CRTSIII型板式無砟軌道建造全新理念

CRTSIII型板式無砟軌道建造全新理念第1頁/共101頁一、總體研發(fā)思想

Ⅰ、OverallResearchandDevelopmentThoughts

軌道交通是一種低碳、節(jié)能、環(huán)保的綠色交通。隨著高速鐵路時(shí)代的到來，為中國老百姓帶來了更加方便、快捷、安全、舒適的出行選擇。

Railtransitisonekindoflow-carbon,energy-saving,environment-friendlygreentransportation.Withtheadventofhigh-speedrailwayage,itismoreconvenient,morecomfortable,saferandfasterforthecommonpeopletomakeatrip.

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而高速鐵道無砟軌道發(fā)展的技術(shù)路線，實(shí)質(zhì)上就是始終堅(jiān)持不斷地追求軌道的高平順性，和軌道結(jié)構(gòu)縱向剛度均勻化的連續(xù)性。這是確保高速列車安全性和舒適性最關(guān)鍵的核心技術(shù)。

Thusthedevelopmentofhigh-speedrailwayballastlesstrack,infact,mainlyfocusesonhighsmoothnessfortheorbitandcontinuityoflongitudinalrigidityhomogenizationfortherailstructurewhicharethemostcrucialkeytechnologytomaintainthesecurityandcomfortabilityofhigh-speedtrain..

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因?yàn)?，軌道幾何尺寸的制造精度、安裝誤差和剛度變化是引起高速列車振動(dòng)的根源。我們追求高速度的過程，就是不斷的提高軌道精度和軌道結(jié)構(gòu)剛度均勻性，不斷克服振動(dòng)的過程。

Sincethemanufactureaccuracyoftherailgeometrysize,installationerrorsandrigiditychangearetherootcausetoresultinvibrationofhigh-speedtrain.Thatwepursuithighspeedistokeepimprovingtheprecisionandlongitudinalrigidityhomogenizationfortherailstructureandovercomingthevibrations.第4頁/共101頁CRTSIII型板式無砟軌道技術(shù)特點(diǎn)，正是針對(duì)上述技術(shù)關(guān)鍵，吸取了以往各類無砟軌道優(yōu)點(diǎn)，從而研發(fā)的一種結(jié)構(gòu)簡單、施工便捷、穩(wěn)定耐久、方便維修的全新無砟軌道結(jié)構(gòu)。Inviewofthekeytechniquesmentionedabove,thetechnicalcharacteristicsofCRTSⅢballastlesstrackwhichisdevelopedasakindofbrand-newballastlesstrackofsimplestructure,convenientconstruction,easymaintenance,stable＆durablehastheadvantageofallkindsofpreviousballastlesstrack.第5頁/共101頁總體的研發(fā)思想：就是“單元思路、縱連方式、雙塊受力”。其核心理論構(gòu)架就是“路基縱連、橋隧單元、方便維修”。TheoverallR＆DthoughtisUniteideas,Longitudinalcoupled,Double-blockforced.Itscoretheoreticalframeworkislongitudinal-coupledsubgrade,bridgeunit,easymaintenance.第6頁/共101頁二、CRTSIII型板式無砟軌道技術(shù)特點(diǎn)

Ⅱ、TechnicalCharacteristicsofCRTSⅢballastlesstrack

（一）結(jié)構(gòu)簡單

Ⅰsimplestructure

1、結(jié)構(gòu)組成

1、structurecomposition第7頁/共101頁第8頁/共101頁軌道板：路基縱連，橋隧單元；Trackslab:longitudinal-coupledsubgrade,bridge＆tunnelunit填充調(diào)整層：自密實(shí)混凝土；Packedadjustmentlayer:self-compactingconcrete緩沖隔離層：與軌道板對(duì)應(yīng)為單元；Bufferseparatinglayer:theunitcorrespondedwithtrackslab第9頁/共101頁底座及支承層：橋上單元，隧道內(nèi)混凝土長單元（或直接采用隧底為基礎(chǔ)），路基上為連續(xù)碾壓混凝土；Pedestalandsupportinglayer:bridgeunit,longunitofconcreteinsidethetunnel(ordirectlyadoptingthebottomofthetunnelasthefoundation),continuousrollingcompactionconcreteonthesubgrade限位結(jié)構(gòu)：門型筋+凹凸槽鋼筋混凝土。Spacingstructure:gatereinforcement+concave/convexgroove-shapedreinforcedconcrete第10頁/共101頁

其結(jié)構(gòu)技術(shù)特點(diǎn)：

TechnicalCharacteristics：

（1）路基縱連結(jié)構(gòu)

