A platform type permanent and temporary combined retaining wall close to a railway operating line

Abstract

The application relates to the technical field of railway platform reconstruction construction, and particularly discloses a platform type permanent and temporary combined retaining wall close to a railway operation line, which comprises a retaining wall bottom plate, a retaining wall main body and a passageway; the retaining wall bottom plate is provided with a tenon at the bottom; the outer side of the retaining wall main body is provided with at least two groups of retaining wall supporting walls; and the passageway top plate is arranged at the waist of the retaining wall main body. The patent aims to solve the problems that the existing temporary protection cannot guarantee the railway operation safety when the track operation is recovered in advance and the problems of staged construction and early use.

Description

Technical Field

[0001] This utility model relates to the field of railway platform renovation construction technology, and in particular to a platform-type permanent and temporary retaining wall adjacent to the railway operating line. Background Technology

[0002] In the railway construction sector, station renovation is a crucial step in improving railway transport capacity and service quality. During railway station renovation, due to the impact of railway transport organization, there is often a situation where existing platform surfaces are "half demolished, half operational," as shown in the attached diagram. Figure 3 As shown, the existing platform on the right side of the passage needs to be demolished, while the platform on the left side of the passage will remain in operation. At the same time, in order to ensure that the railway line resumes operation as soon as possible, priority should be given to completing the construction and putting into operation the track on the side adjacent to the foundation pit (i.e. the foundation pit formed by the demolition of the existing platform).

[0003] In past railway station reconstruction projects, two methods were typically used to resolve the conflict between platform demolition, foundation pit construction, and railway operation. One method is "full closure construction," which involves completely halting railway operations in the area during the entire process of platform demolition, foundation pit excavation, and track restoration. The fundamental reason is that the railway tracks are located directly above the foundation pit to be constructed; foundation pit work and track reconstruction can only begin after the platform demolition has created the pit. The reconstructed tracks are adjacent to the tunnel, and the integrity of the tunnel structure is crucial for providing lateral earth pressure support. Therefore, the entire system is only stable and safe after the tunnel construction is also completed. This entire cycle, including tunnel construction, is very long, leading to prolonged railway line shutdowns. While ensuring project safety and quality, it has a significant impact on railway transport organization. The other method is to use "temporary protective facilities," a compromise solution adopted to minimize downtime. This method involves setting up temporary protective structures, such as diagonal braces, outriggers, and retaining walls, between the restored track and the adjacent tunnel foundation pit. This provides temporary lateral support and protection for the operational track when the tunnel is not yet completed and cannot provide permanent horizontal resistance, thus allowing railway operation and tunnel phased construction to proceed simultaneously. However, the stability and durability of these temporary protective facilities are poor, making it difficult to effectively withstand the vibrations and impacts caused by long-term, repeated train passage, thus posing significant quality and safety risks.

[0004] Existing station renovation construction methods have significant flaws. Full closure construction leads to prolonged railway shutdowns, severely impacting railway transport organization and failing to meet operational needs. Meanwhile, the method of setting up temporary protective facilities suffers from insufficient stability and durability, making it difficult to effectively withstand train fatigue loads and ensuring railway operational safety during the initial track restoration phase. Furthermore, it cannot solve the challenges of phased construction and early commissioning. Utility Model Content

[0005] In view of the shortcomings of existing technologies, the technical problem solved by this utility model is to provide a platform-type permanent and temporary retaining wall that is close to the railway operating line, which solves the problem that existing temporary protection cannot guarantee the railway operation safety when the track is restored in the early stage and the problems of phased construction and early commissioning.

[0006] To solve the above problems, the technical solution adopted by this utility model is: a platform-type permanent and temporary retaining wall adjacent to a railway operating line, including a retaining wall base plate, a retaining wall body, and a passage; the bottom of the retaining wall base plate is provided with a tenon; at least two sets of retaining wall buttresses are provided on the outer side of the retaining wall body; and the top plate of the passage is provided at the waist of the retaining wall body.

[0007] Compared with existing technologies, the beneficial effects of this solution are as follows: This solution integrates the channel sidewall with the main retaining wall design, achieving a combination of permanent and temporary protection. By adding tenons to the bottom plate of the retaining wall and adding buttresses to the outside of the retaining wall, the deformation of the retaining wall is controlled, enhancing the stability and deformation resistance of the structure. The permanent-temporary combined retaining wall replaces temporary protective measures. This solves the problem that existing temporary protection cannot guarantee railway operation safety during the early restoration of track operation and allows for phased construction and early commissioning.

