RU2422579C1 - Method to repair underballast layer of railway track - Google Patents

Abstract

FIELD: construction.

SUBSTANCE: method to repair an underballast layer of a railway track includes removal of old crushed stone to clean earth bed, filling a protective underballast layer onto the cleaned earth bed and its compaction, filling new crushed stone. The protective underballast layer is compacted by a track machine in two stages. At the first stage compaction is executed with application of assembled rails and sleepers with rail length of 25 m in each link. At the second stage the compaction is carried out with application of assembled rails and sleepers, having the rail length in a single link at least by 150-200 mm less than in the ones used at the first stage. At the first stage the compaction is carried out with application of used rails. At the first stage the compaction is carried out with application of used rails or new rails laid instead of used ones.

EFFECT: increased extent of the protective underballast layer compaction.

3 cl, 5 dwg

Description

The invention relates to methods for repairing a railway track, in particular, to restoring and updating a sub-ballast layer of a railway track.

The compaction technology of the ballast layer determines the stabilization period of the repaired track and affects the speed of train circulation after repair and track works.

Currently, the railway network uses various technologies for repair and restoration of the protective ballast layer. However, none of these methods can provide the necessary degree of compaction of the ballast.

So, with a standard sleepers plot of 1840 pcs / km and a height of the compacted layer of 20-25 cm in a loose state, compaction of the material (mixture) of the protective ballast layer (ZPS) with a track machine is not effective enough for the following reasons:

- alternating sealed and non-sealed ZPS zones are formed, which is due to the distance between the axes of adjacent sleepers P = 1000/1840 = 543 mm;

- the distance between the lateral surface of the sleepers and the axial line in the vertical plane L is: 543-140 * 2 = 260 mm.

The dimensions of non-condensable zones (in sleepers) are 40-60-70 mm, depending on the humidity and fractional composition of crushed stone.

Thus, the diagram of the stresses transmitted both from the train load and from the working body of the track machine - stabilizer (DSP) forms in the subsurface space a set of alternating sealed and non-sealed areas of the ballast.

Closest to the claimed is a method of repairing the ballast layer of the railway track (RU 2086723 C1, E01B 27/00, 08/10/1997), including removing old crushed stone to clear the subgrade, backfilling the sub-ballast layer with a clean subgrade and compacting it, filling in new crushed stone . In this case, the protective layer of ballast includes mixed sand and crushed old crushed stone.

The disadvantages of this solution is the presence of unconsolidated zones in the protective sub-ballast layer and, as a result, the increased period of stabilization of the path.

The technical result of the claimed invention is to increase the degree of compaction of the protective sub-ballast layer while improving the repair efficiency.

The specified technical result is achieved by the fact that in the method of repairing the ballast layer of the railway track, including removing old crushed stone for clearing the subgrade, filling the cleared subgrade with a protective ballast layer and compacting it, filling in new crushed stone, sealing the protective ballast layer, is carried out by a track machine in two stages moreover, the compaction in the first stage is carried out using rail-sleeper grids having a rail length of 25 meters in each link, and in the second stage, using re soshpalnyh arrays having rail length, at least one link at 150-200 mm lower than used in the first step.

At the same time, at the first stage, compaction can be carried out using old-fashioned rails.

At the second stage, compaction can be carried out using old-fashioned rails or new rails stacked instead of old-fashioned.

Compaction can be carried out at a track machine speed of 0.8-0.9 km / h, and at least one additional compaction of the protective ballast layer at each stage can be carried out.

Compaction of the protective ballast layer with a track machine in two stages - using rail sleepers at the first stage with a rail length of 25 meters in each link, and at the second stage rail sleepers with at least one rail length (for example, the first ) the link is 150-200 mm less than that used at the first stage, it allows you to change the position of the sleepers during compaction, thereby eliminating the uncompressed areas of the protective ballast layer, and accordingly improve the quality of repair work.

Old-time rails are understood as rails (or rail-sleeper grid) located on the subgrade at the site of repair work.

