Expansion joint device for railway continuous bridge

Abstract

The application provides a railway continuous bridge expansion joint device, and belongs to the technical field of railway bridges. Beam end expansion devices and rail expansion adjusters are arranged between the intermediate transition beam and the main bridge end and between the intermediate transition beam and the approach bridge end. The piston rod of the first double-out-rod piston cylinder on the first side is connected with the main bridge end, the cylinder barrel of the first double-out-rod piston cylinder on the second side is connected with the intermediate transition beam, the piston rod of the second double-out-rod piston cylinder on the first side is connected with the intermediate transition beam, the cylinder barrel of the second double-out-rod piston cylinder on the second side is connected with the approach bridge end, the oil cavity of the first double-out-rod piston cylinder on the first side is communicated with the oil cavity of the second double-out-rod piston rod on the second side, and the oil cavity of the first double-out-rod piston cylinder on the second side is communicated with the oil cavity of the second double-out-rod piston cylinder on the first side. The displacement of the intermediate transition beam is always half of the displacement of the main bridge end, so that the main bridge end has a super large expansion amount which is twice the expansion amount of the intermediate transition beam relative to the approach bridge end.

Description

Technical Field

[0001] This invention relates to the field of railway bridge technology, and more specifically, to an expansion joint device for a continuous railway bridge. Background Technology

[0002] With the continuous development of high-speed rail construction, bridges spanning major rivers, canyons, or gorges are inevitably built, requiring the use of long-span steel bridges. Long-span steel bridges are greatly affected by trains, temperature, and wind loads. According to usage requirements, large reserved beam gaps need to be set, and beam end expansion joints and rail expansion joints need to be installed at the beam gaps. The beam end expansion joints and rail expansion joints must ensure the safe and smooth passage of high-speed trains, and should have sufficient strength and rigidity, as well as the characteristics of strong structural stability and low maintenance.

[0003] The technology for rail expansion joints is relatively mature in the industry, with the industry standard TB / T3401-2015 "Rail Expansion Joints for Passenger Dedicated Lines," applicable to rail expansion joints with an expansion range of ±600mm or less. There are two common types of expansion joints at the ends of long-span steel bridges: upper-bearing beam-end expansion joints and lower-bearing beam-end expansion joints. Regardless of the arrangement, they typically only meet the requirements for beam-end expansion joints with an expansion range of ±600mm or less. Currently, there are no industry standards for ultra-large expansion ranges greater than ±600mm in continuous beams of long-span steel bridges, making it difficult to implement. Summary of the Invention

[0004] The present invention aims to solve the problem that the existing beam joint is limited by the expansion and contraction of the beam end expansion and contraction device and the rail expansion and contraction adjuster, making it difficult to achieve a large amount of expansion and contraction.

[0005] This invention provides an expansion joint device for a continuous railway bridge, comprising a beam end expansion device and a rail expansion adjuster, a main bridge end, an approach bridge end, an intermediate transition beam, and two double-outlet piston cylinders. The intermediate transition beam is located between the main bridge end and the approach bridge end, and the beam end expansion device and the rail expansion adjuster are arranged between the intermediate transition beam and the main bridge end, and between the intermediate transition beam and the approach bridge end.

[0006] The two dual-rod piston cylinders are a first dual-rod piston cylinder and a second dual-rod piston cylinder. The piston rod of the first dual-rod piston cylinder on the first side is connected to the main bridge end, and the cylinder barrel of the first dual-rod piston cylinder on the second side is connected to the intermediate transition beam. The piston rod of the second dual-rod piston cylinder on the first side is connected to the intermediate transition beam, and the cylinder barrel of the second dual-rod piston cylinder on the second side is connected to the approach bridge end. The oil chamber of the first dual-rod piston cylinder on the first side is in communication with the oil chamber of the second dual-rod piston cylinder on the second side, and the oil chamber of the first dual-rod piston cylinder on the second side is in communication with the oil chamber of the second dual-rod piston cylinder on the first side.

