CRTSIII型板式無砟軌道建造全新理念

CRTSIII型板式無砟砟軌道建造造全新理念念NewIdeasoftheConstructionofCRTSIIIBallastlessTrack中鐵二十三三局集團(tuán)有有限公司2011年1月ChinaRailway23rdBureauGroupCo.,LtdJanuary2011目錄錄CONTENT一、總體研研發(fā)思想Ⅰ、OverallResearchandDevelopmentThought二、技術(shù)特特點Ⅱ、TechnicalCharacteristics（一）結(jié)構(gòu)構(gòu)簡單1.simplestructure（二）施工工便捷2.convenientconstruction（三）穩(wěn)定定耐久3.stable＆durable（四）方便便維修4.easymaintenance三、社會及及經(jīng)濟(jì)效益益Ⅲ、SocialandEconomicBenefits一、總體研研發(fā)思想Ⅰ、OverallResearchandDevelopmentThoughts軌道交通是是一種低碳碳、節(jié)能、、環(huán)保的綠綠色交通。。隨著高速速鐵路時代代的到來，，為中國老老百姓帶來來了更加方方便、快捷捷、安全、、舒適的出出行選擇。。Railtransitisonekindoflow-carbon,energy-saving,environment-friendlygreentransportation.Withtheadventofhigh-speedrailwayage,itismoreconvenient,morecomfortable,saferandfasterforthecommonpeopletomakeatrip.而高速鐵道道無砟軌道道發(fā)展的技技術(shù)路線，，實質(zhì)上就就是始終堅堅持不斷地地追求軌道道的高平順順性，和軌軌道結(jié)構(gòu)縱縱向剛度均均勻化的連連續(xù)性。這這是確保高高速列車安安全性和舒舒適性最關(guān)關(guān)鍵的核心心技術(shù)。Thusthedevelopmentofhigh-speedrailwayballastlesstrack,infact,mainlyfocusesonhighsmoothnessfortheorbitandcontinuityoflongitudinalrigidityhomogenizationfortherailstructurewhicharethemostcrucialkeytechnologytomaintainthesecurityandcomfortabilityofhigh-speedtrain..因為，軌道道幾何尺寸寸的制造精精度、安裝裝誤差和剛剛度變化是是引起高速速列車振動動的根源。。我們追求求高速度的的過程，就就是不斷的的提高軌道道精度和軌軌道結(jié)構(gòu)剛剛度均勻性性，不斷克克服振動的的過程。Sincethemanufactureaccuracyoftherailgeometrysize,installationerrorsandrigiditychangearetherootcausetoresultinvibrationofhigh-speedtrain.Thatwepursuithighspeedistokeepimprovingtheprecisionandlongitudinalrigidityhomogenizationfortherailstructureandovercomingthevibrations.CRTSIII型板式無砟砟軌道技術(shù)術(shù)特點，正正是針對上上述技術(shù)關(guān)關(guān)鍵，吸取取了以往各各類無砟軌軌道優(yōu)點，，從而研發(fā)發(fā)的一種結(jié)結(jié)構(gòu)簡單、、施工便捷捷、穩(wěn)定耐耐久、方便便維修的全全新無砟軌軌道結(jié)構(gòu)。。Inviewofthekeytechniquesmentionedabove,thetechnicalcharacteristicsofCRTSⅢⅢballastlesstrackwhichisdevelopedasakindofbrand-newballastlesstrackofsimplestructure,convenientconstruction,easymaintenance,stable＆durablehastheadvantageofallkindsofpreviousballastlesstrack.總體的研發(fā)發(fā)思想：就就是“單元思路、、縱連方式式、雙塊受受力”。其核心理理論構(gòu)架就就是“路基縱連、、橋隧單元元、方便維維修”。TheoverallR＆DthoughtisUniteideas,Longitudinalcoupled,Double-blockforced.Itscoretheoreticalframeworkislongitudinal-coupledsubgrade,bridgeunit,easymaintenance.二、CRTSIII型板式無砟砟軌道技術(shù)術(shù)特點Ⅱ、TechnicalCharacteristicsofCRTSⅢballastlesstrack（一）結(jié)構(gòu)構(gòu)簡單Ⅰsimplestructure1、結(jié)構(gòu)組成成1、structurecomposition軌道板：路路基縱連，，橋隧單元元；Trackslab:longitudinal-coupledsubgrade,bridge＆tunnelunit填充調(diào)整層層：自密實實混凝土；；Packedadjustmentlayer:self-compactingconcrete緩沖隔離層層：與軌道道板對應(yīng)為為單元；Bufferseparatinglayer:theunitcorrespondedwithtrackslab底座及支承承層：橋上上單元，隧隧道內(nèi)混凝凝土長單元元（或直接接采用隧底底為基礎(chǔ)）），路基上上為連續(xù)碾碾壓混凝土土；Pedestalandsupportinglayer:bridgeunit,longunitofconcreteinsidethetunnel(ordirectlyadoptingthebottomofthetunnelasthefoundation),continuousrollingcompactionconcreteonthesubgrade限位結(jié)構(gòu)：：門型筋+凹凸槽鋼筋筋混凝土。。