An on-bridge connection structure and construction method for transverse translation and jacking of pier frame beams

Abstract

The present invention discloses a structure for connecting tracks on a bridge by transverse movement and jacking of a pier frame beam, which is used for connecting a newly-built railway (20) and an existing line (10) on the bridge. The structure is characterized in that it includes a pier frame beam (1), a cantilever post-cast section (2), a pier (3), a pile foundation (4), a reserved steel bar joint (5), and a transverse movement and jacking auxiliary device. The present invention solves the problem of connecting tracks on the bridge, can greatly reduce the project cost, and save the construction period. Compared with the method of newly designing and constructing a turnout continuous beam to achieve track connection on the bridge, it has the advantages of rapid and convenient construction and significantly reduced cost.

Description

Technical Field

[0001] The invention belongs to the field of reconstruction and expansion of existing elevated railway lines, and particularly relates to a new structural form for connecting tracks on a bridge by transverse movement and jacking of pier frame beams. Background Art

[0002] The connection of a newly built railway and an existing line is mostly completed in the subgrade section. At present, there is no engineering example of connecting tracks on a bridge in an already built railway.

[0003] The railway track connection is necessarily inseparable from the turnout structure. The turnout structure is complex in force, easy to be damaged, and difficult to replace. To ensure the durability of the turnout structure and the safety of the railway, the specification requires that when the turnout structure is located on a bridge, it must be arranged on an integral continuous bridge deck. At the same time, the distance between the turnout point and the beam joint must be greater than or equal to 18 m. Therefore, when the turnout is located on a bridge, the traditional method mostly uses multi-span continuous beams and controls the deflection-span ratio not to be greater than 1 / 4000, and the general span is not greater than 48 m. According to the type and length of the turnout, 6 - 32 m, 4 - 32 m or 3 - 32 m equal-width or variable-width continuous beams are mostly used.

[0004] If the track connection technology in the subgrade section is directly applied to guide the track connection on the bridge, that is, the operation of the existing line is interrupted, the existing superstructure beam body and piers are demolished, and the turnout continuous beam and supporting piers and foundations are constructed according to the newly designed drawings. This scheme has obvious disadvantages. It is necessary to interrupt the operation of the existing line and complete the construction of the newly built turnout bridge and piers according to the design drawings at the fastest speed. Conservatively estimated, the interruption of the operation of the existing line takes about half a year, and the cost and expense are relatively high.

[0005] Therefore, realizing track connection on a bridge often requires a high engineering cost and a long time. The long construction period significantly increases the economic cost and social cost.

[0006] However, in some railway projects, it is necessary to realize the connection of a newly built railway and an existing railway on a bridge at a certain work point, but the existing technology lacks this form of track connection on the bridge and complete sets of technologies to solve these problems. Summary of the Invention

[0007] In view of at least one of the above defects or improvement requirements in the prior art, the present invention provides a structural form for connecting tracks on a bridge by transverse movement and jacking of pier frame beams, and proposes to use the form of in-situ casting of pier frame beams with transverse movement and jacking to realize track connection on the bridge, forming a complete set of technologies to solve the problem of track connection on the bridge. It can greatly reduce the project cost and save the construction period. Compared with the method of newly designing and constructing a turnout continuous beam to realize track connection on the bridge, it has the advantages of rapid and convenient construction and significant cost reduction.

[0008] To achieve the above object, according to one aspect of the present invention, there is provided a structural form for connecting tracks on a bridge by transverse movement and jacking of pier frame beams, which is used for connecting a newly built railway and an existing line on a bridge, wherein:

[0009] It includes pier frame girders, cantilever post-cast segments, piers, pile foundations, reserved steel bar joints, and transverse jacking auxiliary devices;

[0010] The pile foundations are arranged between two adjacent piers of the existing line;

[0011] The transverse jacking auxiliary device is arranged on the lateral side of the pile foundation construction area under the existing line, and is used for casting the pier frame girder at the first position and horizontally jacking the pier frame girder to the second position in the pile cap notch of the pile foundation;

[0012] At the second position, the width of the pier frame girder is greater than the width of the original existing line bridge and is eccentrically arranged towards the newly built railway on the outside; there is one or multiple piers in the transverse direction of the line between two adjacent pier frame girders, and the elevation of the upper end surface of the pier frame girder is higher than that of the pier; there is one or multiple piers in the transverse direction of the line between two adjacent frame girders; between two adjacent pier frame girders, they are connected to each other by extending several pre-buried reserved steel bar joints and the cantilever post-cast segments of the joint belt towards each other; the lower end surface of the cantilever post-cast segment is supported on the top of the pier; the newly built railway, the existing line, and the turnout device are arranged above the pier frame girder and the cantilever post-cast segment, and are used as the bridge between the newly built railway and the existing line.

[0013] Preferably, the pile foundation is a high-pressure jet grouting pile.

