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火車站設計

更新時間:2013-06-10 07:35:01點擊次數:1491次字號:T|T
工程案例,土木工程設計施工,火車站
相關介紹
 

                      京津城際鐵路

                                     The Beijing-Tianjin inter-city railway


 

   京津城際鐵路連接北京、天津兩大直轄市,起點為北京南站,終點為天津站城際場,為雙線電氣化鐵路,線路全長119.4 km,其中無砟軌道長度為113.6 km。全線設北京南、亦莊、永樂、武清、天津5個車站。線路通過繁華市區,以橋梁和路基工程為主,全線200574正式開工,200881正式開通運營,目前試運行的最高速度是398.4公里/小時,正常運行350公里/小時,試運行一直比較平穩。

 

      The Beijing-Tianjin inter-city railway connectingBeijing,Tianjintwo municipalities directly under the central government, the starting point for the Beijing South Railway Station, TianJin Railway Station Intercity Games end, for double-track electrified railway, the line length of119.4 km, the ballastless track length is113.6 km. All located south ofBeijing, Yizhuang, Yongle, Wuqing,Tianjin5 stations. Line through the bustling urban areas, mainly in road and bridge engineering, was formally started in July 4, 2005, August 1, 2008 officially opened, the current test run maximum speed is398.4 km/ h, the normal operation of350 km/ h, trial operation has been relatively stable。


 

 

 

鋼軌與道岔施工技術

Rail and turnout construction technology

 

   京津城際鐵路全線一次性鋪設跨區間無縫線路233km,20077月至10月完成500m長鋼軌基地焊接,20071113日至20071216日完成全線500m的長鋼軌鋪設,2008116日完成全線鋼軌焊接和鎖定施工。中間站正線間渡線,正線與到發線連接道岔采用可動心軌、分動外鎖閉的18號道岔,側向允許通過速度為80km/h;南倉聯絡線采用39號道岔,側向允許通過速度為160km/h。中間站正線、南倉聯絡線道岔的軌下基礎由混凝土道床板(含岔枕)和混凝土支承層組成。亦莊站采用特殊軌道板式道岔板2組,開了世界首例。該線其中113.5公里路段為無碴軌道,采用了從德國博格公司(Max B?gl)引進的板式軌道技術。全線共使用了36,092塊博格式軌道板。

 

       The Beijing-Tianjin inter-city railway one-time laying of CWR track 233km, in 2007 July to October completed500mlong rail welding, from November 13, 2007 to December 16, 2007 was500mlong rail laying, completed in January 16, 2008 across the rail welding and locking construction. Intermediate station line crossover, the main line and the line connecting points to the movable rail, moving and locking switch No. 18, lateral allowed by the speed of Beijing-Tianjin Passenger Dedicated Line is80km/h; Nancang contact line with No. 39 turnout, lateral allowed by the speed of160km/h. Intermediate station line, Nancang contact line turnout rail by the concrete slab foundation (including sleeper) composition and concrete supporting layer. Yizhuang station adopts special track slab turnout。



 

 

 

無砟軌道技術

Ballastless track technology

 

   京津城際鐵路除車站到發線外,正線均采用CRTSⅡ型板式無砟軌道,全線CRTSⅡ型軌道板計34527塊、其中用于直線及半徑在1500m以上曲線的標準板34061塊,用于600m1500m半徑的曲線板186塊,用于350m600m半徑的曲線板173塊,特殊板56塊、補償板51塊。全線于200691日開始制板,2007818日完成全部軌道板預制。路基地段(樁板結構地段)100m定尺長60kg/m無螺孔新軌、Vossloh300型彈性扣件、預制軌道板、砂漿調整層、水硬性材料支承層 (混凝土底座)組成;在橋梁地段還包括連續底座板、滑動層、側向擋塊等部分組成。軌道結構是鐵路線路的基礎,是支撐列車運行的重要組成部分。目前世界上鐵路軌道結構分為有砟軌道和無砟軌道兩種。與傳統的有砟軌道相比,無砟軌道具有結構穩定,使用壽命長,維修工作量小,有利于提高運輸效率等特點,尤其適合對線路的平順性和穩定性具有很高要求的高速鐵路。日本、德國等國家和地區的部分高速鐵路鋪設了無砟軌道。無砟軌道的設計、制造、安裝要求非常高。軌道板是嚴格按照設計的幾何尺寸、結構和規范的制作工藝,在工廠預制加工的,其精度誤差以毫米級計量;每個扣件承軌槽,要根據水平、高程三維坐標,采用數控機床進行精密打磨加工,精度達到0.1毫米;無砟軌道的鋪設需要采用專門施工機械和測量設備,經過粗調、精調等一系列步驟。京津城際鐵路共鋪設了34535塊板式軌道板。通過京津城際鐵路的建設實踐,我國已完全掌握了無砟軌道的設計建造技術,形成了中國鐵路無砟軌道技術標準和規范。

 

