Bridge rail structure and construction method suitable for long-span bridge

Abstract

The application discloses a bridge rail structure suitable for a large-span bridge and a construction method, and belongs to the technical field of bridge rails. The bridge rail structure comprises a bridge assembly and a ballastless track. The bridge assembly comprises a large-span bridge, a continuous beam and a plurality of sliding beams. A beam joint is formed between the large-span bridge and the continuous beam. A first gap and a second gap form a positioning space. Fine joints are formed between the large-span bridge and the sliding beams, between the continuous beam and the sliding beams and between any two adjacent sliding beams. The width of each fine joint is smaller than that of the beam joint. An elastic piece is arranged in each fine joint. The elastic coefficients of the plurality of elastic pieces decrease in sequence from the large-span bridge to the continuous beam. The sliding beam at the end of the positioning space is located in the first gap and spans the beam joint. The bridge rail structure provided by the embodiment of the application is suitable for the large-span bridge, does not need to be provided with a rail expansion adjuster, and thus the production cost of the bridge rail structure is reduced.

Description

Technical Field

[0001] This invention belongs to the field of bridge track technology, specifically relating to a bridge track structure and construction method suitable for long-span bridges. Background Technology

[0002] With the continuous advancement of high-speed railway development, ballastless track, due to its high smoothness, stability, and low maintenance workload, is widely used in high-speed railways, urban rail transit, and suburban railways. Prefabricated structures, due to their time-saving and environmentally friendly characteristics, have been vigorously promoted in recent years. Prefabricated ballastless track structures combine the advantages of both ballastless track and prefabricated structures, making them a hot research topic in the rail transit field.

[0003] Currently, when prefabricated ballastless track structures are used on long-span bridges, the expansion, contraction, or deflection of the bridge can lead not only to bridge fracture but also to stress on the rails (i.e., longitudinal additional force), potentially causing rail breakage. To ensure safety, for long-span bridges significantly affected by temperature, beam joints need to be installed between the bridge sections. Rail expansion joints are then required on the rails above the bridge to reduce stress on the rails and prevent breakage. However, the high cost of rail expansion joints increases the production cost of the bridge rail structure. Summary of the Invention

[0004] To address the aforementioned deficiencies or improvement needs of existing technologies, this invention provides a bridge rail structure and construction method suitable for long-span bridges. Its purpose is not only to disperse the longitudinal stress on the rails in the ballastless track by the bridge components, thus reducing rail deformation and preventing rail breakage, eliminating the need for rail expansion joints and reducing bridge rail structure production costs, but also to increase the structural strength at the beam joints of the bridge components, improving passability and alleviating the problem of weak structural strength in these areas.

[0005] In a first aspect, the present invention provides a bridge rail structure suitable for long-span bridges, the bridge rail structure comprising bridge components and ballastless track;

[0006] The bridge assembly includes a long-span bridge, a continuous beam, and multiple sliding beams. A beam joint is formed between the long-span bridge and the continuous beam. A first notch and a second notch are respectively provided on the top of the side of the long-span bridge facing the continuous beam and the top of the side of the continuous beam facing the long-span bridge. The first notch and the second notch form a positioning space. The positioning space has two spaced-apart baffles. Each baffle is located on the long-span bridge and the continuous beam and extends along a first direction. Multiple sliding beams are slidably inserted between the two baffles along the first direction. Narrow gaps are formed between the long-span bridge and the sliding beams, between the continuous beam and the sliding beams, and between any two adjacent sliding beams. The width of each narrow gap is smaller than the width of the beam joint. Elastic elements are inserted into each narrow gap. The elastic coefficients of the multiple elastic elements decrease sequentially from the long-span bridge to the continuous beam. The sliding beam located at the end of the positioning space is located in the first notch and spans the beam joint. The top surfaces of the long-span bridge, the continuous beam, and the multiple sliding beams are at the same horizontal height.

