阅读说明：本技术 一种轨排井系统 (Track panel well system ) 是由 郎瑶 国斌 罗章波 李长安 刘力 黄新连 高煌 李平定 刘雪斌 戚洪伟 周丁恒 于 2020-12-30 设计创作，主要内容包括：本申请实施例提供了一种轨排井系统,包括：自地面向下的轨排井,所述轨排井设置在地铁地下线路的侧边；其中,所述轨排井的井口形成在地面处,所述轨排井的井口用于轨排自上而下的放置；侧边通道,位于所述地面之下,所述侧边通道的一端与所述轨排井连通,所述侧边通道的另一端用于与所述地铁地下线路连通。本申请实施例解决了现有技术中轨排井无法适用于地铁地下线路之上不适合开挖的情况的技术问题。(The embodiment of the application provides a section of track well system, includes: the track panel well is arranged on the side of the underground line of the subway; the wellhead of the track panel well is formed at the ground, and the wellhead of the track panel well is used for placing track panels from top to bottom; and the side channel is positioned below the ground, one end of the side channel is communicated with the track panel well, and the other end of the side channel is communicated with the underground railway line. The technical problem that in the prior art, a track panel well cannot be suitable for the condition that excavation is not suitable for underground subway lines is solved.)

1. A track panel well system, comprising:

the track panel well is arranged on the side of the underground line of the subway; the wellhead of the track panel well is formed at the ground, and the wellhead of the track panel well is used for placing track panels from top to bottom;

and the side channel is positioned below the ground, one end of the side channel is communicated with the track panel well, and the other end of the side channel is communicated with the underground railway line.

2. The track panel well system of claim 1, wherein the side passage is configured to communicate diagonally with the subway underground line.

3. The tie-down well system of claim 2, wherein the side channels are linear side channels or curvilinear side channels.

4. The track panel well system of claim 3, wherein the lateral channel has a width greater than a width of the track panel;

the length of the wellhead of the track panel well is larger than that of the track panel, and the width of the wellhead of the track panel well is larger than that of the track panel;

the value range of the oblique crossing angle between the side passage and the underground line of the subway is more than or equal to 110 degrees and less than or equal to 140 degrees.

5. The track panel well system of any one of claims 1 to 4, further comprising:

a transport rail disposed within the panel well and the side channel; the direction of the conveying rail is consistent with that of the side channel;

the rail laying vehicle is arranged on the transportation rail and can move along the transportation rail.

6. The track panel well system of claim 5, wherein the subway underground line includes a single tunnel section having a single first tunnel with at least two first paved lines therein;

the track panel well system further comprises an in-tunnel crossover line, and the in-tunnel crossover line is used for obliquely crossing with two adjacent first track laying lines;

the transport rail is skew to a first lay line adjacent the transport rail.

7. The track panel well system according to claim 6, wherein the angle of skew between the in-tunnel crossover and the first track laying line is in a range of 110 degrees or more and 160 degrees or less;

the value range of the angle of the skew intersection between the transport rail and the first track laying line close to the transport rail is greater than or equal to 110 degrees and less than or equal to 140 degrees.

8. The track panel well system according to claim 6, wherein the subway underground line further comprises a multi-tunnel section having a plurality of second tunnels, and an inter-tunnel passage through which adjacent ones of the second tunnels communicate; a separate second track laying line is arranged in the second tunnel;

the track panel well system further comprises a cross line between tunnels, the cross line between tunnels is arranged in the channel between tunnels, and the cross line between tunnels is used for obliquely crossing with two adjacent second track laying lines;

the transport rail is skew to a second lay line adjacent the transport rail.

9. The track panel well system according to claim 8, wherein the angle at which the cross-over between the tunnels and the second track laying line are oblique ranges from greater than 110 degrees to 140 degrees;

the value range of the angle of the oblique crossing between the transport rail and the second track laying line close to the transport rail is greater than or equal to 110 degrees and less than or equal to 140 degrees.

10. The track panel well system of claim 8, wherein the width of the inter-tunnel channel is greater than the width of the track panel.

Technical Field

The application relates to the technical field of subway underground line track laying, in particular to a track panel well system.

