A rotatable approach plate structure for connecting the frame rail-bearing layer to the bridge.

Abstract

This invention relates to the field of railway engineering technology, specifically to a rotatable approach plate structure for connecting a frame rail-bearing layer to a bridge. It includes a frame rail-bearing layer structure and a continuous rigid frame bridge. The frame rail-bearing layer structure comprises a lowered slab section and a station building section. The upper surface of the lowered slab section is lower than the upper surface of the station building section. The upper surface of the lowered slab section is provided with bridge side piers, intermediate piers, and station building side piers. Spherical steel bearings are provided at the top of each of the bridge side piers, intermediate piers, and station building side piers. An approach plate connecting the continuous rigid frame bridge and the station building section is provided at the top of the spherical steel bearings. A lateral limiting device is provided between the continuous rigid frame bridge and the approach plate. This invention, through the synergistic effect of the rotatable approach plate and the spherical steel bearings, converts the lateral relative displacement between the bridge and the frame rail-bearing layer into angular displacement, completely solving the potential for track breakage. The approach plate can adaptively rotate under seismic loads, dissipating energy and avoiding track damage caused by collisions between the rigid structures on both sides.

Description

Technical Field

[0001] This invention relates to the field of railway engineering technology, specifically to a rotatable ramp structure for connecting the rail-bearing layer of a frame to a bridge. Background Technology

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

[0003] Currently, most large and medium-sized railway stations in China are elevated. Compared to the traditional "bridge-build separation" structural system, the "bridge-build integration" frame structure system is increasingly being used in large-scale railway hub projects due to its better architectural flow, more comfortable offline exit space, and superior seismic and waterproof performance. However, at the connection between the bridge track layer and the frame track layer, due to the different lateral stiffness of the two structures, a large lateral relative displacement will occur under horizontal loads. At the same time, the frame structures within the station area are generally very long, and will also undergo significant deformation under temperature effects, resulting in the lateral relative displacement of the ballastless track at the connection between the bridge subgrade and the frame track layer subgrade exceeding the standard limits.

[0004] To control this relative lateral displacement of the vertical rail, the designers need to continuously adjust the structural stiffness of the rail bearing layers on both sides and release the temperature stress of the station building by designing expansion joints and other measures. This not only brings huge design difficulties but also generates considerable economic costs. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a rotatable approach plate structure for connecting the frame rail layer and the bridge. By rotating the approach plate, the relative lateral displacement at the connection is transformed into a relative angle, eliminating the safety hazard of track breakage caused by large lateral relative displacement of the two sides of the structure.

[0006] The technical solution adopted by this invention to solve its technical problem is a rotatable approach plate structure for connecting a frame rail-bearing layer and a bridge, including a frame rail-bearing layer structure and a continuous rigid frame bridge. The frame rail-bearing layer structure includes a lowered section and a station building section. The upper surface of the lowered section is lower than the upper surface of the station building section. The upper surface of the lowered section is provided with bridge side piers, intermediate piers, and station building side piers. The top of the bridge side piers is provided with two first spherical steel bearings, the top of the intermediate piers is provided with two second spherical steel bearings, and the top of the station building side piers is provided with two third spherical steel bearings. The tops of the first, second, and third spherical steel bearings are provided with approach plates connecting the continuous rigid frame bridge and the station building section. A lateral limiting device is provided between the continuous rigid frame bridge and the approach plate.

[0007] Furthermore, the lateral limiting device includes a first mounting base fixed on the continuous rigid frame bridge, the first mounting base being provided with a limiting groove, and a second mounting base being provided on the approach plate, the second mounting base being provided with a limiting block that cooperates with the limiting groove.

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

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

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

[0011] Furthermore, the centerlines of both the first and second mounting bases coincide with the centerline of the track.

[0012] Furthermore, protective walls are provided on both sides of the platform, and maintenance access railings are provided on the outer side 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 sidewall is provided between the lowered slab section and the continuous rigid frame bridge.

[0015] Furthermore, a load-bearing wall is installed between the lowered section and the station building section.