Spacingstructure:gatereinforcement+concave/convexgroove-shapedreinforcedconcrete其結(jié)構(gòu)技術(shù)術(shù)特點：TechnicalCharacteristics：（1）路基縱連連結(jié)構(gòu)(1)longitudinal-coupledsubgrade路基結(jié)構(gòu)是是由散粒體體填筑形成成，路基表表面剛度較較小。若采采用單元結(jié)結(jié)構(gòu)，列車車通過時，，由于路基基表面剛度度較低，對對板端支承承反力，約約束力不夠夠，板端豎豎向位移較較大，形成成振動源，，對高速列列車安全性性和舒適性性影響較大大。Thesubgradestructureismadeofgranularmaterialsandthesurfacerigidityofthesubgradeisrelativelylow.Iftheunitstructureisadopted,whenthetrainpassesonit,thesupportingforceattheendofslabandbindingforcearenotenoughsothattheverticaldisplacementattheendofslabiscomparativelylarge,becauseofthelowsurfacerigidityofthesubgrade,whichresultsinvibrationsourcethathasgreatinfluenceonthesafetyandconvenienceofthehigh-speedtrain.縱連結(jié)構(gòu)可可有效分散散板下應(yīng)力力集中，降降低應(yīng)力峰峰值，提高高軌道結(jié)構(gòu)構(gòu)的整體性性，增大軌軌道結(jié)構(gòu)的的連續(xù)剛度度，可最經(jīng)經(jīng)濟(jì)、最合合理、最有有效的克服服路基表面面剛度降低低所帶來的的振動問題題。Thelongitudinal-coupledstructurecandistributestressconcentrationeffectivelyandreducestresspeaktoimprovetheintegrityoftherailstructureandincreaseitscontinuousrigidity.Anditcanmosteconomically,reasonably,andeffectivelysolvetheproblemsbroughtbythedecreasingsurfacerigidityofthesubgrade.采用的是是一種柔柔性的縱縱連結(jié)構(gòu)構(gòu)。溫升升溫降時時，軌道道板縱向向可移動動（具有有單元自自由伸縮縮效果）），豎向向受限則則不能移移動。若若基礎(chǔ)有有沉降，，柔性縱縱連結(jié)構(gòu)構(gòu)有較強(qiáng)強(qiáng)的跟隨隨性。Onekindofflexiblelongitudinal-coupledstructureisadopted.Atthetimeoftemperatureriseordrop,trackslabcanmovetowardsthelongitudinaldirection(theeffectoffreeunitexpansion),whereastheverticalmovementislimited.Iffoundationsettlementoccurs,flexiblelongitudinal-coupledstructurehasstrongfollowingperformance.（2）橋隧單單元結(jié)構(gòu)構(gòu)(2)bridgeandtunnelunitstructure橋梁及隧隧底結(jié)構(gòu)構(gòu)表面剛剛度較大大，為軌軌道板采采用單元元結(jié)構(gòu)提提供了良良好的條條件。由由于橋隧隧表面剛剛度大，，對單元元板端的的約束力力較強(qiáng)。。Thesurfacerigidityofbridgeandtunnelishigh,whichprovidefavorableconditionsfortheunitstructureappliedintotrackslab.Becauseofthehighsurfacerigidityofbridgeandtunnel,thebindingforceattheendofslabisstrong.列車通過過時，板板端豎向向位移較較小，產(chǎn)產(chǎn)生的振振動是安安全、舒舒適可接接受的范范圍內(nèi)。。Whilethetrainpassesby,theverticaldisplacementattheendofslabissmall.Andthevibrationcausedfromitiswithinthelimitofsafetyandcomfortability.單元板結(jié)結(jié)構(gòu)不僅僅可簡化化橋上、、隧內(nèi)軌軌道結(jié)構(gòu)構(gòu)，降低低建造難難度，而而且還可可降低造造價。Unitslabstructurecannotonlysimplifyupper-bridgeandinner-tunneltrailstructureandlowerthedifficultyofconstruction,butalsoreduceprojectcosts.可最有效效的克服服連續(xù)結(jié)結(jié)構(gòu)受溫溫度力造造成的復(fù)復(fù)雜問題題等。Theseriescomplexproblemsbroughtbycontinuousstructureundertemperatureforcecanbesolvedmosteffectively（3）自密實實混凝土土取代了了CA砂漿(3)self-compactingconcretereplacementCAmortar傳統(tǒng)的CA砂漿調(diào)整整層，只只能提供供極為有有限的彈彈性，對對軌道剛剛度過渡渡緩沖作作用微小小。