[0007] The ballastless track is located on the top surface of the long-span bridge, the continuous beam, and the plurality of sliding beams, and extends along a first direction.

[0008] Optionally, both the side of the long-span bridge facing the continuous beam and the side of the continuous beam facing the long-span bridge have guide grooves extending in a first direction, each guide groove is connected to the positioning space, and each sliding beam located at the end of the positioning space is slidably inserted into the corresponding guide groove.

[0009] Optionally, the long-span bridge and the continuous beam have multiple spaced sliding supports, and each sliding beam is slidably arranged on the multiple sliding supports.

[0010] Optionally, the stop bar includes a first stop bar and a second stop bar that are connected to each other. The first stop bar is located on the long-span bridge and is integrally formed with the long-span bridge. The second stop bar is located on the continuous beam and is integrally formed with the continuous beam.

[0011] Optionally, the ballastless track comprises, from bottom to top, multiple sliding layers, a base plate, and multiple precast slabs. At least two limiting walls extending along a first direction are provided on the top surfaces of the long-span bridge, the continuous beam, and the multiple sliding beams. Each sliding layer is laid on the long-span bridge, the continuous beam, and the multiple sliding beams and is located between two limiting walls. The base plate is slidably arranged on each sliding layer and slides in cooperation with the two limiting walls. Each precast slab is fixed on the base plate.

[0012] Optionally, any two adjacent precast slabs are spaced apart, and multiple connecting steel bars extend from both ends of each precast slab. Tensioners are fitted onto any two opposite connecting steel bars to connect the two opposite connecting steel bars. Any two adjacent precast slabs are filled with concrete blocks, and multiple tensioners are located in the concrete blocks.

[0013] Optionally, both ends of each of the precast slabs are roughened surfaces, and each roughened surface is obtained by treating both ends of the precast slabs with a retarding water flushing method during the casting of the precast slabs.

[0014] The retarding water flushing method involves spraying a high-efficiency retarder onto the concrete surface or formwork surface using a spraying device. This causes the concrete within a 3-5mm thick layer on the surface of the precast slab to set for a longer time than the concrete inside the precast slab, creating a time difference. When the concrete inside the precast slab has set, but the surface concrete has not yet set, the surface concrete of the precast slab is flushed with a flushing device to remove the surface laitance and some of the fine aggregate, exposing the coarse aggregate to form the rough surface.

[0015] Optionally, the bridge rail structure further includes multiple leveling layers, each leveling layer being sandwiched between the base plate and the corresponding precast slab, each precast slab having at least one injection hole, and each leveling layer being formed by injecting concrete into the injection hole on the corresponding precast slab.

[0016] Optionally, the top of the base plate has a plurality of spaced racks extending along a first direction, each rack being integrally cast with the base plate.

[0017] Secondly, the present invention provides a construction method for a bridge rail structure suitable for long-span bridges, the construction method being based on a bridge rail structure suitable for long-span bridges as described in the first aspect, the construction method comprising:

[0018] Construction of the long-span bridge, the continuous beam, and the multiple sliding beams;

[0019] Multiple sliding beams are installed such that a narrow gap is formed between the long-span bridge and the sliding beams, between the continuous beams and the sliding beams, and between any two adjacent sliding beams.

[0020] The elastic element is inserted into each of the aforementioned slits, and it is ensured that the elastic coefficients of the plurality of elastic elements decrease sequentially from the long-span bridge to the continuous beam.

[0021] The ballastless track is being constructed.

[0022] The aforementioned improved technical features can be combined with each other as long as they do not conflict with each other.

