Track pre-reinforcement structure for tunneling under existing railway

Abstract

This utility model relates to the field of existing track reinforcement technology, specifically to a pre-reinforcement structure for a tunnel passing under an existing railway. It includes the existing track and a fixing unit. The fixing unit comprises four piers, multiple crossbeams, two longitudinal beams, connecting plates, corbels, high-strength bolts, cast steel pads, hydraulic jacks, a laser rangefinder, and connecting components. During use, bored piles on both sides serve as piers, and the crossbeams and longitudinal beams of the temporary beam are assembled to form a stable frame system. Hydraulic jacks are installed on the top of the piers, and cast steel pads are placed at their bottoms to distribute pressure evenly. The laser rangefinder monitors in real time to ensure the jacking of adjacent piers. The temporary beam system enables spatial transfer of loads, transferring the dynamic load of operating trains to the piers. During the erection phase, a pre-lifting force is applied to actively compensate for expected settlement, preventing ground deformation from being transferred to the existing track, significantly improving settlement control and reducing the impact of tunnel construction on the existing railway line.

Description

Technical Field

[0001] This utility model relates to the field of existing track reinforcement technology, and in particular to a track pre-reinforcement structure for tunnels passing under existing railways. Background Technology

[0002] When carrying out underground engineering projects (such as tunnel construction) along existing railway lines, the core challenge is balancing construction safety with railway operation safety. The dynamic load continuously exerted by operating trains can cause stress redistribution in the strata, leading to deformations such as ground settlement and displacement. If such deformations are transmitted to the track structure, they may cause track geometry parameters to exceed the standard, directly threatening train operation safety.

[0003] Traditional engineering measures have significant limitations in terms of load transfer efficiency and settlement control accuracy: on the one hand, it is difficult to efficiently transfer the dynamic load of trains to a safe area, which can easily lead to stress concentration in the surrounding strata of the construction area; on the other hand, there is a lack of active settlement compensation mechanisms, and the settlement is mostly passively affected by deformation. In scenarios where the construction area is close to the existing railway line and the strata conditions are complex, the settlement control effect often fails to meet the operational safety requirements.

[0004] Therefore, there is an urgent need for a reinforcement structure that can actively compensate for expected settlement, prevent ground deformation from being transmitted to the track, significantly improve settlement control, and reduce the impact of tunnel construction on existing railway lines. Utility Model Content

[0005] The purpose of this utility model is to provide a track pre-reinforcement structure for tunnels passing under existing railways. It aims to solve the problems in the existing technology, such as the difficulty in efficiently transferring the dynamic load of trains to a safe area, which easily leads to stress concentration in the surrounding strata of the construction area; the lack of an active settlement compensation mechanism, which mostly passively bears the impact of deformation; and the settlement control effect often fails to meet the operational safety requirements in scenarios where the construction area is close to the existing railway line and the strata conditions are complex.

[0006] To achieve the above objectives, this utility model provides a track pre-reinforcement structure for tunnels passing under existing railways, including existing tracks and a fixing unit. The fixing unit includes four supports, multiple crossbeams, two longitudinal beams, a connecting plate, corbels, high-strength bolts, cast steel pads, hydraulic jacks, a laser rangefinder, and connecting components. The fixing unit is connected to the existing tracks. The multiple crossbeams are detachably connected to the existing tracks and located below them. The two longitudinal beams are respectively located at both ends of the multiple crossbeams. The cast steel pads are located above the supports. The hydraulic jacks are located above the cast steel pads, with their output ends contacting the longitudinal beams. The connecting plate is fixedly connected to the longitudinal beams and located on one side of them. The corbels are located above the crossbeams. The connecting components are connected to the corbels and crossbeams respectively. The high-strength bolts are threadedly connected to the corbels and the connecting plate in sequence. The laser rangefinder is located above the supports.

[0007] The fixing unit further includes a steel wedge block, which is disposed above the support and contacts the longitudinal beam.

