Bridge transition construction method

Abstract

The application relates to a road-bridge transition construction method, and belongs to the technical field of road-bridge engineering. The method comprises the steps of placing a pillow beam, adjusting the pillow beam position, placing a bridge head batten, laying a backfill layer, laying a pavement layer and rechecking and accepting. In the process of placing the bridge head batten, one part of the pillow beam is attached to the bridge head batten, and the other part is attached to the pavement structure, a transition area connecting the bridge head batten and the pavement structure is formed, the rigidity at the pavement structure is effectively improved, the settlement difference between the bridge head batten and the pavement structure is reduced, uneven settlement at the connection between the bridge head batten and the pavement structure is alleviated, and the situation that the bridge head bounces is not prone to occurring.

Description

Technical Field

[0001] This application relates to the technical field of road and bridge engineering, and in particular to a method for road-bridge transition construction. Background Technology

[0002] Bridge approach slab slab is a common quality defect that frequently occurs at the connection between bridge and road engineering. Conventional design usually involves setting up a bridge approach slab at the connection between the bridge and the road. One end of the bridge approach slab rests on the abutment or the end of the cantilever beam, and part of the other end rests on the concrete or reinforced concrete of the subbase or cushion layer of the approach road. In addition, a sleeper beam is set at the end of the bridge approach slab. The sleeper beam is placed on the roadbed, and the end face of the sleeper beam away from the roadbed abuts against the bridge approach slab.

[0003] However, in actual use, it was found that because the lower part of the pavement structure is a semi-rigid water-stabilized base course, there is a difference in compressive strength between the two sides of the connection. The compressive strength of the pavement structure side is lower, which makes it easy to generate a settlement difference with the bridge approach slab. The bridge approach slab and the pavement structure are prone to bridge approach slab jumping phenomenon. Summary of the Invention

[0004] To alleviate uneven settlement at the connection between the bridge approach slab and the road surface structure, this application provides a road-bridge transition construction method.

[0005] The road-bridge transition construction method provided in this application adopts the following technical solution:

[0006] A method for road-bridge transition construction, the method comprising:

[0007] A sleeper beam is placed, and the sleeper beam is moved to an installation device by a hoisting device. The installation device is set on the road base layer.

[0008] Adjust the position of the bolster beam, move the bolster beam to fit against the bridge abutment via the installation device, and control the installation device to move to separate from the bolster beam, so that the bolster beam fits against the road base layer;

[0009] A bridge approach slab is placed, which is attached to the top of the bridge abutment, and part of the end face of the sleeper beam facing away from the road base is attached to the bridge approach slab;

[0010] Lay a backfill layer, the end face of the backfill layer away from the road base layer being flush with the end face of the bridge approach slab away from the bridge abutment;

[0011] A pavement layer is laid, which is in contact with the backfill layer and the bridge approach slab;

[0012] The road and bridge transition construction was completed after review and acceptance.

[0013] By adopting the above technical solution, during the placement of the bridge approach slab, the bridge approach slab is only in contact with part of the sleeper beam. After the overall road-bridge transition construction is completed, part of the sleeper beam is in contact with the bridge approach slab, and another part is in contact with the pavement structure, forming a transition zone connecting the bridge approach slab and the pavement structure. This effectively improves the rigidity of the pavement structure, thereby reducing the settlement difference between the bridge approach slab and the pavement structure, effectively alleviating uneven settlement at the connection between the bridge approach slab and the pavement structure, and thus making it less likely for vehicles to sag at the bridge approach.

[0014] Preferably, the backfill layer includes a first backfill section and a second backfill section. The first backfill section is in contact with the road base layer and the sleeper beam, and the first backfill section is flush with the end face of the sleeper beam away from the road base layer. The second backfill section is in contact with the sleeper beam, the first backfill section and the bridge approach slab, and the second backfill section is flush with the end face of the bridge approach slab away from the sleeper beam.

[0015] By adopting the above technical solution, and by setting the first backfill section to be flush with the end face of the sleeper beam away from the road base layer, and the second backfill section to be flush with the end face of the bridge approach slab away from the sleeper beam, the surface can be gradually leveled, thereby improving the rigidity of the road structure and effectively alleviating the uneven settlement at the connection between the bridge approach slab and the road structure.

[0016] Preferably, the contact area between the end face of the sleeper beam away from the road base layer and the backfill layer is greater than the contact area between the sleeper beam and the bridge approach slab.

[0017] By adopting the above technical solutions, the settlement difference between the bridge approach slab and the road surface structure is further reduced, which effectively alleviates the uneven settlement at the connection between the bridge approach slab and the road surface structure, making it less likely for vehicles to sag at the bridge approach.

[0018] Preferably, the particle size of the backfill layer and the pavement layer decreases sequentially in the direction away from the pavement base layer.