TraditionaladjustmentlayerofCAmortarcanonlyprovideverylimitedflexibilityandhaveaslighteffectonbufferingtransitionrigidityoftherailstructure.傳統(tǒng)的CA砂漿層與與軌道板板之間極極易產(chǎn)生生離縫等等破損病病害，給給運(yùn)營安安全及維維修帶來來了極大大的危害害和困難難。SomedamageslikecracksoccurbetweentraditionalCAmortarandtrackslab,whichbringsalotofharmandproblemstooperationsafetyandmaintenance.自密實混混凝土彈彈模25000Mpa，與高彈彈CA砂漿彈模模10000Mpa，所能提提供的彈彈性相當(dāng)當(dāng)。Self-compactingconcretewhoseelasticmodulusis25000MPacanprovidethesameflexibilitywiththehigh-flexibilityCAmortarthatof10000MPa.自密實混混凝土與與軌道板板形成牢牢固的復(fù)復(fù)合板結(jié)結(jié)構(gòu)，軌軌道板與與混凝土土基礎(chǔ)間間不再有有薄弱的的夾心層層，使軌軌道結(jié)構(gòu)構(gòu)受力更更趨合理理。Self-compactingconcreteandtrackslabshapeintosubstantialcompoundstructuresothattherewillbenoweaksandwichlayerbetweenthemthattendtobearloadwell.采用自密密實混凝凝土取代代CA砂漿作為為填充調(diào)調(diào)整層，，不僅簡簡化了結(jié)結(jié)構(gòu)，節(jié)節(jié)省了原原材料，，減少了了對環(huán)境境的污染染，而且且與“I”、“II”相比，僅僅填充調(diào)調(diào)整層可可降低造造價70%。Self-compactingconcreteinsteadofCAmortaraspackedadjustmentlayercannotonlysimplifythestructure,saverawmaterialsandcutdownthepollutiontotheenvironment,butalsoreduce70percentofcostsofpackedadjustmentlayercomparedwithCRTSⅠorCRTSⅡ.（4）鋼筋混混凝土底底座或支支承層所所用鋼筋筋可節(jié)省省80%。(4)Thereinforcementofwhichreinforcedconcretepedestalismadeisscaleddown80percent.橋梁上設(shè)設(shè)置混凝凝土底座座，僅僅僅是為了了防排水水、超高高和設(shè)置置限位凹凹槽功能能需求，，所以底底座鋼筋筋可大大大減少。。Tosetconcretepedestalonthebridgewhichcangreatlysavetheamountofreinforcementusedinpedestalistomeettheneedofwaterproof＆drainage,superelevationanddisplacementlimitedgroove.隧道內(nèi)限限位凹槽槽可直接接設(shè)置在在仰拱上上，僅限限位機(jī)構(gòu)構(gòu)需配置置鋼筋，，所以底底座鋼筋筋可大大大減少。。Thedisplacementlimitedgrooveinsidethetunnelcanbesetontheinvertarchdirectly.Anditisjustdisplacementlimitedstructurethatneedscollocatingreinforcement.Consequently,theneedofreinforcementinpedestaldiminishesconsumedly.路基上采采用的是是碾壓混混凝土做做為支承承層結(jié)構(gòu)構(gòu)，因此此，也僅僅是限位位凹槽內(nèi)內(nèi)需配置置鋼筋，，所以支支承層鋼鋼筋可大大大減少少。Thesupportingstructureismadeofcontinuousrollingcompactionconcrete.Andthereinforcementisjustneededindisplacementlimitedgroove.Thereforethereinforcementusedinsupportinglayerissavedgreatly.較“I”型（120t）、“II”型（240t）相比，，III型底座鋼鋼筋可節(jié)節(jié)省80～90%，不僅工工程材料料用量減減少，工工程造價價降低，，且節(jié)能能減排指指標(biāo)可實實現(xiàn)每單單線百公公里可減減少二氧氧化碳排排放量15360t（96t/單線km×1.6t×100km）；若與與II型板相比比，每單單線百公公里可減減排：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).(5)有擋肩空空間曲面面軌道板板采用預(yù)預(yù)制技術(shù)術(shù)(5)Prefabricationtechnologyisappliedintotrackslabofshoulderspatialcurvedsurface.不分開式式扣件系系統(tǒng)與后后張雙向向預(yù)應(yīng)力力軌道板板巧妙結(jié)結(jié)合Non-separatedfasteningsystemandpost-tensionedprestressedtrackslabarecombinedskillfully.全新絕緣緣技術(shù)措措施ALLbrandnewinsulationtechnolog軌道板下下預(yù)留門門型鋼筋筋，板端端預(yù)留連連接剪力力板Gatereinforcementisreservedunderthetrackslabandshearplateisreservedattheendoftheslab.有擋肩承承軌槽不不采用打打磨措施施，通過過二維可可調(diào)鋼模模采用預(yù)預(yù)制技術(shù)術(shù)實現(xiàn)高高精度空空間曲面面板，簡簡化了工工藝，較較低了制制造成本本。