Existing railway roadbed disease prevention and control structure without interrupting driving

Abstract

The utility model discloses an existing railway roadbed disease prevention and control structure without interrupting driving, and relates to the technical field of railway roadbed diseases, the existing railway roadbed disease prevention and control structure comprises a C30 concrete retaining wall, a self-propelled hollow anchor rod, an inclined steel floral tube and a drainage system, the drainage system is arranged on the C30 concrete retaining wall, the C30 concrete retaining wall is arranged at a slope toe of a roadbed, and the self-propelled hollow anchor rod is arranged on the C30 concrete retaining wall. A self-propelled hollow anchor rod is arranged on the side face of the roadbed. The existing railway roadbed disease prevention and control structure without interrupting driving is simple and easy to construct, remarkable in disease prevention and control effect, high in practicability and capable of achieving implementation of a design scheme and guaranteeing effectiveness of measures without an ultra-large instrument.

Description

Technical Field

[0001] This utility model relates to the field of railway subgrade disease technology, and in particular to a structure for preventing and controlling subgrade diseases of existing railway lines without interrupting train operation. Background Technology

[0002] To meet the ever-growing demand for long-distance transportation of bulk commodities such as coal and ore, increasing the speed of heavy-haul freight trains has become an inevitable trend in my country's railway transportation development. In recent years, my country's heavy-haul railway freight volume has maintained continuous growth for many years, with several existing lines successively increasing the speed of heavy-haul freight trains from 80 km / h to 90 km / h. Expansive soil is distributed in Hubei, Sichuan, Jiangsu, and other regions of my country. Some existing lines built earlier, due to low construction standards, still have sections of roadbed with weakly expansive soil as embankment fill material, or where the weakly expansive soil base has not been effectively reinforced. Expansive soil has special engineering characteristics such as swelling and shrinkage and fissures, and is highly sensitive to climate and hydrological conditions. When its water content is high, it has high compressibility and low strength. After the speed increase of heavy-haul trains, under the combined effects of internal factors such as low strength, swelling and shrinkage, and fissures, and external factors such as heavy loads, speed increases, and rainfall, the geometric dimensions of these weakly expansive soil roadbed sections change significantly over the years. Taking the Haoji Line and Jiaoliu Line, which are heavy-haul train speed-up lines under the jurisdiction of Wuhan Railway Bureau, as examples, the roadbed cracking, subsidence and slippage in the weak expansive soil roadbed section have increased, the frequency of line maintenance has increased significantly, the line swaying has occurred frequently, and in some sections the roadbed deformation has caused bridge abutment misalignment of about 0.1m.

[0003] Therefore, it is necessary to treat the diseased sections. Based on their different characteristics, existing railway subgrade diseases can be mainly divided into frost heave, subsidence, and slope collapse. Subgrade diseases ultimately reflect changes in the geometric dimensions of the track, but the types and causes of these changes are diverse, including: frost heave and subsidence caused by poor subgrade drainage and inadequate fill material, and geometric changes caused by weak fill material, mainly changes in elevation; "large-scale flooding" deformation caused by insufficient bearing capacity of the subgrade, mainly changes in elevation at both ends of the deformed section; horizontal and directional changes caused by slope instability; changes in elevation, direction, and level caused by insufficient compaction of fill in the subgrade transition section; and horizontal and elevation changes caused by steep ballast piles, among 19 other types and causes. The occurrence of these diseases is closely related to factors such as the properties of the subgrade soil, water, and dynamic loads. Based on the causes of subgrade defects, their treatment should focus on improving the properties of the subgrade soil, implementing drainage measures, and reducing the dynamic stress generated by train loads in the subgrade. Combining the "Railway Engineering Foundation Treatment Code" (TB10106-2010) and numerous research findings from domestic and international scholars, the commonly used methods for treating subgrade defects are as follows:

[0004] (1) Replacement or improvement of the subgrade soil; (2) Change the stress distribution of train load in the subgrade.