[0019] By adopting the above technical solution, the particle size of the backfill layer and the pavement layer paving material decreases sequentially in the direction away from the pavement base layer, which improves the stability of the pavement structure and the quality of the road-bridge transition after construction.

[0020] Preferably, the installation device includes an installation block for placing the sleeper beam, a plurality of rotating wheels are rotatably connected to the installation block, the rotating wheels are in contact with the road base layer, and a support block is slidably connected to the installation block and in contact with the end face of the sleeper beam away from the abutment, the support block extends in a direction away from the road base layer, and a sliding block is provided at one end of the support block facing the installation block, and a sliding groove is provided on the installation block for the sliding block to slide.

[0021] The end of the support block away from the mounting block is slidably connected to a limiting plate. The limiting plate slides and abuts against or separates from the end face of the bolster beam away from the mounting block. The mounting block is provided with a limiting component for limiting the sliding of the support block, and the support block is provided with a sliding component for limiting the sliding of the limiting plate.

[0022] By adopting the above technical solution, since it is difficult to hoist the bolster beam into place in one go during construction, the position of the bolster beam can be adjusted by hoisting it onto the mounting block and then pushing the mounting block. This reduces labor intensity, facilitates the adjustment of the bolster beam's position, and minimizes damage to the bolster beam during relocation.

[0023] By sliding the support block onto the mounting block, during the separation process of the bolster beam from the mounting block, the bolster beam is pressed against both the abutment and the support block, making it less likely for the bolster beam to shift during the sliding of the mounting block, allowing the bolster beam to land smoothly. During the sliding process of the bolster beam driven by the mounting block, the sliding of the support block is restricted by the limiting component, preventing the bolster beam from being accidentally pushed onto the mounting block.

[0024] By setting the limiting plate, the bolster beam is restricted from sliding relative to the mounting block during the pushing process. The limiting plate can lock the sliding under the action of the sliding component, which improves the reliability of limiting the displacement of the bolster beam by limiting the limiting plate.

[0025] Preferably, the limiting component includes a locking block slidably disposed on the mounting block, the mounting block having a locking groove for sliding the locking block, the locking groove communicating with a sliding groove, the sliding block having a locking groove cooperating with the locking block, and the sliding block sliding causing the locking groove to communicate with the locking groove;

[0026] A control rod is rotatably connected to the mounting block, and a locking gear is coaxially fixed on the control rod. The locking block is provided with a locking rack that meshes with the locking gear. The rotation of the control rod causes the locking block to slide under the action of gear transmission.

[0027] By adopting the above technical solution, when the support block slides to the point where the locking groove and the locking groove are connected, the control rod can be rotated, thereby driving the locking gear to rotate. The locking block can slide into the locking groove under the action of gear transmission, which facilitates the locking of the support block.

[0028] Preferably, a friction-enhancing block is slidably connected to the mounting block, and a friction-enhancing groove is provided on the mounting block for the friction-enhancing block to slide. The sliding of the friction-enhancing block causes the friction-enhancing block to abut against or separate from the bolster beam. The mounting block is provided with a control component for controlling the sliding of the friction-enhancing block.

[0029] By adopting the above technical solution, the sliding of the friction-enhancing block is controlled by the control component. When the friction-enhancing block slides to abut against the bolster beam, the friction between the bolster beam and the mounting block is increased, making it less likely for the bolster beam to detach from the mounting block during its movement. When the friction-enhancing block slides to separate from the bolster beam, the friction between the bolster beam and the mounting block is reduced, facilitating the separation of the bolster beam from the mounting block.

[0030] Preferably, the control component includes a control screw rotatably connected to the mounting block, the friction-enhancing block has a control threaded hole that mates with the control screw, the side wall of the friction-enhancing block has a guide block, the inner wall of the friction-enhancing groove has a guide groove for the guide block to slide, and the rotation of the control screw causes the friction-enhancing block to slide under the action of threaded transmission.

[0031] A worm gear is coaxially fixed on the control rod, and a worm wheel that meshes with the worm gear is coaxially fixed on the control screw. When the control rod rotates, the worm wheel and the locking gear rotate synchronously. When the locking block slides toward the locking groove, the friction-increasing block slides toward the friction-increasing groove.

[0032] By adopting the above technical solution, the friction-enhancing block slides under the action of the threaded transmission by controlling the rotation of the screw. With the cooperation of the guide block and the guide groove, the friction-enhancing block is less likely to rotate with the rotation of the control screw when the control screw rotates, thus improving the reliability of the friction-enhancing block sliding by controlling the rotation of the control screw.