(1)longitudinal-coupledsubgrade第11頁/共101頁路基結(jié)構(gòu)是由散粒體填筑形成，路基表面剛度較小。若采用單元結(jié)構(gòu)，列車通過時(shí)，由于路基表面剛度較低，對(duì)板端支承反力，約束力不夠，板端豎向位移較大，形成振動(dòng)源，對(duì)高速列車安全性和舒適性影響較大。Thesubgradestructureismadeofgranularmaterialsandthesurfacerigidityofthesubgradeisrelativelylow.Iftheunitstructureisadopted,whenthetrainpassesonit,thesupportingforceattheendofslabandbindingforcearenotenoughsothattheverticaldisplacementattheendofslabiscomparativelylarge,becauseofthelowsurfacerigidityofthesubgrade,whichresultsinvibrationsourcethathasgreatinfluenceonthesafetyandconvenienceofthehigh-speedtrain.第12頁/共101頁縱連結(jié)構(gòu)可有效分散板下應(yīng)力集中，降低應(yīng)力峰值，提高軌道結(jié)構(gòu)的整體性，增大軌道結(jié)構(gòu)的連續(xù)剛度，可最經(jīng)濟(jì)、最合理、最有效的克服路基表面剛度降低所帶來的振動(dòng)問題。Thelongitudinal-coupledstructurecandistributestressconcentrationeffectivelyandreducestresspeaktoimprovetheintegrityoftherailstructureandincreaseitscontinuousrigidity.Anditcanmosteconomically,reasonably,andeffectivelysolvetheproblemsbroughtbythedecreasingsurfacerigidityofthesubgrade.第13頁/共101頁采用的是一種柔性的縱連結(jié)構(gòu)。溫升溫降時(shí)，軌道板縱向可移動(dòng)（具有單元自由伸縮效果），豎向受限則不能移動(dòng)。若基礎(chǔ)有沉降，柔性縱連結(jié)構(gòu)有較強(qiáng)的跟隨性。Onekindofflexiblelongitudinal-coupledstructureisadopted.Atthetimeoftemperatureriseordrop,trackslabcanmovetowardsthelongitudinaldirection(theeffectoffreeunitexpansion),whereastheverticalmovementislimited.Iffoundationsettlementoccurs,flexiblelongitudinal-coupledstructurehasstrongfollowingperformance.第14頁/共101頁第15頁/共101頁

（2）橋隧單元結(jié)構(gòu)

(2)bridgeandtunnelunitstructure橋梁及隧底結(jié)構(gòu)表面剛度較大，為軌道板采用單元結(jié)構(gòu)提供了良好的條件。由于橋隧表面剛度大，對(duì)單元板端的約束力較強(qiáng)。Thesurfacerigidityofbridgeandtunnelishigh,whichprovidefavorableconditionsfortheunitstructureappliedintotrackslab.Becauseofthehighsurfacerigidityofbridgeandtunnel,thebindingforceattheendofslabisstrong.第16頁/共101頁

列車通過時(shí)，板端豎向位移較小，產(chǎn)生的振動(dòng)是安全、舒適可接受的范圍內(nèi)。

Whilethetrainpassesby,theverticaldisplacementattheendofslabissmall.Andthevibrationcausedfromitiswithinthelimitofsafetyandcomfortability.單元板結(jié)構(gòu)不僅可簡化橋上、隧內(nèi)軌道結(jié)構(gòu)，降低建造難度，而且還可降低造價(jià)。Unitslabstructurecannotonlysimplifyupper-bridgeandinner-tunneltrailstructureandlowerthedifficultyofconstruction,butalsoreduceprojectcosts.第17頁/共101頁可最有效的克服連續(xù)結(jié)構(gòu)受溫度力造成的復(fù)雜問題等。

Theseriescomplexproblemsbroughtbycontinuousstructureundertemperatureforcecanbesolvedmosteffectively

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（3）自密實(shí)混凝土取代了CA砂漿

(3)self-compactingconcretereplacementCAmortar傳統(tǒng)的CA砂漿調(diào)整層，只能提供極為有限的彈性，對(duì)軌道剛度過渡緩沖作用微小。TraditionaladjustmentlayerofCAmortarcanonlyprovideverylimitedflexibilityandhaveaslighteffectonbufferingtransitionrigidityoftherailstructure.

第19頁/共101頁傳統(tǒng)的CA砂漿層與軌道板之間極易產(chǎn)生離縫等破損病害，給運(yùn)營安全及維修帶來了極大的危害和困難。SomedamageslikecracksoccurbetweentraditionalCAmortarandtrackslab,whichbringsalotofharmandproblemstooperationsafetyandmaintenance.