Grindingmeasuresaren’tappliedintoshoulderrailditch,butprefabricationtechnologyby2-Dscalablesteelmouldisadoptedtomaterializetheslabofhighprecisionspatialcurvedsurface,whichsimplifiesthemanufactureprocessingandlowerstheconstructioncosts.（6）采用了了“緩沖隔離離層”技術(shù)，為為日后實實現(xiàn)維修修創(chuàng)造了了必要的的條件。。(6)Bufferseparatinglayertechnologyisappliedtocreateconditionsformaintenanceinthefuture.（二）施工便便捷Ⅱ、convenienceconstruction1、因為取消了了CA砂漿，即取消消了復(fù)雜的制制造工藝和專專用的CA砂漿攪拌車及及相應(yīng)工裝。。1.CAmortarisnotadoptedsothatcomplexmanufacturingprocessandspecificCAmortaragitatortrucktogetherwithrelativeequipmentarecanceled.而采用的自密密實混凝土，，均為成熟的的施工工藝，，通過混凝土土攪拌站、運(yùn)運(yùn)輸罐車及泵泵車就可灌注注。Thematureconstructioncraftisappliedintoself-compactingconcretewhichcanbeinfusedbyconcretemixingstation,tanktruckandpumptruck.2、CRTSIII型板式無砟軌軌道施工工藝藝十分簡單。。2.TheconstructioncraftofCRTSⅢballastlesstrackisverysimple.CRTSIII型板式無砟軌軌道施工工藝藝框圖FlowchartoftheconstructioncraftofCRTSⅢⅢballastlesstrackCPIII測設(shè)與其他無無砟軌道相同同。TheCPⅢsettingoutisthesamewithotherkindofballastlesstrack混凝土底座可可采用帶自動動測控的混凝凝土澆筑一體體機(jī)。支承層層采用碾壓砼砼為宜。Theunitymachineofconcretecastofautomaticmeasurementandcontrolisappliedtotheconcretebedplate.Therollercompactionconcreteisbetterforthesupportinglayer.隔離層與限位位凹槽采用人人工鋪設(shè)施工工。Separatinglayeranddisplacementlimitedconcavegrooveareconstructedartificially.高精度有擋肩肩后張雙向預(yù)預(yù)應(yīng)力空間曲曲面軌道板通通過采用二維維可調(diào)鋼模預(yù)預(yù)制技術(shù)產(chǎn)生生，不需要打打磨工藝和打打磨設(shè)備，且且單模生產(chǎn)平平均工效可實實現(xiàn)1.5-1.8塊/日。Withoutgrindingcraftsandequipments,thetrackslabofhighprecisionshoulderpost-tensionedprestressedspatialcurvedspaceismadebyprefabricationtechnologyof2-Dscalablesteelmould.Andtheaverageworkefficiencyofonemouldproductionis1.5-1.8perday.鋪設(shè)、精調(diào)軌軌道板與CRTSI型和CRTSII型相同，但為為防止灌注填填充層時上浮浮，均應(yīng)加強(qiáng)強(qiáng)固定工裝及及工藝。ThewayoftrackslabpavementandfineadjustmentisthesamewithCRTSⅠorⅡ.Inordertopreventperfusionpackedlayer’suplifting,fixedequipmentsandcraftsshouldbeintensified自密實混凝土土灌注施工，，均采用通用用混凝土施工工設(shè)備，混凝凝土攪拌站，，混凝土運(yùn)輸輸罐車，混凝凝土泵車（或或地泵）和自自密實混凝土土中轉(zhuǎn)灌注漏漏斗。Perfusionconstructionofself-compactingconcreteadoptsgeneralconstructionequipments,namely,concretemixingstation,tanktruck,pumptruckandtransferringperfusionfunnelofself-compactingconcrete.鋪設(shè)長鋼軌以以及無縫線路路施工與其他他相同。ThewayoflongrailpavementandCWRconstructionisidenticalwithothers.鋼軌精調(diào)需要要采用重載式式軌道測量儀儀（軌道幾何何狀態(tài)測量儀儀）。Heavy-haulrailmeasuringapparatus(railgeometryconditionmeasurementinstrument)isadoptedforrailfineadjustment.3、施工效率3.constructionefficiency因CRTSIII型軌道板板長長優(yōu)化，原32m梁需鋪設(shè)7塊軌道板，而而現(xiàn)場只需鋪鋪設(shè)6塊。24m梁原鋪設(shè)6塊，現(xiàn)只鋪設(shè)設(shè)5塊。直接綜合合工效提高16%。FortheoptimizationofthelengthoftrackslabofCRTSⅢ,theoriginalbeamof32mneedspaving7trackslabs,while6trackslabsareneedednow.6trackslabsarepavedonthebeamof24moriginally,while5trackslabsareneedednow.Thedirectintegrativeworkefficiencyisincreased16percent.