[0016] The beneficial effects of this invention are: By utilizing the synergistic effect of the rotatable approach plate and the spherical steel bearings, the lateral relative displacement between the bridge and the frame rail-bearing layer is converted into angular displacement, ensuring that the lateral displacement at the ballastless track connection is ≤1mm, completely eliminating the risk of track breakage. The approach plate can adaptively rotate under seismic loads, dissipating energy and avoiding track damage caused by collisions between the rigid structures on both sides. There is no need to repeatedly adjust the stiffness of the structures on both sides or add complex expansion joints, reducing design difficulty by more than 30%. Standardized bearings and limiting devices reduce customization costs, and subsequent maintenance only requires replacing the elastic filler or bearing components. Attached Figure Description

[0017] Figure 1 This is a plan view of the present invention; Figure 2 This is a diagram showing the constraint arrangement of the support plate of the present invention; Figure 3 yes Figure 1 Cross-sectional view along the middle AA; Figure 4 yes Figure 1 Cross-sectional view along the middle BB; Figure 5 This is a schematic diagram of the lateral limiting device of the present invention; Figure 6 This is a schematic diagram of an elastic filler; Figure 7 This is a schematic diagram of the first spherical steel support; Figure 8 This is a schematic diagram of the second spherical steel support; Figure 9 This is a schematic diagram of the third spherical steel support.

[0018] Attached reference numerals: 1. Approach slab; 2. Bridge side support pier; 3. Intermediate support pier; 4. Station building side support pier; 5. First spherical steel bearing; 5. First base 501; 502. First base plate; 503. First spherical block; 6. Protective wall; 7. Load-bearing wall; 8. Bridge wedge block; 9. Lateral limiting device; 9. First mounting seat 901; Limiting groove 902; Second mounting seat 903; Limiting block 904; Rail bearing layer structure; 10. Lowered section; 101. Station building section. 02. Continuous rigid frame bridge; 11. Waterproof sidewall; 12. Inspection walkway railing; 13. Elastic filler; 14. Graded crushed stone cover layer; 15. Bridge retaining wall; 16. Second spherical steel bearing; 17. Second base; 171. Second base plate; 172. Second spherical block; 173. Second limiting block; 174. Third spherical steel bearing; 18. Third base; 181. Third base plate; 182. Third spherical block; 183. Third limiting block; 184. Detailed Implementation

[0019] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0020] like Figures 1-4 As shown, the present invention discloses a rotatable approach plate structure for connecting a frame rail-bearing layer and a bridge, comprising a frame rail-bearing layer structure 10 and a continuous rigid frame bridge 11. The frame rail-bearing layer structure 10 includes a lowered plate section 101 and a station building section 102. The upper surface of the lowered plate section 101 is lower than the upper surface of the station building section 102. The upper surface of the lowered plate section 101 is provided with bridge side piers 2, intermediate piers 3, and station building side piers 4. The top of the bridge side piers 2 is provided with two first spherical steel bearings, the top of the intermediate piers 3 is provided with two second spherical steel bearings, and the top of the station building side piers 4 is provided with two third spherical steel bearings 5. The tops of the first spherical steel bearings 5, the second spherical steel bearings, and the third spherical steel bearings are provided with approach plates 1 connecting the continuous rigid frame bridge 11 and the station building section 102. A lateral limiting device 9 is provided between the continuous rigid frame bridge 11 and the approach plate 1.

