Method for controlling settlement deformation of road and bridge transition section in turnout zone of railway yard

Abstract

The invention relates to the technical field of frame bridge structures, in particular to a method for controlling settlement deformation of a road-bridge transition section in a railway yard turnout zone, a track plate is arranged at the position, corresponding to a turnout, in a roadbed section, the track plate is supported below the turnout, and the track plate covers the full-length range of the turnout; a top plate of the frame bridge directly bears railway live loads of the frame bridge section, brackets are arranged on the two sides of the frame bridge, the brackets and the frame bridge are synchronously prefabricated to form an integral structure, the brackets bear loads of the track plate and the upper portion of the track plate, and a concrete cushion layer is arranged below the track plate. The method has the advantages that the practicability is very high, and the problem that turnout track deformation exceeds an allowable value due to uneven settlement between roads and bridges when the frame bridge passes through a railway station turnout zone under the road and bridge can be solved by arranging the track plate on the road and bridge transition section. Track plates are made of steel fiber concrete and need to cover the full-length range of the turnout, and after a temporary beam is erected to reinforce a line, open excavation and cast-in-place are carried out in a segmented mode; and the method has very high popularization and use values.

Description

Technical Field

[0001] The present invention relates to the technical field of frame bridge structures, and in particular to a method for controlling the settlement and deformation of a road-bridge transition section in a turnout area of a railway station. Background Art

[0002] When a train enters a station, it often needs to switch from one line to another. This track connection device is called a turnout. Turnouts are one of the weakest links in the track and require high static geometric dimensional accuracy. Due to scheduling requirements, a large number of turnouts are installed in the throat area of railway stations. These turnouts are generally installed entirely above the roadbed or bridges.

[0003] With the rapid development of urban construction, when urban roads pass under railway stations, the entire turnout is often located partially on the bridge structure and partially on the adjacent roadbed structure. The bridge is a rigid structure and the roadbed is a flexible structure. The uneven settlement between the two can easily cause the turnout track deformation to exceed the allowable deviation management value, which in turn leads to serious accidents such as train rollovers. Summary of the Invention

[0004] The purpose of the present invention is to solve the problems of uneven settlement between rigid and flexible structures, which causes the deformation of the turnout track to exceed the allowable value, by adding a track plate at the roadbed section of the road-bridge transition section and making the track plate and the frame bridge section bear the force in coordination.

[0005] The purpose of the present invention is achieved by the following technical solutions: A method for controlling the settlement and deformation of a road-bridge transition section in a turnout area of a railway station, wherein the railway line of the railway station passes through the road-bridge transition section, the road-bridge transition section comprising a frame bridge section and a roadbed section, the frame bridge section being a frame bridge passing under the railway line, the roadbed section being located on both sides of the frame bridge section along the line direction, and a turnout being arranged within the roadbed section, characterized in that: a track plate is arranged at a position corresponding to the turnout in the roadbed section, the track plate is supported below the turnout, and the track plate covers the entire length of the turnout; the top plate of the frame bridge directly bears the railway live load of the frame bridge section, corbels are arranged on both sides of the frame bridge, the corbels are prefabricated synchronously with the frame bridge to form an integral structure, the corbels bear the track plate and its upper load, and a concrete cushion layer is arranged below the track plate.

[0006] The track slab is cast in situ in sections without interrupting the operation of the railway line.

[0007] Longitudinal beams are constructed on both sides of the railway line in a line direction parallel to the railway line. The bottoms of both ends of the longitudinal beams are supported by temporary piers. Cross beams are set between the longitudinal beams. The railway live load is transferred to the temporary piers and then to the ground. The longitudinal beams, the cross beams and the temporary piers are combined to form a temporary beam structure. Under the temporary support of the temporary beam structure, the track plate is constructed.

[0008] When the track slab is cast in sections, after one section of the track slab is cast, the longitudinal beam is moved along the line direction, and then offline excavation is carried out and the next section of the track slab is cast.