[0033] Because a worm gear is coaxially fixed on the control screw, and a worm gear meshing with the worm gear is coaxially fixed on the control rod, the rotation of the control rod can cause the worm gear and the locking gear to rotate synchronously. When the locking gear rotates, it can drive the locking block to slide, and when the worm gear rotates, it can drive the friction-enhancing block to slide through the control screw. Furthermore, by changing the thread direction of the control screw, the locking block slides towards the locking groove, and the friction-enhancing block slides towards the friction-enhancing groove. Thus, when the bolster beam is placed on the mounting block, the locking block can be simultaneously controlled to slide into the locking groove, and the friction-enhancing block can be simultaneously controlled to fit against the bolster beam. When the bolster beam needs to be separated from the mounting block, the locking block can be simultaneously controlled to be stored in the locking groove, and the friction-enhancing block can be stored in the friction-enhancing groove, reducing labor intensity and facilitating operation.

[0034] Preferably, there are multiple friction-enhancing blocks and control screws, and adjacent control screws are connected by a friction-enhancing timing belt, which is slidably mounted on the mounting block.

[0035] By adopting the above technical solution, and by setting multiple friction-enhancing blocks and control screws, the reliability of the sleeper beam is improved so that it is not easy for the sleeper beam to detach from the mounting block during the sliding process of following the mounting block. With the cooperation of the friction-enhancing synchronous belt and the control screws, when one control screw rotates, the other control screw can rotate synchronously under the action of belt drive, so that the two friction-enhancing blocks located on the same side can slide synchronously in the same direction, which facilitates the control of the sliding of the friction-enhancing blocks.

[0036] Preferably, there are two sets of limiting components, which are symmetrically arranged on both sides of the sliding groove. The control rods in the two sets of limiting components are connected by a control timing belt. The control timing belt is slidably arranged on the mounting block. The control timing belt is provided with a control block. The control block extends out of the mounting block in a direction away from the road base layer. The mounting block is provided with a control groove for the control block to slide.

[0037] By adopting the above technical solution, the stability of the sliding of the locking support block is improved by setting two sets of limiting components symmetrically arranged on both sides of the sliding groove. The control rods in the two sets of limiting components are connected by a control timing belt, and a control block is fixed at the end of the control belt away from the rotating wheel. The mounting block is provided with a control groove for providing clearance and guidance for the sliding of the control block. By operating the sliding of the control block, the control rods in the two sets of limiting components can rotate synchronously under the action of the control timing belt, which facilitates the control rod rotation.

[0038] In summary, this application includes at least one of the following beneficial technical effects:

[0039] 1. During the placement of the bridge approach slab, the approach slab is only in contact with part of the sleeper beam. After the overall road-bridge transition construction is completed, part of the sleeper beam is in contact with the approach slab and another part is in contact with the pavement structure, forming a transition zone connecting the approach slab and the pavement structure. This effectively improves the rigidity of the pavement structure, thereby reducing the settlement difference between the approach slab and the pavement structure, effectively alleviating uneven settlement at the connection between the approach slab and the pavement structure, and thus making it less likely for vehicles to sag at the bridge approach.

[0040] 2. Since a worm gear is coaxially fixed on the control screw, and a worm gear meshing with the worm gear is coaxially fixed on the control rod, the rotation of the control rod can cause the worm gear and the locking gear to rotate synchronously. When the locking gear rotates, it can drive the locking block to slide. When the worm gear rotates, it can drive the friction-enhancing block to slide through the control screw. By changing the thread direction of the control screw, the locking block slides towards the locking groove, and the friction-enhancing block slides towards the friction-enhancing groove. So when the bolster beam is placed on the mounting block, the locking block can be controlled to slide into the locking groove and the friction-enhancing block can be controlled to slide into contact with the bolster beam. When the bolster beam needs to be separated from the mounting block, the locking block can be controlled to be stored in the locking groove and the friction-enhancing block can be stored in the friction-enhancing groove simultaneously, reducing labor intensity and facilitating operation. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the construction method according to an embodiment of this application.

[0042] Figure 2 This is a schematic diagram of the road-bridge transition structure according to an embodiment of this application.

[0043] Figure 3 This is a schematic diagram of the overall structure of an embodiment of this application.

[0044] Figure 4 This is a cross-sectional view of the overall structure of an embodiment of this application.

[0045] Figure 5 yes Figure 4 Enlarged view of part A in the image.

[0046] Figure 6 This is a schematic diagram of the control lever mating structure in an embodiment of this application.