[0014] Preferably, when the lateral distance between the newly built railway and the existing line is less than or equal to the predetermined safety distance, there is only one pier between two adjacent pier frame girders, and the newly built railway and the existing line share this pier, and this single pier supports the entire cantilever post-cast segment at this place;

[0015] When the lateral distance between the newly built railway and the existing line is greater than the predetermined safety distance, there are multiple piers between two adjacent pier frame girders, and the newly built railway and the existing line respectively have their own piers, and multiple piers jointly support the entire cantilever post-cast segment at this place.

[0016] Preferably, the pile caps between multiple piers arranged side by side horizontally are not connected to form a whole.

[0017] Preferably, the transverse jacking auxiliary device includes a slideway foundation, a transverse slideway, a jacking reaction seat, a jack, and a PLC synchronous control system.

[0018] Preferably, the slideway foundation includes a slide plate and a transition plate;

[0019] The slide plate is a multi-layer structure, which sequentially includes C25 reinforced concrete, M10 cement mortar, a layer of coated plastic film, and a layer of lubricant of talcum powder slurry modulated with one-third machine oil from bottom to top; the first position for casting the pier frame girder is on the slide plate;

[0020] The transition plate is arranged on the open space where the slide plate and the cap of the pile foundation meet, and comprises a C15 concrete cushion layer and a C30 concrete surface layer from bottom to top.

[0021] Preferably, the cross section of the slide plate is continuously multi-arched, and the lower end thereof is provided with multiple rows of longitudinal beams extending into the ground arranged in the longitudinal direction of the line;

[0022] The thrust reaction seat includes a pile-sheet wall and backfill.

[0023] Preferably, the transverse slideway is laid on the slide plate and the transition plate;

[0024] The thrust reaction seat is arranged on the side of the slide plate away from the pile foundation, and a plurality of jacks are arranged between the thrust reaction seat and the pier frame beam, and are all connected to the PLC synchronous control system.

[0025] Preferably, at the first position, a turnout is installed on the bridge deck of the pier frame beam, and the turnout is laterally moved and pushed to the second position together with the pier frame beam.

[0026] Preferably, at the first position, a segmented track structure of a newly built railway or an existing line and a turnout are installed on the bridge deck of the pier frame beam; the segmented track structure and the turnout are laterally moved and pushed to the second position together with the pier frame beam.

[0027] To achieve the above-mentioned purpose, according to one aspect of the present invention, a method for connecting a pier frame beam on a bridge by transverse displacement and jacking is provided, which is used for connecting a newly built railway with an existing line on a bridge, and includes the following steps:

[0028] Step 1:

[0029] Without interrupting the operation of the existing line, pile foundations are constructed between two adjacent bridge piers on the existing line to reinforce the roadbed below the existing line; and new bridge piers are built side by side horizontally on the side of the original bridge piers of the existing line close to the new railway to be built;

[0030] Step 2:

[0031] At the same time as step 1, in the lateral side of the existing line pile foundation construction area, the lateral displacement and jacking auxiliary engineering of the pier frame beam is constructed, and the pier frame beam is cast in situ on the lateral displacement and jacking auxiliary engineering;

[0032] Step 3:

[0033] Temporarily interrupt the operation of the existing line, demolish the simply supported existing line bridge on the upper part of the pier, and retain the pier under the bridge; synchronously horizontally move and push multiple newly built pier frame girders to the position after demolishing the simply supported existing line bridge, between two adjacent piers of the existing line, and into the pre-constructed bearing platform notch on the pile foundation; the width of the pier frame girder is greater than the width of the original existing line bridge and is eccentrically set towards the newly built railway to be constructed on the outside, and the elevation of the upper end surface exceeds the upper end surface of the pier and reaches the rail surface elevation of the original existing line bridge; between two adjacent pier frame girders, the main reinforcement of the top slab of the pier frame girder extends out to form a reserved reinforcement joint for the cast-in-place belt on both sides of the pier frame girder.

[0034] Step Four:

[0035] Connect the cantilever post-cast sections where the frames of the reserved reinforcement joints extend on the piers between two adjacent piers.

[0036] Step Five:

[0037] After the pier frame girder and the cantilever post-cast section both reach the age, lay the second-stage dead load of the bridge deck including ballast ancillary works on the pier frame girder and the cantilever post-cast section, construct the connection of the newly built railway and the existing line, and finally resume the operation of the newly built railway and the existing line together.

[0038] Preferably, in the first step, the pile foundation is constructed by means of high-pressure jet grouting piles.

[0039] Preferably, in the first step, when the horizontal distance between the newly built railway and the existing line is less than or equal to the predetermined safety distance, there is only one pier between two adjacent pier frame girders, and the newly built railway and the existing line share this pier, and this single pier supports the entire cantilever post-cast section at this place;

[0040] When the horizontal distance between the newly built railway and the existing line is greater than the predetermined safety distance, there are multiple piers between two adjacent pier frame girders, and the newly built railway and the existing line respectively have their own piers under them, and multiple piers jointly support the entire cantilever post-cast section at this place.