[0007] The expansion joint device for a continuous railway bridge provided by this invention has, but is not limited to, the following beneficial effects compared to the prior art:

[0008] Because an intermediate transition beam is set between the main bridge end and the approach bridge end, and a beam end expansion joint and rail expansion adjuster are set between the intermediate transition beam and the approach bridge end, and a beam end expansion joint and rail expansion adjuster are also set between the intermediate transition beam and the main bridge end, each beam end expansion joint and rail expansion adjuster can adopt the industry-standard ±600mm expansion joint and rail expansion adjuster. That is, the maximum beam gap between the main bridge end and the intermediate transition beam is 600mm, and the minimum beam gap is zero when heated. The maximum beam gap between the intermediate transition beam and the approach bridge end is also 600mm, and the minimum beam gap is also zero when heated. When the main axle end moves towards the approach axle end due to thermal expansion, the piston of the first double-rod piston cylinder, driven by the piston rod on the first side, compresses the oil in its second-side oil chamber. Since the cross-sectional areas of the oil chambers on both sides of the double-rod piston cylinder are the same, according to the principle of hydrostatic transmission, the hydraulic oil in the second-side oil chamber of the first double-rod piston cylinder builds up pressure and is pushed by an equal volume to the oil chamber on the first side of the second double-rod piston cylinder. According to Pascal's principle of hydrostatic transmission, the oil chamber on the first side of the second double-rod piston cylinder builds up a pressure equal to that in the oil chamber on the second side of the first double-rod piston cylinder. This pressure acts simultaneously on the cylinder barrel of the first double-rod piston cylinder and the first side of the piston in the second double-rod piston cylinder, generating a resultant force pushing towards the second side. This causes the cylinder barrel of the first double-rod piston cylinder, the piston rod of the second double-rod piston cylinder, and the intermediate transition beam to move together towards the second side. The oil in the second side oil chamber of the second double-rod piston cylinder is pushed by an equal volume to the first side oil chamber of the first double-rod piston cylinder to compensate for the volume difference in the first side oil chamber of the first double-rod piston cylinder caused by the relative movement of the cylinder barrel and piston. Ultimately, the intermediate transition beam can move with the movement of the main bridge end, and the distance the intermediate transition beam moves is always half the distance the main bridge end moves. That is to say, when the main bridge end moves 1200mm towards the second side due to thermal expansion, the gap between the intermediate transition beam and the approach bridge end changes from 600mm to zero, thus meeting the requirement of a large amount of expansion and contraction between the main bridge end and the approach bridge end.

[0009] Further, the dual-rod piston cylinder includes a main cylinder, a piston, a first piston rod, a second piston rod, a first end cap, and a second end cap. The first end cap is disposed at the end of the main cylinder on a first side, and the second end cap is disposed at the end of the main cylinder on a second side. The piston is slidably connected to...

[0010] In the main cylinder, the first piston rod and the second piston rod are respectively connected to both sides of the piston. The end of the first piston rod away from the piston extends out of the first end cap, and the end of the second piston rod away from the piston extends out of the second end cap. A first oil chamber is formed between the first piston rod and the inner wall of the main cylinder, and a second oil chamber is formed between the second piston rod and the inner wall of the main cylinder.

[0011] Furthermore, the first end cap is provided with a first liquid passage hole communicating with the first oil chamber, and the second end cap is provided with a second liquid passage hole communicating with the second oil chamber. The first liquid passage hole in the first double-rod piston cylinder is connected to the second liquid passage hole in the second double-rod piston cylinder through a first pipeline, and the second liquid passage hole in the first double-rod piston cylinder is connected to the first liquid passage hole in the second double-rod piston cylinder through a second pipeline.

[0012] Furthermore, the dual-rod piston cylinder also includes a sleeve connected to the second end cap. The inner diameter of the sleeve is larger than the diameter of the second piston rod. When the piston abuts against the second end cap, one end of the second piston rod on the second side is spaced apart from or abuts against one end of the sleeve on the second side. In the first dual-rod piston cylinder, the end of the sleeve away from the second end cap is connected to the intermediate transition beam, and the end of the sleeve away from the second end cap in the second dual-rod piston cylinder is connected to the guide bridge end.