[0005] All of the above-mentioned methods for treating railway defects have been applied in engineering practice, solving the corresponding subgrade defects along the railway and achieving good results. However, since different railway lines offer different construction conditions, the treatment methods and construction techniques need to be adjusted according to the specific project conditions. For the Jiaoliu Railway, its train loads are large, its transport volume is high, and its construction time is long. In addition, the construction space on both sides of the subgrade is narrow, making it almost impossible to provide the necessary construction conditions. Under these circumstances, the requirements for the selection of treatment schemes and construction technology are very high. How to complete the subgrade treatment construction, ensure traffic safety during the construction period, and guarantee the treatment effect while ensuring the safe operation of the line are key issues that need to be studied and solved. Utility Model Content

[0006] The purpose of this utility model is to provide a structure for preventing and controlling subgrade defects on existing railway lines without interrupting train operation. This involves installing self-propelled hollow anchor rods on the side of the subgrade and grouting them, or installing new inclined steel pipe bases for grouting reinforcement to prevent subgrade subsidence. Newly installed C30 concrete retaining walls are used for counter-pressure to prevent slope collapse. The technical solution is simple and easy to implement, has minimal interference with existing lines, and does not affect the normal operation of existing lines.

[0007] To achieve the above objectives, this utility model provides a non-disruptive railway subgrade defect prevention structure, including a C30 concrete retaining wall, a self-propelled hollow anchor, an inclined steel pipe, and a drainage system. The drainage system is installed on the C30 concrete retaining wall, which is located at the toe of the subgrade slope. The self-propelled hollow anchor is installed on the side of the subgrade.

[0008] Preferably, multiple self-propelled hollow anchor rods are provided, and the multiple self-propelled hollow anchor rods are arranged in a quincunx pattern.

[0009] Preferably, a plurality of inclined steel pipes are provided, and the plurality of inclined steel pipes are arranged on the slope of the primary embankment. Grouting is injected into the steel pipes to reinforce the roadbed and prevent the roadbed from settling.

[0010] Preferably, the inclined steel pipe wall is provided with through holes and slurry outlet holes.

[0011] Preferably, the back of the C30 concrete retaining wall is backfilled and counter-compacted with a slope ratio of 1:3 and a compaction coefficient greater than 0.9.

[0012] Preferably, the drainage system includes a drain hole, a clay waterproof layer, and a filter layer. The filter layer is disposed on the back of the C30 concrete retaining wall, and the drain hole is disposed on the C30 concrete retaining wall, with the drain hole located above the clay waterproof layer.

[0013] Preferably, the roadbed is provided with hot-dip galvanized closed mesh and barbed wire coils.

[0014] Therefore, the present invention, employing the aforementioned non-disruptive railway subgrade defect prevention structure, has the following superior effects:

[0015] (1) Grouting function: Installing self-advancing hollow anchors on the side of the roadbed and grouting or installing new inclined steel pipe base grouting can bind soil particles, increase the strength of expansive soil, and ensure the overall stability of the roadbed.

[0016] (2) Reinforcement effect: The reinforcement method of self-advancing hollow anchor rod and newly installed inclined steel pipe is similar to that of inclined pile, which can play the role of reinforcing soil for the roadbed, increase the stiffness of the composite roadbed, and reduce the overall settlement of the roadbed.

[0017] (3) "Steel shed" effect: Self-advancing hollow anchor rods are installed on the side of the roadbed and grouting is performed, or new inclined steel flower pipe bases are installed and grouting is performed to form a "steel shed", which plays a supporting role and thus slows down the settlement of the roadbed.

[0018] (4) Counterpressure enhancement effect: By setting up retaining walls, the horizontal displacement and settlement of the roadbed can be effectively restricted, and the slope collapse can be prevented.

[0019] The technical solution of this utility model will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0020] Figure 1 This is a cross-sectional layout diagram of a slope collapse remediation measure according to the present invention;

[0021] Figure 2 This is a schematic diagram of the overall concrete retaining wall of this utility model;

[0022] Figure 3 This is a schematic diagram of the hollow anchor rod embedded in this utility model;

[0023] Figure 4 This is a distribution diagram of the hollow anchor bolts of this utility model;

[0024] Figure 5 This is a schematic diagram of the embedded steel perforated pipe structure of this utility model.

[0025] Figure 6 This is a schematic diagram of the cross-section of the steel perforated pipe end of this utility model.

