Rotatable butt strap structure for connecting frame rail bearing layer and bridge

Abstract

The invention relates to the technical field of railway engineering, in particular to a rotatable butt strap structure used for connecting a frame rail bearing layer and a bridge. Comprising a frame rail bearing layer structure and a continuous rigid frame bridge, the frame rail bearing layer structure comprises a plate descending section and a station building section, the upper surface of the plate descending section is lower than the upper surface of the station building section, and a bridge side buttress, a middle buttress and a station building side buttress are arranged on the upper surface of the plate descending section; spherical steel supports are arranged at the tops of the bridge side buttresses, the middle buttresses and the station building side buttresses; a butt strap for connecting the continuous rigid frame bridge and the station building section is arranged at the top of the spherical steel support, and a transverse limiting device is arranged between the continuous rigid frame bridge and the butt strap. Through the synergistic effect of the rotatable butt strap and the spherical steel support, transverse relative displacement between a bridge and a frame rail bearing layer is converted into corner displacement, the hidden danger of rail breakage is thoroughly solved, the butt strap can rotate in a self-adaptive mode under the earthquake load, energy is dissipated, and rail damage caused by collision of rigid structures on the two sides is avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of railway engineering, in particular to a rotatable slab structure for connecting a frame rail-bearing layer and a bridge. Background Art

[0002] Ballastless track is an advanced track technology, offering advantages such as high smoothness, stability, durability, and integrity. It has gradually replaced ballasted track and is finding an increasingly wide range of applications. However, ballastless track has stricter control standards for relative displacement in the vertical direction of the rail. Article 7.3.3 of the "High-Speed ​​Railway Design Code" clearly stipulates that the lateral relative displacement of the rail support should not exceed 1mm.

[0003] At present, most large and medium-sized station buildings in China are elevated station buildings. Compared with the traditional "bridge-building separation" structural system, the "bridge-building integration" frame structural system is increasingly being used in large-scale railway hub projects due to its better building streamlines, more comfortable offline exit space, and superior seismic and waterproof performance. However, at the connection point between the bridge track-bearing layer and the frame track-bearing layer, due to the different lateral stiffness of the structures on both sides, a large lateral relative displacement will occur under the action of horizontal loads. At the same time, the frame structure within the station building is generally too long, and will also produce large deformation under the action of temperature, resulting in the lateral relative displacement of the ballastless track at the connection between the bridge roadbed and the frame track-bearing layer roadbed exceeding the specification limit.

[0004] In order to control this relative lateral displacement of the vertical track, designers need to continuously adjust the structural stiffness of the track-bearing layers on both sides and release the temperature stress of the station building through measures such as designing expansion joints. This not only brings huge design difficulties but also incurs considerable economic costs. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a rotatable trestle structure for connecting the frame track-bearing layer and the bridge. By rotating the trestle, the relative lateral displacement of the connection is converted into a relative rotation angle, eliminating the safety hazard of track breakage caused by the large relative lateral displacement of the structures on both sides.

[0006] The technical solution adopted by the present invention to solve its technical problems is a rotatable trestle structure for connecting the frame track-bearing layer and the bridge, including a frame track-bearing layer structure and a continuous rigid frame bridge, the frame track-bearing layer structure including a drop-down plate section and a station building section, the upper surface of the drop-down plate section is lower than the upper surface of the station building section, the upper surface of the drop-down plate section is provided with bridge side piers, intermediate piers and station building side piers; two first spherical steel bearings are provided on the top of the bridge side piers, two second spherical steel bearings are provided on the top of the intermediate piers, and two third spherical steel bearings are provided on the top of the station building side piers; the tops of the first spherical steel bearings, the second spherical steel bearings and the third spherical steel bearings are provided with trestle plates connecting the continuous rigid frame bridge and the station building section, and a transverse limiting device is provided between the continuous rigid frame bridge and the trestle plates.

[0007] Furthermore, the lateral limiting device includes a first mounting seat fixed on the continuous rigid frame bridge, the first mounting seat is provided with a limiting groove, the strap is provided with a second mounting seat, and the second mounting seat is provided with a limiting block used in conjunction with the limiting groove.

[0008] Furthermore, a bridge wedge block is provided between the continuous rigid frame bridge and the first mounting seat.

[0009] Furthermore, a bridge ballast retaining wall is provided between the graded crushed stone covering layer and the slab on the continuous rigid frame bridge.