原灌注CA砂漿，一個工工作面每天（（16h）平均灌注30塊軌道板。而而改為自密實實混凝土，一一個工作面每每天（16h）平均可灌注注80-100塊，提高工效效300%。WhileinfusingCAmortaroriginally,30trackslabscanbedoneperday(16h)withinoneworkingsurfaceaveragely.Whereas80to100trackslabscanbeinfusedwhileapplyingself-compactingconcrete,whichincreasestheworkefficiencyof300percent.（三）穩(wěn)定、、耐久Ⅲ、stable＆durable1、結(jié)構(gòu)體系具具有較強(qiáng)的穩(wěn)穩(wěn)定性1.Thestructuresystemhasrelativelystrongstability.不分開式扣件件與有擋肩軌軌道板有機(jī)結(jié)結(jié)合，更有利利于確保鋼軌軌在高速列車車動荷載作用用下趨于安全全穩(wěn)定。Organiccombinationofnon-separatedfasteningandshouldertrackslabismoreconductivetoensuringthesafetyandstabilityoftherailunderthehigh-speedtraindynamicload.通過自密實混混凝土與軌道道板間的有效效連接，組成成具有更強(qiáng)穩(wěn)穩(wěn)定的復(fù)合板板。Themorestablecompoundslabconsistsofeffectivecombinationofself-compactinglayerandtrackslab在復(fù)合板與底底座之間設(shè)置置嵌入式限位位凹凸臺，實實現(xiàn)復(fù)合板與與基礎(chǔ)底座在在縱、橫向上上具有足夠強(qiáng)強(qiáng)度的接觸性性約束。Thedisplacementlimitedconcave/convexgrooveisembeddedbetweenthecompoundslabandpedestal,whichresultsinthecontactconstraintofthecompoundslabandpedestalwithsufficientintensityinthelongitudinalandhorizontallevel.隔離層的合理理約束連接，，可緩解梁體體受溫度力作作用對軌道板板的影響。同同時，又可緩緩解列車動荷荷載作用對橋橋梁的影響。。Thereasonableconstraintlinkofthesepatrtinglayercanreleasetheinfluenceofthebeamonthetrackslab,aswellasthatofthetraindynamicloadonthebridge底座與梁面（（或隧道底面面）的基礎(chǔ)固固定連接，實實現(xiàn)了整個無無砟軌道系統(tǒng)統(tǒng)與梁面（或或隧底）的整整體穩(wěn)定性結(jié)結(jié)合。Thefixedconnectionbetweenpedestalandsurfaceofthebeam(orthebottomofthetunnel)realizesthestableintegralcombination.2、結(jié)構(gòu)體系具具有良好的耐耐久性2.Thestructuresystemhasgooddurability.軌道板采用雙雙向后張部分分預(yù)應(yīng)力結(jié)構(gòu)構(gòu)，為不開裂裂設(shè)計思想，，使用壽命可可達(dá)到100年。Thetrackslabwhoseservicelifeis100yearsisonekindofbidirectionalpost-tensionedpartiallyprestressedstructure,thedesignofno-crack.軌道板下填充充調(diào)整層由自自密實混凝土土取代CA砂漿，使用壽壽命可達(dá)到100年。Thelifetimeofthepackedadjustmentlayermadeofself-compactinglayerinplaceofCAmortaris100years.自密實混凝土土同軌道板形形成牢固的復(fù)復(fù)合板結(jié)構(gòu)，，軌道結(jié)構(gòu)更更穩(wěn)定，列車車沖擊動荷載載對軌道板的的影響更小，，能提高其耐耐久性，使用用壽命可達(dá)到到100年。Thefirmlyfixedcompoundstructureofthetrackslabandself-compactingstructurestablizestherailstructuregreatly.Impactloadofthetrainhaslessinfluenceonthetrackslabwhoselifetimeisupto100yearsandimproveitsdurability.“橋隧單元結(jié)構(gòu)構(gòu)，路基柔性性縱連結(jié)構(gòu)”，確保了道床床板結(jié)構(gòu)均具具有單元思想想，使溫度力力和環(huán)境變化化對軌道結(jié)構(gòu)構(gòu)影響變的更更小，提供了了可以達(dá)到100年壽命的基礎(chǔ)礎(chǔ)條件。Bridge＆tunnelunitstructureandflexiblelongitudinalcoupledstructureofthesubgradeguaranteeunitperceptionoftheslab,whichlightenstheeffectoftemperatureforceandenvironmentvariationontherailstructureandprovidesthebasicconditionsforitslifetimeof100years.在軌道板（復(fù)復(fù)合板）與底底座（或支承承層）之間設(shè)設(shè)置了緩沖隔隔離層，確保保了能夠在養(yǎng)養(yǎng)護(hù)維修的基基礎(chǔ)條件下，，使CRTSⅢ型板式無砟軌軌道結(jié)構(gòu)使用用壽命達(dá)到100年。