[0041] Preferably, in the first step, the newly built piers arranged side by side horizontally are independent of the original piers, and their bearing platforms are not connected to form a whole.

[0042] Preferably, in the second step, the construction of the horizontal movement and pushing auxiliary project includes the construction of the slideway foundation, the construction of the horizontal movement slideway, the construction of the pushing reaction seat, and the installation and debugging of the PLC synchronous control system.

[0043] Preferably, in the second step, the construction of the slideway foundation includes the construction of the slide plate and the transition plate;

[0044] The skateboard is made of C25 reinforced concrete, and its top surface is leveled with M10 cement mortar, then a layer of plastic film is applied, and a layer of talcum powder slurry lubricant prepared with one-third machine oil is applied; the in-situ casting of the pier frame beam is completed on the skateboard;

[0045] For the open space at the connection between the skateboard and the pile cap of the pile foundation, C15 concrete is used as the cushion layer, and then C30 concrete is used as the surface layer for transition to form a transition plate.

[0046] Preferably, in the second step, after the construction of the skateboard and the transition plate, a transverse movement slideway is laid above them; after the production of the pier frame beam is completed, a number of jacks are arranged between the pier frame beam and the pre-set jacking reaction seat, and the PLC synchronous control system is connected for debugging.

[0047] Preferably, in the second step, turnouts are installed in advance on the bridge deck of the newly built pier frame beam;

[0048] In the third step, the turnouts are horizontally moved and jacked into place together with the pier frame beam;

[0049] In the fifth step, the turnouts are connected to the newly built railway and the existing line.

[0050] Preferably, in the second step, the sectional track structures of the newly built railway and the existing line as well as the turnouts are installed in advance on the bridge deck of the newly built pier frame beam;

[0051] In the third step, the sectional track structures and the turnouts are horizontally moved and jacked into place together with the pier frame beam;

[0052] In the fifth step, the sectional track structures and the turnouts are connected.

[0053] Preferably, in the third step, at the place where the main reinforcement of the pier frame beam extends out, the number of the reinforcing bars that need to extend out for joints is increased.

[0054] As long as the above-mentioned preferred technical features do not conflict with each other, they can be combined with each other.

[0055] Generally speaking, compared with the prior art, the above technical solutions conceived by the present invention have the following beneficial effects:

[0056] 1. The present invention proposes to adopt the form of horizontal movement and jacking of the in-situ cast pier frame beam to achieve on-bridge connection, forming a complete set of technologies to solve the problem of on-bridge connection, which can greatly reduce the project cost and save the construction period. Compared with the method of constructing a continuous turnout beam from scratch to achieve on-bridge connection, it has the advantages of rapid and convenient construction and significant cost reduction.

[0057] 2. The present invention proposes a new structural form to achieve on-bridge connection. This structure uses a cast-in-place pier frame beam as the main body and reserves post-cast strips and steel bar joints. After the post-cast strips are poured, a continuous beam structure is formed, ensuring the feasibility of the solution. Implementing on-bridge connection using this structural form makes an important innovation for the project construction.

[0058] 3. The complete set of technologies for on-bridge connection of the present invention provides a perfect solution for the reconstruction and expansion projects of similar existing elevated railway lines, which can be widely promoted and applied, promoting the development of the railway industry.

[0059] 4. The present invention proposes a supporting complete set of construction technologies in combination with this structural form and the situation of the project work points, clarifies the construction sequence and construction methods, and ensures the feasibility of this structural form. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1 is a side view schematic diagram of the on-bridge connection structure for transverse movement and jacking of the pier frame beam of the present invention;

[0061] Figure 2 is a top view schematic diagram of the on-bridge connection structure for transverse movement and jacking of the pier frame beam of the present invention;

[0062] Figure 3 is a side view schematic diagram of the transverse movement and jacking auxiliary device of the on-bridge connection structure for transverse movement and jacking of the pier frame beam of the present invention;

[0063] Figure 4 is a top view schematic diagram of the transverse movement and jacking auxiliary device of the on-bridge connection structure for transverse movement and jacking of the pier frame beam of the present invention.

[0064] Figure 5a is one of the process schematic diagrams of the construction method for on-bridge connection by transverse movement and jacking of the pier frame beam of the present invention;

[0065] Figure 5b is Figure 5a a top view schematic diagram of;

[0066] Figure 5c is one of the process schematic diagrams of the construction method for on-bridge connection by transverse movement and jacking of the pier frame beam of the present invention;

[0067] Figure 5d is Figure 5c a top view schematic diagram of;

[0068] Figure 5e is one of the process schematic diagrams of the construction method for on-bridge connection by transverse movement and jacking of the pier frame beam of the present invention;

[0069] Figure 5f is Figure 5e a top view schematic diagram of;

[0070] Figure 5g It is the fourth process schematic diagram of the construction method for connecting tracks on the bridge by transverse movement and jacking of the pier frame beam of the present invention;

[0071] Figure 5h It is Figure 5g the top view schematic diagram of

[0072] Figure 5i It is the fifth process schematic diagram of the construction method for connecting tracks on the bridge by transverse movement and jacking of the pier frame beam of the present invention;

[0073] Figure 5j It is Figure 5i the top view schematic diagram of

[0074] Figure 5k It is the side view schematic diagram of the structure of the embodiment of the present invention;

[0075] Figure 5l It is the top view schematic diagram of the structure of the embodiment of the present invention;

[0076] Figure 5m It is the flow chart of the construction method for connecting tracks on the bridge by transverse movement and jacking of the pier frame beam of the present invention.

