城市轨道交通42#特殊减振单开道岔铺设的关键技术
杨文民刘洋杨淦邓杰
Urban Rail Transit Key Technology for Laying No.42 Special Damping Single-slip Turnout
YANG WenminLIU YangYANG GanDENG Jie
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作者信息:中国水利水电第五工程局有限公司， 610031， 成都
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Affiliation:Sinohydro Bureau No.5 Co., Ltd., 610031, Chengdu, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2023.06.017
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中图分类号/CLCN:U215.7
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栏目/Col:研究报告
摘要:
鉴于常用的道岔已不能完全满足我国城市轨道交通运营需求，成都轨道交通19号线二期工程首次使用了42#特殊减振单开道岔。该型道岔作为长大异形轨件，大大增加了吊装、运输及铺设难度。为解决 42#特殊减振单开道岔施工技术难题，需要对其铺设的关键技术进行研究。建立了42#特殊减振单开道岔吊装过程检算模型，并对其进行了吊装过程的监测试验，以及吊装完成后的平直度检测。结果表明：在该吊装方案下，道岔组件的最大应力远小其屈服强度，最大位移符合施工要求；道岔吊装位移监测数据与仿真位移结果基本一致；吊装结束后，在直向过岔方向，轨面的高低不平顺最大值处于接头夹板位置，其余位置都小于 1 mm，符合道岔静态铺设平顺度允许偏差；在侧向过岔方向，轨面高低不平顺最大值的绝对值为 4 mm，处于轮载位置，略大于道岔静态铺设平顺度允许偏差。
Abstracts:
Due to the fact that commonly used turnouts can no longer fully meet the operational demands of urban rail transit in China, the Chengdu Rail Transit Line 19 phase II project used No.42 special damping single slip turnout for the first time. As a long and large irregular rail component, this type of turnout increases the difficulty of lifting, transportation and laying largely. To solve the construction technical difficulties of the No.42 special damping single slip turnout, it is necessary to study the laying key technologies. A calculation model for the hoisting process of the above turnout is established, and the hoisting process is monitored and tested, as well as the flatness detection after hoisting. Results show that under the hoisting scheme, the maximum stress of the turnout component is far less than its yield strength, and the maximum displacement met the construction requirements; the displacement monitoring data of the turnout is basically consistent with the simulated displacement results; after the hoisting, in the turnout passing longitudinal direction, the maximum rail surface irregularity is located at the joint clamp position, and the irregularity of other positions is less than 1 mm, which is in accordance with the allowable deviation of turnout static laying flatness; in the turnout passing lateral direction, the maximum absolute value of rail surface irregularity is 4 mm, which is located at the wheel load position, and slightly larger than the allowable deviation of turnout static laying flatness.
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