The essence of the claimed invention is illustrated by drawings, in which Fig. 1 shows the position of the elements of the rail-sleeper lattice before repair, Fig. 2 shows a view after cutting out the old ballast layer (crushed stone), Fig. 3 shows a view with a covered ballast protective layer, in fig. 4 shows a view with sealed areas after the first stage of compaction, FIG. 5 shows a view with sealed areas after the second stage of compaction, where:

1 - contaminated crushed stone (sub ballast layer), 2 - rail, 3 - sleepers, 4 - protective sub ballast layer, 5 - compacted zone of the protective sub ballast layer, 6 - uncompressed zone of the protective sub ballast layer.

The method of repair (restoration) of the ballast layer of the railway track is as follows.

First, carry out the removal of old crushed stone 1 (contaminated balance) to clear the subgrade (figure 1). Removal is carried out to a depth of 60-65 cm using crushed stone cleaning machines, for example, ЩОМ-6Р for preliminary cutting of contaminated ballast (behind the ends of the sleepers 3), СЧ-601 for the main cutting of crushed stone 1 (from under the rail-sleeper grid).

Then carry out filling on the cleared subgrade material of the protective sub-ballast layer 4 (figure 3). For the material of the protective sub-ballast layer 4, crushed stone with mixed fractions of 20-40 mm and 5-20 mm or a sand-gravel-gravel mixture can be used.

After this, the sealing of the protective ballast layer 4 is carried out. The sealing of the protective ballast layer 4 is carried out by a track machine, for example, a chipboard (dynamic track stabilizer) in two stages. Sealing in the first and second stages is carried out at a track machine speed of 0.8-0.9 km / h, with a maximum pressing force (the pressing force of the chipboard working bodies to the rails is 20-24 tf).

Sealing at the first stage is carried out without changing the position of the sleepers 3 of the rail and tie bars, and the second stage is carried out with the changed position of the sleepers 3 of rail and tie bars. The compaction at the first stage is carried out using old-fashioned rails 2 with a standard diagram of sleepers 3 of the rail-sleeper grid of 1840 pcs / km (the length of the rail 2 is 25 meters in each link of the rail-sleeper grid). After the first stage of compaction (Fig. 4), in addition to the compaction zones 5, uncompressed zones 6 of the protective sub ballast layer 4 remain. At the second stage, compaction is carried out using a track machine using rail sleeper grids having a rail length of at least one (for example, the first in the course of compaction) the link is 150-200 mm less than that used in the first stage. At the second stage, compaction is carried out using old-fashioned rails 2 (old rail-sleeper lattice located on the subgrade) or new rails (new rail-sleeper lattice), stacked instead of old-fashioned. Due to the shortening of the inventory rail 2 by 150-200 mm, the position of the sleepers 3 of the rail-sleeper grids is changed, as a result of which all the sleepers 3 are shifted in the horizontal plane relative to the position of all the sleepers 3 during compaction at the first stage (at the initial position of the sleepers 3). The compaction of ZPS with a shortened link of the rail-sleeper lattice at the second stage allows one to practically eliminate the uncompressed zones 6 in the central part of the sleepers, having obtained the sealed zones 5 (Fig. 5) of the ballast protective layer 4.

To increase the efficiency of the seal, at least one additional seal of the protective sub-ballast layer 4 can be carried out at each stage (including multiple sealing).

Then carry out the traditional operations for the repair of railway ways:

- from the HDV (hopper-dispenser-pinwheel), track crushed stone (25-60 mm fractions of crushed stone) is put into the path;

- the passage of the electroballaster to level the crushed stone layer;

- passage of a set of track machines (VPO-3000, VPR-02, chipboard, etc.) for compaction of crushed stone ballast.

Claims (3)

1. A method of repairing a protective sub-ballast layer of a railway track, including removing old crushed stone to clear the subgrade, backfilling the sub-ballast layer onto a clean subgrade and filling it, filling in new gravel, characterized in that the sealing of the sub-ballast layer is carried out by a track machine in two stages, moreover, compaction at the first stage is carried out using rail-sleeper grids having a rail length of 25 m in each link, and at the second stage, using rail-sleeper grids having x the length of the rail in at least one link is 150-200 mm less than that used in the first stage. 2. The method according to claim 1, characterized in that in the first stage, the seal is carried out using old-fashioned rails. 3. The method according to claim 1, characterized in that in the second stage the compaction is carried out using old-fashioned rails or new rails stacked instead of old-fashioned.

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