Double-block type ballastless track construction tool integrated device and construction process

Abstract

The application provides a double-block ballastless track construction tool integrated device and a construction process, and relates to the technical field of railway track construction. The device comprises a track panel frame, a base formwork, an anti-floating fastening device, a three-dimensional fine adjuster and an anti-expansion formwork device. The track panel frame is used for fixing double-block sleepers. The base formwork is symmetrically arranged on the two sides of the periphery of the track bed base. The anti-floating fastening device is fixed on the foundation and comprises an anti-track panel floating mechanism and an anti-formwork floating mechanism. The three-dimensional fine adjuster is connected between the anti-floating fastening device and the track panel frame and is used for adjusting the three-dimensional position accuracy of the track panel frame in space. The anti-expansion formwork device is connected to the anti-floating fastening device at one end and is abutted against or supported and connected to the side wall of the base formwork at the other end and is used for preventing lateral expansion formwork deformation. The application integrates the functions of track panel fixing, formwork support, anti-floating, fine adjustment and anti-expansion formwork into one, effectively reduces the types of tool accessories, simplifies the construction process and improves the construction efficiency.

Description

Technical Field

[0001] This application relates to the field of railway track construction technology, and in particular to an integrated device and construction process for double-block ballastless track construction. Background Technology

[0002] Ballastless track for high-speed railways has become the main form of track structure due to its advantages such as high smoothness, high stability, and low maintenance. Among them, twin-block ballastless track has been widely used in the construction of high-speed railways in my country due to its simple structure, relatively low cost, and rich construction experience.

[0003] Currently, the construction of double-block ballastless track slabs mainly adopts the track panel frame method. The basic idea of ​​this method is as follows: first, double-block sleepers are arranged according to the design spacing and fixed on the track panel frame to form an integral track panel structure; then, the integral track panel structure is transported to the laying position by hoisting equipment; subsequently, the track geometry is coarsely and finely adjusted; after the formwork is installed and fixed, the track bed concrete is poured; after the concrete reaches the design strength, the track panel frame is removed and the next cycle of operation begins.

[0004] However, during construction, the numerous and complex tooling components not only increase the difficulty of construction but also easily damage the track bed, failing to create a clean, hygienic, environmentally friendly, and civilized construction environment. In addition, the existing tooling structure is too cumbersome, and the construction technology is too outdated and lacks advancement. There are also deficiencies in the turnover of construction materials and tooling, the use of different working conditions, the design of tool rail sleeper frames, and anti-floating devices, which affect the construction quality and efficiency. Summary of the Invention

[0005] To address the issues of numerous components, dispersed structures, and fragmented functions in existing twin-block ballastless track construction equipment, which hinders overall construction efficiency, this application provides an integrated twin-block ballastless track construction equipment device and construction process.

[0006] Firstly, this application provides a dual-block ballastless track construction tooling integration device, which adopts the following technical solution: A dual-block ballastless track construction tooling integrated device includes: Track panel frame, used to fix and position double-block sleepers; The base template is symmetrically and correspondingly set on both outer sides of the track bed base; Anti-floating fastening device, fixed to the bottom of the foundation, including anti-rail panel floating mechanism and anti-formwork floating mechanism; A three-dimensional fine-tuning device, connected between the anti-floating fastening device and the track frame, is used to adjust the three-dimensional positional accuracy of the track frame in space; and An anti-bulging device is provided, with one end connected to an anti-floating fastening device and the other end abutting or supporting the side wall of the base template. It is used to provide lateral support force to the base template to prevent lateral bulging deformation.

[0007] Furthermore, the track panel frame includes a longitudinal beam that supports the main body. The bottom structure of the longitudinal beam is set as a reverse-bending pre-arched curve. The initial upward arching of the reverse-bending pre-arched curve is adapted to offset the downward deflection caused by the superposition of the weight of the track panel frame itself and the total weight of the double-block sleepers.

[0008] Furthermore, a measuring prism is installed at a designated position on the track panel frame. The measuring prism is used in conjunction with an external total station to measure the spatial attitude of the track panel.

[0009] Furthermore, the anti-bulging device includes a longitudinally extending reinforcing guide rail and reinforcing flanges spaced apart on the reinforcing guide rail. The reinforcing flanges are provided with a plurality of L-shaped reinforcing bolts for engaging with the reserved holes on the outer vertical reinforcing components of the base template.

[0010] Furthermore, the anti-railway floating mechanism includes: A vertical support frame, with a base plate fixedly connected to its bottom; A crossbeam is connected between the upper parts of the two opposing vertical support frames, and the crossbeam is adjustablely suspended above the rail frame to limit the vertical displacement of the rail frame after adjustment and to connect the two vertical support frames.

[0011] Furthermore, the anti-template floating mechanism includes: A bottom baffle is vertically fixed to the bottom plate; Bottom bolts are horizontally installed through the bottom baffle. The ends of the bottom bolts contact the outer wall of the base template and press against the lower edge of the base template to limit the expansion and upward movement of the base template. The bottom fastener nut is screwed onto the bottom fastener bolt and is located on the side of the bottom baffle closest to the base template.