[0023] In summary, the beneficial effects of the above-described technical solutions conceived by this invention compared with the prior art include:

[0024] In the bridge-rail structure for long-span bridges provided in this embodiment of the invention, a beam joint is formed between the long-span bridge and the continuous beam, thereby preventing stress from the long-span bridge's expansion, contraction, or deflection. Furthermore, narrow gaps are formed between the long-span bridge and the sliding beam, between the continuous beam and the sliding beam, and between any two adjacent sliding beams. The width of each narrow gap is smaller than the width of the beam joint, and elastic elements are inserted into each narrow gap. The stress generated by the long-span bridge is sequentially transmitted to multiple sliding beams above. These sliding beams then transmit and disperse the stress through sliding and elastic elements, thus reducing the large beam joint into multiple smaller gaps. This stress is then dispersed to the ballastless track above, causing the bridge components to exert dispersed stress on the rails in the ballastless track in the longitudinal direction. The deformation of the rails is dispersed, preventing rail breakage and eliminating the need for rail expansion joint adjusters, thereby reducing the production cost of the bridge-rail structure.

[0025] Furthermore, the positioning space includes two spaced-apart retaining strips, each located on the long-span bridge and continuous beam, extending along a first direction. Multiple sliding beams are slidably inserted between the two retaining strips along the first direction. The retaining strips guide the sliding of the multiple sliding beams, preventing misalignment during the longitudinal stress dispersion process and thus avoiding poor dispersion. Additionally, the elastic coefficients of the multiple elastic elements decrease sequentially, causing the size of the joints to gradually increase from the long-span bridge to the continuous beam during stress dispersion. This results in relatively smaller joint sizes above the beam joints, increasing the structural strength at the corresponding locations on the bridge components, improving passability, and mitigating the structural weakness in these areas.

[0026] In other words, the bridge rail structure for long-span bridges provided by this invention not only allows the bridge components to generate dispersed stress on the rails in the ballastless track in the longitudinal direction, but also disperses the deformation of the rails, preventing rail breakage and eliminating the need for rail expansion joints, thereby reducing the production cost of the bridge rail structure. Furthermore, it can increase the structural strength at the corresponding position of the beam joint on the bridge components, increase the passability, and alleviate the problem of weak structural strength at this location. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of a bridge track structure suitable for long-span bridges provided by an embodiment of the present invention;

[0028] Figure 2 This is a structural schematic diagram of the bridge component provided in an embodiment of the present invention;

[0029] Figure 3This is a schematic diagram of the structure of the ballastless track provided in an embodiment of the present invention;

[0030] Figure 4 This is an exploded schematic diagram of the ballastless track provided in an embodiment of the present invention;

[0031] Figure 5 This is a schematic diagram of the structure of the precast slab provided in an embodiment of the present invention;

[0032] Figure 6 This is an assembly diagram of the tensioning component provided in an embodiment of the present invention;

[0033] Figure 7 This is a flowchart illustrating a construction method for a bridge track structure suitable for long-span bridges, provided by an embodiment of the present invention.

[0034] In all the accompanying drawings, the same reference numerals denote the same technical features, specifically:

[0035] 1. Bridge components; 11. Bridge span; 111. First gap; 12. Continuous beam; 121. Second gap; 13. Sliding beam; 14. Beam joint; 15. Narrow joint; 16. Elastic element; 17. Sliding bearing; 2. Ballastless track; 21. Sliding layer; 22. Base plate; 221. Rack; 23. Precast slab; 231. Connecting reinforcement; 232. Tensioning element; 233. Grouting hole; 234. Observation hole; 24. Limiting retaining wall; 241. Buffer layer; 25. Concrete block; 26. Leveling layer; 27. Steel plate. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0037] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used 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. Therefore, they should not be construed as limitations on this invention.

[0038] Furthermore, 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. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0039] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0040] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0041] Example:

[0042] Figure 1 This is a schematic diagram of a bridge track structure suitable for long-span bridges provided by an embodiment of the present invention, as shown below. Figure 1 As shown, the bridge-track structure includes a bridge component 1 and a ballastless track 2.