[0013] Furthermore, the bottom of the intermediate transition beam is symmetrically provided with clearance grooves, and a mounting seat is provided at the clearance groove. The intermediate transition beam is connected to the double-rod piston cylinder through the mounting seat.

[0014] Furthermore, a second lug is provided at the end of the sleeve away from the main cylinder, and a first lug is provided at the end of the first piston rod away from the piston. The first double-rod piston cylinder...

[0015] The first piston rod in the first double-rod piston cylinder is connected to the main bridge end via the first clevis. The sleeve in the first double-rod piston cylinder is connected to the mounting seat at the corresponding position of the intermediate transition beam via the second clevis. The first piston rod in the second double-rod piston cylinder is connected to the mounting seat at the corresponding position of the intermediate transition beam via the first clevis. The sleeve in the second double-rod piston cylinder is connected to the approach bridge end via the second clevis.

[0016] Furthermore, the sleeve is connected to the second end cover and the main cylinder via a flange.

[0017] Furthermore, a telescopic cover is fitted onto the portion of the first piston rod located outside the main cylinder. One end of the telescopic cover is connected to the first end cap, and the other end of the telescopic cover is connected to the end of the first piston rod away from the piston. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the expansion joint device for a continuous railway bridge according to an embodiment of the present invention;

[0019] Figure 2 This is a schematic diagram of a double-rod piston cylinder structure according to an embodiment of the present invention.

[0020] Explanation of reference numerals in the attached figures:

[0021] 1. Beam end expansion joint and rail expansion adjuster; 2. Main bridge end; 3. Approach bridge end; 4. Intermediate transition beam; 41. Clearance groove; 42. Mounting seat; 5. Double rod piston cylinder; 51. Main cylinder barrel; 52. Piston; 53. First piston rod; 531. First lug; 54. Second piston rod; 55. First end cap; 551. First liquid passage hole; 56. Second end cap; 561. Second liquid passage hole; 57. Sleeve; 571. Second lug; 58. Expansion cover; 591. First oil chamber; 592. Second oil chamber; 61. First pipeline; 62. Second pipeline. Detailed Implementation

[0022] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0023] In the description of this invention, it should be understood that the terms "upper", "lower", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0024] Furthermore, in the attached diagram, the Z-axis represents the vertical direction, that is, the up and down position, and the positive direction of the Z-axis (that is, the direction the arrow points to) represents up, and the negative direction of the Z-axis (that is, the direction opposite to the positive direction of the Z-axis) represents down; in the attached diagram, the Y-axis represents the horizontal direction, that is, the left and right position, and the positive direction of the Y-axis (that is, the direction the arrow points to) represents left, and the negative direction of the Y-axis (that is, the direction opposite to the positive direction of the Y-axis) represents right.

[0025] It should also be noted that the meanings of the aforementioned Z-axis and Y-axis are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0026] See Figure 1 and Figure 2 An expansion joint device for a continuous railway bridge according to an embodiment of the present invention includes a beam end expansion device and a rail expansion adjuster 1, a main bridge end 2, an approach bridge end 3, an intermediate transition beam 4, and two double-outlet piston cylinders 5. The intermediate transition beam 4 is located between the main bridge end 2 and the approach bridge end 3, and the beam end expansion device and the rail expansion adjuster 1 are arranged between the intermediate transition beam 4 and the main bridge end 2, and the beam end expansion device and the rail expansion adjuster 1 are arranged between the intermediate transition beam 4 and the approach bridge end 3.