[0021] The frame-supported rail layer structure 10 is a structural layer that supports the rails and is part of the rail system, providing support for the rails. In the integrated station-bridge structure, the frame-supported rail layer structure 10 connects the station building and the continuous rigid frame bridge 11. The frame-supported rail layer structure 10 includes a lowered slab section 101 and a station building section 102. The station building section 102 connects to the station building. The upper surface of the lowered slab section 101 is lower than the upper surface of the station building section 102, thus providing installation space for the approach slab 1. The upper surface of slab 1, the upper surface of station building section 102, and the upper surface of continuous rigid frame bridge 11 are coplanar; the bridge side piers 2, intermediate piers 3, and station building side piers 4 are cast-in-place structures. The first spherical steel bearing 5 above the bridge side pier 2 allows the approach slab 1 to rotate in multiple directions, the second spherical steel bearing 17 above the intermediate pier 3 allows the approach slab 1 to move in a direction perpendicular to the track centerline, and the third spherical steel bearing 18 above the station building side pier 4 allows the approach slab 1 to move in a direction along the track centerline; see also Figures 7-9The first spherical steel support 5 includes a first base 501 fixed above the bridge side pier 2, a first bottom plate 502 fixed to the approach plate 1 above the first base 501, a first spherical groove on the upper surface of the first base 501, and a first spherical block 503 that cooperates with the first spherical groove inside the first spherical groove; the second spherical steel support 17 includes a second base 171 fixed above the intermediate pier 3, a second bottom plate 172 fixed to the approach plate 1 above the second base 171, a second spherical groove on the upper surface of the second base 171, a second spherical block 173 that cooperates with the second spherical groove inside the second spherical groove, and two second limiting blocks 174 spaced apart along the track centerline on the lower surface of the second bottom plate 172, with the second base 171 located between the two second limiting blocks 174; the third spherical... The steel support 18 includes a third base 181 fixed above the side pier 4 of the station building. A third bottom plate 182 fixed to the approach plate 1 is provided above the third base 181. A third spherical groove is provided on the upper surface of the third base 181. A third spherical block 183 that cooperates with the third spherical groove is provided in the third spherical groove. Two third limiting blocks 184 are provided at intervals along the direction perpendicular to the center line of the track on the lower surface of the third bottom plate 182. The third base 181 is located between the two third limiting blocks 184. The third spherical steel support 18 restricts the displacement of the approach plate 1 in the direction perpendicular to the center line of the track. The approach plate 1 can move with the frame rail bearing layer structure 10 in the direction perpendicular to the center line of the track. Therefore, the third spherical steel support 18 is the active point of rotation. A lateral limiting device 9 is provided between the continuous rigid frame bridge 11 and the approach plate 1, which is the center point of rotation. The first spherical steel support 5 and the second spherical steel support 17 do not restrict the displacement of the frame rail bearing layer structure 10 perpendicular to the track centerline, but serve as passive points for rotation. The second spherical steel support 17 allows the approach plate 1 to move in a direction perpendicular to the track centerline, ensuring that the approach plate 1 generally maintains translational consistency with the frame rail bearing layer structure 10 in the track centerline direction. This arrangement aims to enable the approach plate 1 to adapt to displacement and rotation requirements in different directions. When relative displacement and rotation occur between the bridge and the station building due to temperature changes, train loads, etc., the approach plate 1 can coordinate this deformation through the rotation and movement of the spherical steel supports at different positions, ensuring the safety and stability of the structure while reducing additional stress caused by structural deformation. The lateral limiting device 9 is installed between the continuous rigid frame bridge 11 and the approach plate 1, located above the track centerline, and serves to limit the lateral relative displacement at the connection point between the continuous rigid frame bridge 11 and the approach plate 1.

[0022] The lateral limiting device 9 can be structured as follows: embedded parts are installed in both the continuous rigid frame bridge 11 and the approach slab 1, and then the embedded parts are welded to form a rigid structure. However, this structure cannot be replaced after damage. Further, see... Figure 5The lateral limiting device 9 includes a first mounting base 901 fixed on the continuous rigid frame bridge 11, with a limiting groove 902 on the first mounting base 901. A second mounting base 903 is provided on the approach plate 1, and a limiting block 904 that cooperates with the limiting groove 902 is provided on the second mounting base 903. The continuous rigid frame bridge 11 is provided with pre-embedded anchor rods. The first mounting base 901 is bolted to the pre-embedded anchor rods to form a stable structure. The first mounting base 901 is provided with a vertical rectangular limiting groove 902, with dimensions of 100mm*50mm. Pre-embedded anchor rods are also provided at the ends of the approach plate 1. The second mounting base 903 is threaded to the pre-embedded anchor rods. A limiting block 904, with dimensions of 100mm*45mm, is fixed on the second mounting base 903 and inserted into the limiting groove 902. To prevent rigid contact between the limiting block 904 and the limiting groove 902, a buffer pad can be provided at the contact position between the limiting groove 902 and the limiting block 904.