[0047] Explanation of reference numerals in the attached drawings: 1. Sleeper beam; 11. Road base course; 12. Abutment; 13. Approach slab; 2. Backfill layer; 21. First backfill section; 211. First crushed stone section; 212. Second crushed stone section; 22. Second backfill section; 221. Third crushed stone section; 222. First asphalt section; 223. Second asphalt section; 3. Road surface layer; 31. Third asphalt section; 32. Fourth asphalt section; 4. Mounting block; 41. Rotating wheel; 42. Locking block; 421. Locking groove; 422. Locking rack; 43. Control rod; 431. 432. Locking gear; 433. Control timing belt; 44. Worm gear; 45. Control block; 46. Control groove; 47. Friction-enhancing block; 48. Friction-enhancing groove; 49. Control threaded hole; 40. Guide block; 41. Guide groove; 42. Control screw; 43. Friction-enhancing timing belt; 44. Worm gear; 55. Support block; 56. Sliding block; 57. Sliding groove; 58. Locking groove; 59. Limiting plate; 50. Limiting rod; 51. Limiting groove; 52. Limiting disc; 53. Limiting groove; 534. Limiting spring. Detailed Implementation

[0048] The following is in conjunction with the appendix Figure 1-6 This application will be described in further detail.

[0049] This application discloses a method for road-bridge transition construction, referring to... Figure 1 and Figure 2 The method includes: placing the sleeper beam 1, moving the prefabricated sleeper beam 1 to the installation device placed on the road base layer 11 using a hoisting device; adjusting the position of the sleeper beam 1 using the installation device until the installation device drives the sleeper beam 1 to slide until the sleeper beam 1 is in contact with the abutment 12, and then controlling the installation device to move to separate from the sleeper beam 1, so that the sleeper beam 1 is in contact with the road base layer 11; then controlling the hoisting device to move the bridge approach plate 13 to be in contact with the top of the abutment 12, and the bridge approach plate 13 is in contact with part of the end face of the sleeper beam 1 away from the road base layer 11. In this embodiment of the application, the width of the sleeper beam 1 itself is 80 cm, and the length of the part where the bridge approach plate 13 is in contact with the sleeper beam 1 is 30 cm.

[0050] Reference Figure 1 and Figure 2 The backfill layer 2 is laid, which includes a first backfill section 21 and a second backfill section 22. The first backfill section 21 is flush with the end face of the sleeper beam 1 away from the road base course 11, and the second backfill section 22 is flush with the end face of the bridge approach slab 13 away from the sleeper beam 1.

[0051] The first backfill section 21 includes a first crushed stone section 211 and a second crushed stone section 212. In this embodiment, the first crushed stone section 211 is made of 20 cm low-dosage cement-stabilized crushed stone, and the second crushed stone section 212 is made of 18 cm cement-stabilized crushed stone. The first crushed stone section 211 is attached to the road base 11 and the sleeper beam 1. The length of the attachment between the first crushed stone section 211 and the sleeper beam 1 is 50 cm. The second crushed stone section 212 is attached to the end face of the sleeper beam 1 and the first crushed stone section 211 away from the road base 11. Before placing the sleeper beam 1, a portion of the first crushed stone section 211 can be laid on the road base 11 so that after the sleeper beam 1 is placed, the end face of the sleeper beam 1 away from the road base 11 is flush with the abutment 12.

[0052] The second backfill section 22 includes a third crushed stone section 221, a first asphalt section 222, and a second asphalt section 223. In this embodiment, the third crushed stone section 221 uses 18 cm cement-stabilized crushed stone, the first asphalt section 222 uses 10 cm large-particle-size permeable asphalt mixture, and the second asphalt section 223 uses 8 cm coarse-particle asphalt mixture. The third crushed stone section 221 is attached to the end face of the second crushed stone section 212 and the sleeper beam 1 away from the road base 11, and the third crushed stone section 221 is also attached to the bridge approach slab 13. The first asphalt section 222 is attached to the end face of the bridge approach slab 13 and the third crushed stone section 221 away from the second crushed stone section 212. The second asphalt section 223 is attached to both the first asphalt section 222 and the bridge approach slab 13.

[0053] Reference Figure 1 and Figure 2 The road surface layer 3 is laid, comprising a third asphalt layer 31 and a fourth asphalt layer 32. In this embodiment, the third asphalt layer 31 is made of 5 cm medium-grained asphalt mixture, and the fourth asphalt layer 32 is made of 4 cm fine-grained asphalt mixture. The third asphalt layer 31 is bonded to the top of the bridge approach slab 13 and the end face of the second asphalt layer 223 facing away from the first asphalt layer 222, while the fourth asphalt layer 32 is bonded to the third asphalt layer 31. After review and acceptance, the road-bridge transition construction is completed.

[0054] By having one part of the bolster beam 1 attached to the approach slab 13 and the other part attached to the road surface structure, a transition zone is formed between the approach slab 13 and the road surface structure. This effectively improves the stiffness of the road surface structure, thereby reducing the settlement difference between the approach slab 13 and the road surface structure. It also effectively alleviates the uneven settlement at the connection between the approach slab 13 and the road surface structure, thus making it less likely for vehicles to sag at the approach.