[0012] Secondly, the present application provides a construction process for a double-block ballastless track, based on the aforementioned integrated tooling device for double-block ballastless track construction, comprising the following steps: S1. Assembly: Outside the target working surface, the anti-floating fastening device, the three-dimensional fine adjuster and the rail panel frame are assembled together, and the double-block sleepers are sequentially and precisely fixed to the rail panel frame to form the overall rail panel structure. S2. Rough positioning: Hoist the entire track panel structure to the construction position, perform preliminary positioning according to the layout lines marked on the base plate, and then initially support the entire track panel structure on the working surface; S3. Mold installation and locking: Hoist the base template to both sides of the track bed base, lock the entire system through the anti-rail-panel floating mechanism and the anti-template floating mechanism to prevent floating, and connect the anti-bulging device laterally between the anti-floating fastening device and the base template; S4. Fine-tuning: Based on the set control data, the three-dimensional fine-tuner is driven to perform precise three-dimensional spatial attitude adjustment on the overall structure of the track panel.

[0013] Furthermore, step S4 specifically includes: The design elevation and centerline data are read through the data terminal handheld device, and the total station is controlled to automatically track and measure the measuring prism on the track panel frame. Real-time acquisition of positional deviation data between actual coordinates and the design elevation and centerline data; The motion compensation amount of the three-dimensional fine tuner in each direction is calculated based on the position deviation data to complete the closed-loop adjustment.

[0014] Furthermore, it also includes: S5. Track bed pouring and vibration: After step S4 is completed, the track bed concrete is poured and vibrated. During the concrete pouring process and before initial setting, the lateral displacement change data of the base template is monitored in real time. The lateral clamping length of the anti-bulging mold device is adaptively adjusted according to the displacement trend to ensure that the lateral forming accuracy meets the specifications.

[0015] Furthermore, it also includes: S6. Re-measurement: After the strength of the poured track bed concrete has solidified and risen to the preset percentage or above of the design standard, control the total station to dock with the measuring prism again to perform track alignment re-measurement and save the deviation data; S7. Demolding: Sequentially release the anti-bulging mold device and the base template, then remove the rail frame and move it to the next working surface for reuse.

[0016] In summary, this application includes at least one of the following beneficial technical effects: 1. By integrating the track panel frame, base template, anti-floating fastening device, three-dimensional fine adjuster, and anti-bulging device into a single tooling structure, direct mechanical connections and force transmission paths are formed between the functional modules. This significantly reduces the types and quantities of scattered independent components in traditional construction, lowers the complexity of material management on the construction site, and reduces the workload of tooling assembly and disassembly, thereby effectively improving construction efficiency and tooling turnover rate. Compared to existing solutions with numerous tooling components and dispersed structures, the integrated design of this invention significantly simplifies the on-site construction process. 2. By integrating both the anti-floating mechanism and the anti-formwork floating mechanism into a single anti-floating fastening device, the same device can restrain both the vertical floating displacement of the track panel frame during concrete pouring and the floating and lateral displacement of the base formwork. This multi-functional design not only reduces the number of independent anti-floating components but, more importantly, establishes a mechanical connection between the track panel constraint and the formwork constraint—both share the same foundation support system, making the load transfer path more direct and reliable. Compared to the traditional method of drilling holes to install ground anchors for track panel anti-floating, this invention eliminates the need for drilling holes in the base, avoiding the resulting damage to the reinforcing steel and material waste, while also improving the protection of the track bed. 3. By connecting the three-dimensional fine adjuster between the anti-floating fastening device and the track frame, and setting the measuring prism on the track frame for fine adjustment in conjunction with a total station, the measurement, calculation, and adjustment processes in the fine adjustment operation are completed in a closed loop within the same mechanical system. The positional deviation data obtained by the measuring prism is directly used to calculate the motion compensation of the three-dimensional fine adjuster, and the motion of the three-dimensional fine adjuster is transmitted to the track frame through the anti-floating fastening device, forming a rapid response link of "measurement-feedback-adjustment". Compared with the existing technology where the fine adjustment mechanism and the anti-floating device are independent and there is no direct correlation between the measurement data and the adjustment execution, the fine adjustment closed-loop response efficiency and accuracy of this invention are effectively improved. 4. By setting a reverse-curving pre-camber curve on the bottom surface of the longitudinal beams of the track panel frame, the downward deflection of the longitudinal beams after bearing the self-weight of the double-block sleepers is offset by the pre-camber, making the longitudinal beams tend to be straight. This design ensures that the track panel frame has sufficient rigidity and strength to support the sleepers and resist construction loads, while effectively reducing the cumulative error in track panel alignment measurement caused by the self-weight of the frame and the weight of the sleepers, thus achieving a balance between the contradictory requirements of structural strength and measurement accuracy. Compared with the traditional approach of simply increasing structural rigidity to reduce deformation, the reverse-curving pre-camber design of this invention achieves improved accuracy without significantly increasing the self-weight of the structure. 5. Real-time monitoring and adaptive adjustment of the anti-bulging mold device during concrete pouring ensures timely correction of lateral displacement of the base formwork. During pouring, the lateral pressure of the concrete continuously changes. By monitoring the lateral displacement of the base formwork in real time and adjusting the tightening length of the anti-bulging mold device according to the displacement trend, the lateral forming accuracy of the base formwork can be consistently controlled within the specified range before the concrete initially sets, effectively improving the forming quality of the track slab. Furthermore, the entire set of tooling uses a detachable connection method, allowing for quick dismantling and reuse on the next work surface after construction, demonstrating good economic and environmental benefits. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application; Figure 2 This is a schematic diagram of the track panel frame and anti-floating fastening device according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of the longitudinal beam in an embodiment of this application, which is a reverse-bending pre-arched curve. Figure 4 This is a schematic diagram of the measuring prism and the external total station used in the measurement according to an embodiment of this application; Figure 5 This is a schematic diagram of the structure of the three-dimensional fine adjuster and the anti-floating fastening device according to an embodiment of this application; Figure 6 This is a schematic diagram of the anti-template floating mechanism and anti-template bulging device according to an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a three-dimensional fine-tuning device according to an embodiment of this application.