Background

In the construction process of the subway, most of subway stations and sections are arranged underground, in order to ensure the requirement of the laying progress of subway train tracks and reduce the track laying cost, track laying holes, namely, commonly called track panel wells, are reserved at the tops of stations or sections which are dug in the middle of a line. The function of a track panel well is usually to hoist the track panel from top to bottom onto a railcar, which is placed at the bottom of the track panel well.

In the prior art, the track panel well is arranged above a ground travelling crane line and is opened from a station or an interval top plate to a bottom plate, so that the track panel can be directly hoisted to the travelling crane line on the station or the interval bottom plate from the upper part of the station or the interval top plate, and then the track laying operation is carried out by a track laying vehicle.

When stations and intervals along the subway are limited by environmental factors and cannot be excavated right above the structure, the track panel can only be paved from a far-end vehicle section, the paving time is long, the transportation distance is long, and the track paving cost is greatly increased.

Therefore, the track panel well in the prior art cannot be suitable for the condition that excavation is not suitable on the underground line of the subway, and is a technical problem which needs to be solved urgently by technical personnel in the field.

The above information disclosed in the background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not form the prior art that is known to those of ordinary skill in the art.

Disclosure of Invention

The embodiment of the application provides a section of track well system to solve the technical problem that the section of track well can't be applicable to the condition of unsuitable excavation on the underground railway line among the prior art.

The embodiment of the application provides a section of track well system, includes:

the track panel well is arranged on the side of the underground line of the subway; the wellhead of the track panel well is formed at the ground, and the wellhead of the track panel well is used for placing track panels from top to bottom;

and the side channel is positioned below the ground, one end of the side channel is communicated with the track panel well, and the other end of the side channel is communicated with the underground railway line.

Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:

the track panel well is arranged on the side edge of the underground line of the subway, and the track panel well is communicated with the underground line of the subway through a side edge channel arranged under the ground. Like this, the section of track well is not just set up on subway underground line's structure, but set up the side at subway underground line's structure, especially can be applicable to the top of subway underground line and can't occupy, just in time is the condition of ground road like subway underground line's top. The section of track well sets up the side at subway underground line, and the selection of position can be selected according to the ground condition, can communicate section of track well and subway underground line through the side passageway. When the section of track well system of this application embodiment is used to the needs and is spread the rail, at first place down the section of track from the well head top-down of section of track well, later, remove the section of track well along side passageway, remove to the subway underground line from section of track well position, finally reach the position that needs to lay the section of track. The track panel well system of the embodiment of the application has the advantages of simple structure and convenience in construction, and can be used for digging track panel wells directly above the structure of the underground railway line, such as a ground road directly above a station and an interval along the subway line.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1 is a top view of a track panel well system and underground line of a subway in accordance with an embodiment of the present application;

FIG. 2 is a cross-sectional view A-A of the track panel well system shown in FIG. 1.

Description of reference numerals:

11 track panel wells, 111 the well heads of the track panel wells, 12 side channels, 123 transport rails,

13 track laying vehicles, 14 cross lines between tunnels,

2 underground railway lines, 21 tunnels, 22 second tunnels and 221 second track laying lines.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

During subway construction, the structure of the underground railway line, such as stations and intervals along the subway line, is limited by environmental factors, and sometimes the condition of track panel wells cannot be excavated right above the structure of the underground railway line, such as stations and intervals along the subway line are just below ground roads, and the ground roads cannot be occupied for a long time for construction. The track panel system of the present application is applicable to this situation.

Example one

FIG. 1 is a top view of a track panel well system according to an embodiment of the present application; FIG. 2 is a cross-sectional view A-A of the track panel well system shown in FIG. 1.

As shown in fig. 1 and 2, a track panel well system of an embodiment of the present application includes:

the track panel well 11 is arranged on the side of the underground line of the subway, and faces downwards from the ground; wherein the well mouth 111 of the track panel well is formed at the ground, and the well mouth 111 of the track panel well is used for placing the track panel from top to bottom;

and the side channel 12 is positioned below the ground, one end of the side channel 12 is communicated with the track panel well 11, and the other end of the side channel is used for being communicated with the underground railway line 2.

