Existing railway roadbed field test monitoring system without interrupting driving

Abstract

The utility model discloses an existing railway roadbed field test monitoring system without interrupting driving, which comprises a disease typical section, a specific section, an in-network sensor, an out-network sensor and an acquisition instrument, the specific section is selected on the typical section, the in-network sensor and the out-network sensor are arranged on the specific section, and the acquisition instrument is connected with the in-network sensor and the out-network sensor. According to the existing line railroad bed field test monitoring system without interrupting the driving, the driving is not interrupted, railroad bed monitoring is carried out on the premise that normal operation of a railway is not influenced, and the effects of small influence and large effect are achieved; monitoring equipment is arranged according to the actual situation of the site, and the specific situation of each disease and each prevention and control measure is effectively analyzed; operation is simple, practicability is high, feedback is accurate, and the detailed situation and the treatment effect of the section disease are comprehensively obtained.

Description

Technical Field

[0001] This utility model relates to the field of railway defect monitoring technology, and in particular to an on-site test monitoring system for existing railway subgrade that does not interrupt 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 achieving speed increases for heavy-haul freight trains 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 where weakly expansive soil was used as embankment fill material, or where the weakly expansive soil base was not effectively reinforced. Expansive soil possesses unique engineering characteristics such as swelling and shrinkage and fissures, and is highly sensitive to climate and hydrological conditions. Furthermore, it exhibits high compressibility and low strength when its water content is high. 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. In sections with weakly expansive soil subgrade, the roadbed cracking, subsidence, and slippage have increased, the frequency of line maintenance has increased significantly, and the line swaying has occurred frequently. In some sections, roadbed deformation has caused bridge abutment misalignment of up to 0.1m.

[0003] Therefore, it is necessary to conduct on-site testing and monitoring of typical sections. Currently, there are many reasons for conducting on-site monitoring of existing railway subgrades, mainly including the impact of deep foundation pit excavation on adjacent railway subgrades, the impact of shield tunnels passing under railway subgrades, frost heave issues of seasonally frozen soil fill, karst collapse-prone areas, coarse-grained saline soil, culvert transition sections, thawing interlayers, and soft soil settlement. Currently, the monitoring content for on-site testing and monitoring of corresponding railway subgrades for these influencing factors is relatively limited, only monitoring one or more of the following: settlement, earth pressure, or horizontal displacement. Both approaches suffer from problems such as insufficient comprehensiveness and low accuracy in reflecting the issues. Furthermore, there is a lack of research on the impact of expansive soil, a special type of soil, as filler or foundation material on existing railway subgrades. There is also a lack of targeted field testing and monitoring systems for specific sections of specific defects (such as mud pumping, subgrade subsidence, and slope collapse). After the defects are treated, there is also a lack of specific monitoring of the subsequent treatment. As a result, the entire research and treatment process for defects lacks scientific rigor. In addition, whether the monitoring takes up normal train operation time is a noteworthy issue.

[0004] To address the aforementioned problems, the purpose of this invention is to overcome the shortcomings of existing technologies and, in conjunction with the specific requirements of on-site construction, provide an on-site testing and monitoring system for existing railway subgrade that can monitor subgrade soil pressure, settlement, horizontal displacement, dynamic changes in acceleration, stress and strain of anchor bolts and steel pipes, and slope changes, thereby solving the problem of insufficient scientific rigor before and after on-site construction. Utility Model Content

[0005] The purpose of this invention is to provide a field test and monitoring system for existing railway subgrade that does not interrupt train operation. It allows for targeted testing without interrupting train operation, is simple to operate, highly practical, and analyzes data effectively.

[0006] This utility model provides an on-site test and monitoring system for existing railway subgrade that does not interrupt train operation, including a typical defect section, a specific cross-section, in-network sensors, out-of-network sensors, and a data acquisition instrument. A specific cross-section is selected on the typical defect section, and in-network sensors and out-of-network sensors are installed on the specific cross-section. The in-network sensors and out-of-network sensors are connected to the data acquisition instrument through cable ends.