[0077] In the process structure schematic diagram during construction, for the sake of simplicity and clarity of subsequent structures / steps, some components are appropriately omitted and not shown. Detailed implementation manners

[0078] In order to make the purpose, technical solutions and advantages of the present invention clearer and more understandable, the present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other. The present invention will be further described in detail below in conjunction with the specific implementation manners.

[0079] As a preferred embodiment of the present invention, as Figures 1-4 , the present invention provides a structure for connecting tracks on the bridge by transverse movement and jacking of the pier frame beam, which is used for connecting the new railway 20 and the existing line 10 on the bridge. Among them: it includes a pier frame beam 1, a cantilever post-cast section 2, a pier 3, a pile foundation 4, a reserved steel bar joint 5, and a transverse movement and jacking auxiliary device.

[0080] The pile foundation 4 is arranged between two adjacent piers 3 of the existing line. Preferably, the pile foundation 4 is a high-pressure jet grouting pile.

[0081] The transverse movement and jacking auxiliary device is arranged on the lateral side of the construction area of the pile foundation 4 under the existing line, and is used for casting the pier frame beam 1 at the first position and transverse movement and jacking the pier frame beam 1 to the second position in the pile cap notch of the pile foundation 4.

[0082] At the second position, the width of the pier frame beam 1 is greater than the width of the original existing line bridge and is eccentrically arranged towards the newly built railway 20 on the outside; one or multiple piers 3 in the line transverse direction are provided between two adjacent pier frame beams 1, and the elevation of the upper end surface of the pier frame beam 1 is higher than that of the upper end surface of the pier 3; one or multiple piers 3 in the line transverse direction are provided between two adjacent frame beams (1); between two adjacent pier frame beams 1, they are connected to each other by extending a number of pre-buried reserved steel bar joints 5 and the cantilever post-cast section 2 of the joint belt towards each other; at the place where the main reinforcement of the top slab of the pier frame beam 1 extends out, the number of steel bars that need to extend out as joints is increased; the lower end surface of the cantilever post-cast section 2 is supported on the top of the pier 3; above the pier frame beam 1 and the cantilever post-cast section 2, the newly built railway 20, the existing line 10 and the turnout device are provided and used as the bridge between the newly built railway 20 and the existing line 10. Preferably, when the lateral distance between the newly built railway 20 and the existing line 10 is less than or equal to the predetermined safety distance, only one pier 3 is provided between two adjacent pier frame beams 1, and the newly built railway 20 and the existing line 10 share this pier, and the single pier supports the entire cantilever post-cast section 2 at this place; when the lateral distance between the newly built railway 20 and the existing line 10 is greater than the predetermined safety distance, multiple piers 3 are provided between two adjacent pier frame beams 1, and the newly built railway 20 and the existing line 10 respectively have their own piers below, and multiple piers jointly support the entire cantilever post-cast section 2 at this place. Preferably, the caps between multiple piers 3 arranged side by side horizontally are not connected to form a whole.

[0083] As Figures 3-4 shown, the transverse translation and jacking auxiliary device includes a slideway foundation 61, a transverse translation slideway, a jacking reaction seat 62, a jack 63, and a PLC synchronous control system.

[0084] Preferably, the slideway foundation 61 includes a slide plate 611 and a transition plate 612.

[0085] The slide plate 611 is a multi-layer structure, which successively includes C25 reinforced concrete, M10 cement mortar, a layer of coated plastic film, and a layer of lubricant of talcum powder slurry modulated with one-third machine oil from bottom to top; the slide plate 611 is the first position for casting the pier frame beam 1 in situ.

[0086] The transition plate 612 is arranged on the open space at the connection between the slide plate 611 and the cap of the pile foundation 4, and successively includes a C15 concrete cushion layer and a C30 concrete surface layer from bottom to top.

[0087] Preferably, the cross-section of the slide plate 611 is continuously multi-arch-shaped, and a plurality of rows of longitudinal beams 613 extending into the ground are arranged at its lower end along the longitudinal direction of the line; the jacking reaction seat 62 includes a pile sheet wall 621 and backfill soil 622.