[0019] Figure label: 1. Track panel frame; 11. Longitudinal beam; 12. Double-block sleeper; 13. Measuring prism; 2. Base template; 211. Vertical reinforcement components; 3. Three-dimensional fine adjuster; 311. Base; 312. Horizontal baffle; 321. Bottom platform; 322. Horizontal adjustment drive; 323. Vertical baffle; 331. Middle platform; 332. Vertical adjustment drive; 341. Upper platform; 342. Vertical adjustment drive; 343. Rail panel interface; 344. Handle; 41. Reinforce the guide rails; 42. Reinforce the flanges; 43. Reinforce the bolts; 51. Vertical support frame; 511. Base plate; 512. Locating pin hole; 513. Locating pin; 514. Pin shaft; 515. Locking bolt; 52. Crossbeam; 521. Through pin hole; 61. Bottom baffle; 62. Bottom bolt; 63. Bottom nut. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0021] Reference Figures 1-7 This application discloses an integrated construction tooling device for double-block ballastless track, which includes a track panel frame 1, a base template 2, an anti-floating fastening device, a three-dimensional fine adjuster 3, and an anti-bulging device.

[0022] The track panel frame 1 is used to fix and position the double-block sleepers 12, and is the core load-bearing and positioning component of the entire device. The base template 2 is symmetrically and correspondingly arranged on both sides of the track bed base to define the casting outline of the track bed slab. An anti-floating fastening device is fixed to the bottom of the foundation, including an anti-track panel floating mechanism and an anti-template floating mechanism, used to prevent the track panel frame 1 from floating during concrete pouring and to prevent the base template 2 from floating, respectively. A three-dimensional fine-tuning device 3 is connected between the anti-floating fastening device and the track panel frame 1 to adjust the three-dimensional positional accuracy of the track panel frame 1 in space. One end of the anti-bulging device is connected to the anti-floating fastening device, and the other end abuts against or supports the side wall of the base template 2, providing lateral support to the base template 2 to prevent lateral bulging deformation.

[0023] Therefore, in this embodiment, the anti-floating fastening device serves to prevent both the track frame 1 and the base template 2 from floating. It also provides an installation foundation and mechanical support for the three-dimensional fine-tuning device 3 and the anti-bulging device. This multi-functional integrated design makes the overall device more compact in structure and more functionally coordinated. Specifically, the track frame 1 is connected to the anti-floating fastening device via the three-dimensional fine-tuning device 3, allowing the spatial position adjustment and anti-floating constraint of the track frame 1 to be achieved within the same mechanical system. The base template 2 is connected to the anti-floating fastening device via the anti-bulging device, enabling the lateral support force of the template to be transmitted to the bottom of the foundation through the anti-floating fastening device, forming a direct force transmission path from the template to the foundation. In contrast, in traditional solutions, the fine-tuning mechanism, the anti-floating device, and the template support system are independent, lacking direct mechanical connections. This not only increases the number of tooling components but also weakens the synergistic effect between the functions.

[0024] It should be noted that the connections between the aforementioned components, such as the track panel frame 1, anti-floating fastening device, three-dimensional fine adjuster 3, and anti-bulging mold device, can be made using detachable connection methods such as bolt connections, snap-fit ​​connections, or quick-release modular connections. This detachable connection method ensures reliable fixation of each component during construction and facilitates quick disassembly and reuse in the next work area after construction is completed. Furthermore, each component can be manufactured using appropriate metal materials according to actual working conditions; for example, the track panel frame 1 and anti-floating fastening device can be made of Q235 steel, and the base template 2 can be made of aluminum alloy.

[0025] Furthermore, refer to Figure 1 , Figure 2 and Figure 3 In some embodiments, the track frame 1 includes two longitudinal beams 11 serving as the main load-bearing components and a reinforcing crossbeam 52 connecting the two longitudinal beams 11. Multiple sleeper connecting devices are also installed at the bottom of the longitudinal beams 11 to securely connect the double-block sleepers 12, enabling the multiple double-block sleepers 12 to synchronously adjust their spatial positions as the track frame 1 moves as a whole. Specifically, the bottom structure of the longitudinal beams 11 is configured as a reverse-curved pre-arched curve, the initial upward arch of which is adapted to counteract the downward deflection caused by the superposition of the weight of the track frame 1 itself and the total weight of the double-block sleepers 12.

[0026] Specifically, after the double-block sleepers 12 are installed on the track frame 1, the longitudinal beam 11 will undergo a certain downward deflection deformation under its own weight. By pre-setting a reverse bending pre-camber curve on the bottom surface of the longitudinal beam 11 (i.e., the bottom surface of the longitudinal beam 11 is slightly arched upward in a free state), the longitudinal beam 11 will just tend to be straight after bearing its own weight and the weight of the sleepers, thereby effectively reducing the cumulative error of the track alignment measurement. The specific camber amount of the reverse bending pre-camber curve can be calculated and determined using structural mechanics methods based on parameters such as the span, cross-sectional dimensions, material elastic modulus, and the number and weight of the sleepers carried by the track frame 1.