[0027] The two double-rod piston cylinders 5 are a first double-rod piston cylinder and a second double-rod piston cylinder, respectively. The piston rod of the first double-rod piston cylinder on the first side is connected to the main bridge end 2, and the cylinder barrel of the first double-rod piston cylinder on the second side is connected to the intermediate transition beam 4. The piston rod of the second double-rod piston cylinder on the first side is connected to the intermediate transition beam 4, and the cylinder barrel of the second double-rod piston cylinder on the second side is connected to the approach bridge end 3. The oil chamber of the first double-rod piston cylinder on the first side is connected to the oil chamber of the second double-rod piston cylinder on the second side, and the oil chamber of the first double-rod piston cylinder on the second side is connected to the oil chamber of the second double-rod piston cylinder on the first side.

[0028] In this embodiment, an intermediate transition beam 4 is provided between the main bridge end 2 and the approach bridge end 3, and a beam end expansion device and a rail expansion adjuster 1 are provided between the intermediate transition beam 4 and the approach bridge end 3. A beam end expansion device and a rail expansion adjuster 1 are also provided between the intermediate transition beam 4 and the main bridge end 2. Each beam end expansion device and rail expansion adjuster 1 can adopt the industry-standard ±600mm expansion amount beam end expansion device and rail expansion adjuster 1. That is, the maximum beam gap between the main bridge end 2 and the intermediate transition beam 4 is 600mm, and the minimum beam gap is zero when heated. The maximum beam gap between the intermediate transition beam 4 and the approach bridge end 3 is also 600mm, and the minimum beam gap is also zero when heated.

[0029] When the main bridge end 2 moves towards the approach bridge end 3 due to thermal expansion, the main bridge end 2 will drive the piston 52 of the first double-rod piston cylinder through the piston rod on the first side of the first double-rod piston cylinder to squeeze the oil in its second side oil chamber. Since the cross-sectional areas of the oil chambers on both sides of the double-rod piston cylinder are the same, according to the principle of hydrostatic transmission, the hydraulic oil in the second side oil chamber of the first double-rod piston cylinder builds up pressure and is pushed by an equal volume to the oil chamber on the first side of the second double-rod piston cylinder. According to Pascal's principle of hydrostatic transmission, the oil chamber on the first side of the second double-rod piston cylinder builds up a pressure equal to that in the oil chamber on the second side of the first double-rod piston cylinder. This pressure acts simultaneously on the cylinder barrel of the first double-rod piston cylinder and the first side of the piston 52 in the second double-rod piston cylinder, generating a resultant force pushing towards the second side, driving... The cylinder barrel of the first double-rod piston cylinder, the piston rod of the second double-rod piston cylinder, and the intermediate transition beam 4 move together towards the second side. The oil in the second side oil chamber of the second double-rod piston cylinder is pushed by an equal volume to the first side oil chamber of the first double-rod piston cylinder to compensate for the volume difference in the first side oil chamber of the first double-rod piston cylinder caused by the relative movement of the cylinder barrel and piston 52. Ultimately, the intermediate transition beam 4 can move with the movement of the main bridge end 2, and the distance that the intermediate transition beam 4 moves is always half the distance that the main bridge end 2 moves. That is to say, when the main bridge end 2 moves 1200mm towards the second side due to thermal expansion, the beam gap between the intermediate transition beam 4 and the approach bridge end 3 changes from 600mm to zero, thus meeting the requirement of a large amount of expansion and contraction between the main bridge end 2 and the approach bridge end 3.

[0030] The first side refers to the left side, which is the positive Y-axis in the attached diagram, and the second side refers to the right side, which is the negative Y-axis in the attached diagram.

[0031] Of course, when the main bridge end 2 contracts, it moves towards the first side, that is, to the left. Similarly, when the main bridge end 2 moves 1200mm to the left relative to the approach bridge end 3, the intermediate transition beam 4 moves 600mm to the left. The distance between the intermediate transition beam 4 and the approach bridge end 3 is 600mm, and the distance between the intermediate transition beam 4 and the main bridge end 2 is 600mm. This will not exceed the maximum expansion and contraction of the beam end expansion device and the rail expansion adjuster 1.