[0088] Preferably, the transverse slideway is laid on the slide plate 611 and the transition plate 612; the thrust reaction seat 62 is arranged on the side of the slide plate 611 away from the pile foundation 4, and a plurality of jacks 63 are arranged between the thrust reaction seat 62 and the pier frame beam 1, and are all connected to the PLC synchronous control system. Since the top surface of the frame beam is inclined at 0.7° (normal angle), a triangular concrete straightening wedge 631 is cast on the bottom plate of the frame beam.

[0089] Preferably, at the first position, a turnout is installed on the bridge deck of the pier frame beam 1, and the turnout is laterally moved and pushed to the second position together with the pier frame beam 1.

[0090] Preferably, at the first position, the bridge deck of the pier frame beam 1 is installed with a segmented track structure and a turnout of a newly built railway 20 and an existing line 10; the segmented track structure and the turnout are laterally moved and pushed to the second position together with the pier frame beam 1.

[0091] The total construction period of the present invention is 130 days, which mainly involves the off-site construction of new beams, the construction of auxiliary transverse projects, the construction of main pile foundation piers, the debugging of the PLC transverse system, the removal of existing line beams, the transverse pushing construction of new beams, the installation of track switch and other projects. Through reasonable construction organization, the time for the existing line to be opened to traffic is only 30 days.

[0092] The present invention does not limit the number of spans. For more spans, the construction method is the same, and only the same structure needs to be added.

[0093] As a further preferred solution, the shapes of the pier frame beam 1 and the cantilever post-cast section 2 in a top view are selected to be trapezoidal, or the pier frame beam 1 is a combination of a trapezoid and an equal-width rectangle.

[0094] As another preferred embodiment of the present invention, Figures 5a-5m The present invention provides a bridge pier frame beam transverse displacement and jacking bridge track connection construction method, which is used for connecting a newly built railway 20 with an existing line 10 on a bridge, and includes the following steps:

[0095] Step 1:

[0096] Without interrupting the operation of the existing line 10, a pile foundation 4 is constructed between two adjacent bridge piers 3 of the existing line to reinforce the roadbed below the existing line; and new bridge piers 3 are constructed side by side horizontally on the side of the original bridge pier of the existing line close to the new railway 20 to be built.

[0097] Preferably, in step 1, the construction of the pile foundation 4 is carried out by high-pressure rotary jetting.

[0098] Preferably, in the first step, when the lateral distance between the newly-built railway 20 and the existing line 10 is less than or equal to the predetermined safety distance, only one pier 3 is provided between two adjacent pier frame beams 1. The newly-built railway 20 and the existing line 10 share this pier, and a single such pier supports the entire cantilever post-cast section 2 at this location; when the lateral distance between the newly-built railway 20 and the existing line 10 is greater than the predetermined safety distance, there are multiple piers 3 between two adjacent pier frame beams 1. The newly-built railway 20 and the existing line 10 respectively have their own piers below, and multiple piers jointly support the entire cantilever post-cast section 2 at this location.

[0099] Preferably, in the first step, the piers newly built side by side horizontally are independent of the original piers, and the caissons of the two do not connect to form a whole.

[0100] Step two:

[0101] While performing the first step, on the lateral side of the site in the construction area of the pile foundation 4 under the existing line, construct the transverse jacking auxiliary project of the pier frame beam 1, and cast and fabricate the pier frame beam 1 on the transverse jacking auxiliary project.

[0102] Preferably, in the second step, the construction of the transverse jacking auxiliary project includes the construction of the slideway foundation, the transverse slideway, the jacking reaction seat, and the installation and debugging of the PLC synchronous control system.

[0103] Preferably, in the second step, the construction of the slideway foundation includes the construction of the slide plate and the transition plate;

[0104] The slide plate is made of C25 reinforced concrete, the top surface is leveled with M10 cement mortar, then a layer of plastic film is coated, and a layer of talcum powder slurry lubricant prepared with one-third machine oil is coated; the casting of the pier frame beam 1 is completed on the slide plate;

[0105] The space at the connection between the slide plate and the caisson of the pile foundation 4 is cushioned with C15 concrete, and then the surface layer is made of C30 concrete for transition to form the transition plate.

[0106] Preferably, in the second step, after the construction of the slide plate and the transition plate, a transverse slideway is laid above them; after the fabrication of the pier frame beam 1 is completed, a number of jacks are arranged between the pier frame beam 1 and the pre-set jacking reaction seat, and the PLC synchronous control system is connected for debugging.

[0107] Step three:

[0108] Temporarily interrupt the operation of the existing line 10, demolish the simply supported existing line bridge 11 on the upper part of the pier 3, and retain the pier under the bridge; horizontally shift and push multiple newly built pier frame beams 1 to the position after demolishing the simply supported existing line bridge 11, between two adjacent piers 3 of the existing line, and into the pre-constructed bearing platform notch on the pile foundation 4; the width of the pier frame beam 1 is greater than the width of the original existing line bridge, and it is eccentrically set towards the newly built railway 20 to be constructed on the outside, and the elevation of the upper end surface exceeds the upper end surface of the pier 3 and reaches the rail surface elevation of the original existing line bridge 11; between two adjacent pier frame beams 1, the main reinforcement bars on the top plate of the pier frame beam 1 extend out to form a reserved steel bar joint 5 for the cast-in-place belt on both sides of the pier frame beam.