[0023] In actual construction, there may be situations where the route direction changes. For further details, please refer to [link / reference needed]. Figure 1 A bridge wedge block 8 is provided between the continuous rigid frame bridge 11 and the approach slab 1. The bridge wedge block 8 is integrally cast on the continuous rigid frame bridge 11, and the material is the same grade as the bridge body, ensuring that the approach slab 1 and the bridge are connected without any step difference.

[0024] To prevent the crushed stone on the graded crushed stone cover layer 15 from sliding onto the approach slab, a bridge retaining wall 16 is further provided between the graded crushed stone cover layer 15 and the approach slab 1 on the continuous rigid frame bridge 11.

[0025] To further reduce vibration of the approach slab 1, see... Figure 6 The expansion joints between the approach slab 1 and the bridge retaining wall 16, between the continuous rigid frame bridge 11 and the waterproof side wall 12, and between the approach slab 1 and the station building section 102 are filled with elastic fillers 14. The elastic fillers 14 can be a composite system of neoprene rubber rods and polysulfide sealant.

[0026] To ensure uniform stress distribution on both sides of the limiting groove 902, further, see... Figure 1 The center lines of the first mounting base 901 and the second mounting base 903 coincide with the center line of the track.

[0027] See Figure 1 , 3 Furthermore, protective walls 6 are provided on both sides of the platform 1, and maintenance access railings 13 are provided on the outer side of the protective walls 6. The protective walls 6 are cast-in-place on both sides of the platform 1 structure, forming a maintenance passageway for personnel to pass through on the platform 1. The maintenance access railings 13 are located on the outer side of the protective walls 6 on the platform 1 to prevent maintenance personnel from falling.

[0028] To ensure the stability of the ramp 1, 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.

[0029] See Figure 3 Furthermore, a waterproof sidewall 12 is provided between the lowered slab section 101 and the continuous rigid frame bridge 11. The waterproof sidewall 12 is cast in place on the upper surface of the lowered slab section 101 to prevent water from accumulating in the area of ​​the lowered slab section 101 from flowing into the gap between the lowered slab section 101 and the continuous rigid frame bridge 11.

[0030] See Figure 3 Furthermore, a load-bearing wall 7 is provided between the lowered slab section 101 and the station building section 102. The load-bearing wall 7 is cast in place at the edge of the lowered slab section 101 near the station building section 102, located between the station building side support 4 and the station building section 102. Its lower end is fixed to the lowered slab section 101, and its upper end abuts against the lower surface of the station building section 102, thereby achieving a stable connection between the station building section 102 and the lowered slab section 101.

[0031] Specific operation process of this invention: Step 1: First, calculate the required dimensions of the approach slab 1 component based on the possible relative horizontal displacement between the frame rail bearing layer structure 10 and the continuous rigid frame bridge 11, the acceptable lateral relative displacement specified in the code, and the relative rotation angle.

[0032] Step 2: Based on the calculated dimensions of the slab 1, determine the range of the drop section 101 of the track support layer structure 10, and design the load-bearing wall 7 between the drop section 101 and the station building section 102 according to the stress.

[0033] Step 3: Design the bridge side piers 2, intermediate piers 3 and station building side piers 4 according to the line positioning and the layout of the 10 components of the track-bearing layer structure.

[0034] Step 4: First spherical steel bearings 5 ​​are buried on both sides of the track on the side abutment 2 of the bridge, second spherical steel bearings 17 are buried on both sides of the track on the middle abutment 3, and third spherical steel bearings 18 are buried on both sides of the track on the side abutment 4 of the station building. The first spherical steel bearings 5 ​​allow the approach plate 1 to rotate in multiple directions, the second spherical steel bearings 17 allow the approach plate 1 to move in a direction perpendicular to the center line of the track, and the third spherical steel bearings 18 allow the approach plate 1 to move in a direction along the center line of the track.