[0027] For example, for a standard span track frame 1, the camber height of the inverse bending pre-camber curve can be preset during manufacturing based on finite element analysis results. In one example, the calculation formula for the inverse bending pre-camber curve along the length of the longitudinal beam 11 is: ; In the formula, y represents the reverse bending sectioning amount processed at the bottom of the longitudinal beam 11, with the pre-camber range selectable between 0-8mm and the processing accuracy controllable within ±0.1mm; x represents the distance coordinate along the longitudinal direction of the track frame 1; the reverse bending pre-camber curve is mirror-symmetric about the frame centerline x=k. Parameters a, b, and c are curve parameters related to the gravity of the frame and sleepers obtained through curve fitting based on finite element simulation calculations and verification by actual loading tests of double-block sleepers in the laboratory. After this reverse bending pre-camber processing, the elevation error of the double-block sleepers 12 in the same casting area can be controlled within 0.5mm.

[0028] In some embodiments, refer to Figure 1 , Figure 2 and Figure 4 A measuring prism 13 is installed at a predetermined position on the track frame 1. The measuring prism 13 is used in conjunction with an external total station to measure the spatial attitude of the track. Specifically, during fine-tuning, the total station automatically tracks and measures the measuring prism 13 on the track frame 1 to obtain the actual spatial coordinate data of the track frame 1. This data is then compared with the design coordinates, providing an adjustment basis for the operation of the three-dimensional fine-tuning device 3. The number and arrangement of the measuring prisms 13 can be determined according to the size of the track frame 1 and the fine-tuning accuracy requirements. For example, four measuring prisms 13 can be installed at the four corners of the track frame 1 or at predetermined intervals along the longitudinal beams 11. Figure 4 As shown. Through multi-point measurement, the overall spatial attitude information of the track frame 1 can be obtained, including attitude parameters such as planar position deviation, elevation deviation, lateral tilt, and longitudinal slope.

[0029] In some embodiments, refer to Figure 1 and Figure 6 The anti-bulging device includes a longitudinally extending reinforcing guide rail 41 and reinforcing flanges 42 spaced apart on the reinforcing guide rail 41. The reinforcing flanges 42 are provided with multiple L-shaped reinforcing bolts 43 for engaging with the reserved holes on the outer vertical reinforcing components 211 of the base template 2. The distribution spacing of the reinforcing flanges 42 along the reinforcing guide rail 41 can be set according to the length of the base template 2 and the magnitude of the lateral pressure during concrete pouring.

[0030] In this way, during installation, the reinforcing guide rail 41 is connected to the anti-floating fastening device, with the reinforcing guide rail 41 arranged along the longitudinal extension direction of the base template 2. Then, the reinforcing flanges 42 are spaced apart along the reinforcing guide rail 41, and the L-shaped reinforcing bolts 43 on each reinforcing flange 42 are respectively engaged with the corresponding reserved holes on the vertical reinforcing components 211 on the outer side of the base template 2. By tightening the L-shaped reinforcing bolts 43 on the reinforcing flanges 42, the base template 2 is securely connected to the anti-bulging device, thereby providing a uniformly distributed lateral support force for the base template 2. Compared with the traditional single-point support method, this distributed reinforcement structure can more effectively control the bulging deformation of the template caused by lateral pressure during concrete pouring.

[0031] In some embodiments, refer to Figure 1 , Figure 2 and Figure 5 The anti-rail panel floating mechanism includes a vertical support frame 51 and a crossbeam 52. A base plate 511 is fixedly connected to the bottom of the vertical support frame 51, which contacts the foundation bottom (e.g., the surface of the track bed base) and transmits load. The crossbeam 52 connects the upper parts of the two opposing vertical support frames 51 and is adjustablely suspended above the rail panel frame 1. It limits the vertical displacement of the rail panel frame 1 after adjustment and supports the two vertical support frames 51. Specifically, the two vertical support frames 51 are respectively located on both sides of the rail panel frame 1, and the crossbeam 52 spans across the top of the rail panel frame 1.

[0032] When the concrete exerts an upward buoyancy force on the track frame 1 during the concrete pouring process, the upward movement of the track frame 1 is restricted—its upper surface is blocked by the crossbeam 52 after contacting the lower surface of the crossbeam 52, thus preventing the track frame 1 from continuing to float upward. At the same time, the crossbeam 52 connects the two vertical support frames 51 into one unit, enhancing the overall rigidity and anti-tilting ability of the entire anti-buoyancy mechanism.

[0033] Furthermore, in some embodiments, the vertical support frame 51 is composed of two parallel metal plates joined together. Preferably, both metal plates are perforated alloy plates. The perforated structure effectively reduces the overall weight of the vertical support frame 51 while ensuring that the support frame has sufficient structural strength. At the same time, the perforated design also facilitates observation, inspection and daily maintenance at the construction site.

[0034] The upper part of the vertical support frame 51 has a positioning cavity for inserting the end of the crossbeam 52. The end of the crossbeam 52 can be inserted into the positioning cavity. The upper part of the vertical support frame 51 is also provided with a vertical adjustment structure for adjusting and locking the vertical position of the crossbeam 52.

[0035] In some embodiments, refer to Figure 1 , Figure 2 and Figure 5The vertical adjustment structure includes positioning pin holes 512, through pin holes 521, and positioning pins 513. Positioning pin holes 512 are located at the corresponding positioning cavities of the vertical support frame 51, and multiple holes are provided and distributed at different heights. Through pin holes 521 are formed at the end of the crossbeam 52. When the end of the crossbeam 52 is inserted into the positioning cavity, the through pin hole 521 aligns with the corresponding positioning pin hole 512. Positioning pins 513 are inserted into and adapted to both positioning pin holes 512 and through pin holes 521. By inserting positioning pins 513 into positioning pin holes 512 at different heights, the vertical installation height of the end of the crossbeam 52 on the vertical support frame 51 can be adjusted, thereby allowing the crossbeam 52 to adapt to different heights of the track panel frame 1 or different construction conditions.