[0010] Furthermore, elastic fillers are filled in the deformation joints between the slab and the bridge ballast retaining wall, between the continuous rigid frame bridge 11 and the waterproof side wall 12, and between the slab and the station building section.

[0011] Furthermore, the center lines of the first mounting seat and the second mounting seat coincide with the center line of the track.

[0012] Furthermore, protective walls are provided on both sides of the slab, and maintenance road railings are provided on the outer sides of the protective walls.

[0013] Furthermore, the two first spherical steel supports, the two second spherical steel supports and the two third spherical steel supports are symmetrically arranged on both sides of the track centerline.

[0014] Furthermore, a waterproof side wall is provided between the drop-down section and the continuous rigid frame bridge.

[0015] Furthermore, a load-bearing wall is provided between the drop-down section and the station building section.

[0016] The beneficial effects of the present invention are:

[0017] The synergistic effect of the rotatable cladding and spherical steel bearings converts the lateral relative displacement between the bridge and frame track layers into angular displacement, ensuring that the lateral displacement at the ballastless track connection is ≤1mm, completely eliminating the risk of track fracture. The cladding adaptively rotates under seismic loads, dissipating energy and preventing track damage caused by collisions between the rigid structures on either side. This eliminates the need for repeated adjustments to the structural rigidity of both sides or the addition of complex expansion joints, reducing design complexity by over 30%. Standardized bearings and limiters reduce customization costs, and subsequent maintenance requires only the replacement of elastic fillers or bearing components. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a plan view of the present invention;

[0019] Figure 2 This is a diagram showing the constraint arrangement of the slat support of the present invention;

[0020] Figure 3 yes Figure 1 Cross-section along AA;

[0021] Figure 4 yes Figure 1 Cross-section along the middle of the BB;

[0022] Figure 5 is a schematic diagram of the lateral limiting device of the present invention;

[0023] Figure 6 is a schematic diagram of an elastic filling body;

[0024] Figure 7 is a schematic diagram of the first spherical steel bearing;

[0025] Figure 8 is a schematic diagram of the second spherical steel bearing;

[0026] Figure 9 is a schematic diagram of the third spherical steel bearing.

[0027] Reference numerals: slab 1, bridge side pier 2, intermediate pier 3, station building side pier 4, first spherical steel bearing 5, first base 501, first bottom plate 502, first spherical block 503, protective wall 6, load-bearing wall 7, bridge wedge block 8, lateral limiting device 9, first mounting seat 901, limiting groove 902, second mounting seat 903, limiting block 904, track bearing layer structure 10, lowering plate section 101, station building section 1 02, continuous rigid frame bridge 11, waterproof side wall 12, inspection road railing 13, elastic filling body 14, graded crushed stone cover layer 15, bridge ballast retaining wall 16, second spherical steel bearing 17, second base 171, second bottom plate 172, second spherical block 173, second limit block 174, third spherical steel bearing 18, third base 181, third bottom plate 182, third spherical block 183, second limit block 184. DETAILED DESCRIPTION

[0028] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0029] like Figures 1-4 As shown, the present invention provides a rotatable plate structure for connecting a frame track-bearing layer and a bridge, comprising a frame track-bearing layer structure 10 and a continuous rigid frame bridge 11, wherein the frame track-bearing layer structure 10 comprises a lowering plate section 101 and a station building section 102, wherein the upper surface of the lowering plate section 101 is lower than the upper surface of the station building section 102, and the upper surface of the lowering plate section 101 is provided with a bridge side pier 2, an intermediate pier 3 and a station building side pier 4; two first spherical steel bearings are provided on the top of the bridge side pier 2, two second spherical steel bearings are provided on the top of the intermediate pier 3, and two third spherical steel bearings 5 ​​are provided on the top of the station building side pier 4; a plate 1 connecting the continuous rigid frame bridge 11 and the station building section 102 is provided on the top of the first spherical steel bearing 5, the second spherical steel bearing and the third spherical steel bearing, and a transverse limiting device 9 is provided between the continuous rigid frame bridge 11 and the plate 1.