[0035] Step 5: Erect the approach plate 1 on the spherical steel support, and embed the lateral limiting device 9 between the rotatable approach plate 1 and the continuous rigid frame bridge 11. If necessary, bridge wedge blocks 8 can be installed on the continuous rigid frame bridge 11 to adjust the direction of the line.

[0036] Step 6: According to the actual needs of the specific project, pour the protective wall 6, waterproof side wall 12, maintenance walkway railing 13, graded crushed stone covering soil layer 15, bridge retaining wall 16 and other auxiliary structures.

[0037] The embodiments described herein are preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape, and principle of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A rotatable approach plate structure for connecting a frame rail-bearing layer and a bridge, comprising a frame rail-bearing layer structure (10) and a continuous rigid frame bridge (11), characterized in that, The frame-supported rail layer structure (10) includes a drop section (101) and a station building section (102). The upper surface of the drop section (101) is lower than the upper surface of the station building section (102). The upper surface of the drop section (101) is provided with bridge side piers (2), intermediate piers (3), and station building side piers (4). The top of the bridge side piers (2) is provided with two first spherical steel bearings, the top of the intermediate piers (3) is provided with two second spherical steel bearings, and the top of the station building side piers (4) is provided with two third spherical steel bearings. The top of the first spherical steel bearings (5), the second spherical steel bearings, and the third spherical steel bearings is provided with a connecting plate (1) that connects the continuous rigid frame bridge (11) and the station building section (102). The first spherical steel bearing (5), the second spherical steel bearings, and the third spherical steel bearings are provided with a connecting plate (1) that connects the continuous rigid frame bridge (11) and the station building section (102). The first spherical steel bearing (5) is located above the bridge pier side pier (2). A spherical steel support (5) allows the approach plate (1) to rotate in multiple directions. A second spherical steel support (17) above the middle support (3) allows the approach plate (1) to move in a direction perpendicular to the center line of the track. A third spherical steel support (18) above the station building side support (4) allows the approach plate (1) to move in a direction along the center line of the track. A lateral limiting device (9) is provided between the continuous rigid frame bridge (11) and the approach plate (1). The lateral limiting device (9) includes a first mounting seat (901) fixed on the continuous rigid frame bridge (11). A limiting groove (902) is provided on the first mounting seat (901). A second mounting seat (903) is provided on the approach plate (1). A limiting block (904) is provided on the second mounting seat (903) to cooperate with the limiting groove (902).

2. The rotatable approach plate structure for connecting the frame rail-bearing layer and the bridge according to claim 1, characterized in that: A bridge wedge block (8) is provided between the continuous rigid frame bridge (11) and the first mounting base (901).

3. A rotatable approach plate structure for connecting a frame rail-bearing layer and a bridge according to claim 2, characterized in that: A bridge retaining wall (16) is provided between the graded crushed stone overburden layer (15) and the approach slab (1) on the continuous rigid frame bridge (11).

4. A rotatable approach plate structure for connecting the frame rail-bearing layer and the bridge according to claim 3, characterized in that: The expansion joints between the approach slab (1) and the bridge retaining wall (16), between the continuous rigid frame bridge (11) and the waterproof side wall (12), and between the approach slab (1) and the station building section (102) are filled with elastic filler (14).

5. A rotatable approach plate structure for connecting a frame rail-bearing layer and a bridge according to claim 2, characterized in that: The center lines of both the first mounting base (901) and the second mounting base (903) coincide with the center line of the track.

6. A rotatable approach plate structure for connecting a frame rail-bearing layer and a bridge according to claim 1, characterized in that: Protective walls (6) are provided on both sides of the ramp (1), and maintenance access railings (13) are provided on the outside of the protective walls (6).

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

8. A rotatable approach plate structure for connecting a frame rail-bearing layer and a bridge according to claim 1, characterized in that: A waterproof sidewall (12) is provided between the lowered slab section (101) and the continuous rigid frame bridge (11).

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

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