第20頁/共101頁自密實(shí)混凝土彈模25000Mpa，與高彈CA砂漿彈模10000Mpa，所能提供的彈性相當(dāng)。Self-compactingconcretewhoseelasticmodulusis25000MPacanprovidethesameflexibilitywiththehigh-flexibilityCAmortarthatof10000MPa.

第21頁/共101頁自密實(shí)混凝土與軌道板形成牢固的復(fù)合板結(jié)構(gòu)，軌道板與混凝土基礎(chǔ)間不再有薄弱的夾心層，使軌道結(jié)構(gòu)受力更趨合理。Self-compactingconcreteandtrackslabshapeintosubstantialcompoundstructuresothattherewillbenoweaksandwichlayerbetweenthemthattendtobearloadwell.第22頁/共101頁采用自密實(shí)混凝土取代CA砂漿作為填充調(diào)整層，不僅簡化了結(jié)構(gòu)，節(jié)省了原材料，減少了對(duì)環(huán)境的污染，而且與“I”、“II”相比，僅填充調(diào)整層可降低造價(jià)70%。Self-compactingconcreteinsteadofCAmortaraspackedadjustmentlayercannotonlysimplifythestructure,saverawmaterialsandcutdownthepollutiontotheenvironment,butalsoreduce70percentofcostsofpackedadjustmentlayercomparedwithCRTSⅠorCRTSⅡ.第23頁/共101頁

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（4）鋼筋混凝土底座或支承層所用鋼筋可節(jié)省80%。

(4)Thereinforcementofwhichreinforcedconcretepedestalismadeisscaleddown80percent.橋梁上設(shè)置混凝土底座，僅僅是為了防排水、超高和設(shè)置限位凹槽功能需求，所以底座鋼筋可大大減少。Tosetconcretepedestalonthebridgewhichcangreatlysavetheamountofreinforcementusedinpedestalistomeettheneedofwaterproof＆drainage,superelevationanddisplacementlimitedgroove.

第25頁/共101頁隧道內(nèi)限位凹槽可直接設(shè)置在仰拱上，僅限位機(jī)構(gòu)需配置鋼筋，所以底座鋼筋可大大減少。Thedisplacementlimitedgrooveinsidethetunnelcanbesetontheinvertarchdirectly.Anditisjustdisplacementlimitedstructurethatneedscollocatingreinforcement.Consequently,theneedofreinforcementinpedestaldiminishesconsumedly.第26頁/共101頁第27頁/共101頁路基上采用的是碾壓混凝土做為支承層結(jié)構(gòu)，因此，也僅是限位凹槽內(nèi)需配置鋼筋，所以支承層鋼筋可大大減少。Thesupportingstructureismadeofcontinuousrollingcompactionconcrete.Andthereinforcementisjustneededindisplacementlimitedgroove.Thereforethereinforcementusedinsupportinglayerissavedgreatly.第28頁/共101頁較“I”型（120t）、“II”型（240t）相比，III型底座鋼筋可節(jié)省80～90%，不僅工程材料用量減少，工程造價(jià)降低，且節(jié)能減排指標(biāo)可實(shí)現(xiàn)每單線百公里可減少二氧化碳排放量15360t（96t/單線km×1.6t×100km）；若與II型板相比，每單線百公里可減排：216t/單線km×1.6t×100km=34560t。TheamountofreinforcementusedinpedestalofCRTSⅢcanbesaved80~90percentcomparedwiththatofCRTSⅠ(weight120t)orCRTSⅡ(weight240t).Notonlyareconstructionmaterialssavedandcostsdropoff,butalsoitcanhitthetargetofenergysavingandemissionreductionthattheemissionofCO2canbereduced15360tpersingle-line100kilometers(96t/single-linekm×1.6t×100km),whilethatofCRTSⅡis34560t(216t/single-linekm×1.6t×100km).第29頁/共101頁

(5)有擋肩空間曲面軌道板采用預(yù)制技術(shù)

(5)Prefabricationtechnologyisappliedintotrackslabofshoulderspatialcurvedsurface.

不分開式扣件系統(tǒng)與后張雙向預(yù)應(yīng)力軌道板巧妙結(jié)合Non-separatedfasteningsystemandpost-tensionedprestressedtrackslabarecombinedskillfully.

第30頁/共101頁全新絕緣技術(shù)措施ALLbrandnewinsulationtechnolog

軌道板下預(yù)留門型鋼筋，板端預(yù)留連接剪力板Gatereinforcementisreservedunderthetrackslabandshearplateisreservedattheendoftheslab.第31頁/共101頁有擋肩承軌槽不采用打磨措施，通過二維可調(diào)鋼模采用預(yù)制技術(shù)實(shí)現(xiàn)高精度空間曲面板，簡化了工藝，較低了制造成本。Grindingmeasuresaren’tappliedintoshoulderrailditch,butprefabricationtechnologyby2-Dscalablesteelmouldisadoptedtomaterializetheslabofhighprecisionspatialcurvedsurface,whichsimplifiesthemanufactureprocessingandlowerstheconstructioncosts.