[0036] In some embodiments, a pin 514 may be rotatably mounted on the top of the vertical support frame 51, and several pins 514 are provided; a locking bolt 515 is threaded through the pin 514, and the free end of the locking bolt 515 is used to press against the upper end face of the crossbeam 52. By rotating the locking bolt 515 so that its free end presses downward against the upper end face of the crossbeam 52, the crossbeam 52 and the vertical support frame 51 can be further locked, enhancing the vertical constraint effect of the crossbeam 52 on the track frame 1 and preventing the crossbeam 52 from loosening during the concrete pouring process.

[0037] In other embodiments, reference is made to Figure 6 The anti-floating mechanism includes a bottom baffle 61 and a bottom bolt 62. The bottom baffle 61 is vertically fixed to the base plate 511, serving as the mounting base for the bottom bolt 62. The bottom bolt 62 is horizontally inserted through the bottom baffle 61, with its end contacting the outer wall of the base template 2 and pressing against the lower edge of the base template 2 to limit the expansion and floating of the base template 2. A bottom nut 63 is screwed onto the bottom bolt 62 and is located on the side of the bottom baffle 61 closest to the base template 2, used to lock the pressing position of the bottom bolt 62.

[0038] Therefore, during the concrete pouring process, when the base formwork 2 is subjected to lateral pressure and upward buoyancy from the concrete, the bottom bolts 62 transfer the load to the base plate 511 through the bottom baffle 61, and then from the base plate 511 to the bottom of the foundation, thereby effectively limiting the lateral and upward displacement of the base formwork 2. It is worth noting that in this embodiment, the anti-buoyancy mechanism and the anti-rail panel buoyancy mechanism share the same base plate 511 and vertical support frame 51, enabling the anti-buoyancy fastening device to simultaneously constrain both the rail panel frame 1 and the base formwork 2 structurally, further demonstrating the advantages of integrated design.

[0039] Moreover, after the L-shaped reinforcing bolts 43 on the reinforcing flange 42 in the anti-bulging device are engaged with the corresponding reserved holes on the vertical reinforcing component 211 on the outer side of the base template 2, it can not only play the role of preventing bulging, but also play the role of limiting the upward displacement of the base template 2.

[0040] Specifically, the aforementioned three-dimensional fine adjuster 3 can be any existing three-dimensional adjustment mechanism capable of synchronous dynamic adjustment in the longitudinal, lateral, and vertical directions, or it can be a specially designed three-dimensional adjustment mechanism based on the vertical support frame 51 of this application, as described above. Figure 1 , Figure 2 and Figure 7 Specifically, it includes a base 311, a bottom platform 321, a middle platform 331, and an upper platform 341 stacked sequentially from bottom to top. The base 311, as the lowest component of the three-dimensional adjustment mechanism, is directly or indirectly installed on the side of the vertical support frame 51. The bottom platform 321 is slidably disposed on the base 311 and equipped with a lateral adjustment drive 322 for driving the bottom platform 321 to slide horizontally relative to the base 311. The middle platform 331 is slidably disposed on the bottom platform 321 and equipped with a longitudinal adjustment drive 332 for driving the middle platform 331 to slide vertically relative to the bottom platform 321. The upper platform 341 is vertically disposed on the middle platform 331. Specifically, the upper platform 341 is connected to the middle platform 331 through the vertical adjustment drive 342, which enables the vertical lifting of the upper platform 341. The upper platform 341 is provided with a rail panel interface 343 for receiving the rail panel frame 1. The rail panel frame 1 can be fixedly connected to the upper platform 341 through the rail panel interface 343.

[0041] In addition, a handle 344 is preferably provided on the side of the upper platform 341 where the rail interface 343 is located. The handle 344 facilitates quick operation by operators when disassembling, assembling or moving the three-dimensional adjustment mechanism, thereby improving the convenience and efficiency of on-site construction.

[0042] Furthermore, the longitudinal adjustment drive 332 and / or the lateral adjustment drive 322 and / or the vertical adjustment drive 342 are adjustment bolts acting on the corresponding platform; or they are set as linear drive components, such as electric push rods, hydraulic cylinders or pneumatic cylinders.

[0043] In some embodiments, a transverse baffle 312 is fixedly connected to the base 311, and a transverse adjustment drive 322 is configured as a transverse adjustment bolt and disposed on the transverse baffle 312, for driving the bottom platform 321 to generate transverse displacement along the transverse adjustment bolt when rotating; a longitudinal baffle 323 is fixedly connected to the bottom platform 321, and a longitudinal adjustment drive 332 is configured as a longitudinal adjustment bolt and disposed on the longitudinal baffle 323, for driving the middle platform 331 to generate longitudinal displacement along the longitudinal adjustment bolt when rotating; a threaded hole is provided through the upper platform 341, and a vertical adjustment bolt that penetrates the upper platform 341 and is threadedly engaged with the threaded hole of the upper platform 341 is rotatably mounted on the middle platform 331.

[0044] Therefore, through the coordinated operation of the aforementioned lateral adjustment bolts, longitudinal adjustment bolts, and vertical adjustment bolts, the operator can adjust the position of the track panel frame 1 in the lateral, longitudinal, and vertical directions sequentially or alternately without loosening any fastening devices, so that the track panel frame 1 always maintains an effective support and constraint state throughout the adjustment process.