[0109] Preferably, in the third step, at the position where the main reinforcement bars on the top plate of the pier frame beam 1 extend out, the number of steel bars that need to extend out for the joint is increased.

[0110] Step Four:

[0111] Between two adjacent piers 3 and on the pier 3, the cantilever post-cast segments 2 where the frames of the reserved steel bar joints 5 extend are connected to each other;

[0112] Step Five:

[0113] After the pier frame beam 1 and the cantilever post-cast segment 2 both reach the age, lay the second permanent load of the bridge deck including ballast ancillary works on the pier frame beam 1 and the cantilever post-cast segment 2, construct the connection of the newly built railway 20 and the existing line 10, and finally the newly built railway 20 and the existing line 10 resume traffic together.

[0114] Preferably, in the second step, install a turnout on the bridge deck of the newly built pier frame beam 1 first; in the third step, the turnout is horizontally shifted and pushed into place together with the pier frame beam 1; in the fifth step, connect the turnout with the newly built railway 20 and the existing line 10.

[0115] Alternatively, in the second step, install the sectional track structures of the newly built railway 20 and the existing line 10 and the turnout on the bridge deck of the newly built pier frame beam 1 first; in the third step, the sectional track structures and the turnout are horizontally shifted and pushed into place together with the pier frame beam 1; in the fifth step, connect the sectional track structures and the turnout.

[0116] The construction schedule of this embodiment is as follows:

[0117]

[0118]

[0119] The total construction period of this project is 130 days, mainly involving the off-site construction of newly built beams, the construction of transverse movement auxiliary projects, the construction of main pile foundations and piers, the commissioning of the PLC transverse movement system, the demolition of existing line beams, the transverse movement and jacking construction of newly built beams, the installation of connecting turnout tracks, etc. Through reasonable construction organization, the time affecting the traffic of the existing line is only 30 days.

[0120] The present invention does not limit the number of spans. For the case of more spans, the construction method is the same, and only the same structure needs to be added.

[0121] As a further preferred solution, the shape of the pier frame beam 1 and the cantilever post-cast section 2 in the top view state is selected as a trapezoid, or the pier frame beam 1 is a combination of a trapezoid and an equal-width rectangle.

[0122] Through the above-mentioned on-bridge connection technology, the present invention has achieved the following remarkable beneficial effects:

[0123] The present invention proposes to adopt the form of in-situ casting of pier frame beams with transverse movement and jacking to realize on-bridge connection, forming a complete set of technologies to solve the problem of on-bridge connection, which can greatly reduce the project cost and save the construction period. Compared with the method of constructing a continuous turnout beam with a completely new design to realize on-bridge connection, it has the advantages of rapid and convenient construction and significantly reduced cost.

[0124] The present invention proposes a new structural form to realize on-bridge connection. This structure takes the in-situ cast pier frame beam as the main body and reserves post-cast strip reserved steel bar joints. After the post-cast strip is poured, a continuous beam body structure is formed, ensuring the feasibility of the scheme. Using this structural form to realize on-bridge connection makes an important innovation for the construction of the project.

[0125] The complete set of on-bridge connection technologies of the present invention provides a perfect solution for the reconstruction and expansion projects of similar existing elevated railway lines, can be widely promoted and applied, and promotes the development of the railway industry.

[0126] The present invention proposes a complete set of supporting construction technologies in combination with the structural form and the situation of the project work points, clarifies the construction sequence and construction methods, and ensures the feasibility of this structural form.

[0127] Those skilled in the art can easily understand that the above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A bridge connection structure for transverse movement and jacking of pier frame beams, which is used to connect a newly built railway (20) and an existing line (10) on a bridge. It is characterized in that: It includes a pier frame beam (1), a cantilever post-cast section (2), a pier (3), a pile foundation (4), a reserved steel bar joint (5), and a transverse movement and jacking auxiliary device; The pile foundation (4) is arranged between two adjacent piers (3) of the existing line; The transverse movement and jacking auxiliary device is arranged on the lateral side of the construction area of the pile foundation (4) under the existing line, and is used to cast the pier frame beam (1) in place at the first position and transverse movement and jack the pier frame beam (1) to the second position in the bearing platform notch of the pile foundation (4); At the second position, the width of the pier frame beam (1) is greater than the width of the original existing line bridge and is eccentrically arranged towards the newly built railway (20) on the outside; there is one or multiple piers (3) in the transverse direction of the line between two adjacent pier frame beams (1), and the upper end surface elevation of the pier frame beam (1) is higher than the upper end surface of the pier (3); there is one or multiple piers (3) in the transverse direction of the line between two adjacent frame beams (1); between two adjacent pier frame beams (1), they are connected to each other by extending several pre-buried reserved steel bar joints (5) and the cantilever post-cast section (2) of the joint belt; the lower end surface of the cantilever post-cast section (2) is supported on the top of the pier (3); above the pier frame beam (1) and the cantilever post-cast section (2), a newly built railway (20), an existing line (10), and a turnout device are arranged to be used as a bridge for the newly built railway (20) and the existing line (10); The shapes of the pier frame beam (1) and the cantilever post-cast section (2) in the top view are trapezoidal, or the pier frame beam (1) is a combination of a trapezoid and an equal-width rectangle.

