hose of the cement transport truck; S4.3, after the prism 7 is backfilled to the elevation, it is properly leveled and then spot tamping construction begins; onshore dynamic tamping is affected by the tide. When the tide level is high, it is easy to cause water and small stones to splash, affecting construction safety. Therefore, onshore dynamic tamping is carried out when the tide level is below 2.0m; S4.4, the tamping amount per blow is calculated by measuring the change in the height of the hammer top. The recorder uses a level instrument and a level rod to measure and read, record and calculate the tamping amount for each blow, and issue a command when the number of blows and the tamping amount meet the stop tamping standard to proceed to the next cycle of operation.

[0023] As a preferred option, S4.3 is further specified as follows: S4.3.1, take shock-absorbing measures for the dynamic compaction construction of prism 7, and the compaction edge line of each layer above water is 4m away from caisson 3 to reduce the impact of compaction vibration on the caisson; S4.3.2, set up a vibration-absorbing ditch for dynamic compaction on land, and the top edge line of the vibration-absorbing ditch is 2m away from caisson 3; S4.3.3, the excavation slope is 1:1.

[0024] As a preferred solution, further, S5 is specifically as follows: S5.1, during the construction of the prism 7 dumping, filling and tamping, the caisson 3 is regularly observed to analyze the influence of the prism 7 dumping and tamping on the settlement and displacement of the caisson 3 in the test section; S5.2, an inclinometer is set on the caisson 3, and the caisson 3 is monitored for inclinometer before and after each layer of prism 7 is compacted.

[0025] As a preferred solution, further, a bollard 5 is fixedly installed on the top of the breast wall 4, and a rubber fender 6 is provided on the front side of the breast wall 4.

[0026] The caisson, breast wall, mooring bollard, rubber fender, inverted filter layer, geotextile and track beam in this case are existing technologies. As long as the caisson, breast wall, mooring bollard, rubber fender, inverted filter layer, geotextile and track beam meet the requirements of this case, they can be used.

[0027] Working principle: The electrical components appearing in this application are all externally connected to the power supply and control switch when in use. After the present invention is installed, the installation, fixation and safety protection of the present invention are first checked, and then it is used; after the breast wall 4 is cast in place, since the length of each section of the breast wall 4 is long, in order to prevent irregular structural cracks, false seams are set on both sides of the large heat dissipation hole in the middle of the breast wall 4 to guide the structural cracks to appear at the false seams; when setting the vertical false seams, the trapezoidal wooden strips are first fixed to the template, and then the heat dissipation holes are installed according to the positions of the wooden strips. After the template is removed, a trapezoidal groove is formed at the false seam. When setting the horizontal false seams, after the concrete is vibrated, the trapezoidal wooden strips are manually pressed into the top surface of the concrete and arranged perpendicular to the vertical false seams. After the concrete hardens, the maintenance water pipe is inserted into the heat dissipation hole to inject water for the purpose of cooling. After the breast wall is cured, the water in the heat dissipation hole is drained, concrete is poured into the hole in layers, and vibrated to make it dense. Through this process, the internal temperature of the concrete is effectively reduced, and the generation of cracks in the breast wall 4 is avoided.

[0028] When maintaining the breast wall 4, the reserved frustum nuts are used to fix the wooden beams on the water-facing side of the breast wall, and the plastic sheeting is pressed down by the wooden beams. The plastic sheeting is wrapped to the plugging position of the breast wall 4, and the top surface is supported by the plastic sheeting wrapped around wooden strips and supported on the outer edge of the wheel guard reinforcement. The wooden strips and plastic sheeting are nailed to the breast wall 4 at the rear edge, and the top edge is also supported by the plastic sheeting wrapped around wooden strips and nailed to the top surface of the breast wall 4. After the plastic sheeting is fixed, the sea sand is enclosed on the inside of the top wooden strips and water is stored for maintenance. Through this process, the problem that the maintenance material of the breast wall 4 is easily blown away by wind and waves is solved, and the breast wall 4 is effectively moisturized and maintained.