[0043] Figure 2 This is a structural schematic diagram of the bridge component provided in an embodiment of the present invention, as shown below. Figure 2As shown, bridge component 1 includes a long-span bridge 11, a continuous beam 12, and multiple sliding beams 13. A beam joint 14 is formed between the long-span bridge 11 and the continuous beam 12. A first notch 111 and a second notch 121 are respectively provided on the top of the side of the long-span bridge 11 facing the continuous beam 12 and on the top of the side of the continuous beam 12 facing the long-span bridge 11. The first notch 111 and the second notch 121 form a positioning space. The positioning space has two spaced-apart baffles. Each baffle is located on the long-span bridge 11 and the continuous beam 12 and extends along a first direction. The multiple sliding beams 13 are slidably inserted along the first direction. A narrow gap 15 is formed between the two stop bars, between the large-span bridge 11 and the sliding beam 13, between the continuous beam 12 and the sliding beam 13, and between any two adjacent sliding beams 13. The width of each narrow gap 15 is smaller than the width of the beam joint 14. An elastic element 16 is inserted into each narrow gap 15. The elastic coefficients of the multiple elastic elements 16 decrease sequentially from the large-span bridge 11 to the continuous beam 12. The sliding beam 13 located at the end of the positioning space is located in the first gap 111 and spans the beam joint 14. The top surfaces of the large-span bridge 11, the continuous beam 12 and the multiple sliding beams 13 are at the same horizontal height.

[0044] The ballastless track 2 is located on the top surface of the long-span bridge 11, the continuous beam 12 and the multiple sliding beams 13, and extends along the first direction.

[0045] In the bridge-rail structure for long-span bridges provided in this embodiment of the invention, a beam joint 14 is formed between the long-span bridge 11 and the continuous beam 12, thereby preventing stress from the expansion, contraction, or deflection of the long-span bridge 11. Furthermore, narrow gaps 15 are formed between the long-span bridge 11 and the sliding beam 13, between the continuous beam 12 and the sliding beam 13, and between any two adjacent sliding beams 13. The width of each narrow gap 15 is smaller than the width of the beam joint 14, and an elastic element 16 is inserted into each narrow gap 15. In this structure, the stress generated by the long-span bridge 11 is sequentially transmitted to multiple sliding beams 13 above. These sliding beams 13 then transmit and disperse the stress through sliding and elastic elements 16, thereby reducing the larger beam gaps 14 into multiple smaller gaps 15. The stress is then dispersed to the ballastless track 2 above through these sliding beams 13. This results in the bridge component 1 generating dispersed stress on the rails in the ballastless track 2 in the longitudinal direction. The deformation of the rails is dispersed, preventing rail breakage and eliminating the need for rail expansion joint adjusters, thus reducing the production cost of the bridge rail structure.

[0046] Furthermore, the positioning space includes two spaced-apart baffles, each located on the long-span bridge 11 and the continuous beam 12, extending along a first direction. Multiple sliding beams 13 are slidably inserted between the two baffles along the first direction. The baffles guide the sliding of the multiple sliding beams 13, preventing misalignment during longitudinal stress dispersion and thus avoiding poor dispersion. Additionally, the elastic coefficients of the multiple elastic elements 16 decrease sequentially, causing the size of the slits 15 to gradually increase from the long-span bridge 11 to the continuous beam 12 during stress dispersion. This results in a relatively smaller slit size above the beam joint 14, increasing the structural strength at the corresponding location of the beam joint 14 on the bridge component 1, improving passability, and alleviating the problem of weak structural strength at this location.

[0047] In other words, the bridge rail structure provided by the embodiments of the present invention, which is suitable for long-span bridges, can not only generate dispersed stress in the longitudinal direction of the rails in the ballastless track 2 by the bridge component 1, and disperse the deformation of the rails so as not to cause rail breakage, thus eliminating the need to set rail expansion adjusters and reducing the production cost of the bridge rail structure, but also increase the structural strength at the corresponding position of the upper beam joint 14 of the bridge component 1, increase the passability, and alleviate the problem of weak structural strength at this position.