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第33頁/共101頁（6）采用了“緩沖隔離層”技術(shù)，為日后實(shí)現(xiàn)維修創(chuàng)造了必要的條件。

(6)Bufferseparatinglayertechnologyisappliedtocreateconditionsformaintenanceinthefuture.

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（二）施工便捷

Ⅱ、convenienceconstruction

1、因?yàn)槿∠薈A砂漿，即取消了復(fù)雜的制造工藝和專用的CA砂漿攪拌車及相應(yīng)工裝。

1.CAmortarisnotadoptedsothatcomplexmanufacturingprocessandspecificCAmortaragitatortrucktogetherwithrelativeequipmentarecanceled.

第35頁/共101頁而采用的自密實(shí)混凝土，均為成熟的施工工藝，通過混凝土攪拌站、運(yùn)輸罐車及泵車就可灌注。Thematureconstructioncraftisappliedintoself-compactingconcretewhichcanbeinfusedbyconcretemixingstation,tanktruckandpumptruck.

2、CRTSIII型板式無砟軌道施工工藝十分簡單。2.TheconstructioncraftofCRTSⅢballastlesstrackisverysimple.

第36頁/共101頁CRTSIII型板式無砟軌道施工工藝框圖FlowchartoftheconstructioncraftofCRTSⅢballastlesstrack

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第39頁/共101頁CPIII測設(shè)與其他無砟軌道相同。

TheCPⅢsettingoutisthesamewithotherkindofballastlesstrack

混凝土底座可采用帶自動(dòng)測控的混凝土澆筑一體機(jī)。支承層采用碾壓砼為宜。Theunitymachineofconcretecastofautomaticmeasurementandcontrolisappliedtotheconcretebedplate.Therollercompactionconcreteisbetterforthesupportinglayer.第40頁/共101頁隔離層與限位凹槽采用人工鋪設(shè)施工。

Separatinglayeranddisplacementlimitedconcavegrooveareconstructedartificially.第41頁/共101頁高精度有擋肩后張雙向預(yù)應(yīng)力空間曲面軌道板通過采用二維可調(diào)鋼模預(yù)制技術(shù)產(chǎn)生，不需要打磨工藝和打磨設(shè)備，且單模生產(chǎn)平均工效可實(shí)現(xiàn)1.5-1.8塊/日。Withoutgrindingcraftsandequipments,thetrackslabofhighprecisionshoulderpost-tensionedprestressedspatialcurvedspaceismadebyprefabricationtechnologyof2-Dscalablesteelmould.Andtheaverageworkefficiencyofonemouldproductionis1.5-1.8perday.

第42頁/共101頁鋪設(shè)、精調(diào)軌道板與CRTSI型和CRTSII型相同，但為防止灌注填充層時(shí)上浮，均應(yīng)加強(qiáng)固定工裝及工藝。ThewayoftrackslabpavementandfineadjustmentisthesamewithCRTSⅠorⅡ.Inordertopreventperfusionpackedlayer’suplifting,fixedequipmentsandcraftsshouldbeintensified

第43頁/共101頁自密實(shí)混凝土灌注施工，均采用通用混凝土施工設(shè)備，混凝土攪拌站，混凝土運(yùn)輸罐車，混凝土泵車（或地泵）和自密實(shí)混凝土中轉(zhuǎn)灌注漏斗。Perfusionconstructionofself-compactingconcreteadoptsgeneralconstructionequipments,namely,concretemixingstation,tanktruck,pumptruckandtransferringperfusionfunnelofself-compactingconcrete.第44頁/共101頁鋪設(shè)長鋼軌以及無縫線路施工與其他相同。ThewayoflongrailpavementandCWRconstructionisidenticalwithothers.

鋼軌精調(diào)需要采用重載式軌道測量儀（軌道幾何狀態(tài)測量儀）。Heavy-haulrailmeasuringapparatus(railgeometryconditionmeasurementinstrument)isadoptedforrailfineadjustment.

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3、施工效率

3.constructionefficiency因CRTSIII型軌道板板長優(yōu)化，原32m梁需鋪設(shè)7塊軌道板，而現(xiàn)場只需鋪設(shè)6塊。24m梁原鋪設(shè)6塊，現(xiàn)只鋪設(shè)5塊。直接綜合工效提高16%。FortheoptimizationofthelengthoftrackslabofCRTSⅢ,theoriginalbeamof32mneedspaving7trackslabs,while6trackslabsareneedednow.6trackslabsarepavedonthebeamof24moriginally,while5trackslabsareneedednow.Thedirectintegrativeworkefficiencyisincreased16percent.