       The Beijing-Tianjin inter-city railway except line to the station, the line were treated with CRTS II ballastless track, all CRTS type track plate 34527 block, wherein the standard plate for straight line and curve radius in 1500mabove 34061, for600m- curve radius of1500m186,350m curve radius for600m173, special 56 boards, 51 boards of compensation. All board in September 1, 2006 August 18, 2007 started, completed track slab precasting. Subgrade section (Pile-Board structure section) by100mlong60kg/m without screw new track, Vossloh300 type elastic fastener, precast slab, mortar layer, water hardening material support layer (concrete base); continuous base plate, sliding layer, lateral chock block is also included in the bridge area。


 

 

 

橋梁建造技術

Bridge construction technology

 

   正線橋梁總延長為100.5km,其中跨北京環線、涼水河、楊村、永定新河、新開河5座特大橋累計長99.5km。橋梁梁部以32m預應力混凝土箱型簡支箱梁為主導梁型,跨越主要道路采用連續梁,最大跨度128m。20064月初開始全線箱梁的預制工作,2007813完成全部箱梁的預制工作,共預制梁2745片。2006715架設全線第一片預制箱梁, 2007830日完成了全線最后一片箱梁的架設工作。全線共有現澆簡支梁181孔、現澆連續梁40座,簡支拱1座,200710月完成全部連續梁的施工。京津城際鐵路全線共有橋墩3045個,均采用鉆孔樁施工。京津城際鐵路途經北京、天津兩大直轄市,沿線經濟發達,道路縱橫交錯,土地資源極其寶貴,為最大限度地減少鐵路線路對城市的切割,節省寶貴的土地資源,經過綜合技術經濟比選,京津城際鐵路廣泛采用了橋梁替代傳統路基,橋梁長度占線路總長度的87%,每公里橋梁平均節省土地44畝,僅此就節約土地1600余畝。經過大量技術經濟比選,京津城際鐵路選用了900噸級重的32米簡支整孔箱梁。這種梁,穩定性好,更適合高速列車運行,并且能夠實現工廠化制作,有利于控制質量和工期。京津城際鐵路的所有橋梁都做了耐久性設計和景觀設計,橋梁主體結構使用壽命為100年。

 

       Main line bridge total extension for100.5km, which cross theBeijinglink,LianghuiRiver, Yang Cun,New River, Yongding Xinkai River 5 Bridge total length99.5km. The bridge is made of32mPrestressed Concrete Box Girders for the leading beam, cross over the main road with continuous beam, the maximum span of128m. In 2006 4 at the beginning of prefabricated box girder work across the board, August 13, 2007 to complete all the work of the precast box beam, a total of 2745 pieces of precast beam. Erected in July 15, 2006 across the board the first pieces of precast box beam, in August 30, 2007 completed the erection work across the last piece of box girder. All of the cast-in-place beam 181 holes, cast-in-place continuous beam 40, simply supported arch 1, in 2007 October completed the construction of continuous beam. The Beijing-Tianjin inter-city railway line consists of bridge。


 

 

 

路基沉降控制技術

Control technology for settlement of Subgrade

 

   京津城際鐵路路基全長13.14km,其中區間路基6/8443.33m,車站路基3/5610.15m。路基分布于北京、天津市內和亦莊、永樂、武清站,總延長為18.9km。主要類型有軟土及松軟土地基路堤、浸水路堤、扶壁式擋土墻等。全線路基寬度(含車站)13.038.5m,路堤高度在010m。正線全部為軟土或松軟地基路堤,亦莊站、武清車站、預留永樂站路基面兩側均設置扶壁式擋土墻,普濟河橋段路基局部為浸水路堤。全線路基地基處理方式主要有樁網結構和樁板結構兩種方式。路基及橋梁基礎的沉降控制是鋪設無砟軌道及保持軌道平順性的關鍵。京津城際鐵路對基礎的沉降有嚴格要求,其中路基及橋梁基礎工后沉降不超過15毫米,橋梁相鄰墩臺沉降差不超過5毫米。京津城際鐵路沿線地基為軟土、松軟土,天津段基巖在1000米以下。這類土具有含水量高、壓縮性高、透水性差、強度低的特點,在這類土質上鋪設無砟軌道,國內外沒有成熟的經驗。經過z6國工程技術人員的不懈努力,通過一系列技術攻關,采用封閉部分水井,減少或控制沿線地下水開采;橋梁增加樁長、樁徑,采用可調高支座;軌道采取可調扣件等措施,有效控制了松軟土地基地區的路基變形和橋梁沉降,滿足軟土地基以及區域沉降條件下鋪設無砟軌道的要求。

 

       Railway roadbed intercity and full-length 13.14km, among them section subgrade 6 /8443.33m, 3 /5610.15mstation subgrade. Subgrade is distributed inBeijing,Tianjincity and Yizhuang, Yongle, the Wuqing Railway Station, total extension for18.9km. The main types of soft soil and soft soil roadbed, soaking embankment, buttressed retaining wall. Line width of roadbed (including station) 13 ~38.5m, 0 ~10min height of embankment. All lines are soft soil or soft ground embankment, Yizhuang station, Wuqing station, reserved Yongle station road surface is provided on both sides of the buttressed retaining wall, Puji bridge local Duan Luji for Immerseable embankment. The whole line foundation treatment methods are mainly pile net structure and sheet-pile structure in two ways. [1] CRH3 "harmony" EMU seat can rotate。