[0032] The left oil chamber of the first double-rod piston cylinder is connected to the right oil chamber of the second double-rod piston cylinder via a pipeline, and the right oil chamber of the first double-rod piston cylinder is also connected to the left oil chamber of the second double-rod piston cylinder via a pipeline.

[0033] It should be noted that at any given moment, the two cylinder chambers connected by the same pipeline form a closed volume with the pipeline itself. The medium within this closed volume follows the law of conservation of mass. Considering that oil is incompressible,

[0034] With a constant density, the volume change of the oil in the two cylinder cavities satisfies the following formula: S*(L1-L2)=S*L2; where: S is the cross-sectional area of ​​the oil cavity, L1 is the displacement of the main bridge end 2, and L2 is the displacement of the intermediate transition beam 4. Thus, we can conclude that L1=2L2, meaning the displacement of the intermediate transition beam 4 is always half the displacement of the main bridge end 2. According to existing standards, the expansion joints of the beam end expansion device and the rail expansion adjuster are both selected to be ±600mm, i.e., L2 is ±600mm, and L1 is ±1200mm. Therefore, the maximum design expansion joint of a large-span railway steel bridge can reach ±1200mm, filling a gap in the industry.

[0035] It should be noted that the "beam end expansion device and rail expansion adjuster 1" can be an integrated structure of the beam end expansion device and rail expansion adjuster in the prior art. The rail expansion adjuster is used to adjust the expansion and contraction of the rail, while the beam end expansion device also has an expansion and contraction function, and more importantly, it provides support for the rail located at the beam joint.

[0036] See Figure 2 Optionally, the dual-rod piston cylinder 5 includes a main cylinder 51, a piston 52, a first piston rod 53, a second piston rod 54, a first end cap 55, and a second end cap 56. The first end cap 55 is disposed at the end of the main cylinder 51 on a first side, and the second end cap 56 is disposed at the end of the main cylinder 51 on a second side. The piston 52 is slidably connected in the main cylinder 51. The first piston rod 53 and the second piston rod 54 are respectively connected to the two sides of the piston 52. The end of the first piston rod 53 away from the piston 52 extends out of the first end cap 55, and the end of the second piston rod 54 away from the piston 52 extends out of the second end cap 56. A first oil chamber 591 is formed between the first piston rod 53 and the inner wall of the main cylinder 51, and a second oil chamber 592 is formed between the second piston rod 54 and the inner wall of the main cylinder 51.

[0037] In this embodiment, piston 52 is located in main cylinder 51 and can move between first end cap 55 and second end cap 56. The left end of the first piston rod 53 on the left side of the first double-rod piston cylinder extends out of the first end cap 55 and connects to the main bridge end 2. The right end of the main cylinder 51 is connected to the intermediate transition beam 4. The left end of the first piston rod 53 on the left side of the second double-rod piston cylinder extends out of the first end cap 55 and connects to the intermediate transition beam 4. The right end of the main cylinder 51 is connected to the guide bridge end 3. The reason for using double-rod piston cylinder 5 is that it has two piston rods, that is, it has not only a first piston rod 53, but also a second piston rod 54, so that the cross-sectional area of ​​the oil chambers on both sides of piston 52 is the same, thus conforming to the formula mentioned above: S*(L1-L2)=S*L2.

[0038] Optionally, a first annular groove is provided on the circumferential wall of the piston 52, and a first sealing ring is provided in the first annular groove.

[0039] In this embodiment, the piston 52 is made of metal to ensure the linear movement of the piston rod. The outer circumferential wall of the piston 52 is provided with a first annular groove. By installing a first sealing ring in the first annular groove, the piston 52 can be sealed with the inner wall of the main cylinder 51 to prevent oil leakage between the first oil chamber 591 and the second oil chamber 592.

[0040] Optionally, the inner ring of the first end cap 55 is provided with a second annular groove, and a second sealing ring is provided in the second annular groove; the inner ring of the second end cap 56 is provided with a third annular groove, and a third sealing ring is provided in the third annular groove.