[0055] Furthermore, it can be observed that during the laying of backfill layer 2 and pavement layer 3, the particle size of the laying material decreases sequentially in the direction away from the pavement base layer 11, which improves the stability of the pavement structure and enhances the quality of the road-bridge transition after construction.

[0056] Reference Figure 3 and Figure 4 The installation device used in the road-bridge transition construction includes an installation block 4 for placing the sleeper beam 1. Several rotating wheels 41 are rotatably connected to the installation block 4. The number of rotating wheels 41 depends on the actual size of the installation block 4. In this embodiment, nine rotating wheels 41 are provided. The rotating wheels 41 are universal wheels, and they are in contact with the road base layer 11. The sleeper beam 1 is moved by a hoisting device to contact the end face of the installation block 4 that is away from the road base layer 11. Since it is difficult to hoist the sleeper beam 1 into place in one go during construction, placing the sleeper beam 1 on the road base layer 11 and moving it manually to contact the abutment 12 would be labor-intensive and could easily damage the sleeper beam 1. Placing the sleeper beam 1 on the installation block 4 allows for adjustment of its position by pushing the installation block 4, reducing labor intensity and facilitating position adjustment. To reduce friction between the sleeper beam 1 and the installation block 4, the end face of the installation block 4 is coated with an anti-wear coating to reduce wear on the sleeper beam 1 when the installation block 4 is separated from the sleeper beam 1.

[0057] Reference Figure 3 and Figure 4A support block 5 is slidably connected to the mounting block 4, fitting against the end face of the bolster beam 1 away from the abutment 12. The support block 5, placed on the mounting block 4, is perpendicular to the end face of the mounting block 4 and extends in a direction away from the road base layer 11. A sliding block 51 is fixedly provided at the end of the support block 5 facing the mounting block 4. The sliding block 51 is dovetail-shaped, and a sliding groove 511 is provided on the mounting block 4 for the sliding block 51 to slide. The shape of the sliding groove 511 matches that of the sliding block 51, making it difficult for the support block 5 to slide away from the mounting block 4. The sliding groove 511 is set along the axis of the mounting block 4, improving the stability of the sliding of the support block 5. One end of the sliding groove 511 passes through the mounting block 4, and the bolster beam 1 is placed on the side of the support plate facing the opening of the sliding groove 511. The setting of the sliding groove 511 passing through the mounting block 4 makes the support block 5 and the mounting block 4 detachably connected, facilitating the transportation of the installation device after the support block 5 and the mounting block 4 are separated.

[0058] Reference Figure 3 and Figure 4 The end of the support block 5 away from the mounting block 4 is slidably connected to the limiting plate 52. The limiting plate 52 slides and abuts or separates from the end face of the pillow beam 1 away from the mounting block 4. The support block 5 is provided with a sliding component for limiting the sliding of the limiting plate 52. The sliding assembly includes a limiting rod 53 fixed on the limiting plate 52. A limiting groove 531 for sliding and rotating the limiting rod 53 is provided on the support block 5. The limiting groove 531 is arranged along the length direction of the support block 5, and the size of the limiting groove 531 is adapted to the limiting rod 53. A limiting disk 532 is coaxially fixed at one end of the limiting rod 53 away from the limiting plate 52. The size of the limiting disk 532 is larger than the size of the limiting rod 53. A sliding groove 533 for sliding and rotating the limiting disk 532 is provided on the inner wall of the limiting groove 531. By setting the limiting disk 532, the limiting rod 53 is less likely to slide off the support block 5, thereby improving the stability of the limiting rod 53 sliding along the limiting groove 531.

[0059] Reference Figure 4 The support block 5 is provided with a limiting elastic element for driving the limiting plate 52 to slide toward the mounting block 4. In this embodiment, the limiting elastic element is a limiting spring 534. The limiting spring 534 is sleeved on the limiting rod 53. One end of the limiting spring 534 abuts against the limiting disc 532, and the other end of the limiting spring 534 abuts against the inner wall of the limiting groove 533. The limiting spring 534 is located between the limiting disc 532 and the limiting plate 52. The setting of the limiting spring 534 enables the limiting plate 52 to slide along the limiting groove 531 until it abuts against the pillow beam 1.

[0060] Before hoisting the sleeper beam 1, the limiting plate 52 can be rotated to the side of the support block 5 away from the opening of the sliding groove 511. On the one hand, the limiting plate 52 is less likely to obstruct the hoisting of the sleeper beam 1 onto the mounting block 4. On the other hand, the limiting plate 52 is less likely to be damaged during the hoisting of the sleeper beam 1. After the sleeper beam 1 is placed on the mounting block 4, the limiting plate 52 can be controlled to slide away from the road base layer 11. Then, the limiting plate 52 is rotated above the sleeper beam 1 and the control of the limiting plate 52 is released. Under the action of the limiting spring 534, the limiting plate 52 can move to abut against the end face of the sleeper beam 1 away from the mounting block 4, so that the sleeper beam 1 is less likely to detach from the mounting block 4 under pressure, thus improving the reliability of moving the sleeper beam 1 through the mounting block 4.