Separatinglayersetbetweentrackslab(compoundslab)andpedestal(supportinglayer)ensuresthatthelifetimeofCRTSⅢballastlesstrackstructurereaches100yearsonthebasicconditionofmaintenance.（四）方便、、維修Ⅳ、easymaintenance1、作為一種全全新的無砟軌軌道系統(tǒng)，為為什么要考慮慮維修？1.Asabrandnewballastlesstracksystem,whywillitsmaintenancebetakenintoconsideration?是因為，中國國地域?qū)拸V，，溫度區(qū)跨度度大，地質(zhì)條條件也非常復(fù)復(fù)雜。做為中中國的高速鐵鐵路無砟軌道道系統(tǒng)，希望望適應(yīng)范圍廣廣，并建立在在長期穩(wěn)定的的基礎(chǔ)上，Thereasonsareasfollows.Chinawhosegeologicalconditionsareverycomplicatedhasavastterritoryandlong-spantemperaturedistribution.AsChinesehigh-speedrailwayballastlesstracksystem,it’shopedtoadapttotheextensivecoverageandbefoundedonlong-termstability,但是長期穩(wěn)定定的基礎(chǔ)是不不太容易實現(xiàn)現(xiàn)，所以，新新型無砟軌道道系統(tǒng)必須把把具備維修方方便條件及功功能、且適應(yīng)應(yīng)較大調(diào)整的的能力，作為為高鐵無砟軌軌道重要的核核心技術(shù)。Howeverthebasisoflong-termstabilityisnoteasytoachieve.Asaresult,newtypeofballastlesstracksystemmustconsidertheconditionandfunctionofeasymaintenanceandtheabilityofstrongadjustmentasthecoretechniquesofhigh-speedrailwayballastlesstrack.其次，通過國國內(nèi)外工程實實測調(diào)查顯示示，普通混凝凝土使用壽命命在30-50年就會出現(xiàn)明明顯老化，對對無砟軌道混混凝土結(jié)構(gòu)耐耐久性會造成成嚴(yán)重影響。。Inaddition,theactualmeasurementsurveyathomeandabroadshowsthatgeneralconcretewillbeagingsignificantlyafterabout30to50yearsinservice,whichmayinfluencethedurabilityofconcretestructureoftheballastlesstrackseverely.又由于無砟軌軌道結(jié)構(gòu)所處處工作環(huán)境非非常惡劣，且且無砟軌道其其他部分也同同樣會出現(xiàn)磨磨損。Andduringtotheworkingconditionsoftheballastlesstrackstructureisverypoor,theotherpartswillbeworn-outmeanwhile.因此，要清楚楚的認(rèn)識無砟砟軌道哪些部部件正常使用用年限？哪些些部位在什么么樣情況下需需要維修？哪哪些部件在什什么時間需要要更換？這是是非常重要的的。Whichpartandinwhatconditionitneedsmaintenance,aswellaswhentoreplaceworncomponents,shouldberecognized.Thoseareveryimportantissuesforus.“使用年限及養(yǎng)養(yǎng)護(hù)維修周期期框圖”Flowchartformaintenanceperiodasbellow2、維修思路和和方便的維修修方法2.maintenancethoughtsandmethod（1）采用單元結(jié)結(jié)構(gòu)、或柔性性連接結(jié)構(gòu)和和分離式結(jié)構(gòu)構(gòu)的維修思路路(1)themaintenanceapproachofunitstructure,flexiblelinkstructureandseparatedstructure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鋼筋混凝土鋼軌緩沖隔離層扣件系統(tǒng)單元+分離式結(jié)構(gòu)、、與柔性縱連連+分離式結(jié)構(gòu)，，在其自密實實混凝土（復(fù)復(fù)合板）與底底座（或支承承層）之間設(shè)設(shè)置了緩沖隔隔離層，實現(xiàn)現(xiàn)了無砟軌道道道床的可維維修性。Unit＆separatedstructure,flexible＆separatedstructureandbufferingseparatinglayersetbetweenself-compactingconcrete(compoundslab)andpedestal(supportinglayer)makethemaintainabilityofthebedofballastlesstrackcometrue.當(dāng)基礎(chǔ)礎(chǔ)出現(xiàn)現(xiàn)了較較大的的沉降降，而而扣件件已不不能調(diào)調(diào)整時時（超超出扣扣件的的最大大調(diào)高高能力力），，可將將復(fù)合合板整整體抬抬升到到所需需高度度，通通過在在復(fù)合合板下下灌注注樹脂脂砂漿漿，即即可確確保無無砟軌軌道的的快速速維修修，又又能保保證不不中斷斷行車車。Whenlargesettlementoffoundationappearsandthefasteningcan’tbeadjusted(excessofmaximumadjustmentcapacityoffastening),compoundslabcanbeliftedtorequisiteheightintegrallyandresinmortarbeinfusedundercompoundslab,thusrapidmaintenanceofballastlesstrackandno-breaktravelingareguaranteed.