[0008] Furthermore, the tenon is rectangular and is fixedly connected to the bottom plate of the retaining wall by steel bars, and is spaced along the longitudinal direction of the main body of the retaining wall.

[0009] Furthermore, the retaining wall base plate and the passage base plate are connected to form an integral whole through secondary pouring, and a water-stop steel plate is provided at the construction joint of the secondary pouring.

[0010] Furthermore, the cross-sectional shape of the retaining wall buttress is a right trapezoid, and the inner right-angle end of the retaining wall buttress is connected to the outer wall of the retaining wall body.

[0011] Furthermore, the retaining wall buttress is fixedly connected to the outer wall of the retaining wall body by steel bars.

[0012] Furthermore, the space between the adjacent retaining walls and buttresses is filled with concrete.

[0013] Furthermore, the top plate of the passageway and the waist of the retaining wall are connected to form an integral whole through secondary pouring, and a water-stop steel plate is provided at the construction joint of the secondary pouring.

[0014] Furthermore, the permanent and temporary combined retaining wall also includes a platform slab, which is located at the opening section of the passageway top slab. The platform slab is equipped with a barrier away from the edge of the train, and the barrier is equipped with pre-embedded railings.

[0015] Furthermore, the platform slab is fixed to the top side of the retaining wall body by rebar anchoring. Attached Figure Description

[0016] Figure 1 This is a schematic diagram showing the relative positions of the platform and the train in this application.

[0017] Figure 2 This is a cross-sectional view of the channel in this application.

[0018] Figure 3 for Figure 2 Section 1-1.

[0019] Figure 4 for Figure 3 Section 3-3.

[0020] Figure 5 for Figure 2 Section 2-2.

[0021] Figure 6 for Figure 5 Section 4-4.

[0022] The reference numerals in the accompanying drawings of the instruction manual include: 1 retaining wall base plate; 11 tenon; 2 retaining wall main body; 21 retaining wall buttress; 3 passageway; 31 passageway top plate; 32 passageway bottom plate; 4 platform plate; 41 platform; 5 waterstop steel plate; 6 train. Detailed Implementation

[0023] This application mainly adopts the combination of the passage side wall and the main body of the retaining wall and sets up the retaining wall buttress, which achieves the effect of combining permanent and temporary structures and ensuring the safety of railway operation. The following is a further detailed description of this application.

[0024] Example 1 like Figure 1-6 As shown in the embodiment of this application, the platform-type permanent-temporary combined retaining wall adjacent to the railway operating line includes a retaining wall base plate 1, a retaining wall body 2, a passageway 3, and a platform slab 4. The retaining wall base plate 1 has tenons 11 at its bottom to increase friction and stability with the ground. At least two sets of retaining wall buttresses 21 are provided on the outer side of the retaining wall body 2 to enhance its deformation resistance. A passageway top plate 31 is located at the waist of the retaining wall body 2, providing top support for the passageway 3. The platform slab 4 is located at the opening section of the passageway top plate 31. A retaining platform 41 is provided on the edge of the platform slab 4 away from the train 6, and railing pre-embedded parts are installed on the retaining platform 41 to facilitate subsequent railing installation. The overall structure achieves the beneficial effects of permanent-temporary combination, effectively resisting the fatigue load of the train 6, and ensuring railway operation safety. This is because the design of the passageway 3 sidewall combined with the retaining wall reduces additional structural settings and achieves effective resource utilization, while the tenons 11 and retaining wall buttresses 21 in the retaining wall base plate 1 enhance the stability and deformation resistance of the retaining wall.

[0025] Specifically, such as Figure 1 , 3As shown in Figure 5, the bottom of the retaining wall base plate 1 is provided with a tenon 11. The tenon 11 is rectangular, which allows for better integration with the ground and enhances stability. The tenon 11 is fixedly connected to the retaining wall base plate 1 by reinforcing bars and is integrally cast. The tenons 11 are spaced along the longitudinal direction of the retaining wall body 2. This arrangement ensures stability while rationally distributing the stress, avoiding concentrated stress that could lead to localized damage. The retaining wall base plate 1 and the passage base plate 32 are connected as a whole through secondary casting, and a water-stop steel plate 5 is provided at the construction joint of the secondary casting.