[0061] Reference Figure 4 , Figure 5 and Figure 6 The mounting block 4 is provided with a limiting component for restricting the sliding of the support block 5. The limiting component includes a locking block 42 slidably disposed on the mounting block 4. The locking block 42 slides perpendicular to the length direction of the sliding groove 511. The mounting block 4 is provided with a locking groove 421 for the locking block 42 to slide. The locking groove 421 communicates with the sliding groove 511. The sliding block 51 is provided with a locking groove 512 that cooperates with the locking block 42. When the support block 5 slides to fit against the inner wall of the sliding groove 511 away from the opening end, the locking groove 512 can communicate with the locking groove 421. Then the locking block 42 can slide into the locking groove 512, which facilitates restricting the sliding of the support block 5.

[0062] Reference Figure 4 , Figure 5 and Figure 6 A control rod 43 is rotatably connected to the mounting block 4. The control rod 43 rotates around its own axis and is positioned along the length of the sliding groove 511. A locking gear 431 is coaxially fixed to the control rod 43. A locking rack 422 meshes with the locking gear 431 on the locking block 42. When the control rod 43 rotates, the locking block 42 can slide along the locking groove 421 under the action of gear transmission. The control rods 43 in the two sets of limiting assemblies are connected by a control timing belt 432. The control timing belt 432 is slidably mounted on the mounting block 4. The sliding of the control timing belt 432 allows the two control rods 43 to rotate synchronously under the action of belt transmission, which facilitates the control of the rotation of the control rods 43. In order to enable the locking blocks 42 in the two sets of limiting components to slide synchronously toward the sliding groove 511 or synchronously toward a direction away from the sliding groove 511 when controlling the sliding of the timing belt 432, the position of the locking blocks 42 is adjusted. The locking blocks 42 in the two sets of limiting components are located on both sides of the locking gear 431 in the vertical direction.

[0063] Reference Figure 3 and Figure 4The control timing belt 432 is located at the end away from the opening of the sliding groove 511. A control block 44 is fixed at the end of the control timing belt 432 away from the rotating wheel 41. The control block 44 extends out of the mounting block 4 in a direction away from the road base layer 11. The mounting block 4 has a control groove 441 for sliding the control block 44. The control groove 441 provides clearance and guidance for the sliding of the control block 44. By setting the control block 44, components such as the control rod 43 can be placed inside the mounting block 4, making them less prone to damage and extending the service life of the installation device. The control timing belt 432 can be moved by simply controlling the sliding of the control block 44, which is convenient for operation.

[0064] Reference Figure 3 and Figure 4 Four friction-enhancing blocks 45 are slidably connected to the mounting block 4. The four friction-enhancing blocks 45 are divided into two groups and symmetrically arranged on both sides of the sliding groove 511. The friction-enhancing blocks 45 slide along the height direction of the mounting block 4. The mounting block 4 is provided with friction-enhancing grooves 451 for the friction-enhancing blocks 45 to slide. After the friction-enhancing blocks 45 slide, they abut against or separate from the bolster beam 1. When the friction-enhancing blocks 45 slide to abut against the bolster beam 1, the friction between the bolster beam 1 and the mounting block 4 is increased, making it difficult for the bolster beam 1 to detach from the mounting block 4. When the friction-enhancing blocks 45 slide to separate from the bolster beam 1, it is easy for the bolster beam 1 to detach from the mounting block 4.

[0065] Reference Figure 4 and Figure 5 The mounting block 4 is equipped with a control component for controlling the sliding of the friction-enhancing block 45. The control component includes four control screws 46 rotatably connected to the mounting block 4. The four control screws 46 correspond to the four friction-enhancing blocks 45 respectively. The control screws 46 and the friction-enhancing blocks 45 are coaxially arranged. The friction-enhancing blocks 45 have control threaded holes 452 that cooperate with the control screws 46. When the control screws 46 rotate, the friction-enhancing blocks 45 can slide under the action of threaded transmission. A guide block 453 is fixed on the side wall of the friction-enhancing block 45. A guide groove 454 for sliding of the guide block 453 is opened on the inner wall of the friction-enhancing groove 451. The guide groove 454 is opened along the sliding direction of the friction-enhancing block 45. With the cooperation of the guide block 453 and the guide groove 454, the friction-enhancing blocks 45 are less likely to rotate with the rotation of the control screws 46 when the control screws 46 rotate, thus improving the reliability of the friction-enhancing blocks 45 sliding by the rotation of the control screws 46.