[0029] After one layer of prism 7 is filled on the water and passed the acceptance, the compacting ship can enter the construction site and start compacting. An electric signal switch is installed on the crane brake system, and the switch is connected to the computer through a data cable. Every time the driver steps on the brake, the rammer will perform a free fall movement. At the same time, the switch on the brake is closed to transmit the signal to the computer. The computer processes it through the Zhongheda underwater compaction positioning software and displays the position of the rammer with a circle on the screen. Since compaction needs to be carried out in several times, in order to facilitate recording and query, four layers are set up, each layer represents a different number of times. Each layer can be turned off or on as needed, and different colors are used for recording for easy distinction.

[0030] Before construction, the surveying personnel input the coordinate values ​​of the compaction range into the software, and the compaction range is displayed on the screen. Then, by inputting the ship type data, the position of the ship can be displayed. The crane driver directs the captain to position the ship by watching the computer screen. During the compaction process, the crane driver knows whether the actual compaction point position is reasonable and whether there are any missed compaction points by watching the computer screen, so as to guide the driver to make adjustments. Since the compaction process is automatically recorded and does not require the crane driver to operate, it is very convenient to use. After the compaction is completed, the technicians can call up the recorded graphics and data from the computer to check whether there are any missed compaction points. The recorded data can show the coordinates, quantity and time of the compaction points. These data can be exported and printed for use as original records.

[0031] When the prism 7 is backfilled to the elevation of 3.0m and properly leveled, spot tamping construction begins. Spot tamping construction is a repetitive cycle of basic operating procedures. Before construction, the weight of the rammer and the ramming distance must be verified to be correct. The rammer's shedding is controlled by an automatic sharp hook, and the amount of tamping per blow is calculated by measuring the change in the height of the hammer top. The recorder uses a level and a level rod to measure and read, record each blow and then calculate the tamping amount. When the number of blows and the amount of tamping meet the tamping stop standard, an instruction is issued to proceed to the next cycle of operation.

[0032] There are three main stages in the settlement observation of prism 7: the first stage is the settlement stage of prism 7 under the action of its own weight; the second stage is the rear track construction stage; the third stage is the stage after the construction of the rear track beam is completed, the settlement stage of prism 7 under the action of its own weight: a total of 10 settlement observation points are arranged on prism 7, one every 50m from west to east; the rear track construction stage: after the construction of the rear track beam begins, one temporary settlement displacement observation point is set up for every 5 sections of track beams, for a total of 8 points; the stage after the construction of the rear track beam is completed: after the construction of the rear track beam is completed, the later settlement and displacement of the rear track are observed through the permanent settlement displacement observation points set up at the widened parts of the track grooves at both ends of sections 71, 80, 90, 100 and 110.

[0033] When the track settlement affects use and the elevation needs to be adjusted, adjust the adjusting bolt 1041 upwards to the appropriate elevation, then lift the upper steel plate 102, and install the steel plate of the required thickness between the upper and lower steel plates. The rail can be adjusted to the design elevation, and finally tighten the adjusting bolt 1041 to fix the upper steel plate 102. When the track settlement is too large and the threaded connection length between the adjusting bolt 1041 and the steel sleeve 1042 is less than 5 cm, a longer adjusting bolt 1041 needs to be replaced.

[0034] It is obvious to those skilled in the art that the present invention is not limited to the details of the above-mentioned exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention; therefore, from any point of view, the embodiments should be regarded as exemplary and non-restrictive, and the scope of the present invention is limited by the appended claims rather than the above description, and it is intended that all changes that fall within the meaning and scope of the equivalent elements of the claims are included in the present invention; any figure signs in the claims should not be regarded as limiting the claims involved.