[0045] This application also discloses a construction process for a double-block ballastless track, based on the aforementioned integrated tooling device for double-block ballastless track construction, and adopts the following technical solution: A construction process for a double-block ballastless track, referring to Figures 1-7 This includes the following steps: S1. Assembly: Outside the target working surface, the anti-buoyancy fastening device, the three-dimensional fine adjuster 3, and the rail panel frame 1 are assembled together, and the double-block sleepers 12 are precisely fixed to the rail panel frame 1 in sequence to form the overall rail panel structure. Specifically, firstly, the components of the anti-buoyancy fastening device (including the vertical support frame 51, base plate 511, crossbeam 52, bottom baffle 61, bottom bolts 62, etc.) are assembled according to the design positions; then, the three-dimensional fine adjuster 3 is connected to the vertical support frame 51 with bolts; then, the rail panel frame 1 is connected to the three-dimensional fine adjuster 3, so that the rail panel frame 1 is adjustablely supported on the anti-buoyancy fastening device through the three-dimensional fine adjuster 3. Finally, the double-block sleepers 12 are precisely installed and fixed on the rail panel frame 1 according to the designed sleeper spacing through the sleeper distribution platform; the sleeper distribution platform has a memory function for different types of rail panel frames 1 and sleeper spacing, which can realize automatic sleeper distribution and automatic centering. After assembly, parameters such as track gauge, sleeper spacing, anchor bolt torque, and tightness of the fixing frame are checked to ensure that the overall track panel structure meets the accuracy requirements.

[0046] S2. Rough Laying and Positioning: The entire track panel structure is hoisted to the construction position. Preliminary positioning is performed based on the layout lines pre-marked on the base plate, and the entire track panel structure is then initially supported on the working surface. Specifically, rough laying control points are marked on the geotextile of each base plate, and edge lines are marked with ink. The rough laying layout is guided by a data terminal handheld device, and the layout data is transmitted to the information management platform in real time. Specialized hoisting equipment is used to lift the entire track panel structure. The bolt holes of the track panel frame 1 are aligned with the bolt holes on the sleepers, and the entire track panel structure is placed smoothly and slowly on the base plate. The end positions of each track panel are accurately controlled according to the design data. During placement, the preliminary positioning of the track panel frame 1 is performed based on the ink lines marked during the construction layout. After preliminary placement, the entire track panel structure is initially supported on the working surface using anchors on the bottom plate 511 of the vertical support frame 51, completing the initial horizontal and vertical position adjustments. Finally, the inspection personnel check and confirm the horizontal displacement, verticality, and front-to-back displacement of the entire track panel structure.

[0047] S3. Mold Installation and Locking: Hoist the base template 2 to both sides of the track bed base. Lock the entire system to prevent it from floating using the anti-rail-side floating mechanism and the anti-template floating mechanism. Connect the anti-bulging device laterally between the vertical support frame 51 and the base template 2. Specifically, hoist the base template 2 to both sides of the track bed base. After roughly confirming the template position, secure the lower edge of the base template 2 to both sides of the track bed base using the bottom bolts 62 on the bottom plate 511 of the vertical support frame 51. Then, connect the base template 2 to the vertical support frame 51 using the reinforcing guide rails 41 and multiple reinforcing flanges 42. Check the displacement and verticality of the base template 2. After completing the device connection, check the stability and displacement of the assembly and make preliminary adjustments.

[0048] S4. Fine-tuning: Based on the set control data, the three-dimensional fine-tuner 3 is driven to perform precise three-dimensional spatial attitude adjustment on the overall structure of the track panel.

[0049] In some embodiments, step S4 specifically includes the following sub-steps: S41. Read the design elevation and centerline data through the data terminal handheld device. The data terminal handheld device stores the digital design results of the ballastless track, including the design elevation of each mileage point, the position of the design centerline, and the track geometric parameters.

[0050] S42. Control the total station to automatically track and measure the measuring prisms 13 on the track frame 1. The total station is set up freely at the construction site to establish a measurement coordinate system. The total station automatically tracks and measures the spatial coordinates of each measuring prism 13 on the track frame 1.

[0051] S43. Real-time acquisition of positional deviation data between actual coordinates and design elevation and centerline data; the data terminal handbook compares the actual coordinates measured by the total station with the pre-stored design data, and calculates the plane position deviation, elevation deviation, and attitude deviations such as the lateral tilt and longitudinal slope of the track frame 1 as a whole for each measurement point.

[0052] S44. Based on the position deviation data, the motion compensation amounts of the three-dimensional fine adjuster 3 in each direction are calculated to complete the closed-loop adjustment. The data terminal handheld device calculates the motion amounts of each three-dimensional fine adjuster 3 in the horizontal, vertical, and longitudinal directions based on the deviation data. The operator then drives the three-dimensional fine adjuster 3 to move according to this or through the automatic control system, so that the track panel frame 1 gradually approaches the design position. During the adjustment process, the total station continuously tracks and measures, forming a closed-loop control of "measurement-feedback-adjustment" until each deviation value meets the design accuracy requirements.

[0053] S5. Track Bed Pouring and Vibration: After step S4, the track bed concrete is poured and vibrated. During the concrete pouring process and before initial setting, the lateral displacement of the base formwork 2 is monitored in real time. The lateral tightening length of the anti-bulging formwork device is adaptively adjusted according to the displacement trend to ensure that the lateral forming accuracy meets the specifications. Specifically, during concrete pouring and vibration, the lateral pressure of the concrete will exert an outward pushing force on the base formwork 2, which may cause lateral displacement or bulging deformation of the formwork. By monitoring the lateral displacement of the base formwork 2 in real time (e.g., using displacement sensors or periodic detection by on-site surveyors), when the lateral displacement of the formwork is detected to exceed the allowable range or has a continuous increasing trend, the tightening length of the L-shaped reinforcing bolts 43 on the reinforcing flange 42 of the anti-bulging formwork device or the adjusting component is adjusted in time to increase the lateral support force on the base formwork 2 and control the lateral displacement of the base formwork 2 within the allowable range. Thus, the forming accuracy of the track bed meets the engineering requirements before the concrete initially sets.