[0007] Preferably, specific cross-sections are selected in the typical diseased areas for the arrangement of sensors inside and outside the network.

[0008] Preferably, the sensors within the network include a soil pressure gauge, an accelerometer, and a settlement plate.

[0009] Preferably, the external sensors include a rebar gauge, strain gauge, and inclinometer.

[0010] Preferably, the steel bar gauge and strain gauge are welded to the anchor rod and steel pipe being monitored.

[0011] Preferably, the inclinometer is introduced into the inclinometer tube perpendicular to the measuring surface, with the guide wheel pointing in the direction of the guide wheel.

[0012] Preferably, the data acquisition device includes an antenna, a signal box, a charging / discharging unit, a signal module, and a power module. The power module is connected to the signal module, the signal module is connected to the charging / discharging unit, the charging / discharging unit is connected to the signal box, and the signal box is connected to the antenna.

[0013] 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

[0014] Figure 1 This is a schematic diagram of the overall layout of the cross-sectional monitoring equipment for slope collapse disease in a field test monitoring system for existing railway subgrade that does not interrupt train operation, according to this utility model.

[0015] Figure 2This is a schematic diagram of the overall layout of the cross-sectional monitoring equipment for subgrade subsidence defects in an existing railway subgrade field test and monitoring system that does not interrupt train operation, according to this utility model.

[0016] Figure 3 This is a schematic diagram of the data acquisition instrument structure of an existing railway subgrade field test monitoring system that does not interrupt train operation, according to this utility model.

[0017] Figure 4 This is a schematic diagram of the connection of the data acquisition instrument for an on-site test and monitoring system for existing railway subgrade that does not interrupt train operation, according to this utility model.

[0018] Figure Labels

[0019] 1. Earth pressure gauge; 2. Accelerometer; 3. Reinforcement gauge; 4. Strain gauge; 5. Inclinometer; 6. Settlement plate; 7. Anchor bolt; 8. Antenna; 9. Signal box; 10. Charge / discharge integrated machine; 11. Signal module; 12. Power module. Detailed Implementation

[0020] The technical solution of this utility model will be further described below with reference to the accompanying drawings and embodiments.

[0021] Unless otherwise defined, the technical or scientific terms used in this invention shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains.

[0022] The terms "first," "second," and similar words used in this invention 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 after 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.

[0023] Example 1

[0024] like Figures 1-4 As shown, this utility model discloses an on-site test and monitoring system for existing railway subgrade that can operate without interrupting train traffic. It includes a typical defect section, a specific cross-section, in-network sensors, out-of-network sensors, and a data acquisition instrument. A specific cross-section is selected on the typical section, and in-network sensors and out-of-network sensors are installed on the specific cross-section. The in-network sensors and out-of-network sensors are connected to the data acquisition instrument through cable ends.

[0025] Select appropriate typical defect sections based on different existing railway defects, and select 3-5 cross sections in the typical defect sections to arrange internal and external sensors with an interval of 3m-5m.

[0026] The sensors within the network are arranged according to the determined specific cross-section. The sensors within the network include soil pressure gauge 1, accelerometer 2, and settlement plate 6.

[0027] Complete the scheduled work within the designated maintenance window and restore the railway subgrade to its original state to ensure that normal traffic is not affected. Note that during the work process, do not cross the railway at will and comply with relevant railway regulations to ensure that the work is carried out safely and orderly.

[0028] like Figure 1 As shown, in response to the problems of mud pumping, body subsidence and slope collapse, earth pressure gauge 1 was installed at a depth of 0.2m and 0.4m outside the existing railway subgrade down track and at a depth of 0.6m directly below the rail (in the soil layer), respectively. Accelerometer 2 was installed at a depth of 0.6m directly below the rail (in the soil layer) and at a depth of 0.6m directly below the rail, respectively. Settlement plate 6 was installed at a depth of 0.5m outside the existing railway subgrade down track.