[0008] The fixing unit further includes a slag-blocking plate, which is fixedly connected to the crossbeam and located below the crossbeam.

[0009] The connecting assembly includes a stud and a nut. The stud is fixedly connected to the crossbeam and located above the crossbeam. The stud passes through the bracket. The nut is threadedly connected to the stud and located on the outer wall of the stud.

[0010] This utility model discloses a track pre-reinforcement structure for tunnels passing under existing railways. During use, four bored piles are constructed on both sides of the existing track as supports. Once the concrete strength of the supports reaches more than 90% of the design value, the crossbeams and longitudinal beams of the temporary beam are assembled according to construction specifications to form a stable frame system. Hydraulic jacks are installed on top of each support, with cast steel pads evenly distributing pressure between the hydraulic jacks and the supports. Loading is applied in stages, with each stage held for 5 minutes to avoid sudden stress changes. A laser rangefinder monitors in real time to ensure that the lifting difference between adjacent supports is ≤1mm, guaranteeing uniform stress on the frame. High-strength bolts are symmetrically tightened under load to lock the lifting state. The construction temporary beam system achieves spatial load transfer, transmitting the dynamic load of operating trains to the supports outside the track via the longitudinal and crossbeams. During the erection phase, pre-lifting force is applied to actively compensate for expected settlement, preventing ground deformation from being transmitted to the existing track, significantly improving settlement control and reducing the impact of tunnel construction on the existing railway line. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0012] Figure 1 This is a schematic diagram of the pre-reinforcement structure for the track of an existing railway tunnel, which is a utility model.

[0013] Figure 2 This is a right view of the track pre-reinforcement structure for tunnels passing under existing railways according to this utility model.

[0014] 101-Existing track, 102-Support, 103-Crossbeam, 104-Longitudinal beam, 105-Connecting plate, 106-Corner, 107-High-strength bolt, 108-Cast steel pad, 109-Hydraulic jack, 110-Laser rangefinder, 111-Steel wedge, 112-Slag baffle, 113-Stud, 114-Nut. Detailed Implementation

[0015] Please see Figure 1 and Figure 2 ,in, Figure 1 This is a schematic diagram of the track pre-reinforcement structure for tunnels passing under existing railways according to this utility model. Figure 2 This is a right view of the track pre-reinforcement structure for tunnels passing under existing railways according to this utility model.

[0016] This utility model provides a track pre-reinforcement structure for tunnels passing under existing railways, including existing track 101 and fixing units. The fixing unit includes four supports 102, multiple crossbeams 103, two longitudinal beams 104, connecting plates 105, corbels 106, high-strength bolts 107, cast steel pads 108, hydraulic jacks 109, laser rangefinders 110, steel wedges 111, slag baffles 112, and connecting components. The connecting components include studs 113 and nuts 114.

[0017] The fixing unit is connected to the existing track 101; multiple crossbeams 103 are detachably connected to the existing track 101 and located below the existing track 101; two longitudinal beams 104 are respectively disposed at both ends of the multiple crossbeams 103; the cast steel pad 108 is disposed above the support 102; the hydraulic jack 109 is disposed above the cast steel pad 108, and the output end of the hydraulic jack 109 contacts the longitudinal beam 104; the connecting plate 105 is fixedly connected to the longitudinal beam 104 and located on one side of the longitudinal beam 104; the bracket 106 is disposed above the crossbeams 103; the connecting assembly is respectively connected to the bracket 106 and the crossbeam 103; the high-strength bolt 107 is sequentially threaded to the bracket 106 and the connecting plate 105; and the laser rangefinder 110 is disposed above the support 102.