[0009] The frame bridge and the brackets on both sides thereof are of reinforced concrete structure, prefabricated outside the railway line and pushed into the bottom of the railway line by using jacks.

[0010] When the track slab is cast, the concrete cushion layer is used to support the formwork.

[0011] The advantages of this invention are its high practicality. Installing a track slab at the road-bridge transition section can solve the problem of uneven settlement between the road and bridge, which can cause turnout track deformation exceeding the allowable value, when a frame bridge passes under a railway station turnout area. The track slab is made of steel fiber concrete and must cover the entire length of the turnout. After reinforcing the line with temporary beams, the track is constructed in sections using cast-in-place excavation. This approach has high potential for widespread adoption and application. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a layout plan of the present invention; Figure 2 It is an elevation view of the arrangement of the present invention; Figure 3 Schematic diagram of construction step I in the present invention; Figure 4 Schematic diagram of construction step II in the present invention; Figure 5 It is a schematic diagram of construction step III in the present invention. DETAILED DESCRIPTION

[0013] The features of the present invention and other related features are further described in detail below through embodiments in conjunction with the accompanying drawings to facilitate understanding by those skilled in the art: like Figure 1-5 As shown in the figure, 1-16 respectively represent: the first railway line center line 1, the second railway line center line 2, the third railway line center line 3, the fourth railway line center line 4, the fifth railway line center line 5, the sixth railway line center line 6, the seventh railway line center line 7, the track plate 8, the frame bridge 9, the corbel 10, the concrete cushion 11, the steel temporary beam 12, the temporary beam temporary pier 13, the first turnout 14, the second turnout 15, and the third turnout 16.

[0014] Example: Figures 1 to 5 As shown, the method for controlling the settlement and deformation of the road-bridge transition section in the railway station switch area in this embodiment involves several railway lines, including the first railway line centerline 1, the second railway line centerline 2, the third railway line centerline 3, the fourth railway line centerline 4, the fifth railway line centerline 5, the sixth railway line centerline 6, and the seventh railway line centerline 7. Between some lines, line conversion is performed through the corresponding first switch 14, the second switch 15, and the third switch 16.

[0015] A frame bridge 8 passes beneath each railway line, with a portion of the line supported on the top plate of the frame bridge 8, forming a rigidly supported frame bridge section, while the remainder of the line is directly supported on the flexible roadbed, forming a flexible supported roadbed section. Consequently, each railway line forms a road-bridge transition section between the frame bridge 8 and the areas on either side of it. Consequently, the railway line experiences uneven settlement and deformation at the road-bridge transition section.

[0016] This embodiment specifically includes the following steps: 1) During the prefabrication of the frame bridge 9, brackets 10 are installed on both sides of the frame bridge 9. These brackets 10 and the frame bridge 9 are prefabricated simultaneously to form an integral structure. The top plate of the frame bridge 9 directly bears the live railroad loads of the frame bridge section. The frame bridge 9 is prefabricated outside the railway line and is inserted beneath the railway line using jacks.

[0017] 2) Construct steel temporary beams 12 and temporary support piers 13 at the locations of the second railway line centerline 2, the third railway line centerline 3, and the fourth railway line centerline 4, involving the first turnout 14, the second turnout 15, and the third turnout 16. The steel temporary beams 12 comprise longitudinal beams and transverse beams. The longitudinal beams are constructed on both sides of the railway line in a direction parallel to the railway line. Temporary support piers 13 are constructed at the bottom of each end of the longitudinal beams. Transverse beams are installed between the temporary beams to transfer the live rail load within the corresponding turnout area to the temporary support piers 13 and then to the ground. The steel temporary beams 12 and temporary support piers 13 together constitute the temporary beam structure.

[0018] In this embodiment, the steel temporary beam 12 can be a steel structure, and commonly used temporary beams are D16 and D24. The temporary beam support 13 is a reinforced concrete structure and is set at the track side.