[0029] like Figure 2 As shown, for subgrade settlement defects, earth pressure gauges 1 are installed at depths of 0.2m and 0.4m on the left and right sides of the existing railway subgrade down track, respectively; accelerometers 2 are installed at a depth of 0.6m directly below the existing railway subgrade down track (in the soil layer); and settlement plates 6 are installed at a depth of 0.5m outside the existing railway subgrade down track. The different installation methods and depths in the different defect networks are mainly due to the different spacing between the up and down tracks on site and the difficulty of on-site operations.

[0030] The external sensors are arranged according to the determined specific cross-section. The external sensors include rebar gauges, strain gauges and inclinometers.

[0031] Inclinometer 5 is inserted into the inclinometer tube perpendicular to the measuring surface, following the direction of the guide wheel. Reinforcing bar gauge 3 and strain gauge 4 are welded to the anchor rod 7 being monitored. The reinforcing bar gauge 3 and strain gauge 4 must be welded to the anchor rod 7 beforehand, ensuring the stability and waterproof / moisture-proof properties of the weld to prevent irreversible damage during later monitoring. The inclinometer tube (70mm in diameter) is pre-embedded in the drilled hole. The connected inclinometers 5 (spaced 2m apart) are then inserted into the inclinometer tube perpendicular to the measuring surface, following the direction of the guide wheel. Both ends of the inclinometer tube are sealed with specially designed ports to prevent water and solid particles from entering and affecting the monitoring results. After sealing, the gap between the entire inclinometer tube and the hole is filled with yellow sand to ensure the accuracy of the monitoring results.

[0032] like Figure 1As shown, for roadbed settlement, body settlement, and slope collapse, steel bar gauges 3 and strain gauges 4 were placed at both ends and the middle section of the total depth of the anchor rods 7 for monitoring. For roadbed settlement, a total of 5 rows of anchor rods 7 were monitored, all with a driving depth of 10m. For body settlement, 2 rows of anchor rods 7 and 3 rows of steel pipes were monitored. The anchor rods 7 were driven to a depth of 8m, and the steel pipes were driven to depths of 10m for the first row, 6m for the second row, and 4m for the third row. For slope collapse, two rows of anchor rods 7 were monitored, with driving depths of 8m and 9m respectively. In addition to monitoring the stress and strain of the anchor rods 7, the horizontal displacement of the slope was also monitored for slope collapse. Inclinometers 5 were used to monitor 3 sections of this section to monitor the horizontal displacement and angle changes, so as to fully understand the movement trend of the slope. The monitoring depth was 8m, and an inclinometer was placed every 2m. For mudslide and frost damage, the treatment measures did not include the installation of anchor rods 7 outside the net. There is currently no monitoring content outside the net for mudslide and frost damage.

[0033] For roadbed settlement, body settlement, and slope collapse, steel bar gauges (3) and strain gauges (4) were placed at both ends and the middle of the total anchor rod driving depth for monitoring. For roadbed settlement, a total of 5 rows of anchor rods (7) were monitored, all driven to a depth of 10m. For body settlement, 2 rows of anchor rods (7) and 3 rows of steel pipes were monitored. The anchor rods (7) were driven to a depth of 8m, and the steel pipes were driven to depths of 10m for the first row, 6m for the second row, and 4m for the third row. For slope collapse, two rows of anchor rods (7) were monitored, with driving depths of 8m, 6m, and 4m respectively. m, 9m; In addition, for slope collapse, besides monitoring the stress and strain of anchor bolt 7, the horizontal displacement of the slope is also monitored. Inclinometer 5 is used to monitor three sections of this section to monitor the horizontal displacement and angle changes, so as to fully understand the movement trend of the slope. The monitoring depth is 8m, and an inclinometer is set up every 2m; For mud pumping disease, the treatment measures do not include installing anchor bolt 7 and steel pipe outside the net. There is currently no external sensor monitoring content for mud pumping disease.