[0018] In this embodiment, four bored piles are constructed on both sides of the existing track 101 to serve as supports 102. Once the concrete strength of the supports 102 reaches more than 90% of the design value, the crossbeams 103 and longitudinal beams 104 of the temporary beam are assembled according to construction specifications to form a stable frame system. Hydraulic jacks 109 are installed on top of each support 102, and cast steel pads 108 are placed between the hydraulic jacks 109 and the supports 102 to distribute pressure evenly. Loading is applied in stages, with each stage held for 5 minutes to avoid sudden stress changes. The laser rangefinder 11... Real-time monitoring ensures that the jacking difference between adjacent piers 102 is ≤1mm, guaranteeing uniform stress on the frame. Under load, the high-strength bolts 107 are symmetrically tightened to lock the jacking state. The spatial transfer of load is achieved through the construction temporary beam overhead system, transferring the dynamic load of the operating train to the piers 102 outside the track via the longitudinal beams 104 and the transverse beams 103. During the erection stage, pre-jacking force is applied to actively compensate for the expected settlement, preventing ground deformation from being transferred to the existing track 101, significantly improving the settlement control effect and reducing the impact of tunnel construction on the existing railway line.

[0019] Furthermore, the steel wedge block 111 is disposed above the support 102, and the steel wedge block 111 is in contact with the longitudinal beam 104.

[0020] In this embodiment, after the hydraulic jack 109 is unloaded and withdrawn, the customized steel wedge block 111 is immediately inserted to fill the gap of the hydraulic jack 109 and achieve support for the longitudinal beam 104.

[0021] Furthermore, the slag baffle 112 is fixedly connected to the crossbeam 103 and is located below the crossbeam 103.

[0022] In this embodiment, the function of the ballast plate is to increase the lateral stability of the long rails during construction on long rail sections.

[0023] Furthermore, the stud 113 is fixedly connected to the crossbeam 103 and is located above the crossbeam 103, and the stud 113 penetrates the bracket 106. The nut 114 is threadedly connected to the stud 113 and is located on the outer side wall of the stud 113.

[0024] In this embodiment, the hole on the bracket 106 is passed through the stud 113, and then the nut 114 is tightened to fix it, thereby connecting the longitudinal beam 104 and the transverse beam 103.

[0025] The above-disclosed embodiments are merely preferred embodiments of this application and should not be construed as limiting the scope of this application. Those skilled in the art will understand that all or part of the processes for implementing the above embodiments, and equivalent variations made in accordance with the claims of this application, still fall within the scope of this application.

Claims

1. A track pre-reinforcement structure for tunnels passing under existing railways, characterized in that, It includes an existing track and a fixed unit, wherein the fixed unit is connected to the existing track; The fixing unit includes four supports, multiple crossbeams, two longitudinal beams, a connecting plate, brackets, high-strength bolts, cast steel pads, hydraulic jacks, a laser rangefinder, and connecting components. The multiple crossbeams are detachably connected to the existing track and located below it. The two longitudinal beams are respectively positioned at both ends of the multiple crossbeams. The cast steel pad is positioned above the supports. The hydraulic jack is positioned above the cast steel pad, with its output end contacting the longitudinal beam. The connecting plate is fixedly connected to the longitudinal beam and located on one side of it. The bracket is positioned above the crossbeams. The connecting components are connected to the brackets and crossbeams respectively. The high-strength bolts are threadedly connected to the brackets and the connecting plate in sequence. The laser rangefinder is positioned above the supports.

2. The track pre-reinforcement structure for tunnels passing under existing railways as described in claim 1, characterized in that, The fixing unit also includes a steel wedge block, which is disposed above the support and contacts the longitudinal beam.

3. The track pre-reinforcement structure for tunnels passing under existing railways as described in claim 2, characterized in that, The fixing unit also includes a slag baffle plate, which is fixedly connected to the crossbeam and located below the crossbeam.

4. The track pre-reinforcement structure for tunnels passing under existing railways as described in claim 3, characterized in that, The connecting assembly includes a stud and a nut. The stud is fixedly connected to the crossbeam and located above the crossbeam. The stud passes through the bracket. The nut is threadedly connected to the stud and located on the outer wall of the stud.

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