[0026] Figure Labels

[0027] 1. C30 concrete retaining wall; 2. Self-drilling hollow anchor bolt; 3. Hot-dip galvanized closed mesh + barbed wire coil; 4. Back wall; 5. Roadbed; 6. Rail; 7. Clay waterproof layer; 8. Filter layer; 9. Drainage hole; 10. Connecting sleeve; 11. Through hole; 12. Self-drilling drill bit; 13. Bottom sealing steel plate; 14. Triangular bottom bracket; 15. Steel perforated pipe; 16. Centering reinforcement; 17. Grout outlet hole; 18. Steel pad; 19. Nut. Detailed Implementation

[0028] The technical solution of this utility model will be further described below with reference to the accompanying drawings and embodiments.

[0029] Unless otherwise defined, the technical or scientific terms used in this utility model shall have the ordinary meaning understood by one of ordinary skill in the art to which this utility model pertains. The terms "first," "second," and similar terms used in this utility model do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0030] Example

[0031] Please see Figure 1-6 This utility model provides a structure for preventing and controlling subgrade defects on existing railway lines without interrupting train operation. It includes a C30 concrete retaining wall 1, a self-propelled hollow anchor 2, an inclined steel pipe 15, and a drainage system. The drainage system is installed on the C30 concrete retaining wall 1, which is located at the toe of the slope of the subgrade 5 to provide counter-pressure reinforcement and prevent slope collapse.

[0032] Several self-propelled hollow anchor rods 2 are installed on the side of the roadbed 5 and grouted to form reinforcement and a "steel canopy" effect to prevent the roadbed from settling. The multiple self-propelled hollow anchor rods 2 are arranged in a quincunx pattern. The row spacing, column spacing and length are set according to the specific conditions of the site defects. The grouting pressure and water-cement ratio are adjusted according to the geological conditions.

[0033] Several inclined steel perforated pipes 15 are installed along the slope of the primary embankment. Grouting is injected into the steel perforated pipes 15 to reinforce the roadbed and prevent subsidence. The walls of the inclined steel perforated pipes 15 are provided with through holes 11 and grout outlet holes 17, forming a reinforced structure after grouting. The length, row spacing, and column spacing of the inclined steel perforated pipes are determined according to the specific site conditions of the road defects.

[0034] The back of the C30 concrete retaining wall 1 is backfilled and counter-compacted with a slope of 1:3 and a compaction coefficient greater than 0.9.

[0035] The drainage system includes a drain hole 9, a clay waterproof layer 7, and a filter layer 8. The filter layer 8 is installed on the back wall 4 of the C30 concrete retaining wall 1. The C30 concrete retaining wall 1 is provided with a drain hole 9, which is located on the upper part of the clay waterproof layer 7.

[0036] Hot-dip galvanized closed mesh + barbed wire coils 3 are installed on the roadbed 5 for further reinforcement and protection.

[0037] (I) For roadbed settlement defects, the following remedial measures shall be adopted:

[0038] 1. Construct a C30 concrete retaining wall at the toe of the slope. (Example:) Figure 1 and Figure 2 As shown, a new C30 concrete retaining wall 1 is constructed at the toe of the slope. A φ75mm PVC pipe drainage hole 9 is installed at a suitable location above the soil surface, spaced 2m apart, with a drainage slope of 4%. The inlet of the drainage hole 9 is wrapped with permeable geotextile. A compacted clay waterproofing layer 7 is installed within the lower 0.3m of the drainage hole 9 and the top 0.3m of the filter layer 8. A 0.3m thick bagged sand and gravel (pebbles) filter layer 8 is installed along the entire length of the retaining wall back 4. Expansion joints or settlement joints are installed every 10-15m along the wall, depending on changes in wall height or foundation conditions. The joints are 2cm wide, and asphalt-impregnated hemp rope is filled along the top, inner, and outer sides of the wall to a depth of 0.2m. After the retaining wall construction is completed, the back of the wall 4 is backfilled and counter-compacted with a slope ratio of 1:3 and a compaction coefficient >0.9. The counterpressure of the slope toe retaining wall increases the lateral constraint on the roadbed 5 body. When the roadbed 5 or the roadbed layer has a downward trend, the lateral constraint provided by the slope toe retaining wall will increase its vertical friction force, thereby reducing or even eliminating the roadbed settlement or slope collapse.