[0054] S6. Re-measurement: After the strength of the poured track bed concrete has cured and reached or exceeded the preset percentage of the design standard, the total station is re-connected to the measuring prism 13 to perform a track alignment re-measurement and save the deviation data. The preset percentage can be 70% for example. The purpose of the re-measurement is to analyze the data changes before and after pouring and to upload the relevant data to the information management platform. When abnormal data occurs, the cause should be analyzed and a solution found to avoid recurrence in the next construction unit.

[0055] S7. Demolding: Separate the anti-bulging mold device from the base template 2 in sequence, then remove the track frame 1 and move it to the next working surface for reuse.

[0056] It should be noted that the sequence of steps in the above construction process is an exemplary sequence based on the conventional process flow for constructing double-block ballastless track slabs. In actual construction, the sequence or specific operation method of some steps can be adaptively adjusted according to specific working conditions (such as different sections like tunnels, roadbeds, and bridges, as well as different curve superelevation conditions). For example, when constructing superelevation sections of curves, the track frame 1 can be laterally tilted using the three-dimensional fine-tuning device 3 to adapt to the superelevation requirements. Specific operating parameters in each step (such as hoisting speed, fine-tuning accuracy threshold, concrete pouring speed, vibration time, etc.) can be selected according to actual working conditions and design requirements.

[0057] It should be understood that the component names, connection methods, and step sequences described in the above embodiments are all exemplary descriptions. After reading this specification, those skilled in the art can make various equivalent modifications, substitutions, and variations to the specific implementation methods without departing from the concept of the present invention.

[0058] The implementation principle of the dual-block ballastless track construction tooling integrated device in this application embodiment is as follows: During the construction preparation phase, the pre-assembly of the tooling integration device of this application is first completed in the assembly area of ​​the factory or construction site. The anti-floating fastening device, the three-dimensional fine adjuster 3, and the track panel frame 1 are assembled and connected according to the design position, so that the three form a structural whole. Among them, the anti-floating fastening device serves as the basic support and constraint component of the entire integrated tooling, and its bottom plate 511 rests directly on the surface of the track bed base or the bottom of the foundation and is fixed by anchors; the three-dimensional fine adjuster 3 is connected between the anti-floating fastening device and the track panel frame 1, which not only undertakes the function of transmitting loads, but also undertakes the function of spatial position adjustment; the track panel frame 1, through the reverse bending pre-arch curve design of the bottom surface of the longitudinal beam 11, achieves self-compensation of self-weight deflection after bearing the double-block sleepers 12, ensuring the initial accuracy of the track panel alignment. Subsequently, the double-block sleepers 12 are precisely arranged at the design spacing and fixed on the track panel frame 1 through the sleeper distribution platform to form a complete track panel structure.

[0059] During the laying and positioning phase, the pre-assembled track panel structure is hoisted to the construction work surface using hoisting equipment. Rough laying and positioning are performed according to the ink lines marked on the base plate during the construction layout phase, ensuring the overall planar position of the track panel structure initially matches the design position. Subsequently, the base template 2 is hoisted to both sides of the track bed base, and the lower edge of the base template 2 is pressed and fixed to both sides of the track bed base using the bottom bolts 62 on the bottom plate 511 of the vertical support frame 51. At this point, the anti-floating fastening device simultaneously provides dual anti-floating constraints for both the track panel frame 1 (limiting vertical displacement through the crossbeam 52) and the base template 2 (pressing the lower edge with the bottom bolts 62). Then, an anti-bulging device is connected between the anti-floating fastening device and the base template 2, providing lateral support to the base template 2. At this point, the five major modules—the overall track panel structure, the base template 2, the anti-floating fastening device, the three-dimensional fine adjuster 3, and the anti-bulging mold device—are mechanically connected to form a structural whole. The mechanical transmission paths between the modules are clear and unambiguous: the self-weight and construction load of the track panel frame 1 are transmitted to the anti-floating fastening device through the three-dimensional fine adjuster 3, and then to the foundation through the base plate 511 of the anti-floating fastening device; the lateral pressure on the base template 2 is transmitted to the anti-floating fastening device through the anti-bulging mold device, and then to the foundation through the base plate 511.

[0060] During the fine-tuning phase, the total station automatically tracks and measures the measuring prism 13 on the track frame 1 to obtain the actual spatial coordinate data of the track frame 1. The data terminal handheld device compares the actual coordinates with the design coordinates, calculates the deviation values ​​in each direction, and then calculates the motion compensation amount of the three-dimensional fine-tuning device 3. Based on this, the operator or automatic control system drives the three-dimensional fine-tuning device 3 to move, so that the track frame 1 gradually approaches the design position in the horizontal, longitudinal, and vertical directions. The entire fine-tuning process forms a closed loop of "measurement-calculation-adjustment-re-measurement" until the deviation meets the design accuracy requirements.