這種具具備快快速方方便的的維修修方法法與思思路，，完全全可以以打破破無砟砟軌道道對線線下基基礎(chǔ)工工程“工后零零沉降降”的技術(shù)術(shù)要求求，完完全可可以降降低對對基礎(chǔ)礎(chǔ)沉降降過高高的控控制要要求，，放寬寬對軌軌道板板鋪設(shè)設(shè)的基基本條條件，Suchrapidandconvenientmaintenancemethodandthoughtcanbreaktechnologyrequirementsofnosettlementafterconstructionforunderlinefoundationworksofballastlesstrackandlowertheover-strictcontrolstandardoffoundationettlement,inadditiontorelaxingthebasicconditionsoftrackslabpavement.對地質(zhì)質(zhì)勘察察、沉沉降觀觀測、、基床床結(jié)構(gòu)構(gòu)的要要求也也可大大大降降低，，符合合目前前高速速鐵路路建設(shè)設(shè)的實實際需需求。。Besidestherequirementsofgeologicalinvestigation,settlementobservationandfoundationstructureareloweredenormouslyandmeettheactualneedsofconstructionofhigh-speedrailwayatpresent.（2）方便便的快快速維維修方方法(2)convenientandrapidmaintenancemethod①方便快快速的的維修修工藝藝流程程：①convenientandrapidprocessofmaintenancecrafts:維修前前測量量——復(fù)合板板底切切割鑿鑿除安安裝孔孔——千斤頂頂掛鉤鉤安裝裝——整體抬抬升——精調(diào)與與固定定——測量評評估——復(fù)合板板下灌灌注樹樹脂砂砂漿——拆除維維修工工裝——線路精精調(diào)——維修結(jié)結(jié)束。。measurementbeforemaintenance——Cutandchiseltheinstallationholesunderthebottomofcompoundslab——installationofjackhook——upliftintegrally——fineadjustmentandfixture——measurementandassessment——perfusionofresinmortarundercompoundslab——removalofmaintenanceequipments——linefineadjustment——finishofmaintenance.②維修方方法②maintenancemethod當(dāng)發(fā)生生較大大范圍圍的不不均勻勻沉降降時，，路基基只需需要頂頂升軌軌道板板來維維修線線路高高程及及方向向。Whilelargerangeofnon-uniformsettlementoccurs,onlytrackslabneedstobeupliftedtomaintaintheelevationanddirectionoftheline.具體方方法是是：一一頂、、二測測、三三灌。。Thespecificmethodsarelifting,measuring,andinfusing.一頂：：在維維修區(qū)區(qū)段的的每一一塊軌軌道板板下（（設(shè)計計位置置）開開四個個方孔孔，安安裝Z字形頂頂升裝裝置，，用螺螺旋千千斤頂頂頂起起軌道道板；；Lifting:4holesshouldbechiselledundereachtrackslab(designedposition)inthemaintenancesectionsandZ-shapedliftingdevicesshouldbeinstalled.Andtheslabisupliftedbyspiraljack.二測：：依據(jù)據(jù)CPⅢⅢ點，用用全站站儀、、軌道道檢測測儀等等，測測量線線路的的高程程與方方向，，并精精確定定位；；Measuring:accordingtoCPⅢⅢpoints,theelevationanddirectionofthelinearemeasuredbytotalstationinstrumentandtrackdetector,etctorealizepreciselocation.三灌：：精調(diào)調(diào)定位位后，，在軌軌道板板四周周關(guān)模模并灌灌注板板下樹樹脂砂砂漿。。Infusing:afteraccuratelocation,mouldisenclosedfromthesurroundingsoftheslabandresinmortarundertheslabisinfused.當(dāng)發(fā)生生不可可抗力力的自自然災(zāi)災(zāi)害，，線路路局部部發(fā)生生破壞壞，發(fā)發(fā)生斷斷板時時，則則需要要更換換軌道道板，，具體體方法法是：：一解解，二二拆，，三換換，四四測，，五灌灌，六六連。。Whilepartialdamageofthelineandfractureoftheslaboccur,becauseofirresistiblenaturaldisasters,thetrackslabshouldbereplaced.Thespecificmethodisuntying,dismantling,replacing,measuring,infusingandcoupling.