[0041] In this embodiment, the inner ring of the first end cap 55 is provided with a second annular groove. By installing a second sealing ring in the second annular groove, the oil in the first oil chamber 591 is guaranteed not to leak from this location. The inner ring of the second end cap 56 is provided with a third annular groove. By installing a third sealing ring in the third annular groove, the oil in the second oil chamber 592 is guaranteed not to leak from this location.

[0042] Optionally, see Figure 2 The first end cap 55 is provided with a first liquid passage hole 551 communicating with the first oil chamber 591, and the second end cap 56 is provided with a second liquid passage hole 561 communicating with the second oil chamber 592. The first liquid passage hole 551 in the first double-rod piston cylinder is connected to the second liquid passage hole 561 in the second double-rod piston cylinder through a first pipe 61, and the second liquid passage hole 561 in the first double-rod piston cylinder is connected to the first liquid passage hole 551 in the second double-rod piston cylinder through a second pipe 62.

[0043] In this embodiment, the first liquid passage 551 in the first double-rod piston cylinder is connected to the second liquid passage 561 in the second double-rod piston cylinder through the first pipe 61, and the second liquid passage 561 in the first double-rod piston cylinder is connected to the first liquid passage 551 in the second double-rod piston cylinder through the second pipe 62, ensuring that the piston 52 has the largest possible formation in the main cylinder 51. At the same time, the first oil chamber 591 of the first double-rod piston rod and the second oil chamber 592 of the second double-rod piston cylinder form a closed volume through the first pipe 61, and the second oil chamber 592 of the first double-rod piston rod and the first oil chamber 591 of the second double-rod piston cylinder also form a closed volume through the second pipe 62.

[0044] Optionally, see Figure 2The dual-rod piston cylinder 5 further includes a sleeve 57, which is connected to the second end cap 56. The inner diameter of the sleeve 57 is larger than the diameter of the second piston rod 54, and the length of the sleeve 57 is greater than or equal to the effective extension length of the second piston rod 54. That is, when the piston 52 abuts against the second end cap 56, the right end of the second piston rod 54 is spaced apart from or abuts against the right end of the sleeve 57. In the first dual-rod piston cylinder, the end of the sleeve 57 furthest from the second end cap 56 is connected to the intermediate transition beam 4, and in the second dual-rod piston cylinder, the end of the sleeve 57 furthest from the second end cap 56 is connected to the guide bridge end 3.

[0045] In this embodiment, the right end of the main cylinder 51 of the first double-rod piston cylinder is connected to the intermediate transition beam 4 through the sleeve 57, and the right end of the main cylinder 51 of the second double-rod piston cylinder is connected to the bridge end 3 through the sleeve 57. The sleeve 57 can provide protection for the second piston rod 54 to prevent impurities on the second piston rod 54 from damaging the third sealing ring at the inner ring of the second end cover 56.

[0046] Optionally, see Figure 2 The bottom of the intermediate transition beam 4 is symmetrically provided with clearance grooves 41, and a mounting seat 42 is provided at the clearance groove 41. The intermediate transition beam 4 is connected to the double-rod piston cylinder through the mounting seat 42.

[0047] In this embodiment, a clearance groove 41 is provided at the bottom of the intermediate transition beam 4, and a mounting seat 42 is provided at the clearance groove 41. The sleeve 57 of the first double-rod piston cylinder is connected to the mounting seat 42 on the left side, instead of being directly connected to the leftmost side of the intermediate transition beam 4. The first piston rod 53 of the second double-rod piston cylinder is connected to the mounting seat 42 on the right side. In this way, instead of being directly connected to the rightmost side of the intermediate transition beam 4, the structure here can be covered, which can play a certain protective role, and it will not hinder the two beam joints (the beam joint between the main bridge end 2 and the intermediate transition beam 4, and the beam joint between the approach bridge end 3 and the intermediate transition beam 4) from tending to close.

[0048] It is understandable that the intermediate transition beam 4 can slide relative to the roadbed at the bottom.