第46頁/共101頁原灌注CA砂漿，一個(gè)工作面每天（16h）平均灌注30塊軌道板。而改為自密實(shí)混凝土，一個(gè)工作面每天（16h）平均可灌注80-100塊，提高工效300%。WhileinfusingCAmortaroriginally,30trackslabscanbedoneperday(16h)withinoneworkingsurfaceaveragely.Whereas80to100trackslabscanbeinfusedwhileapplyingself-compactingconcrete,whichincreasestheworkefficiencyof300percent.

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（三）穩(wěn)定、耐久

Ⅲ、stable＆durable

1、結(jié)構(gòu)體系具有較強(qiáng)的穩(wěn)定性1.Thestructuresystemhasrelativelystrongstability.第48頁/共101頁不分開式扣件與有擋肩軌道板有機(jī)結(jié)合，更有利于確保鋼軌在高速列車動(dòng)荷載作用下趨于安全穩(wěn)定。Organiccombinationofnon-separatedfasteningandshouldertrackslabismoreconductivetoensuringthesafetyandstabilityoftherailunderthehigh-speedtraindynamicload.

第49頁/共101頁通過自密實(shí)混凝土與軌道板間的有效連接，組成具有更強(qiáng)穩(wěn)定的復(fù)合板。Themorestablecompoundslabconsistsofeffectivecombinationofself-compactinglayerandtrackslab

第50頁/共101頁在復(fù)合板與底座之間設(shè)置嵌入式限位凹凸臺(tái)，實(shí)現(xiàn)復(fù)合板與基礎(chǔ)底座在縱、橫向上具有足夠強(qiáng)度的接觸性約束。Thedisplacementlimitedconcave/convexgrooveisembeddedbetweenthecompoundslabandpedestal,whichresultsinthecontactconstraintofthecompoundslabandpedestalwithsufficientintensityinthelongitudinalandhorizontallevel.第51頁/共101頁隔離層的合理約束連接，可緩解梁體受溫度力作用對(duì)軌道板的影響。同時(shí)，又可緩解列車動(dòng)荷載作用對(duì)橋梁的影響。Thereasonableconstraintlinkofthesepatrtinglayercanreleasetheinfluenceofthebeamonthetrackslab,aswellasthatofthetraindynamicloadonthebridge第52頁/共101頁底座與梁面（或隧道底面）的基礎(chǔ)固定連接，實(shí)現(xiàn)了整個(gè)無砟軌道系統(tǒng)與梁面（或隧底）的整體穩(wěn)定性結(jié)合。Thefixedconnectionbetweenpedestalandsurfaceofthebeam(orthebottomofthetunnel)realizesthestableintegralcombination.

第53頁/共101頁第54頁/共101頁2、結(jié)構(gòu)體系具有良好的耐久性

2.Thestructuresystemhasgooddurability.軌道板采用雙向后張部分預(yù)應(yīng)力結(jié)構(gòu)，為不開裂設(shè)計(jì)思想，使用壽命可達(dá)到100年。Thetrackslabwhoseservicelifeis100yearsisonekindofbidirectionalpost-tensionedpartiallyprestressedstructure,thedesignofno-crack.

第55頁/共101頁軌道板下填充調(diào)整層由自密實(shí)混凝土取代CA砂漿，使用壽命可達(dá)到100年。Thelifetimeofthepackedadjustmentlayermadeofself-compactinglayerinplaceofCAmortaris100years.第56頁/共101頁自密實(shí)混凝土同軌道板形成牢固的復(fù)合板結(jié)構(gòu)，軌道結(jié)構(gòu)更穩(wěn)定，列車沖擊動(dòng)荷載對(duì)軌道板的影響更小，能提高其耐久性，使用壽命可達(dá)到100年。Thefirmlyfixedcompoundstructureofthetrackslabandself-compactingstructurestablizestherailstructuregreatly.Impactloadofthetrainhaslessinfluenceonthetrackslabwhoselifetimeisupto100yearsandimproveitsdurability.第57頁/共101頁“橋隧單元結(jié)構(gòu)，路基柔性縱連結(jié)構(gòu)”，確保了道床板結(jié)構(gòu)均具有單元思想，使溫度力和環(huán)境變化對(duì)軌道結(jié)構(gòu)影響變的更小，提供了可以達(dá)到100年壽命的基礎(chǔ)條件。Bridge＆tunnelunitstructureandflexiblelongitudinalcoupledstructureofthesubgradeguaranteeunitperceptionoftheslab,whichlightenstheeffectoftemperatureforceandenvironmentvariationontherailstructureandprovidesthebasicconditionsforitslifetimeof100years.第58頁/共101頁在軌道板（復(fù)合板）與底座（或支承層）之間設(shè)置了緩沖隔離層，確保了能夠在養(yǎng)護(hù)維修的基礎(chǔ)條件下，使CRTSⅢ型板式無砟軌道結(jié)構(gòu)使用壽命達(dá)到100年。Separatinglayersetbetweentrackslab(compoundslab)andpedestal(supportinglayer)ensuresthatthelifetimeofCRTSⅢballastlesstrackstructurereaches100yearsonthebasicconditionofmaintenance.第59頁/共101頁（四）方便、維修