2. The bridge connection structure for transverse movement and jacking of pier frame beams according to claim 1, It is characterized in that: The pile foundation (4) is a high-pressure jet grouting pile.

3. The bridge connection structure for transverse movement and jacking of pier frame beams according to claim 1, It is characterized in that: When the lateral distance between the newly built railway (20) and the existing line (10) is less than or equal to the predetermined safety distance, there is only one pier (3) between two adjacent pier frame beams (1), and the newly built railway (20) and the existing line (10) share this pier, and a single such pier supports the entire cantilever post-cast section (2) at this place; When the lateral distance between the newly built railway (20) and the existing line (10) is greater than the predetermined safety distance, there are multiple piers (3) between two adjacent pier frame beams (1), and there are respective piers under the newly built railway (20) and the existing line (10), and multiple piers jointly support the entire cantilever post-cast section (2) at this place.

4. The bridge connection structure for transverse movement and jacking of pier frame beams according to claim 3, It is characterized in that: The bearings between multiple laterally arranged piers (3) are not connected to form a whole.

5. The bridge connection structure for transverse movement and jacking of pier frame beams according to claim 1, It is characterized in that: The transverse displacement and jacking auxiliary device comprises a slideway foundation (61), a transverse displacement slideway, a jacking reaction seat (62), a jack (63), and a PLC synchronous control system.

6. The bridge track connection structure for lateral displacement and jacking of the pier frame beam according to claim 5, Features: The slideway foundation (61) comprises a slide plate (611) and a transition plate (612); The slide plate (611) is a multi-layer structure, which comprises, from bottom to top, C25 reinforced concrete, M10 cement mortar, a layer of coated plastic film, and a layer of coated talcum powder slurry lubricant mixed with one-third of engine oil; the slide plate (611) is the first position for casting the pier frame beam (1); The transition plate (612) is arranged on the open space where the slide plate (611) and the base of the pile foundation (4) meet, and comprises, from bottom to top, a C15 concrete cushion layer and a C30 concrete surface layer.

7. The bridge track connection structure for lateral displacement and jacking of the pier frame beam according to claim 6, Features: The cross section of the slide plate (611) is continuously multi-arched, and a plurality of rows of longitudinal beams (613) extending underground and arranged in the longitudinal direction of the line are arranged at the lower end thereof; The thrust reaction seat (62) comprises a pile-sheet wall (621) and backfill (622).

8. The bridge track connection structure for lateral displacement and jacking of the pier frame beam according to claim 7, Features: The transverse slideway is laid on the slide plate (611) and the transition plate (612); The thrust reaction seat (62) is arranged on a side of the slide plate (611) away from the pile foundation (4), and a plurality of jacks (63) are arranged between the thrust reaction seat (62) and the pier frame beam (1), and are all connected to the PLC synchronous control system.

9. The bridge track connection structure for lateral displacement and jacking of the pier frame beam according to claim 1, Features: At the first position, a turnout is installed on the bridge deck of the pier frame beam (1), and the turnout is laterally moved and pushed to the second position together with the pier frame beam (1).

10. The bridge track connection structure for lateral displacement and jacking of the pier frame beam according to claim 1, Features: At the first position, a newly built railway (20) and a segmented track structure and a turnout of an existing line (10) are installed on the bridge deck of the pier frame beam (1); the segmented track structure and the turnout are laterally moved and pushed to the second position together with the pier frame beam (1).