[0066] Reference Figure 4 and Figure 6 Two control screws 46 located on the same side are connected by a friction-enhancing synchronous belt 461. The friction-enhancing synchronous belt 461 is slidably mounted on the mounting block 4. When one control screw 46 rotates, the other control screw 46 can rotate synchronously under the action of belt drive, so that the two friction-enhancing blocks 45 located on the same side can slide synchronously in the same direction, which facilitates the control of the sliding of the control screw 46.

[0067] Reference Figure 5 and Figure 6 A worm gear 433 is coaxially mounted on the control rod 43, and a worm wheel 462 is coaxially fixed on the control screw 46 near the control timing belt 432. When the control block 44 slides, it can drive the two control rods 43 to rotate synchronously through the sliding of the control timing belt 432. Thus, the control screw 46 rotates under the cooperation of the worm wheel 462 and the worm gear 433, eliminating the need for additional operation to control the rotation of the control screw 46 and simplifying the operation steps. The thread direction on the control screw 46 can be adaptively adjusted according to the rotation direction of the worm wheel 462, so that after the control block 44 slides, the four friction-enhancing blocks 45 can slide synchronously in the same direction. When the control rod 43 rotates until the locking block 42 is embedded in the locking groove 512, the friction-enhancing blocks 45 slide to abut against the bolster beam 1. When the control rod 43 rotates until the locking block 42 is housed in the locking groove 421, the friction-enhancing blocks 45 are housed in the friction-enhancing groove 451.

[0068] When the control block 44 slides to the point where the locking block 42 is embedded in the locking groove 512, the friction-enhancing block 45 slides to fit against the bolster beam 1, limiting the support block 5 and the bolster beam 1, making it easier to move the bolster beam 1 through the mounting block 4; when the control block 44 slides to the point where the locking block 42 is located in the locking groove 421, the friction-enhancing block 45 slides to be embedded in the friction-enhancing groove 451. During the disassembly process of the bolster beam 1 and the mounting block 4, the friction-enhancing block 45 is less likely to cause resistance to the sliding of the bolster beam 1, and the workers can press against the support block 5, and separate the bolster beam 1 from the mounting block 4 by sliding the mounting block 4, so that the bolster beam 1 can land smoothly and reduce damage to the bolster beam 1.

[0069] The implementation principle of a road-bridge transition construction method in this application embodiment is as follows: Before the sleeper beam 1 is hoisted, the sliding block 51 is first slid to fit against the end of the sliding groove 511 away from the opening, and then the control block 44 is operated to slide along the control groove 441 so that the locking block 42 is embedded in the locking groove 512, thus completing the assembly of the support block 5 and the sleeper beam 1. At this time, the friction-increasing block 45 slides to the outside of the friction-increasing groove 451.

[0070] Place the sleeper beam 1. Move the prefabricated sleeper beam 1 onto the mounting block 4 placed on the road base layer 11 using a hoisting device. If it is necessary to adjust the position of the sleeper beam 1 on the mounting block 4, first operate the control block 44 to slide it until the friction-enhancing block 45 is embedded in the friction-enhancing groove 451. After adjustment, operate the control block 44 to slide it until the friction-enhancing block 45 is pressed against the sleeper beam 1 and the locking block 42 is embedded in the locking groove 512. Then control the limit plate 52 to rotate, and under the action of the limit spring 534, the limit plate 52 slides to press against the end face of the sleeper beam 1 away from the mounting block 4.

[0071] The position of the sleeper beam 1 is adjusted using the installation device until it is in contact with the abutment 12. The control block 44 is slid into the friction-enhancing block 45, which is embedded in the friction-enhancing groove 451, and the locking block 42 is housed in the locking groove 512. The operator holds the support block 5 to ensure that the sleeper beam 1, the support block 5, and the abutment 12 are all in close contact. Then, the installation block 4 is controlled to slide away from the abutment 12, allowing the sleeper beam 1 to land smoothly. The bridge approach plate 13 is then moved using the hoisting device until it is in contact with the top of the abutment 12, and the bridge approach plate 13 is in contact with part of the end face of the sleeper beam 1 that is away from the road base layer 11. Then, the backfill layer 2 and the road surface layer 3 are laid in sequence. After verification and acceptance, the road-bridge transition construction is completed.