[0048] For example, the number of sliding beams 13 can be 4-6, with the sliding beam 13 on the left spanning the beam joint 14, while the other sliding beams 13 are located on the continuous beam 12. Therefore, the narrow joint 15 on the right is relatively large and has little impact on the structural strength of the bridge assembly 1 at this location.

[0049] For example, the elastic element 16 can be a spring.

[0050] In this embodiment, both the side of the long-span bridge 11 facing the continuous beam 12 and the side of the continuous beam 12 facing the long-span bridge 11 have guide grooves (not shown) extending along the first direction. Each guide groove is connected to the positioning space, and each sliding beam 13 located at the end of the positioning space is slidably inserted into the corresponding guide groove.

[0051] In the above embodiments, the guide groove can not only position the sliding beam 13 at the end, but also guide the sliding beam 13 during its sliding process.

[0052] In addition, the long-span bridge 11 and the continuous beam 12 have multiple spaced sliding supports 17, and each sliding beam 13 is slidably arranged on multiple sliding supports 17, thereby reducing the friction force experienced by the sliding beam 13 during the sliding process.

[0053] In one implementation of the present invention, the stop bar includes a first stop bar and a second stop bar that are connected to each other. The first stop bar is located on the long-span bridge 11 and is integrally formed with the long-span bridge 11. The second stop bar is located on the continuous beam 12 and is integrally formed with the continuous beam 12, thereby ensuring the structural strength of the stop bar.

[0054] Figure 3 This is a schematic diagram of the structure of the ballastless track provided in an embodiment of the present invention. Figure 4 This is an exploded schematic diagram of the ballastless track provided in an embodiment of the present invention, combined with... Figure 3 and Figure 4 As shown, the ballastless track 2 includes multiple sliding layers 21, a base plate 22, and multiple precast slabs 23 from bottom to top. At least two limiting walls 24 extending in the first direction are provided on the top surfaces of the long-span bridge 11, the continuous beam 12, and the multiple sliding beams 13. Each sliding layer 21 is laid on the long-span bridge 11, the continuous beam 12, and the multiple sliding beams 13 and is located between two limiting walls 24. The base plate 22 is slidably arranged on each sliding layer 21 and slides in cooperation with the two limiting walls 24. Each precast slab 23 is fixed on the base plate 22.

[0055] In the above embodiment, the sliding layer 21 can realize the sliding of the base plate 22, while the limiting retaining wall 24 can guide the longitudinal sliding of the base plate 22, ensuring that the base plate 22 has a certain longitudinal extension and contraction capacity, avoiding the fixed connection between the ballastless track 2 and the bridge component 1, thereby effectively avoiding the stress addition inside the long-span bridge 11, and further avoiding the problem of rail breakage.

[0056] It is easy to understand that the two limiting walls 24 can be used as molds when casting the base plate 22, which can further reduce production costs.

[0057] For example, the sliding layer 21 can be a steel plate or a two-layer cloth and one-layer film, with low surface friction. The base plate 22 is a longitudinally continuous plate structure, which is a concrete structure for slip paving construction. The limiting retaining wall 24 is a reinforced concrete structure, which is cast-in-place or precast together with the long-span bridge 11 or continuous beam 12. It is a long strip structure located on both sides of the base plate 22, and its bottom is connected to the long-span bridge 11 or continuous beam 12.

[0058] For example, each limiting barrier 24 has a buffer pad 241 on its inner side, and each buffer pad 241 is sandwiched between the base plate 22 and the corresponding limiting barrier 24, thereby playing a role in buffering and isolation.

[0059] Furthermore, any two adjacent precast slabs 23 are spaced apart, and each precast slab 23 has multiple connecting steel bars 231 extending from both ends (see...). Figure 5 ), any two opposite connecting steel bars 231 are fitted with tensioning members 232 (see Figure 6 ), to connect two opposite connecting steel bars 231, any two adjacent precast slabs 23 are cast with concrete blocks 25, and multiple tension members 232 are located in the concrete blocks 25.