11. A method for connecting a bridge track on a bridge by horizontally shifting and pushing a pier frame beam, used for connecting a newly built railway (20) with an existing railway (10) on a bridge. It is characterized in that The steps include: Step 1: Without interrupting the operation of the existing line (10), a pile foundation (4) is constructed between two adjacent bridge piers (3) of the existing line to reinforce the roadbed below the existing line; and new bridge piers (3) are constructed side by side horizontally on the side of the original bridge pier of the existing line close to the new railway (20) to be built; Step 2: At the same time as step 1, a lateral displacement and jacking auxiliary project of the pier frame beam (1) is constructed on the lateral side of the existing underline pile foundation (4) construction area, and the pier frame beam (1) is cast in situ on the lateral displacement and jacking auxiliary project; Step 3: Temporarily interrupt the operation of the existing line (10), demolish the simply supported existing line bridge (11) on the upper part of the pier (3), and retain the pier under the bridge; synchronously horizontally move and jack multiple newly built pier frame girders (1) to the position behind the demolished simply supported existing line bridge (11), between two adjacent piers (3) of the existing line, and into the pre-constructed cap notch on the pile foundation (4); the width of the pier frame girder (1) is greater than the width of the original existing line bridge, and it is eccentrically set towards the newly built railway (20) to be constructed on the outside, and the elevation of the upper end surface exceeds the upper end surface of the pier (3) and reaches the rail surface elevation of the original existing line bridge (11); between two adjacent pier frame girders (1), the main reinforcement bars on the top plate of the pier frame girder (1) extend out to form a reserved steel bar joint (5) for the cast-in-place belt on both sides of the pier frame girder. Step Four: Between two adjacent piers (3) and on the pier (3), the cantilever post-cast segments (2) where the frames of the reserved steel bar joints (5) extend are connected to each other. Step Five: After the pier frame girder (1) and the cantilever post-cast segment (2) both reach the age, lay the second permanent load of the bridge deck including ballast ancillary works on the pier frame girder (1) and the cantilever post-cast segment (2), construct the connection between the newly built railway (20) and the existing line (10), and finally, the newly built railway (20) and the existing line (10) resume traffic together.

12. The construction method for on-bridge connection by horizontal movement and jacking of pier frame girders as described in claim 11, characterized in that: In the first step, the pile foundation (4) is constructed by means of high-pressure jet grouting piles.

13. The construction method for on-bridge connection by horizontal movement and jacking of pier frame girders as described in claim 11, characterized in that: In the first step, when the lateral distance between the newly built railway (20) and the existing line (10) is less than or equal to the predetermined safety distance, there is only one pier (3) between two adjacent pier frame girders (1), and the newly built railway (20) and the existing line (10) share this pier, and the single pier supports the entire cantilever post-cast segment (2) at this location; When the lateral distance between the newly built railway (20) and the existing line (10) is greater than the predetermined safety distance, there are multiple piers (3) between two adjacent pier frame girders (1), and there are respective piers under the newly built railway (20) and the existing line (10), and the multiple piers jointly support the entire cantilever post-cast segment (2) at this location.

14. The construction method for on-bridge connection by horizontal movement and jacking of pier frame girders as described in claim 13, characterized in that: In the first step, the newly built piers arranged side by side horizontally are independent of the original piers, and their caps are not connected to form a whole.

15. The construction method for on-bridge connection by horizontal movement and jacking of pier frame girders as described in claim 11, characterized in that: In the second step, the construction of the horizontal movement and jacking auxiliary project includes the construction of the slideway foundation, the construction of the horizontal movement slideway, the construction of the jacking reaction seat, and the installation and commissioning of the PLC synchronous control system.

16. The construction method for on-bridge connection by horizontal movement and jacking of pier frame girders as described in claim 15, characterized in that: In the second step, the construction of the slideway foundation includes the construction of the sliding plate and the transition plate. The skateboard is made of C25 reinforced concrete, and its top surface is leveled with M10 cement mortar, then a layer of plastic film is applied, and a layer of lubricant made of talcum powder slurry modulated with one-third machine oil is applied; the in-situ casting of the pier frame beam (1) is completed on the skateboard; The space at the joint between the skateboard and the pile cap of the pile foundation (4) is cushioned with C15 concrete, and then C30 concrete is used as the surface layer for transition to form a transition plate.

17. The construction method for connecting tracks on a bridge by transverse movement and jacking of a pier frame beam as described in claim 16, characterized in that: In the second step, after the construction of the skateboard and the transition plate, a transverse movement slideway is laid above them; after the pier frame beam (1) is fabricated, a number of jacks are arranged between the pier frame beam (1) and the pre-set jacking reaction seat, and the PLC synchronous control system is connected for debugging.

18. The construction method for connecting tracks on a bridge by transverse movement and jacking of a pier frame beam as described in claim 11, characterized in that: In the second step, turnouts are first installed on the bridge surface of the newly built pier frame beam (1); In the third step, the turnouts are transversely moved and jacked into place together with the pier frame beam (1); In the fifth step, the turnouts are connected to the newly built railway (20) and the existing line (10).

19. The construction method for connecting tracks on a bridge by transverse movement and jacking of a pier frame beam as described in claim 11, characterized in that: In the second step, the sectional track structures of the newly built railway (20) and the existing line (10) and turnouts are first installed on the bridge surface of the newly built pier frame beam (1); In the third step, the sectional track structures and turnouts are transversely moved and jacked into place together with the pier frame beam (1); In the fifth step, the sectional track structures and turnouts are connected.

20. The construction method for connecting tracks on a bridge by transverse movement and jacking of a pier frame beam as described in claim 11, characterized in that: In the third step, at the place where the main reinforcement of the top plate of the pier frame beam (1) extends out, the number of the reinforcing bars that need to extend out for making joints is increased.

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