[0019] 3) Excavation is carried out below the railway line under the temporary reinforcement support of the temporary beam structure to reserve an area for the cast-in-place construction of the track slab 8.

[0020] 4) The track slab 8 was cast in-situ in sections, covering the entire length of each turnout. Based on the design requirements, a concrete cushion 11 was constructed on the roadbed. This plain concrete cushion 11 served as a formwork for casting the track slab 8 and also served to level and harden the site. The first track slab section was cast on top of the concrete cushion 11, supported by temporary steel beams 12.

[0021] 5) Move the steel temporary beam 12 so that it corresponds to the casting range of the second track slab to ensure that the railway line above can always be operated; carry out offline excavation of the second track slab; and cast the second track slab.

[0022] 6) The steel temporary beam 12 is then reciprocated, and the track slab is excavated and cast in sections. At this point, the corbels 10 on both sides of the frame bridge 9 support the track slab 8 and its upper load, allowing the track slab 8 and the frame bridge 9 to bear the load in synergy. This ensures that the rigidity of the frame bridge section and the roadbed section beneath the railway track is consistent, thus preventing uneven settlement and deformation in the road-bridge transition section.

[0023] 7) The turnouts are pre-laid and pushed into designated positions within the specified time window.

[0024] Although the above embodiments have described in detail the concepts and embodiments of the present invention with reference to the accompanying drawings, ordinary technicians in this field can recognize that various improvements and modifications can still be made to the present invention without departing from the scope of the claims, so they are not described in detail here.

Claims

1. A method for controlling the settlement and deformation of a road-bridge transition section in a turnout area of a railway station, wherein the railway line of the railway station passes through the road-bridge transition section, the road-bridge transition section comprising a frame bridge section and a roadbed section, the frame bridge section being a frame bridge that underpasses the railway line, the roadbed sections being located on both sides of the frame bridge section along the railway line direction, and turnouts being provided within the roadbed section, characterized in that: A track plate is provided at a position corresponding to the turnout in the roadbed section, the track plate is supported below the turnout, and the track plate covers the entire length of the turnout; the top plate of the frame bridge directly bears the railway live load of the frame bridge section, and corbels are provided on both sides of the frame bridge. The corbels are prefabricated synchronously with the frame bridge to form an integral structure, and the corbels bear the track plate and the load on its upper portion, and a concrete cushion layer is provided below the track plate.

2. The method for controlling the settlement and deformation of a road-bridge transition section in a turnout area of a railway station according to claim 1, characterized in that: The track slab is cast in situ in sections without interrupting the operation of the railway line.

3. The method for controlling the settlement and deformation of a road-bridge transition section in a turnout area of a railway station according to claim 2, characterized in that: Longitudinal beams are constructed on both sides of the railway line in a line direction parallel to the railway line. The bottoms of both ends of the longitudinal beams are supported by temporary piers. Cross beams are set between the longitudinal beams. The railway live load is transferred to the temporary piers and then to the ground. The longitudinal beams, the cross beams and the temporary piers are combined to form a temporary beam structure. Under the temporary support of the temporary beam structure, the track plate is constructed.

4. The method for controlling the settlement and deformation of a road-bridge transition section in a turnout area of a railway station according to claim 3, characterized in that: When the track slab is cast in sections, after one section of the track slab is cast, the longitudinal beam is moved along the line direction, and then offline excavation is carried out and the next section of the track slab is cast.

5. The method for controlling the settlement and deformation of a road-bridge transition section in a turnout area of a railway station according to claim 1, characterized in that: The frame bridge and the brackets on both sides thereof are of reinforced concrete structure, prefabricated outside the railway line and pushed into the bottom of the railway line by using jacks.

6. The method for controlling the settlement and deformation of a road-bridge transition section in a turnout area of a railway station according to claim 1, characterized in that: When the track slab is cast, the concrete cushion layer is used to support the formwork.

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