[0030] Among them, the frame track-bearing layer structure 10 is a structural layer that supports the track and is a part of the track system. It provides support for the track. In the station-bridge integrated station building structure, the frame track-bearing layer structure 10 plays the role of connecting the station building and the continuous rigid frame bridge 11; the frame track-bearing layer structure 10 includes a drop plate section 101 and a station building section 102. The station building section 102 is connected to the station building. The upper surface of the drop plate section 101 is lower than the upper surface of the station building section 102, which provides installation space for the slab 1. The upper surface of the plate 1, the upper surface of the station building section 102, and the upper surface of the continuous rigid frame bridge 11 are coplanar; the bridge side piers 2, the intermediate piers 3, and the station building side piers 4 are cast-in-place structures. The first spherical steel bearing 5 above the bridge pier side pier 2 allows the slat 1 to rotate in multiple directions. The second spherical steel bearing 17 above the intermediate pier 3 allows the slat 1 to move in a direction perpendicular to the track centerline. The third spherical steel bearing 18 above the station building side pier 4 allows the slat 1 to move along the track centerline. Figure 7-Figure 9The first spherical steel bearing 5 includes a first base 501 fixed above the bridge side pier 2, a first bottom plate 502 fixed to the buttress 1 is arranged above the first base 501, a first spherical groove is arranged on the upper surface of the first base 501, and a first spherical block 503 used in conjunction with the first spherical groove is arranged in the first spherical groove; the second spherical steel bearing 17 includes a second base 171 fixed above the intermediate pier 3, a second bottom plate 172 fixed to the buttress 1 is arranged above the second base 171, a second spherical groove is arranged on the upper surface of the second base 171, a second spherical groove is arranged in the second spherical groove, and a second spherical block 173 used in conjunction with the second spherical groove is arranged in the second spherical groove, two second limit blocks 174 are arranged on the lower surface of the second bottom plate 172 along the center line direction of the track, and the second base 171 is located between the two second limit blocks 174; the third spherical steel bearing 17 includes a first base 501 fixed above the intermediate pier 3, a second bottom plate 172 fixed to the buttress 1 is arranged above the second base 171, a second spherical groove is arranged on the upper surface of the second base 171, and a second spherical block 173 used in conjunction with the second spherical groove is arranged in the second spherical groove, and two second limit blocks 174 are arranged at intervals on the lower surface of the second bottom plate 172 along the center line direction of the track, and the second base 171 is located between the two second limit blocks 174; The steel support 18 includes a third base 181 fixed above the station building side pier 4, and a third bottom plate 182 fixed to the trestle 1 is arranged above the third base 181. The upper surface of the third base 181 is provided with a third spherical groove, and the third spherical block 183 used in conjunction with the third spherical groove is provided in the third spherical groove. The lower surface of the third bottom plate 182 is provided with two third limit blocks 184 spaced apart along the direction perpendicular to the center line of the track, and the third base 181 is located between the two third limit blocks 184; the third spherical steel support 18 limits the displacement of the trestle 1 perpendicular to the center line of the track, and can make the trestle 1 move as the frame track supporting layer structure 10 moves perpendicular to the center line of the track, then the third spherical steel support 18 is the active point of rotation; a transverse limit device 9 is provided between the continuous rigid frame bridge 11 and the trestle 1, which is the center point of rotation. Neither the first spherical steel support 5 nor the second spherical steel support 17 restricts the displacement of the frame rail-bearing layer structure 10 perpendicular to the track centerline and serves as a passive point of rotation. The second spherical steel support 17 allows the slat 1 to move in a direction perpendicular to the track centerline, and allows the slat 1 to generally maintain translational consistency with the frame rail-bearing layer structure 10 in the track centerline direction. The purpose of this arrangement is to enable the slat 1 to adapt to displacement and rotation requirements in different directions. When the bridge and the station building produce relative displacement and rotation due to factors such as temperature changes and train loads, the slat 1 can coordinate this deformation through the rotation and movement of the spherical steel supports at different positions, thereby ensuring the safety and stability of the structure and reducing the additional stress caused by structural deformation. The lateral limit device 9 is installed between the continuous rigid frame bridge 11 and the slat 1, located above the track centerline, and serves to limit the lateral relative displacement at the connection position between the continuous rigid frame bridge 11 and the slat 1.