[0039] II. Grouting of newly installed self-propelled hollow anchor bolts. For example... Figure 1 , Figure 3 and Figure 4As shown, several rows of φ32 self-drilling hollow anchor bolts 2 are selected below the shoulder platform for grouting reinforcement. The row spacing, column spacing, and length of the anchor bolts are set according to the specific site conditions, arranged in a quincunx pattern. The reinforcement depth is directly below the rail 6 and the roadbed 5. The self-drilling hollow anchor bolt 2 has a diameter of 32mm and a wall thickness of 6mm, equipped with a 51mm self-drilling drill bit 12, and uses a special drilling rig for self-drilling anchor bolts. The anchor bolts are connected to each other with connecting sleeves 10. Cement grout is injected into the anchor holes under pressure, with a strength of not less than 30MPa and a water-cement ratio of 0.5-0.8. The grouting pressure is controlled at 0.6-0.8MPa. Generally, for cohesive soil, a water-cement ratio of 0.8 and a grouting pressure of 0.6MPa can be used. For sandy soil or when the groundwater has high fluidity, a water-cement ratio of 0.5 and a grouting pressure of 0.8MPa can be used. The final injection pressure should not exceed 0.2MPa. For special site geological conditions, the grouting pressure should be determined through on-site grouting tests. After several rows of hollow anchor rods are driven in and grouting is completed, the surrounding soil properties are improved, and the strength of the surrounding soil is increased. For expansive soil, its engineering characteristics of absorbing water and expanding while losing water and shrinking lead to the risk of the roadbed arching or sinking when used as roadbed filler. At this time, the hollow anchor rods reinforce the soil to change the stiffness of the roadbed and constrain its height changes.

[0040] 3. Grouting reinforcement of the foundation of the newly installed inclined steel pipe 15. For example... Figure 5 , Figure 6 As shown, the first-level embankment slope is reinforced with steel perforated pipes 15. One to three rows of steel perforated pipes 15 are laid from bottom to top at the slope toe, with vertical heights of 0.5m, 1.0m, and 1.5m. The length, row spacing, and column spacing of the steel perforated pipes 15 are determined according to the specific site conditions, arranged in a quincunx pattern. The reinforcement depth is directly below the rail 6 and the roadbed 5. The steel perforated pipe 15 has a diameter of 60mm. Several 30mm diameter through holes 11 and 6mm diameter grout outlet holes 17 are distributed on the wall of the steel perforated pipe 15. The head is composed of a triangular base bracket 14, and a bottom sealing steel plate 13 seals the opening of the steel perforated pipe 15. A centering reinforcing bar 16 is installed at the bottom of the bottom sealing steel plate 13. To improve the strength after grouting, a square steel pad 18 is welded to the end. A nut 19 is installed on the steel pad 18 to secure it to the borehole opening, improving overall performance.

[0041] IV. Constructing a new galvanized mesh enclosure after demolishing the existing perimeter wall.

[0042] After the existing wall in this section was demolished, a new hot-dip galvanized closed mesh + barbed wire coils were installed in the original location.

[0043] (II) For slope slippage and collapse, the following remedial measures shall be adopted:

[0044] 1. Construct a C30 concrete retaining wall at the toe of the slope. (Example:) Figure 1 and Figure 2As shown, a new C30 concrete retaining wall 1 is constructed at the toe of the slope. A φ75mm PVC pipe drainage hole 9 is installed at a suitable location above the soil surface, spaced 2m apart, with a drainage slope of 4%. The inlet of the drainage hole 9 is wrapped with permeable geotextile. A compacted clay waterproofing layer 7 is installed within the lower 0.3m of the drainage hole 9 and the top 0.3m of the filter layer 8. A 0.3m thick bagged sand and gravel (pebbles) filter layer 8 is installed along the entire length of the retaining wall back 4. Expansion joints or settlement joints are installed every 10-15m along the wall, depending on changes in wall height or foundation conditions. The joints are 2cm wide, and asphalt-impregnated hemp rope is filled along the top, inner, and outer sides of the wall to a depth of 0.2m. After the retaining wall construction is completed, the back of the wall 4 is backfilled and counter-compacted with a slope ratio of 1:3 and a compaction coefficient >0.9.