 

 

 

精密控制測量技術

Precise control survey technology

 

   列車在高速運行時,對軌道的平順性和穩定性要求非常高,傳統測量技術的精度已不能滿足高速鐵路修建、運營的要求。為確保高速鐵路的橋梁、軌道、接觸網部件等的精確施工和安裝,京津城際鐵CRH3“和諧號”動車組的列車員建立了精密控制測量網。設計時,用于對線路的測量;施工時,用于對橋梁的架設、軌道的定位、路基沉降的監測;運營時,用于對軌道、橋梁及設備的適時監測、養護。精密控制測量網由平面網和高程網組成,其中在天津建有一個深達800多米的水準基點,在測量方法、設備和軟件等方面也采用了多項新技術和新設備。

 

       The train is running at high speed, on the track regularity and stability requirements are very high, the precision of traditional measurement technology has been unable to meet the high-speed railway construction, operational requirements. For the precise construction and installation to ensure that the bridge, high speed rail, contact network components, the Beijing-Tianjin inter-city railway CRH3 "harmony" EMU train attendant road built precision measurement control network. The design, used to measure on line; construction, used for bridge, track position, the settlement of the roadbed monitoring; operation, used to track, bridge and equipment monitoring, timely maintenance. The precision of measurement control network composed of plane and elevation network, which has a built in Tianjin.。

 

 

 

 

聲屏障技術

Sound barrier technology

 

   與普速列車相比,動車組本身具備噪聲低、振動小的優點,加上高速鐵路的軌道光滑平順、橋梁自重大、路基密實度高,高速動車組列車產生的噪聲和振動均低于國家規定的標準。盡管如此,考慮京津城際鐵路與沿線群眾生活環境的和諧,在設計修建京津城際鐵路時,對經過學校、醫院、居民區等區段設置了一道聲屏障,最大限度地降低噪聲和振動對兩側群眾生活的影響。同時,鐵路部門還對聲屏障的外觀做了美化設計,采用了從上到下由淺至深漸變的色彩裝飾,最大程度地減小了對旅客視線的影響,在聲屏障高度高于動車組車窗的部分,采用了新型透明的隔聲材料,具有抗污、自凈、防鳥撞、防眩目、防破碎脫落等功能。

 

       Compared with the ordinary speed trains, EMU itself has the advantages of low noise, small vibration, and the high-speed railway track smooth, the bridge from the great, subgrade density is high, the noise and vibration of high-speed EMU train generated are lower than the national standard. However, considering the Beijing-Tianjin inter-city railway and along the masses living environment in harmony, to design and build the Beijing-Tianjin inter-city railway, the school, hospital, residential section set up a sound barrier, to minimize the effects of noise and vibration on both sides of the life of the masses. At the same time, the railway department of sound barrier appearance do landscaping design, adopted from top to bottom, from shallow to deep gradient color decoration, the greatest degree。

       



 

 

 

用車

Car

 

   用車方面,該線第一階段會使用時速350公里的CRH2C型動車組,及時速CRH3“和諧號”動車組窗簾可調節  CRH3“和諧號”動車組窗簾可調節350公里的CRH3型動車組。在京津城際鐵路開行的動車組列車,使用的是擁有完全自主知識產權、具有世界先進水平的國產CRH2型和CRH3型“和諧號”動車組。CRH2型動車組是由四方機車車輛股份有限公司設計制造的,CRH3型動車組是由唐山軌道客車有限責任公司設計制造的。這兩種動車組,是我國機車車輛企業在引進國外時速200 公里動車組技術,成功實現了時速200公里及以上動車組國產化批量生產的基礎上,通過再創新,在中國時速350公里動車組技術平臺上設計制造的,能夠實現時速350公里平穩運行。由此,我國成為世界上少有的幾個能夠設計制造時速350公里高速動車組的國家之一,標志著我國機車車輛技術實現了歷史性突破。

 

       The car, CRH2CEMUs with the speed of 350 kilometers per hour will be the line of the first stage, and the speed of CRH3 "harmony" EMU curtain adjustable type CRH3350 kmemu. The Beijing-Tianjin inter-city railway EMU train, using a full independent intellectual property rights, with the world's advanced level of domestic CRH2 type and CRH3 type "harmony" emu. CRH2 EMUs are made by design of Sifang locomotive and rolling stock Limited by Share Ltd, CRH3 EMUs is designed and manufactured byTangshanrailway vehiclesCo., ltd.. These two kinds of EMU, is our country the locomotive enterprises in the introduction of foreign 200 kilometers per hour EMU technology, successfully achieved and more than 200 kilometers per hour EMU。


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