[0035] In the description of the present invention, the term "plurality" refers to two or more than two. Unless otherwise expressly defined, the orientations or positional relationships indicated by the terms "upper" and "lower" are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present invention. The terms "connect," "install," and "fix" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediate medium. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0036] In the description of the present invention, the terms "one embodiment," "some embodiments," "specific embodiments," etc., mean that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present invention. In the present invention, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0037] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A method for preventing and controlling settlement of a gravity-type wharf track beam, comprising the following steps: S1: Use a dredger to dig a foundation trench in the mud layer and place the excavated mud on a mud barge for transportation; S2, throwing stones into the foundation trench to form a base bed, and then compacting and leveling the base bed; S3, prefabricated caisson, which is installed on top of the subgrade by hoisting, and a breast wall is cast on top of the caisson; S4, dumping prisms behind the caisson. The dumping operation is divided into four layers. The first to third layers are dumped and compacted on water, and the fourth layer is backfilled on land and compacted. S5, conduct caisson inclination observation and regular displacement observation of the caisson; S6, fill the filter layer behind the prism and lay the geotextile; S7: Install the track beam above the prism. The track beam construction is divided into four stages: the first stage is the cushion construction, the second stage is the main construction, the third stage is the track groove construction, and finally the rail installation. S7.1: The first stage of cushion construction starts after the prism is compacted and the settlement is stable. The cushion construction will start one month after the prism is compacted. The cushion settlement reserve is set at a preset height. S7.2: After the cushion construction is completed, the second stage of track beam main construction will start. The settlement reserve is set at a preset height. S7.3: The third stage of track groove construction starts after the settlement of the track beam main body is stable. The track groove construction will start one month after the completion of the track beam main body. The settlement reserve is set at a preset height. S7.4: Finally, the rails are installed, and the settlement reserve is set at a preset height. The rail installation consists of cement, steel pads, bolts, a pressure plate assembly and rails, a lower steel pad is arranged in the cement, an upper steel pad is placed on the top of the lower steel pad, a rail is fixedly installed on the top of the upper steel pad through a pressure plate assembly, and the rail is fixedly installed on the upper steel pad through a bolt adjustment component; the bolt adjustment component includes: an adjusting bolt, a steel sleeve and an embedded bolt, the bottom of the steel sleeve is welded with the embedded bolt; the steel sleeve and the embedded bolt are located below the lower steel pad and buried in concrete, the inner thread of the steel sleeve is fitted with an adjusting bolt, the top of the adjusting bolt passes through the upper steel pad, the surface thread of the adjusting bolt is fitted with a nut, and the nut is used to fix the upper steel pad to the lower steel pad.

2. The method for preventing and controlling settlement of a gravity-type wharf track beam according to claim 1, characterized in that: The S3 is specifically: S3.1: The first layer of retaining caissons shall be installed with the help of divers using an underwater baseline. S3.2, after the first layer is installed, use a crawler crane to vertically lift the positioning frame into the small caisson on the first layer; S3.3, after the positioning frame is installed, the crawler crane is used to lift the second-floor small caisson into position along the positioning frame; S3.4, install three layers of small caissons in this way.

3. The method for preventing and controlling settlement of a gravity-type wharf track beam according to claim 1, characterized in that: The S4 is specifically: S4.1: After one layer of prism water filling is completed and passed the acceptance, the compaction vessel enters the construction site and begins compaction; S4.2, through GPS positioning, to carry out visual management of underwater compaction, through terminal software processing image, display the location of the hammer landing on the computer and automatically record it; S4.3, after the prism is backfilled to the elevation, it is properly leveled and then spot tamping construction begins; S4.

4. The amount of tamping at each blow is calculated by measuring the change in the height of the hammer top. The recorder uses a level and a level rod to measure and read, record and calculate the tamping amount at each blow. When the number of blows and the amount of tamping meet the stop standard, an instruction is issued to proceed to the next cycle of operation.

4. The method for preventing and controlling settlement of a gravity-type wharf track beam according to claim 3, characterized in that: The S4.3 is specifically: S4.3.1, take shock-absorbing measures for the prism compaction construction, and the compaction edge lines of each layer above the water should be at a preset distance from the caisson; S4.3.2: For land-based dynamic compaction, a vibration reduction trench shall be provided, with the top edge of the vibration reduction trench at a preset distance from the caisson; S4.3.3, the excavation slope is 1:

1.

5. The method for preventing and controlling settlement of a gravity-type wharf track beam according to claim 1, characterized in that: The S5 is specifically: S5.1 During the prism dumping and tamping construction, the caissons shall be regularly observed to analyze the effects of the prism dumping and tamping on the settlement and displacement of the caissons in the test section; S5.

2. Install an inclinometer tube on the caisson and conduct inclinometer monitoring on the caisson before and after each layer of prisms is compacted.

6. The method for preventing and controlling settlement of a gravity-type wharf track beam according to claim 1, wherein a bollard is fixedly installed on the top of the breast wall, and a rubber fender is provided on the front side of the breast wall.

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