[0049] Optionally, see Figure 2The sleeve 57 is provided with a second earring 571 at the end away from the main cylinder 51, and the first piston rod 53 is provided with a first earring 531 at the end away from the piston 52. The first piston rod 53 in the first double-rod piston cylinder is connected to the main bridge end 2 through the first earring 531. The sleeve 57 in the first double-rod piston cylinder is connected to the mounting seat 42 at the corresponding position of the intermediate transition beam 4 through the second earring 571. The first piston rod 53 in the second double-rod piston cylinder is connected to the mounting seat 42 at the corresponding position of the intermediate transition beam 4 through the first earring 531. The sleeve 57 in the second double-rod piston cylinder is connected to the guide bridge end 3 through the second earring 571.

[0050] In this embodiment, the first earring 531 at the left end of the first piston rod 53 of the first double-rod piston cylinder can be connected to the main bridge end 2 via a pin, the second earring 571 at the right end of the sleeve 57 of the first double-rod piston cylinder can be connected to the mounting seat 42 on the bottom left side of the intermediate transition beam 4 via a pin, the first earring 531 at the left end of the first piston rod 53 of the second double-rod piston cylinder can be connected to the mounting seat 42 on the bottom right side of the intermediate transition beam 4 via a pin, and the second earring 571 at the right end of the sleeve 57 of the second double-rod piston cylinder can be connected to the approach bridge end 3 via a pin.

[0051] Optionally, the sleeve 57 is connected to the second end cover 56 and the main cylinder 51 via a flange.

[0052] In this embodiment, the first end cap 55 can be connected to the end of the main cylinder 51 by screws, and the sleeve 57 can be connected to the second end cap 56 and the main cylinder 51 by flanges, which is convenient to disassemble and assemble and has low connection cost.

[0053] Optionally, see Figure 2 The portion of the first piston rod 53 located outside the main cylinder 51 is fitted with a telescopic cover 58. One end of the telescopic cover 58 is connected to the first end cap 55 or the main cylinder 51, and the other end of the telescopic cover 58 is connected to the end of the first piston rod 53 away from the piston 52.

[0054] The main cylinder barrel 51, the first end cap 55, and the second end cap 56 constitute the main cylinder body. In other embodiments, it is possible that the main cylinder body can be a one-piece structure.

[0055] In this embodiment, as the first piston rod 53 gradually extends from the main cylinder 51, the telescopic cover 58 also extends simultaneously, which serves to protect the first piston rod 53 and prevent the second sealing ring at the inner ring of the first end cover 55 from being damaged due to impurities on the first piston rod 53.

[0056] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature.

[0057] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. An expansion joint device for a railway continuous bridge, characterized by, The beam end telescopic device and rail telescopic adjuster (1), the main bridge end (2), the approach bridge end (3), the intermediate transition beam (4) and two double-rod piston cylinders (5) are included, the intermediate transition beam (4) is located between the main bridge end (2) and the approach bridge end (3), and the beam end telescopic device and rail telescopic adjuster (1) is arranged between the intermediate transition beam (4) and the main bridge end (2), and the beam end telescopic device and rail telescopic adjuster (1) is arranged between the intermediate transition beam (4) and the approach bridge end (3); The two double-rod piston cylinders (5) are respectively a first double-rod piston cylinder and a second double-rod piston cylinder, the first double-rod piston cylinder is connected with the main bridge end (2) through a piston rod on a first side, a cylinder barrel of the first double-rod piston cylinder is connected with the intermediate transition beam (4) on a second side, the second double-rod piston cylinder is connected with the intermediate transition beam (4) through a piston rod on a first side, a cylinder barrel of the second double-rod piston cylinder is connected with the approach bridge end (3) on a second side, and an oil cavity on the first side of the first double-rod piston cylinder is communicated with an oil cavity on the second side of the second double-rod piston cylinder, and an oil cavity on the second side of the first double-rod piston cylinder is communicated with an oil cavity on the first side of the second double-rod piston cylinder.