[0031] The transverse limiter 9 can be configured as follows: embedded parts are provided in both the continuous rigid frame bridge 11 and the slab 1, and then the embedded parts are welded to form a rigid structure. However, this structure cannot be replaced after being damaged. Figure 5The transverse limiting device 9 includes a first mounting seat 901 fixed to the continuous rigid frame bridge 11. The first mounting seat 901 is provided with a limiting slot 902. The batten 1 is provided with a second mounting seat 903. The second mounting seat 903 is provided with a limiting block 904 for use with the limiting slot 902. The continuous rigid frame bridge 11 is provided with embedded anchor rods. The first mounting seat 901 is bolted to the embedded anchor rods to form a stable structure. The first mounting seat 901 is provided with a vertical rectangular limiting slot 902 with a size of 100mm*50mm. The ends of the batten 1 are also provided with embedded anchor rods. The second mounting seat 903 is threadedly connected to the embedded anchor rods. The second mounting seat 903 is fixed with a limiting block 904. The limiting block 904 has a size of 100mm*45mm and is inserted into the limiting slot 902. In order to prevent the limiting block 904 from rigidly contacting the limiting groove 902 , a buffer pad may be provided at the contact position between the limiting groove 902 and the limiting block 904 .

[0032] In actual construction, there may be situations where the line direction needs to be changed. For further information, see Figure 1 A bridge wedge block 8 is provided between the continuous rigid frame bridge 11 and the slab 1. The bridge wedge block 8 is integrally cast on the continuous rigid frame bridge 11, and the material is of the same grade as the bridge body, ensuring that the slab 1 and the bridge are flatly connected without step difference.

[0033] In order to prevent the crushed stones on the graded crushed stone covering layer 15 from sliding onto the slab, a bridge ballast retaining wall 16 is further provided between the graded crushed stone covering layer 15 and the slab 1 on the continuous rigid frame bridge 11 .

[0034] In order to achieve the vibration reduction of the butt plate 1, further see Figure 6 The deformation joints between the slats 1 and the bridge ballast wall 16, between the continuous rigid frame bridge 11 and the waterproof side wall 12, and between the slats 1 and the station section 102 are filled with elastic fillers 14. The elastic fillers 14 can be a composite system of chloroprene rubber rods and polysulfide sealant.

[0035] In order to ensure the uniformity of the force on both sides of the limiting groove 902, further see Figure 1 The center lines of the first mounting seat 901 and the second mounting seat 903 both coincide with the center line of the track.

[0036] See also Figure 1 、 3 Furthermore, the slab 1 is provided with protective walls 6 on both sides, and maintenance railings 13 are provided on the outside of the protective walls 6. The protective walls 6 are cast in-situ on both sides of the slab 1, forming a maintenance passage for personnel on the slab 1. The maintenance railings 13 are located on the outside of the protective walls 6 on the slab 1 to prevent maintenance personnel from falling.

[0037] In order to ensure the stability of the butt plate 1, further, the two first spherical steel supports 5, the two second spherical steel supports 17 and the two third spherical steel supports 18 are symmetrically arranged on both sides of the track centerline.

[0038] See also Figure 3 Furthermore, a waterproof side wall 12 is provided between the drop-down section 101 and the continuous rigid frame bridge 11. The waterproof side wall 12 is cast in situ on the upper surface of the drop-down section 101 to prevent water from accumulating in the drop-down section 101 area from flowing into the gap between the drop-down section 101 and the continuous rigid frame bridge 11.

[0039] See also Figure 3 Furthermore, a load-bearing wall 7 is provided between the drop-down section 101 and the station building section 102. The load-bearing wall 7 is cast in situ at the edge of the drop-down section 101 near the station building section 102, located between the station building side pier 4 and the station building section 102. The lower end of the load-bearing wall 7 is fixed to the drop-down section 101, and the upper end abuts the lower surface of the station building section 102, thus achieving a stable connection between the station building section 102 and the drop-down section 101.

[0040] The specific operation process of the present invention is:

[0041] Step 1: First, the required dimensions of the slab 1 are calculated based on the possible relative horizontal displacement between the frame track-bearing layer structure 10 and the continuous rigid frame bridge 11, the acceptable lateral relative displacement and relative rotation angle specified in the specification.

[0042] Step 2: Determine the range of the lowering section 101 of the track-bearing layer structure 10 based on the calculated dimensions of the slab 1, and design the load-bearing wall 7 between the lowering section 101 and the station building section 102 based on the load.

[0043] Step 3: Design the bridge side pier 2, middle pier 3 and station building side pier 4 according to the line positioning and the arrangement of the track-bearing layer structure 10 components.