[0045] II. Grouting of newly installed self-propelled hollow anchor bolts. For example... Figure 1 , Figure 3 and Figure 4 As shown, several rows of φ32 self-drilling hollow anchor bolts are selected below the shoulder platform for grouting reinforcement. The spacing, column spacing, and length of the anchor bolts are set according to the specific site conditions, arranged in a quincunx pattern. The reinforcement depth is directly below the rail 6 and the roadbed 5. Cement grout is injected into the anchor holes under pressure, with a strength of not less than 30MPa and a water-cement ratio of 0.5-0.8. The grouting pressure is controlled at 0.6-0.8MPa. For general cohesive soil, a water-cement ratio of 0.8 and a grouting pressure of 0.6MPa can be used. For general sandy soil or when the groundwater has high fluidity, a water-cement ratio of 0.5 and a grouting pressure of 0.8MPa can be used. The final injection pressure should not exceed 0.2MPa. For special site geological conditions, the grouting pressure should be determined through on-site grouting tests.

[0046] Through the above-mentioned prevention and control measures, the overall subgrade strength of the existing railway subgrade sections with defects has been significantly improved, effectively suppressing subgrade subsidence or arching. When subsidence occurs, the retaining wall provides a counterforce, reducing the subsidence depth. The newly installed steel pipes and anchor bolts, after grouting, will form local soil improvement, acting like a "steel shed." When arching occurs, this "steel shed" will act like a roof to prevent the soil from arching. When horizontal displacement occurs, the steel pipes, anchor bolts, and retaining walls act like "clamps," firmly controlling the horizontal displacement at both ends, suppressing the tendency of landslides from the onset of the defects. Through these three measures, the vertical and horizontal displacements of the subgrade in the defect sections are effectively controlled, and defects such as slope landslides, subgrade subsidence, and body subsidence are treated under limited construction conditions and without affecting normal traffic.

[0047] Therefore, this utility model adopts the aforementioned structure for preventing and controlling subgrade defects on existing railway lines without interrupting train operation. It achieves significant results with minimal impact, without affecting normal railway operation; it is simple to operate and highly practical. The design scheme can be implemented and the effectiveness of the measures can be guaranteed without the need for ultra-large machinery; and the prevention and control effect is significant. By setting up steel pipes and anchor grouting, the overall strength of the subgrade is improved, forming a "steel shed" underground. The establishment of retaining walls provides "counter-pressure," limiting the horizontal displacement and settlement of the subgrade, resulting in a significant prevention and control effect.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and not to limit it. Although the utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solution of this utility model, and these modifications or equivalent substitutions cannot cause the modified technical solution to deviate from the spirit and scope of the technical solution of this utility model.

Claims

1. A structure for preventing and controlling subgrade defects on existing railway lines without interrupting train operation, characterized in that: It includes a C30 concrete retaining wall, self-drilling hollow anchors, inclined steel pipes, and a drainage system. The drainage system is installed on the C30 concrete retaining wall, which is located at the toe of the roadbed slope. The self-drilling hollow anchors are installed on the side of the roadbed.

2. The disease prevention structure for existing railway subgrade without interrupting train operation according to claim 1, characterized in that: Multiple self-propelled hollow anchor rods are provided, and the multiple self-propelled hollow anchor rods are arranged in a quincunx pattern.

3. The disease prevention structure of the existing railway subgrade without interrupting the running train according to claim 2, characterized in that: Several inclined steel pipes are installed on the slope of the primary embankment. Grouting is injected into the steel pipes to reinforce the roadbed and prevent it from settling.

4. The disease prevention structure of the existing railway subgrade without interrupting the running train according to claim 3, characterized in that: The inclined steel pipe wall is provided with through holes and slurry outlet holes.

5. The disease prevention structure of the existing railway subgrade without interrupting the running train according to claim 4, characterized in that: The back of the C30 concrete retaining wall is backfilled and counter-compacted with a slope of 1:3 and a compaction coefficient greater than 0.

9.

6. The disease prevention structure of the existing railway subgrade without interrupting the running train according to claim 5, characterized in that: The drainage system includes a drainage hole, a clay waterproof layer, and a filter layer. The filter layer is installed on the back of the C30 concrete retaining wall. The drainage hole is installed on the C30 concrete retaining wall and is located on the upper part of the clay waterproof layer.

7. The disease prevention structure of the existing railway subgrade without interrupting the running train according to claim 6, characterized in that: The roadbed is equipped with hot-dip galvanized closed mesh and barbed wire coils.

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