[0072] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A method for road-bridge transition construction, characterized in that, The method includes: Place the sleeper beam (1), which is moved to the installation device by a hoisting device, and the installation device is set on the road base (11); Adjust the position of the sleeper beam (1), and move the sleeper beam (1) to fit against the bridge abutment (12) through the installation device. Control the installation device to move to separate from the sleeper beam (1), so that the sleeper beam (1) fits against the road base layer (11); Place a bridge approach slab (13), which is attached to the top of the abutment (12), and part of the end face of the sleeper beam (1) away from the road base (11) is attached to the bridge approach slab (13); Lay backfill layer (2), the end face of the backfill layer (2) away from the road base layer (11) is flush with the end face of the bridge approach slab (13) away from the bridge abutment (12); A road surface layer (3) is laid, which is in contact with the backfill layer (2) and the bridge approach slab (13); Review and acceptance, and complete the road and bridge transition construction; The installation device includes an installation block (4) for placing the sleeper beam (1), a plurality of rotating wheels (41) are rotatably connected to the installation block (4), the rotating wheels (41) are in contact with the road base layer (11), a support block (5) is slidably connected to the installation block (4) and is in contact with the end face of the sleeper beam (1) away from the abutment (12), the support block (5) extends in a direction away from the road base layer (11), a sliding block (51) is provided at one end of the support block (5) facing the installation block (4), and a sliding groove (511) is provided on the installation block (4) for the sliding block (51) to slide; The end of the support block (5) away from the mounting block (4) is slidably connected to a limiting plate (52). The limiting plate (52) slides and abuts or separates from the end face of the pillow beam (1) away from the mounting block (4). The mounting block (4) is provided with a limiting component for limiting the sliding of the support block (5). The support block (5) is provided with a sliding component for limiting the sliding of the limiting plate (52). The limiting component includes a locking block (42) slidably disposed on the mounting block (4). The mounting block (4) has a locking groove (421) for sliding the locking block (42). The locking groove (421) is connected to the sliding groove (511). The sliding block (51) has a locking groove (512) that cooperates with the locking block (42). The sliding block (51) slides so that the locking groove (512) is connected to the locking groove (421). A control rod (43) is rotatably connected to the mounting block (4), and a locking gear (431) is coaxially fixed on the control rod (43). A locking rack (422) that meshes with the locking gear (431) is provided on the locking block (42). The rotation of the control rod (43) causes the locking block (42) to slide under the action of gear transmission. The mounting block (4) is also slidably connected to a friction-enhancing block (45). The mounting block (4) is provided with a friction-enhancing groove (451) for the friction-enhancing block (45) to slide. The sliding of the friction-enhancing block (45) causes the friction-enhancing block (45) to abut or separate from the pillow beam (1). The mounting block (4) is provided with a control component for controlling the sliding of the friction-enhancing block (45). The control component includes a control screw (46) rotatably connected to the mounting block (4), a control threaded hole (452) that mates with the control screw (46) is provided on the friction-enhancing block (45), a guide block (453) is provided on the side wall of the friction-enhancing block (45), and a guide groove (454) for the guide block (453) to slide is provided on the inner wall of the friction-enhancing groove (451). The rotation of the control screw (46) causes the friction-enhancing block (45) to slide under the action of the threaded transmission. A worm gear (433) is coaxially fixed on the control rod (43), and a worm wheel (462) that meshes with the worm gear (433) is coaxially fixed on the control screw (46). When the control rod (43) rotates, the worm wheel (462) and the locking gear (431) rotate synchronously. When the locking block (42) slides toward the locking groove (421), the friction-increasing block (45) slides toward the friction-increasing groove (451).

2. The road-bridge transition construction method according to claim 1, characterized in that: The backfill layer (2) includes a first backfill section (21) and a second backfill section (22). The first backfill section (21) is in contact with the road base layer (11) and the sleeper beam (1). The first backfill section (21) is flush with the end face of the sleeper beam (1) away from the road base layer (11). The second backfill section (22) is in contact with the sleeper beam (1), the first backfill section (21) and the bridge approach slab (13). The second backfill section (22) is flush with the end face of the bridge approach slab (13) away from the sleeper beam (1).

3. The road-bridge transition construction method according to claim 1, characterized in that: The contact area between the end face of the sleeper beam (1) away from the road base layer (11) and the backfill layer (2) is greater than the contact area between the sleeper beam (1) and the bridge approach slab (13).

4. The road-bridge transition construction method according to claim 2 or 3, characterized in that: The particle size of the backfill layer (2) and the road surface layer (3) decreases sequentially in the direction away from the road base layer (11).

5. The road-bridge transition construction method according to claim 1, characterized in that: There are multiple friction-enhancing blocks (45) and control screws (46). Two adjacent control screws (46) are connected by a friction-enhancing timing belt (461), which is slidably mounted on the mounting block (4).

6. The road-bridge transition construction method according to claim 1, characterized in that: There are two sets of limiting components, which are symmetrically arranged on both sides of the sliding groove (511). The control rods (43) in the two sets of limiting components are connected by a control timing belt (432). The control timing belt (432) is slidably arranged on the mounting block (4). The control timing belt (432) is provided with a control block (44). The control block (44) extends out of the mounting block (4) in a direction away from the road base layer (11). The mounting block (4) is provided with a control groove (441) for the control block (44) to slide.

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