[0061] During the concrete pouring stage, the lateral pressure of the concrete acts on the base formwork 2. Since the reinforcing guide rail 41 and reinforcing flange 42 in the anti-bulging device are connected between the vertical support frame 51 and the base formwork 2, the lateral pressure is transmitted to the vertical support frame 51 through the anti-bulging device, effectively suppressing the lateral bulging deformation of the base formwork 2. Simultaneously, the upward buoyancy force generated by the concrete on the rail frame 1 is balanced by the vertical constraint of the crossbeam 52 in the anti-buoyancy fastening device, limiting the upward displacement of the rail frame 1. During the pouring process, the lateral displacement of the base formwork 2 is monitored in real time, and the tightening length of the anti-bulging device is adaptively adjusted to ensure molding accuracy.

[0062] After the concrete reaches the design strength, the anti-bulging mold device is disconnected from the base template 2 in sequence, the track frame 1 is removed, and the entire set of tools can be transferred to the next working face for repeated use.

[0063] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A double-block ballastless track construction tooling integrated device, characterized in that, include: Track panel frame, used to fix and position double-block sleepers; The base template is symmetrically and correspondingly set on both outer sides of the track bed base; Anti-floating fastening device, fixed to the bottom of the foundation, including anti-rail panel floating mechanism and anti-formwork floating mechanism; A three-dimensional fine-tuning device is connected between the anti-floating fastening device and the track frame to adjust the three-dimensional positional accuracy of the track frame in space. as well as An anti-bulging device is provided, with one end connected to an anti-floating fastening device and the other end abutting or supporting the side wall of the base template. It is used to provide lateral support force to the base template to prevent lateral bulging deformation.

2. The integrated device for double-block ballastless track construction according to claim 1, characterized in that, The track panel frame includes a longitudinal beam that supports the main body. The bottom structure of the longitudinal beam is set as a reverse-bending pre-arched curve. The initial upward arch of the reverse-bending pre-arched curve is adapted to offset the downward deflection caused by the superposition of the weight of the track panel frame itself and the total weight of the double-block sleepers.

3. The integrated device for double-block ballastless track construction according to claim 1, characterized in that, A measuring prism is installed at a designated position on the track panel frame. The measuring prism is used in conjunction with an external total station to measure the spatial attitude of the track panel.

4. The integrated device for double-block ballastless track construction according to claim 1, characterized in that, The anti-bulging device includes a longitudinally extending reinforcing guide rail and reinforcing flanges spaced apart on the reinforcing guide rail. The reinforcing flanges are provided with a plurality of L-shaped reinforcing bolts for engaging with the reserved holes on the outer vertical reinforcing components of the base template.

5. The integrated device for double-block ballastless track construction according to claim 1, characterized in that, The anti-railway floating mechanism includes: A vertical support frame, with a base plate fixedly connected to its bottom; A crossbeam is connected between the upper parts of the two opposing vertical support frames, and the crossbeam is adjustablely suspended above the rail frame to limit the vertical displacement of the rail frame after adjustment and to connect the two vertical support frames.

6. The integrated device for double-block ballastless track construction according to claim 5, characterized in that, The anti-template floating mechanism includes: A bottom baffle is vertically fixed to the bottom plate; Bottom bolts are horizontally installed through the bottom baffle. The ends of the bottom bolts contact the outer wall of the base template and press against the lower edge of the base template to limit the expansion and upward movement of the base template. The bottom fastener nut is screwed onto the bottom fastener bolt and is located on the side of the bottom baffle closest to the base template.

7. A construction process for a double-block ballastless track, based on an integrated construction tooling device for double-block ballastless track as described in any one of claims 1-6, characterized in that, Includes the following steps: S1. Assembly: Outside the target working surface, the anti-floating fastening device, the three-dimensional fine adjuster and the rail panel frame are assembled together, and the double-block sleepers are sequentially and precisely fixed to the rail panel frame to form the overall rail panel structure. S2. Rough positioning: Hoist the entire track panel structure to the construction position, perform preliminary positioning according to the layout lines marked on the base plate, and then initially support the entire track panel structure on the working surface; S3. Mold installation and locking: Hoist the base template to both sides of the track bed base, lock the entire system through the anti-rail-panel floating mechanism and the anti-template floating mechanism to prevent floating, and connect the anti-bulging device laterally between the anti-floating fastening device and the base template; S4. Fine-tuning: Based on the set control data, the three-dimensional fine-tuner is driven to perform precise three-dimensional spatial attitude adjustment on the overall structure of the track panel.

8. The construction process for a double-block ballastless track according to claim 7, characterized in that, Step S4 specifically includes: The design elevation and centerline data are read through the data terminal handheld device, and the total station is controlled to automatically track and measure the measuring prism on the track panel frame. Real-time acquisition of positional deviation data between actual coordinates and the design elevation and centerline data; The motion compensation amount of the three-dimensional fine tuner in each direction is calculated based on the position deviation data to complete the closed-loop adjustment.

9. The construction process for a double-block ballastless track according to claim 7, characterized in that, Also includes: S5. Track bed pouring and vibration: After step S4 is completed, the track bed concrete is poured and vibrated. During the concrete pouring process and before initial setting, the lateral displacement data of the base template is monitored in real time, and the lateral clamping length of the anti-bulging mold device is adaptively adjusted according to the displacement trend to ensure that the lateral forming accuracy meets the specifications.

10. The construction process for a double-block ballastless track according to claim 9, characterized in that, Also includes: S6. Re-measurement: After the strength of the poured track bed concrete has solidified and risen to the preset percentage or above of the design standard, control the total station to dock with the measuring prism again to perform track alignment re-measurement and save the deviation data; S7. Demolding: Sequentially release the anti-bulging mold device and the base template, then remove the rail frame and move it to the next working surface for reuse.

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