Double-block type framework rail section assembling device and method for ensuring geometrical state of rails

Abstract

The invention discloses a double-block type framework rail section assembling device for ensuring a geometrical state of rails. The device comprises a cross-line gantry crane, a sleeper sling, an automatic sleeper splitting device and a tool rail framework sling, wherein the cross-line gantry crane is arranged on the two rails; the two rails are fixedly connected with the outsides of a left line poured ballastless rail bed and a right line poured ballastless rail bed; the sleeper sling is detachably connected to a lifting hook of the gantry crane and used for suspending a sleeper; the tool rail framework sling is detachably connected to the lifting hook of the gantry crane and used for suspending a tool rail framework; and the automatic sleeper splitting device is installed between the two rails, arranged in the lengthwise direction of the rails and used for automatically splitting multiple rows of sleepers. The double-block type framework rail section assembling device can ensure the effect that the rail distance does not exceed the standard, the sleepers are respaced, the distance between the sleepers meets the requirements, empty suspension of the sleepers is prevented, embedded sleeves are prevented from being damaged or blocked, fastening elastic rods and flat washers do not deform, and it is ensured that the high-speed rail structure can operate for 100 years or more stably.

Description

technical field [0001] The invention belongs to the technical field of railway construction equipment, and in particular relates to a double-block frame rail row assembly device and method for ensuring the geometric state of a track. Background technique [0002] The common ballastless track structure type of high-speed railways in mountainous areas is double-block ballastless track. The common problems of construction quality of this track structure are: [0003] 1) The frame of the rail row is deformed, causing the gauge to exceed the standard. [0004] 2) The track gauge change rate exceeds the standard during the joint debugging and joint test due to the skew of the sleeper. [0005] 3) Empty hanging of the sleeper, that is, one of the sleepers is not connected to the rail bearing platform of the adjacent sleeper, and the elevation is greater than 5mm. When the long rail is fine-tuned, the height-adjusting backing plate needs to be used under the rail here; the track st...

AI Technical Summary

Problems solved by technology

[0003] 1) The gauge exceeds the standard due to the deformation of the rail frame

[0004] 2) The track gauge change rate exceeds the standard during joint commissioning and joint test due to sleeper skew

[0005] 3) Empty hanging of the sleeper, that is, one of the sleepers is not connected to the rail bearing platform of the adjacent sleeper, which is greater than 5mm. When the long rail is fine-tuned, the height-adjusting backing plate needs to be used under the rail here; the track structure here The rigidity is inconsistent with that of the adjacent sleeper. During the operation of the high-speed rail, the repeated action of the dynamic load of the train may cause the rail to break suddenly here, endangering the safety of driving.

[0006] 4) The pre-embedded sleeve is damaged due to the excessive torque of the screw spike, and the elastic strip and flat washer of the fastener system are deformed

The standard torque of screw spikes is when the sleeve and the spike are lubricated. However, the time difference between the casting of the ballastless ballast bed and the laying of the track in the actual construction process is often more than half a year. It is easy to fall into dust and mud and sand to block the bolt holes; therefore, in the actual construction of the sleeper prefabrication field, no special oil for high-speed rail is injected into the embedded sleeve of the sleeper, and the embedded sleeve is in a non-lubricated state

[0007] At present, the above-mentioned quality defects cannot be effectively overcome during the construction process, and they often have to wait until the static and dynamic acceptance stages of the track engineering to find out, making rectification and rectification difficult

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