The section of track well system of this application embodiment, section of track well set up the side at subway underground line, through setting up the side passageway under the ground, with section of track well and subway underground line intercommunication. Like this, the section of track well is not just set up on subway underground line's structure, but set up the side at subway underground line's structure, especially can be applicable to the top of subway underground line and can't occupy, just in time is the condition of ground road like subway underground line's top. The section of track well sets up the side at subway underground line, and the selection of position can be selected according to the ground condition, can communicate section of track well and subway underground line through the side passageway. When the section of track well system of this application embodiment is used to the needs and is spread the rail, at first place down the section of track from the well head top-down of section of track well, later, remove the section of track well along side passageway, remove to the subway underground line from section of track well position, finally reach the position that needs to lay the section of track. The track panel well system of the embodiment of the application has the advantages of simple structure and convenience in construction, and can be used for digging track panel wells directly above the structure of the underground railway line, such as a ground road directly above a station and an interval along the subway line.

In practice, this is shown in FIG. 1. The side passage 12 is used for being communicated with the underground railway line 2 in an oblique mode.

Because the length of the track panel is longer, if the side passage is orthogonally communicated with the underground line of the subway, a right-angled turn can be generated at the orthogonal position, and the right-angled turn is not beneficial to steering the track panel. Therefore, the side channel and the underground line of the subway are in oblique crossing, so that the corner with the angle far larger than a right angle is formed at the oblique crossing position, the turning is convenient, the track laying progress can be accelerated, and the track laying cost is reduced.

In practice, the side channels are linear side channels, or curvilinear side channels.

The side channel is obliquely crossed with the underground line of the subway, and the side channel can be a linear side channel or a curved side channel. The shape of the side passage can be selected according to the position of the track panel well and the position of the underground line of the subway.

In practice, the width of the side channels is greater than the width of the track panel;

the length of the wellhead of the track panel well is larger than that of the track panel, and the width of the wellhead of the track panel well is larger than that of the track panel;

as shown in fig. 1, the range of the oblique crossing angle between the side passage 12 and the underground subway line 2 is greater than or equal to 110 degrees and less than or equal to 140 degrees.

The width of the side channel is greater than the width of the track panel, so that the track panel can move in the side channel. The length of the well mouth of the track panel well is larger than that of the track panel, the width of the well mouth of the track panel well is larger than that of the track panel, namely the well mouth of the track panel well is slightly larger than the size of the track panel, and the requirement that the track panel is hoisted from the well mouth of the track panel well from top to bottom can be met.

The larger the angle of the side channel and the underground line of the subway is, the closer the side channel is to a straight line, the better the paving vehicle can walk, but the distance is wasted; the smaller the angle of the oblique crossing is, the greater the difficulty of turning the track laying vehicle is, and the shorter the distance is. The skew angle between the cross line between the tunnels and the track laying line needs to be selected according to the conditions of a construction site.

In an implementation, the track panel well system further comprises:

a transport rail 123, said transport rail 123 being disposed within said section bar well and said side channel 12; wherein the direction of the transportation rail 123 is consistent with the direction of the side channel 12;

and the rail paving vehicle 13 is placed above the transportation rail 123 and can move along the transportation rail 123.

After the track laying vehicle is moved to the position of the track panel well, the track panel is placed on the track laying vehicle from top to bottom at the wellhead of the track panel well, the track laying vehicle moves along the transportation track, and then the track laying vehicle can enter the underground line of the subway and move to the preset track laying position for track laying.

When the transport rail is curved, the radius of curvature is not less than 100 meters.

The radius of curvature is large, so that the turn of the track laying vehicle moving through is large, and the track laying vehicle is convenient to move.

In an implementation, the underground railway line comprises a single tunnel part, wherein the single tunnel part is provided with a single first tunnel, and at least two first track laying lines are arranged in the first tunnel;

the track panel well system further comprises an in-tunnel crossover line, and the in-tunnel crossover line is used for obliquely crossing with two adjacent first track laying lines;

the transport rail is skew to a first lay line adjacent the transport rail.

The underground railway line comprises a single tunnel part which is only provided with a single first tunnel, the first tunnel at the position is a position with larger width, for example, a station position is provided with two first track laying lines which go back and forth, and a transfer station is provided with a plurality of first track laying lines. And the transition line in the tunnel is used for communicating two adjacent first track laying lines and is in oblique crossing connection. Like this, the railcar can move the first track laying circuit that is close to the transportation rail from the transportation rail, and other first track laying circuit is entered into to the cross-over in the rethread tunnel, realizes that the railcar moves each first track laying circuit, paves the rail.