Ⅳ、easymaintenance1、作為一種全新的無砟軌道系統(tǒng)，為什么要考慮維修？

1.Asabrandnewballastlesstracksystem,whywillitsmaintenancebetakenintoconsideration?

第60頁/共101頁是因?yàn)椋袊赜驅(qū)拸V，溫度區(qū)跨度大，地質(zhì)條件也非常復(fù)雜。做為中國的高速鐵路無砟軌道系統(tǒng)，希望適應(yīng)范圍廣，并建立在長期穩(wěn)定的基礎(chǔ)上，Thereasonsareasfollows.Chinawhosegeologicalconditionsareverycomplicatedhasavastterritoryandlong-spantemperaturedistribution.AsChinesehigh-speedrailwayballastlesstracksystem,it’shopedtoadapttotheextensivecoverageandbefoundedonlong-termstability,第61頁/共101頁

但是長期穩(wěn)定的基礎(chǔ)是不太容易實(shí)現(xiàn)，所以，新型無砟軌道系統(tǒng)必須把具備維修方便條件及功能、且適應(yīng)較大調(diào)整的能力，作為高鐵無砟軌道重要的核心技術(shù)。

Howeverthebasisoflong-termstabilityisnoteasytoachieve.Asaresult,newtypeofballastlesstracksystemmustconsidertheconditionandfunctionofeasymaintenanceandtheabilityofstrongadjustmentasthecoretechniquesofhigh-speedrailwayballastlesstrack.第62頁/共101頁其次，通過國內(nèi)外工程實(shí)測調(diào)查顯示，普通混凝土使用壽命在30-50年就會(huì)出現(xiàn)明顯老化，對(duì)無砟軌道混凝土結(jié)構(gòu)耐久性會(huì)造成嚴(yán)重影響。Inaddition,theactualmeasurementsurveyathomeandabroadshowsthatgeneralconcretewillbeagingsignificantlyafterabout30to50yearsinservice,whichmayinfluencethedurabilityofconcretestructureoftheballastlesstrackseverely.

第63頁/共101頁

又由于無砟軌道結(jié)構(gòu)所處工作環(huán)境非常惡劣，且無砟軌道其他部分也同樣會(huì)出現(xiàn)磨損。

Andduringtotheworkingconditionsoftheballastlesstrackstructureisverypoor,theotherpartswillbeworn-outmeanwhile.第64頁/共101頁

因此，要清楚的認(rèn)識(shí)無砟軌道哪些部件正常使用年限？哪些部位在什么樣情況下需要維修？哪些部件在什么時(shí)間需要更換？這是非常重要的。

Whichpartandinwhatconditionitneedsmaintenance,aswellaswhentoreplaceworncomponents,shouldberecognized.Thoseareveryimportant

issuesforus.第65頁/共101頁

“使用年限及養(yǎng)護(hù)維修周期框圖”

Flowchartformaintenanceperiodasbellow第66頁/共101頁

2、維修思路和方便的維修方法

2.maintenancethoughtsandmethod

（1）采用單元結(jié)構(gòu)、或柔性連接結(jié)構(gòu)和分離式結(jié)構(gòu)的維修思路

(1)themaintenanceapproachofunitstructure,flexiblelinkstructureandseparatedstructure第67頁/共101頁有擋肩雙向后張預(yù)應(yīng)力軌道板門型鋼筋底座或支承層自密實(shí)鋼筋混凝土鋼軌緩沖隔離層扣件系統(tǒng)第68頁/共101頁單元+分離式結(jié)構(gòu)、與柔性縱連+分離式結(jié)構(gòu)，在其自密實(shí)混凝土（復(fù)合板）與底座（或支承層）之間設(shè)置了緩沖隔離層，實(shí)現(xiàn)了無砟軌道道床的可維修性。

Unit＆separatedstructure,flexible＆separatedstructureandbufferingseparatinglayersetbetweenself-compactingconcrete(compoundslab)andpedestal(supportinglayer)makethemaintainabilityofthebedofballastlesstrackcometrue.第69頁/共101頁