2. The expansion joint apparatus for a railway continuous bridge according to claim 1, characterized in that, The double-rod piston cylinder (5) includes a main cylinder barrel (51), a piston (52), a first piston rod (53), a second piston rod (54), a first end cover (55) and a second end cover (56), the first end cover (55) is arranged at an end of the main cylinder barrel (51) on a first side, the second end cover (56) is arranged at an end of the main cylinder barrel (51) on a second side, the piston (52) is slidably connected in the main cylinder barrel (51), the first piston rod (53) and the second piston rod (54) are respectively connected to two sides of the piston (52), one end of the first piston rod (53) away from the piston (52) extends out of the first end cover (55), and one end of the second piston rod (54) away from the piston (52) extends out of the second end cover (56), wherein a first oil cavity (591) is formed between the first piston rod (53) and an inner wall of the main cylinder barrel (51), and a second oil cavity (592) is formed between the second piston rod (54) and the inner wall of the main cylinder barrel (51).

3. The expansion joint apparatus for a railway continuous bridge according to claim 2, wherein The first end cover (55) is provided with a first liquid passage hole (551) communicated with the first oil cavity (591), the second end cover (56) is provided with a second liquid passage hole (561) communicated with the second oil cavity (592), the first liquid passage hole (551) in the first double-rod piston cylinder is connected with the second liquid passage hole (561) in the second double-rod piston cylinder through a first pipeline (61), and the second liquid passage hole (561) in the first double-rod piston cylinder is connected with the first liquid passage hole (551) in the second double-rod piston cylinder through a second pipeline (62).

4. The expansion joint apparatus for a railway continuous bridge according to claim 2, wherein The double-out-rod piston cylinder (5) further comprises a sleeve (57) connected with the second end cover (56), an inner diameter of the sleeve (57) is greater than a diameter of the second piston rod (54), when the piston (52) abuts against the second end cover (56), the second piston rod (54) is spaced apart from or abuts against one end of the sleeve (57) on the second side, wherein one end of the sleeve (57) away from the second end cover (56) in the first double-out-rod piston cylinder is connected with the intermediate transition beam (4), one end of the sleeve (57) away from the second end cover (56) in the second double-out-rod piston cylinder is connected with the bridge nose (3).

5. The expansion joint apparatus for a railway continuous bridge according to claim 4, wherein The bottom of the intermediate transition beam (4) is symmetrically provided with a avoiding groove (41), the avoiding groove (41) is provided with a mounting seat (42), the intermediate transition beam (4) is connected with the double-out-rod piston cylinder through the mounting seat (42).

6. The expansion joint apparatus for a railway continuous bridge according to claim 5, wherein One end of the sleeve (57) away from the main cylinder barrel (51) is provided with a second ear ring (571), one end of the first piston rod (53) away from the piston (52) is provided with a first ear ring (531), wherein the first piston rod (53) in the first double-out-rod piston cylinder is connected with the main bridge end (2) through the first ear ring (531), the sleeve (57) in the first double-out-rod piston cylinder is connected with the mounting seat (42) at the corresponding position of the intermediate transition beam (4) through the second ear ring (571), the first piston rod (53) in the second double-out-rod piston cylinder is connected with the mounting seat (42) at the corresponding position of the intermediate transition beam (4) through the first ear ring (531), and the sleeve (57) in the second double-out-rod piston cylinder is connected with the bridge nose (3) through the second ear ring (571).

7. The expansion joint apparatus for a railway continuous bridge according to claim 4, wherein The sleeve (57) is connected with the second end cover (56) and the main cylinder barrel (51) through a flange.

8. The expansion joint apparatus for a railway continuous bridge according to claim 2, wherein A portion of the first piston rod (53) located outside the main cylinder barrel (51) is sleeved with an extension cover (58), one end of the extension cover (58) is connected with the first end cover (55), and the other end of the extension cover (58) is connected with one end of the first piston rod (53) away from the piston (52).

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