When there are a plurality of intra-tunnel crossovers, the intra-tunnel crossovers may be connected substantially in the shape of a diagonal line or a curve, or may be arranged at intervals. The two modes can be selected according to the space of the site.

In implementation, the value range of the skew angle between the transition line in the tunnel and the first track laying line is greater than or equal to 110 degrees and less than or equal to 160 degrees.

The larger the angle of the skew is, the closer to a straight line is, the better the paving vehicle walks, but the distance is wasted; the smaller the angle of the oblique crossing is, the greater the difficulty of turning the track laying vehicle is, and the shorter the distance is. The skew angle between the cross line in the tunnel and the track laying line needs to be selected according to the conditions of a construction site.

In implementation, the underground railway line further comprises a multi-tunnel part and an inter-tunnel passage 21, wherein the multi-tunnel part is provided with a plurality of second tunnels 22, and the adjacent second tunnels 22 are communicated through the inter-tunnel passage 21; a separate second track laying line 221 is provided in the second tunnel 22;

the track panel well system further comprises a tunnel cross line 14, wherein the tunnel cross line 14 is arranged in the tunnel channel 21, and the tunnel cross line 14 is used for obliquely crossing two adjacent second track laying lines 221;

the transport rail 123 is skew crossed with a second track laying line 221 close to the transport rail.

The subway underground line comprises a multi-tunnel part, wherein the multi-tunnel part is provided with a plurality of second tunnels, each second tunnel is internally provided with a separate second track laying line, and the adjacent second tunnels are communicated through the inter-tunnel channels. And the cross lines between the tunnels are arranged in the channels between the tunnels and are used for obliquely crossing with the two adjacent second track laying lines. The communication between the second tunnels is realized through the tunnel-to-tunnel passage. Because the cross-over line between the tunnels and the second track laying line close to the transportation rail are in oblique crossing, the track laying vehicle can move to the first track laying line close to the transportation rail from the transportation rail and then enter other second track laying lines through the cross-over line between the tunnels, so that the track laying vehicle can move to each second track laying line to lay tracks.

In implementation, the value range of the angle of the skew between the cross line between the tunnels and the second track laying line is greater than 110 and equal to or less than 140 degrees;

the value range of the angle of the oblique crossing between the transport rail and the second track laying line close to the transport rail is greater than or equal to 110 degrees and less than or equal to 140 degrees.

The larger the angle of the skew is, the closer to a straight line is, the better the paving vehicle walks, but the distance is wasted; the smaller the angle of the oblique crossing is, the greater the difficulty of turning the track laying vehicle is, and the shorter the distance is. The skew angle between the cross line between the tunnels and the track laying line needs to be selected according to the conditions of a construction site.

When there are a plurality of inter-tunnel crossovers, the inter-tunnel crossovers may be connected substantially in the shape of a diagonal line or a curve, or may be arranged at intervals. The two modes can be selected according to the space of the site.

In practice, the width of the tunnel-to-tunnel channel is greater than the width of the track panel. And the requirement of track panel transportation is met.

In an implementation, the length of the well mouth of the track panel well is greater than the length of the track panel, and the width of the well mouth of the track panel well is greater than the width of the track panel;

the width of each of the side channels and the inter-tunnel channels is greater than the width of the track panel.

Specifically, the length of the well mouth of the track panel well is not less than 27m (track panel length is 25m, a space of 1.0m is reserved on each side), the width of the well mouth of the track panel well is not less than 3.5m (track panel width is 2.5m, a space of 0.5m is reserved on each side), the width of the side channel and the width of the channel between the tunnels are not less than 4m, and the track panel transportation requirement is met.

In the description of the present application and the embodiments thereof, it is to be understood that the terms "top", "bottom", "height", and the like, indicate orientations or positional relationships based on those shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application.

In this application and its embodiments, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integral to; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

In this application and its embodiments, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise the first and second features being in direct contact, or may comprise the first and second features being in contact, not directly, but via another feature in between. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.

The above disclosure provides many different embodiments or examples for implementing different structures of the application. The components and arrangements of specific examples are described above to simplify the present disclosure. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.