當(dāng)基礎(chǔ)出現(xiàn)了較大的沉降，而扣件已不能調(diào)整時(shí)（超出扣件的最大調(diào)高能力），可將復(fù)合板整體抬升到所需高度，通過在復(fù)合板下灌注樹脂砂漿，即可確保無砟軌道的快速維修，又能保證不中斷行車。

Whenlargesettlementoffoundationappearsandthefasteningcan’tbeadjusted(excessofmaximumadjustmentcapacityoffastening),compoundslabcanbeliftedtorequisiteheightintegrallyandresinmortarbeinfusedundercompoundslab,thusrapidmaintenanceofballastlesstrackandno-breaktravelingareguaranteed.第70頁/共101頁這種具備快速方便的維修方法與思路，完全可以打破無砟軌道對(duì)線下基礎(chǔ)工程“工后零沉降”的技術(shù)要求，完全可以降低對(duì)基礎(chǔ)沉降過高的控制要求，放寬對(duì)軌道板鋪設(shè)的基本條件，Suchrapidandconvenientmaintenancemethodandthoughtcanbreaktechnologyrequirementsofnosettlementafterconstructionforunderlinefoundationworksofballastlesstrackandlowertheover-strictcontrolstandardoffoundationettlement,inadditiontorelaxingthebasicconditionsoftrackslabpavement.

第71頁/共101頁

對(duì)地質(zhì)勘察、沉降觀測、基床結(jié)構(gòu)的要求也可大大降低，符合目前高速鐵路建設(shè)的實(shí)際需求。

Besidestherequirementsofgeologicalinvestigation,settlementobservationandfoundationstructureareloweredenormouslyandmeettheactualneedsofconstructionofhigh-speedrailwayatpresent.第72頁/共101頁第73頁/共101頁

（2）方便的快速維修方法

(2)convenientandrapidmaintenancemethod

①方便快速的維修工藝流程：

①convenientandrapidprocessofmaintenancecrafts:

第74頁/共101頁

維修前測量——復(fù)合板底切割鑿除安裝孔——千斤頂掛鉤安裝——整體抬升——精調(diào)與固定——測量評(píng)估——復(fù)合板下灌注樹脂砂漿——拆除維修工裝——線路精調(diào)——維修結(jié)束。

measurementbeforemaintenance——Cutandchiseltheinstallationholesunderthebottomofcompoundslab——installationofjackhook——upliftintegrally——fineadjustmentandfixture——measurementandassessment——perfusionofresinmortarundercompoundslab——removalofmaintenanceequipments——linefineadjustment——finishofmaintenance.

第75頁/共101頁②維修方法

②maintenancemethod當(dāng)發(fā)生較大范圍的不均勻沉降時(shí)，路基只需要頂升軌道板來維修線路高程及方向。Whilelargerangeofnon-uniformsettlementoccurs,onlytrackslabneedstobeupliftedtomaintaintheelevationanddirectionoftheline.第76頁/共101頁

具體方法是：一頂、二測、三灌。

Thespecificmethodsarelifting,measuring,andinfusing.

一頂：在維修區(qū)段的每一塊軌道板下（設(shè)計(jì)位置）開四個(gè)方孔，安裝Z字形頂升裝置，用螺旋千斤頂頂起軌道板；

Lifting:4holesshouldbechiselledundereachtrackslab(designedposition)inthemaintenancesectionsandZ-shapedliftingdevicesshouldbeinstalled.Andtheslabisupliftedbyspiraljack.

第77頁/共101頁

二測：依據(jù)CPⅢ點(diǎn)，用全站儀、軌道檢測儀等，測量線路的高程與方向，并精確定位；

Measuring:accordingtoCPⅢpoints,theelevationanddirectionofthelinearemeasuredbytotalstationinstrumentandtrackdetector,etctorealizepreciselocation.第78頁/共101頁

三灌：精調(diào)定位后，在軌道板四周關(guān)模并灌注板下樹脂砂漿。

Infusing:afteraccuratelocation,mouldisenclosedfromthesurroundingsoftheslabandresinmortarundertheslabisinfused.第79頁/共101頁當(dāng)發(fā)生不可抗力的自然災(zāi)害，線路局部發(fā)生破壞，發(fā)生斷板時(shí)，則需要更換軌道板，具體方法是：一解，二拆，三換，四測，五灌，六連。Whilepartialdamageofthelineandfractureoftheslaboccur,becauseofirresistiblenaturaldisasters,thetrackslabshouldbereplaced.Thespecificmethodisuntying,dismantling,replacing,measuring,infusingandcoupling.