[0060] In the above embodiment, the corresponding connecting steel bars 231 can be reliably connected by the tensioning member 232 and the post-cast concrete block 25, thereby realizing the longitudinal connection of the precast slab 23 and forming a whole.

[0061] For example, the tensioning member 232 can be a nut structure.

[0062] In one implementation of the present invention, both ends of each precast slab 23 are rough surfaces, which are obtained by treating both ends of the precast slab 23 with a slow-setting water flushing method during the casting of the precast slab 23.

[0063] Specifically, the retarding water flushing method involves spraying a high-efficiency retarder onto the concrete surface or formwork surface using a spraying device. This causes the concrete within a 3-5 mm thick layer on the surface of the precast slab 23 to set for a longer time than the concrete inside the precast slab 23, creating a time difference. When the concrete inside the precast slab 23 has set, but the surface concrete has not yet set, the surface concrete of the precast slab is flushed using a flushing device to remove the surface laitance and some of the fine aggregate, exposing the coarse aggregate (1 / 3 to 1 / 2 particle size) to form a rough surface.

[0064] In the above embodiment, when pouring the precast slab 23, the above treatment method can make the surface of the precast slab 23 form a friction surface with greater friction, thereby further increasing the connection strength between two adjacent precast slabs 23 when pouring the concrete block 25.

[0065] See you again Figure 3 and Figure 4 The bridge track structure also includes multiple leveling layers 26, each leveling layer 26 being sandwiched between the base plate 22 and the corresponding precast slab 23. Each precast slab 23 has at least one grouting hole 233, and each leveling layer 26 is formed by injecting concrete into the grouting hole 233 on the corresponding precast slab 23.

[0066] In the above embodiment, the leveling layer 26 can adjust the height of the precast slab 23, thereby adjusting the height of the rail. That is, the leveling function is achieved by adjusting the thickness of the leveling layer 26.

[0067] For example, the precast slab 23 has an observation hole 234, through which the fullness of the leveling layer 26 can be observed. There are two rows of portal ribs directly below the precast slab 23, which can extend into the leveling layer 26 and serve to connect the leveling layer 26 and the precast slab 23.

[0068] In this embodiment, the top of the base plate 22 has a plurality of spaced racks 221 extending along a first direction, and each rack 221 is integrally cast with the base plate 22.

[0069] In the above embodiment, a rack 221 is formed on the base plate 22 by a paver, which increases the contact area between the leveling layer 26 and the base plate 22, and at the same time limits the leveling layer 26, ensuring coordinated deformation between the base plate 22 and the leveling layer 26.

[0070] In other words, the precast slab 23, the leveling layer 26 and the base plate 22 form a whole and can slide on the sliding layer 21.

[0071] For example, at the corresponding slit 15 on the base plate 22, a steel plate 27 is also laid below the sliding layer 21. The steel plate 27 is laid between the large-span bridge 11 and the sliding beam 13, or between the sliding beam 13 and the continuous beam 12. The upper surface of the steel plate 27 is flush with the beam surface of the large-span bridge 11. The steel plate 27 serves to support the base plate 22 and facilitate the laying of the sliding layer 21.

[0072] Figure 7 This is a flowchart illustrating a construction method for a bridge-rail structure suitable for long-span bridges, as provided in an embodiment of the present invention. Figure 7 As shown, this construction method is based on a bridge-rail structure suitable for long-span bridges as described above, and the construction method includes:

[0073] S101, construction of a large-span bridge 11, a continuous beam 12, and multiple sliding beams 13.

[0074] S102. Install multiple sliding beams 13, so that a narrow gap 15 is formed between the long-span bridge 11 and the sliding beams 13, between the continuous beam 12 and the sliding beams 13, and between any two adjacent sliding beams 13.

[0075] S103. Insert elastic elements 16 into each slit 15, and ensure that the elastic coefficients of multiple elastic elements 16 decrease sequentially from the long-span bridge 11 to the continuous beam 12.