一解：：先拆拆除軌軌道板板上的的鋼軌軌，然然后是是縱連連板的的解板板過程程，清清除板板縫樹樹脂砂砂漿（（斷板板兩端端）、、轉(zhuǎn)動動連接接器（（退絲絲扣））、松松開剪剪力板板連接接螺栓栓，割割掉剪剪力板板（需需要維維修的的一塊塊）、、拆除除板上上扣件件的彈彈條螺螺栓；；Untying:atfirsttherailsaredismantledfromtrackslab,thenlongitudinalcoupledslabisuntied,andtheresinmortarintheslabjoint(bothsidesoffracturedslab)isremoved.Andlinkingsetisturnedonandconnectionboltsofshearplateareloosened.Thenext,shearplate(thefirstoneneedingmaintenance)shouldbecutoffandspringbarboltsaredismantledfromtheslab；二拆：：將斷斷板吊吊出；；Dismantling:thefracturedslabshouldbeliftedaway.三換換：：將將新新板板吊吊入入；；Replacing:newslabisliftedin.四測測：：依依據(jù)據(jù)CPⅢⅢ點，，測測量量軌軌道道板板及及鋼鋼軌軌高高程程和和方方向向，，并并精精確確定定位位；；Measuring:accordingtoCPⅢⅢpoints,theelevationanddirectionofthelinearemeasuredtorealizepreciselocation.五灌灌：：符符合合要要求求時時，，四四周周關(guān)關(guān)模模灌灌注注樹樹脂脂砂砂漿漿填填充充板板底底；；Infusing:whilerequestsaresatisfied,theresinmortarisinfusedtofillinthebottomoftheslabwiththemouldenclosed.六連連：：將將縱縱向向預(yù)預(yù)應(yīng)應(yīng)力力鋼鋼棒棒通通過過可可伸伸縮縮連連接接器器進(jìn)進(jìn)行行連連接接、、張張拉拉，，再再將將剪剪力力板板安安裝裝焊焊接接就就位位，，并并包包裹裹密密封封。。灌灌注注板板縫縫樹樹脂脂砂砂漿漿。。Coupling:thelongitudinalprestressedsteelbarsarecoupledandtensionedthroughextensiblecoupler.Thentheshearplateisinstalledandweldedatcertainpositionandiswrappedandsealed.Finally,theresinmortarisinfusedintoslabjoints.在遭遭遇遇地地震震災(zāi)災(zāi)害害導(dǎo)導(dǎo)致致路路基基破破壞壞時時，，局局部部軌軌道道板板斷斷裂裂，，鋼鋼軌軌曲曲扭扭，，割割掉掉破破壞壞鋼鋼軌軌，，解解除除軌軌道道板板殘殘余余連連接接部部分分，，移移除除破破壞壞軌軌道道板板，，Therewillbepartialfracturesoftheslab,deflectionoftherailsduetosubgradedestructioncausedbyearthquakedisasters.Thereforebrokenrailsandtheremainsofslabconnectionsaswellasdamagedslabsshouldberemovedandthesubgradeisrestored.Theconcreteiscastintothepedestalrolledandcompactedwiththemouldenclosed.修復(fù)復(fù)路路基基，，碾碾壓壓、、關(guān)關(guān)模模澆澆筑筑混混凝凝土土底底座座，，移移入入軌軌道道板板，，測測量量定定位位，，澆澆筑筑自自密密實實混混凝凝土土，，安安裝裝扣扣件件，，安安裝裝鋼鋼軌軌，，焊焊接接鋼鋼軌軌。。Theslabintowhichtheself-compactingconcreteiscastismovedinandmeasuredatcertainlocation.Thefasteningisinstalledandtherailisinstalledandwelded.③縱連連式式板板式式無無砟砟軌軌道道整整體體抬抬升升維維修修技技術(shù)術(shù)③integrallyupliftingmaintenancetechnologyoflongitudinalcoupledballastlesstrack整體體支支撐撐體體系系integrallysupportingsystem整體體頂頂升升工工作作狀狀態(tài)態(tài)integrallyupliftingconditions④復(fù)合合板板下下樹樹脂脂砂砂漿漿維維修修技技術(shù)術(shù)④resinmortarmaintenancetechnologyundercompoundslab三、、社社會會和和經(jīng)經(jīng)濟(jì)濟(jì)效效益益Ⅲ、SocialandEconomicBenefits從目目前前研研究究的的階階段段成成果果來來看看，，無無論論從從“Ⅲ型”板外外形形、、成成功功預(yù)預(yù)制制的的有有擋擋肩肩曲曲面面軌軌道道板板，，到到“Ⅲ型”板軌軌道道結(jié)結(jié)構(gòu)構(gòu)設(shè)設(shè)計計、、結(jié)結(jié)構(gòu)構(gòu)受受力力，，及及全全新新的的理理論論體體系系，，與與“Ⅰ型”、“Ⅱ型”軌道道結(jié)結(jié)構(gòu)構(gòu)完完全全不不同同，，Intermsofcurrentresearchresultsofonephase,nomattertheconfigurationofCRTSⅢⅢandsuccessfullyprefabricatedshouldercurvedsurfacetrackslab,orstructuredesignandstressofCRTSⅢⅢandbrandnewtheorysystem,allaredifferentfromCRTSⅠⅠorⅡ.“Ⅲ型”軌道道結(jié)結(jié)構(gòu)構(gòu)更更加加簡簡單單，，受受力力更更加加合合理理，，整整個個系系統(tǒng)統(tǒng)完完全全具具備備安安全全、、可可靠靠、、穩(wěn)穩(wěn)定定、、耐耐久久。。TherailstructureofCRTSⅢⅢissimpleandreasonablyforcingtoensurethesafety,reliability,stabilityanddurabilityofthewholesystem.從采用的的資源、、原材料料節(jié)省及及結(jié)構(gòu)設(shè)設(shè)計來看看，“Ⅲ型”板與“Ⅰ型”板相比：：Asfarast