第80頁/共101頁

一解：先拆除軌道板上的鋼軌，然后是縱連板的解板過程，清除板縫樹脂砂漿（斷板兩端）、轉(zhuǎn)動(dòng)連接器（退絲扣）、松開剪力板連接螺栓，割掉剪力板（需要維修的一塊）、拆除板上扣件的彈條螺栓；

Untying:atfirsttherailsaredismantledfromtrackslab,thenlongitudinalcoupledslabisuntied,andtheresinmortarintheslabjoint(bothsidesoffracturedslab)isremoved.Andlinkingsetisturnedonandconnectionboltsofshearplateareloosened.Thenext,shearplate(thefirstoneneedingmaintenance)shouldbecutoffandspringbarboltsaredismantledfromtheslab；

第81頁/共101頁

二拆：將斷板吊出；

Dismantling:thefracturedslabshouldbeliftedaway.

三換：將新板吊入；

Replacing:newslabisliftedin.

四測：依據(jù)CPⅢ點(diǎn)，測量軌道板及鋼軌高程和方向，并精確定位；

Measuring:accordingtoCPⅢpoints,theelevationanddirectionofthelinearemeasuredtorealizepreciselocation.第82頁/共101頁

五灌：符合要求時(shí)，四周關(guān)模灌注樹脂砂漿填充板底；

Infusing:whilerequestsaresatisfied,theresinmortarisinfusedtofillinthebottomoftheslabwiththemouldenclosed.

六連：將縱向預(yù)應(yīng)力鋼棒通過可伸縮連接器進(jìn)行連接、張拉，再將剪力板安裝焊接就位，并包裹密封。灌注板縫樹脂砂漿。

Coupling:thelongitudinalprestressedsteelbarsarecoupledandtensionedthroughextensiblecoupler.Thentheshearplateisinstalledandweldedatcertainpositionandiswrappedandsealed.Finally,theresinmortarisinfusedintoslabjoints.第83頁/共101頁在遭遇地震災(zāi)害導(dǎo)致路基破壞時(shí)，局部軌道板斷裂，鋼軌曲扭，割掉破壞鋼軌，解除軌道板殘余連接部分，移除破壞軌道板，Therewillbepartialfracturesoftheslab,deflectionoftherailsduetosubgradedestructioncausedbyearthquakedisasters.Thereforebrokenrailsandtheremainsofslabconnectionsaswellasdamagedslabsshouldberemovedandthesubgradeisrestored.Theconcreteiscastintothepedestalrolledandcompactedwiththemouldenclosed.第84頁/共101頁

修復(fù)路基，碾壓、關(guān)模澆筑混凝土底座，移入軌道板，測量定位，澆筑自密實(shí)混凝土，安裝扣件，安裝鋼軌，焊接鋼軌。

Theslabintowhichtheself-compactingconcreteiscastismovedinandmeasuredatcertainlocation.Thefasteningisinstalledandtherailisinstalledandwelded.

第85頁/共101頁③縱連式板式無砟軌道整體抬升維修技術(shù)③integrallyupliftingmaintenancetechnologyoflongitudinalcoupledballastlesstrack整體支撐體系

integrallysupportingsystem

第86頁/共101頁整體頂升工作狀態(tài)

integrallyupliftingconditions第87頁/共101頁④復(fù)合板下樹脂砂漿維修技術(shù)④resinmortarmaintenancetechnologyundercompoundslab第88頁/共101頁三、社會(huì)和經(jīng)濟(jì)效益

Ⅲ、SocialandEconomicBenefits

第89頁/共101頁從目前研究的階段成果來看，無論從“Ⅲ型”板外形、成功預(yù)制的有擋肩曲面軌道板，到“Ⅲ型”板軌道結(jié)構(gòu)設(shè)計(jì)、結(jié)構(gòu)受力，及全新的理論體系，與“Ⅰ型”、“Ⅱ型”軌道結(jié)構(gòu)完全不同，Intermsofcurrentresearchresultsofonephase,nomattertheconfigurationofCRTSⅢandsuccessfullyprefabricatedshouldercurvedsurfacetrackslab,orstructuredesignandstressofCRTSⅢandbrandnewtheorysystem,allaredifferentfromCRTSⅠorⅡ.第90頁/共101頁

“Ⅲ型”軌道結(jié)構(gòu)更加簡單，受力更加合理，整個(gè)系統(tǒng)完全具備安全、可靠、穩(wěn)定、耐久。

TherailstructureofCRTSⅢissimpleandreasonablyforcingtoensurethesafety,reliability,stabilityanddurabilityofthewholesystem.第91頁/共101頁從采用的資源、原材料節(jié)省及結(jié)構(gòu)設(shè)計(jì)來看，“Ⅲ型”板與“Ⅰ型”板相比：Asfarastheadoptedresourceandrawmaterialssavingaswellasstructuredesignareconcerned,thereisacomparisonbetwe