[0034] The data acquisition device includes an antenna 8, a signal box 9, a charging and discharging unit 10, a signal module 11, and a power module 12. The power module 12 is connected to the signal module 11, the signal module 11 is connected to the charging and discharging unit 10, the charging and discharging unit 10 is connected to the signal box 9, and the signal box 9 is connected to the antenna 8.

[0035] Organize the cables of each monitoring device and connect them to the signal module 11 and power module 12 of the data acquisition instrument. After fully charging the battery and connecting the antenna 8 to the signal box 9, press the setting key of the data acquisition instrument. After setting the monitoring time and monitoring frequency in the computer system, you can press the setting key back. Then you can start the predetermined monitoring work.

[0036] Determine the model, location, and channel number of each sensor connected to the data acquisition instrument; collect initial values; set the acquisition frequency; and perform routine monitoring.

[0037] The monitoring data is analyzed and processed to determine the sensor coefficients of each channel. The platform automatically converts the data to obtain effective data reflecting the actual situation of the project, such as stress, strain, and earth pressure. Based on the effective data, the development of the disease or the effectiveness of the disease treatment can be analyzed.

[0038] Therefore, this utility model adopts the above-mentioned on-site test monitoring system for existing railway subgrade that does not interrupt train operation. It monitors railway subgrade without interrupting train operation and without affecting the normal operation of the railway, achieving the effect of minimal impact and maximum benefit. It addresses specific problems by arranging monitoring equipment according to the actual site conditions, effectively analyzing the specific situation of each disease and prevention and control measure. It is simple to operate, highly practical, and can realize the embedding of monitoring equipment and automated data collection and analysis without the need for large-scale equipment. It provides accurate feedback, comprehensively revealing the detailed situation of diseases in the section and the effect of treatment.

[0039] The above embodiments are only used to illustrate the technical solution of this utility model and are not intended 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 such 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 field test and monitoring system for existing railway subgrade that does not interrupt train operation, characterized in that, It includes typical disease sections, specific cross-sections, sensors inside the network, sensors outside the network, and a data acquisition device. Specific cross-sections are selected on the typical disease sections, and sensors inside and outside the network are installed on the specific cross-sections. The sensors inside and outside the network are connected to the data acquisition device through cable ends.

2. The on-site test and monitoring system for existing railway subgrade that does not interrupt train operation, as described in claim 1, is characterized in that, The specific cross-sections of the typical diseased areas are selected for the deployment of sensors inside and outside the network.

3. The on-site test and monitoring system for existing railway subgrade without interrupting train operation as described in claim 1, characterized in that, The sensors within the network include soil pressure gauges, accelerometers, and settlement plates.

4. The on-site test and monitoring system for existing railway subgrade without interrupting train operation as described in claim 1, characterized in that, The external sensors include a rebar gauge, strain gauge, and inclinometer.

5. The on-site test and monitoring system for existing railway subgrade that does not interrupt train operation, as described in claim 4, is characterized in that... The steel bar gauge and strain gauge are welded to the anchor rod and steel pipe being monitored.

6. The on-site test and monitoring system for existing railway subgrade without interrupting train operation as described in claim 4, characterized in that, The inclinometer is guided into the inclinometer tube perpendicular to the measuring surface, with the guide wheel pointing in the direction of the guide wheel.

7. The on-site test and monitoring system for existing railway subgrade without interrupting train operation as described in claim 1, characterized in that, The data acquisition device includes an antenna, a signal box, a charging and discharging unit, a signal module, and a power module. The power module is connected to the signal module, the signal module is connected to the charging and discharging unit, the charging and discharging unit is connected to the signal box, and the signal box is connected to the antenna.

Images