[0044] Step 4: bury the first spherical steel bearing 5 on both sides of the line on the bridge side pier 2, bury the second spherical steel bearing 17 on both sides of the upper line of the middle pier 3, and bury the third spherical steel bearing 18 on both sides of the line on the station side pier 4. The first spherical steel bearing 5 can make the cladding 1 rotate in multiple directions, the second spherical steel bearing 17 can make the cladding 1 move in a direction perpendicular to the center line of the track, and the third spherical steel bearing 18 can make the cladding 1 move along the center line of the track.

[0045] Step 5: Place the slab 1 on the spherical steel support and embed a transverse limiter 9 between the rotatable slab 1 and the continuous rigid frame bridge 11. If necessary, a bridge wedge 8 can be set on the continuous rigid frame bridge 11 to adjust the line direction.

[0046] Step 6: According to the actual needs of the specific project, cast the protective wall 6, waterproof side wall 12, inspection road railing 13, graded crushed stone cover 15, bridge ballast retaining wall 16 and other auxiliary structures.

[0047] The embodiments of this specific implementation method are all preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, any equivalent changes made based on the structure, shape, and principle of the present invention should be included in the scope of protection of the present invention.

Claims

1. A rotatable deck structure for connecting a frame rail support layer and a bridge, comprising a frame rail support layer structure (10) and a continuous rigid frame bridge (11), characterized in that: The frame rail-bearing layer structure (10) comprises a drop plate section (101) and a station building section (102); the upper surface of the drop plate section (101) is lower than the upper surface of the station building section (102); the upper surface of the drop plate section (101) is provided with a bridge side pier (2), an intermediate pier (3) and a station building side pier (4); two first spherical steel bearings are provided on the top of the bridge side pier (2), two second spherical steel bearings are provided on the top of the intermediate pier (3), and two third spherical steel bearings (5) are provided on the top of the station building side pier (4); a slat (1) connecting the continuous rigid frame bridge (11) and the station building section (102) is provided on the top of the first spherical steel bearing (5), the second spherical steel bearing and the third spherical steel bearing; a transverse limiting device (9) is provided between the continuous rigid frame bridge (11) and the slat (1).

2. The rotatable plate structure for connecting a frame rail support layer and a bridge according to claim 1, characterized in that: The transverse limiting device (9) comprises a first mounting seat (901) fixed on the continuous rigid frame bridge (11), a limiting groove (902) being provided on the first mounting seat (901), a second mounting seat (903) being provided on the strap (1), and a limiting block (904) being provided on the second mounting seat (903) for use in conjunction with the limiting groove (902).

3. The rotatable plate structure for connecting a frame rail support layer and a bridge according to claim 2, characterized in that: A bridge wedge block (8) is provided between the continuous rigid frame bridge (11) and the first mounting seat (901).

4. The rotatable plate structure for connecting a frame rail support layer and a bridge according to claim 3, characterized in that: A bridge ballast retaining wall (16) is provided between the graded crushed stone covering layer (15) and the slab (1) on the continuous rigid frame bridge (11).

5. The rotatable plate structure for connecting a frame rail support layer and a bridge according to claim 4, characterized in that: Elastic filling bodies (14) are filled in the deformation joints between the slab (1) and the bridge ballast retaining wall (16), between the continuous rigid frame bridge 11 and the waterproof side wall 12, and between the slab (1) and the station building section (102).

6. The rotatable plate structure for connecting a frame rail support layer and a bridge according to claim 3, characterized in that: The center lines of the first mounting seat (901) and the second mounting seat (903) both coincide with the center line of the track.

7. The rotatable plate structure for connecting a frame rail support layer and a bridge according to claim 1, characterized in that: Protective walls (6) are provided on both sides of the buttress plate (1), and maintenance road railings (13) are provided on the outer sides of the protective walls (6).

8. The rotatable plate structure for connecting a frame rail support layer and a bridge according to claim 1, characterized in that: The two first spherical steel supports (5), the two second spherical steel supports (17) and the two third spherical steel supports (18) are all symmetrically arranged on both sides of the track centerline.

9. The rotatable plate structure for connecting a frame rail support layer and a bridge according to claim 1, characterized in that: A waterproof side wall (12) is provided between the drop-plate section (101) and the continuous rigid frame bridge (11).

10. The rotatable plate structure for connecting a frame rail support layer and a bridge according to claim 1, characterized in that: A load-bearing wall (7) is provided between the drop-down section (101) and the station building section (102).

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