[0076] S104, Construction of ballastless track 2.

[0077] The beneficial effects of this invention are:

[0078] (1) The bridge rail structure, by setting multiple sliding beams 13 connected by elastic elements 16 on the large span bridge 11 and the continuous beam 12, reduces the large beam gap 14 between the large span bridge 11 and the continuous beam 12 into multiple small gaps 15, which facilitates the crossing of the ballastless track 2, disperses the longitudinal deformation of the ballastless track 2, solves the problem of the ballastless track 2 crossing the large beam gap 14, reduces the stress on the rail, and eliminates the need for a rail expansion adjuster.

[0079] (2) The pre-rail slab is prefabricated in the factory, and its strength and quality can be guaranteed, enabling rapid assembly and installation.

[0080] (3) The special design of the limiting retaining wall 24 saves the lateral width of the ballastless track 2 while restricting the lateral movement of the base plate 22 during sliding, but does not restrict the longitudinal movement. The limiting retaining wall 24 can also serve as a lateral formwork for the casting of the base plate 22.

[0081] (4) The base plate 22 is longitudinally continuous, and the base plate 22 is a sliding layer 21. The base plate 22 has a certain longitudinal extension and retraction capability. Through the sliding base plate 22, the rail extension and retraction adjuster can be realized without setting up a rail extension and retraction adjuster.

[0082] (5) The precast slabs 23 and the precast slabs 23 are connected by tensioning members 232 and connecting steel bars 231; while ensuring the overall deformation coordination of the ballastless track 2 between the precast slabs 23 and the precast slabs 23, the installation and maintenance are convenient.

[0083] (6) The base plate 22, on which a rack 221 is formed by a paver, increases the contact area between the leveling layer 26 and the base plate 22, and at the same time limits the leveling layer 26, ensuring coordinated deformation between the base plate 22 and the leveling layer 26.

[0084] (7) When the precast slab 23 is precast, the longitudinal two ends of its surface are treated by the slow-setting water flushing method to form a rough surface, which facilitates the tight bonding of new and old concrete during the construction of the post-cast section.

[0085] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A bridge track structure suitable for long-span bridges, characterized in that, The bridge track structure includes a bridge component (1) and a ballastless track (2); The bridge assembly (1) includes a long-span bridge (11), a continuous beam (12), and multiple sliding beams (13). A beam joint (14) is formed between the long-span bridge (11) and the continuous beam (12). A first notch (111) and a second notch (121) are respectively provided on the top of the side of the long-span bridge (11) facing the continuous beam (12) and on the top of the side of the continuous beam (12) facing the long-span bridge (11). The first notch (111) and the second notch (121) form a positioning space. The positioning space has two spaced-apart baffles. Each baffle is located on the long-span bridge (11) and the continuous beam (12) and extends along a first direction. Multiple sliding beams (13) are slidably inserted between the two baffles along the first direction. A slit (15) is formed between beams (13), between the continuous beam (12) and the sliding beam (13), and between any two adjacent sliding beams (13). The width of each slit (15) is smaller than the width of the beam joint (14). An elastic element (16) is inserted into each slit (15). The elastic coefficient of the multiple elastic elements (16) decreases sequentially from the large-span bridge (11) to the continuous beam (12). This causes the size of the slit to gradually increase from the large-span bridge to the continuous beam during the stress dispersion process. The sliding beam (13) located at the end of the positioning space is located in the first gap (111) and spans the beam joint (14). The top surfaces of the large-span bridge (11), the continuous beam (12), and the multiple sliding beams (13) are at the same horizontal height. The ballastless track (2) is located on the top surface of the long-span bridge (11), the continuous beam (12) and the plurality of sliding beams (13), and extends along a first direction.

2. The bridge track structure suitable for long-span bridges according to claim 1, characterized in that, The long-span bridge (11) has a guide groove extending along a first direction on the side facing the continuous beam (12) and the side facing the long-span bridge (11). Each guide groove is connected to the positioning space. Each sliding beam (13) located at the end of the positioning space is slidably inserted into the corresponding guide groove.