[0026] Specifically, such as Figure 3-6 As shown, at least two sets of retaining wall buttresses 21 are provided on the outer side of the retaining wall body 2. The cross-sectional shape of the retaining wall buttresses 21 is a right-angled trapezoid, which provides good lateral support for the retaining wall body 2. The inner right-angled ends of the retaining wall buttresses 21 are connected to the outer wall of the retaining wall body 2. The retaining wall buttresses 21 and the outer wall of the retaining wall body 2 are fixedly connected by steel bars, which firmly bind the two together and enhance the strength of the overall structure. The retaining wall body 2 and the retaining wall buttresses 21 are integrally cast, which makes the connection between the two tighter, reduces construction joints, and improves the integrity and durability of the structure. Concrete is filled between adjacent retaining wall buttresses 21, and the concrete layer can further enhance the connection between the retaining wall buttresses 21 and the overall stability.

[0027] Specifically, such as Figure 3 As shown, the top slab 31 of the passageway is located at the waist of the main body 2 of the retaining wall. The closed section of the top slab 31 rises with the passageway 3, while maintaining a constant net height. The top slab 31 of the passageway is connected to the waist of the main body 2 of the retaining wall through secondary pouring to form an integral whole. A water-stop steel plate 5 is provided at the construction joint of the secondary pouring. The top slab 31 of the passageway is made of reinforced concrete, which has good load-bearing capacity and stability.

[0028] Specifically, such as Figure 2 As shown, both the bottom slab 32 and the top slab 31 of the passageway are projected vertically upwards onto the platform. The non-overlapping projection segments are the opening segments, and the platform slab 4 is located at the opening segment of the top slab 31 of the passageway. A retaining wall 41 is provided on the edge of the platform slab 4 away from the train 6, and pre-embedded railings are installed on the retaining wall 41. The platform slab 4 is fixed to the top side of the retaining wall body 2 by rebar anchoring and is fabricated by on-site casting.

[0029] The implementation principle of this embodiment is as follows: The platform-type permanent-temporary combined retaining wall adjacent to the railway operating line in this embodiment combines the side wall of passage 3 with the retaining wall, integrating the retaining wall that should have been temporarily set up with the permanent side wall of the passage, thus achieving permanent-temporary integration and embodying the concept of green construction. By adding tenons 11 to the base plate and buttresses to the retaining wall, the deformation of the retaining wall is effectively controlled, enhancing the stability and deformation resistance of the structure. It can solve the problem of restoring line operation in advance when existing station renovation projects are limited by construction site and railway transportation organization needs, ensuring the safety and smooth operation of railway; compared with traditional construction methods, it also reduces the impact on railway transportation and further improves the durability and stability of the structure.

[0030] The above descriptions are merely embodiments of this utility model, and common knowledge regarding specific structures and characteristics is not elaborated upon here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the structure of this utility model, and these should also be considered within the scope of protection of this utility model. These modifications will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application shall be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A platform-type permanent and temporary retaining wall adjacent to a railway operating line, characterized in that: The structure includes a retaining wall base plate, a retaining wall body, and a passageway. The bottom of the retaining wall base plate is provided with a tenon. The tenon is rectangular and fixedly connected to the retaining wall base plate by reinforcing bars, and is spaced longitudinally along the retaining wall body. At least two sets of retaining wall buttresses are provided on the outer side of the retaining wall body. The cross-sectional shape of each retaining wall buttress is a right-angled trapezoid, with its inner right-angled end connected to the outer wall of the retaining wall body. The retaining wall buttresses are fixedly connected to the outer wall of the retaining wall body by reinforcing bars. Concrete is used to fill the spaces between adjacent retaining wall buttresses. A passageway top plate is located at the waist of the retaining wall body. The passageway top plate and the waist of the retaining wall body are connected as a whole through secondary pouring, and a water-stop steel plate is provided at the construction joint of the secondary pouring.

2. The platform-type permanent and temporary retaining wall adjacent to a railway operating line as described in claim 1, characterized in that: The retaining wall base plate and the passage base plate are connected to form an integral whole through secondary pouring, and a water-stop steel plate is provided at the construction joint of the secondary pouring.

3. A platform-type permanent and temporary retaining wall adjacent to a railway operating line as described in claim 1, characterized in that: The permanent and temporary combined retaining wall also includes a platform slab, which is located at the opening section of the passageway top slab. The platform slab is equipped with a barrier away from the edge of the train, and the barrier is equipped with pre-embedded railings.

4. A platform-type permanent and temporary retaining wall adjacent to a railway operating line as described in claim 3, characterized in that: The platform slab is fixed to the top side of the retaining wall body by rebar anchoring.

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