3. The bridge track structure suitable for long-span bridges according to claim 1, characterized in that, The long-span bridge (11) and the continuous beam (12) have multiple spaced sliding supports (17), and each sliding beam (13) is slidably arranged on the multiple sliding supports (17).

4. A bridge track structure suitable for long-span bridges according to any one of claims 1-3, characterized in that, The stop bar includes a first stop bar and a second stop bar that are connected to each other. The first stop bar is located on the long-span bridge (11) and is integrally formed with the long-span bridge (11). The second stop bar is located on the continuous beam (12) and is integrally formed with the continuous beam (12).

5. A bridge track structure suitable for long-span bridges according to claim 1, characterized in that, The ballastless track (2) includes, from bottom to top, multiple sliding layers (21), a base plate (22), and multiple precast slabs (23). At least two limiting walls (24) extending in the first direction are provided on the top surfaces of the long-span bridge (11), the continuous beam (12), and the multiple sliding beams (13). Each sliding layer (21) is laid on the long-span bridge (11), the continuous beam (12), and the multiple sliding beams (13) and is located between the two limiting walls (24). The base plate (22) is slidably arranged on each sliding layer (21) and slides with the two limiting walls (24). Each precast slab (23) is fixed on the base plate (22).

6. A bridge track structure suitable for long-span bridges according to claim 5, characterized in that, Two adjacent precast slabs (23) are arranged at intervals. Multiple connecting steel bars (231) extend from both ends of each precast slab (23). Tensioning members (232) are sleeved on two opposite connecting steel bars (231) to connect the two opposite connecting steel bars (231). Concrete blocks (25) are poured on two adjacent precast slabs (23), and multiple tensioning members (232) are located in the concrete blocks (25).

7. A bridge track structure suitable for long-span bridges according to claim 6, characterized in that, Both ends of each of the precast slabs (23) are rough surfaces, and each rough surface is obtained by treating both ends of the precast slabs (23) with a slow-setting water flushing method during the casting of the precast slabs (23); The retarding water flushing method involves spraying a high-efficiency retarder onto the concrete surface or the formwork surface using a spraying device. This causes the concrete within a 3-5 mm thick layer on the surface of the precast slab (23) to set for a longer time than the concrete inside the precast slab (23), creating a time difference. When the concrete inside the precast slab (23) has set, but the surface concrete has not yet set, the surface concrete of the precast slab is flushed with a flushing device to remove the surface laitance and some of the fine aggregate, exposing the coarse aggregate to form the rough surface.

8. A bridge track structure suitable for long-span bridges according to claim 5, characterized in that, The bridge rail structure also includes multiple leveling layers (26), each leveling layer (26) being sandwiched between the base plate (22) and the corresponding precast plate (23), each precast plate (23) having at least one grouting hole (233), and each leveling layer (26) being formed by injecting concrete into the grouting hole (233) on the corresponding precast plate (23).

9. A bridge track structure suitable for long-span bridges according to claim 5, characterized in that, The top of the base plate (22) has a plurality of spaced racks (221) extending along a first direction, and each rack (221) is integrally cast with the base plate (22).

10. A construction method for bridge track structures applicable to long-span bridges, characterized in that, The construction method is based on a bridge-rail structure suitable for long-span bridges as described in any one of claims 1-9, and the construction method includes: Construction of the large-span bridge (11), the continuous beam (12) and the multiple sliding beams (13); Multiple sliding beams (13) are installed such that a narrow gap (15) is formed between the long-span bridge (11) and the sliding beams (13), between the continuous beam (12) and the sliding beams (13), and between any two adjacent sliding beams (13). The elastic element (16) is inserted into each of the slits (15), and the elastic coefficient of the plurality of elastic elements (16) decreases sequentially from the long span bridge (11) to the continuous beam (12); Construction of the ballastless track (2).

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