Synchronous lining inverted arch trestle for curve tunnel

Abstract

The invention belongs to the field of inverted arch trestles, particularly relates to a curved tunnel synchronous lining inverted arch trestle, and provides the following scheme aiming at the problems that an existing traditional inverted arch trestle usually adopts a fixed or simple movable design, the turning radius is large, and the requirement of small-radius turning is difficult to meet: the curved tunnel synchronous lining inverted arch trestle comprises a main bridge main body and a front approach bridge main body, the front approach bridge main body is arranged at one end of the main bridge main body, the front approach bridge main body comprises a front approach bridge rear section and a front approach bridge front section, and the front approach bridge rear section and the front approach bridge front section are connected in a hinged mode through a front approach bridge steering hinge. The trestle is simple in structure, small-radius turning can be achieved in cooperation with the steering oil cylinder and the lifting oil cylinder, the construction requirement and the longitudinal slope adaptive capacity of a curve tunnel are met, the longitudinal slope requirement is considered in the trestle design, and the stability and safety of the trestle on the longitudinal slope are guaranteed through the reasonable structural design and the hydraulic control system.

Description

Technical Field

[0001] The invention relates to the technical field of inverted arch trestle bridges, in particular to a synchronously lined inverted arch trestle bridge for a curved tunnel. Background Art

[0002] In tunnel engineering, inverted arch construction is a critical step in ensuring tunnel structural stability and durability. However, inverted arch construction often requires crossing over existing inverted arch trenches, necessitating the maintenance of unobstructed tunnel transportation routes during construction to ensure the smooth passage of construction vehicles and personnel. While traditional inverted arch trestle designs have addressed this issue to some extent, they still present numerous shortcomings when faced with complex and changing tunnel conditions.

[0003] Traditional inverted arch trestles typically employ fixed or simple movable designs, making them difficult to adapt to complex tunnel conditions such as tunnel turns, varying longitudinal slopes, and curved terrain. In curved tunnels, traditional trestles have a large turning radius, making them difficult to accommodate tight turns, resulting in low construction efficiency. Furthermore, the supporting structures of traditional trestles are often relatively simple, making them difficult to maintain stability on curved terrain, posing a safety hazard. Furthermore, the movement and adjustment of traditional trestles often require extensive manual labor, which is not only inefficient but also difficult to ensure construction accuracy.

[0004] With the continuous development of tunnel engineering, the performance requirements for inverted arch trestles are becoming increasingly stringent. Traditional trestles are particularly difficult to meet construction requirements in complex working conditions, such as curved tunnels, steep longitudinal slopes, and fully circular segment shield tunnels. Therefore, it is particularly important to develop a synchronously lined inverted arch trestles for curved tunnels that can adapt to these complex working conditions, improve construction efficiency, and ensure construction safety. Summary of the Invention

[0005] The purpose of the present invention is to solve the problem that traditional inverted arch trestle bridges in the prior art usually adopt fixed or simple mobile designs, which are difficult to adapt to complex working conditions such as tunnel turns, longitudinal slope changes, and curved ground. In curved tunnels, the turning radius of traditional trestle bridges is large, which is difficult to meet the requirements of small radius turns, resulting in low construction efficiency. At the same time, the supporting structure of traditional trestle bridges is often relatively simple, which is difficult to maintain stability on curved ground, and there is a safety hazard. In addition, the movement and adjustment process of traditional trestle bridges often requires a lot of manual operation, which is not only inefficient but also difficult to ensure construction accuracy. The proposed invention is a synchronously lined inverted arch trestle bridge for curved tunnels.

[0006] In order to achieve the above object, the present invention adopts the following technical solutions:

[0007] A synchronously lined inverted arch trestle bridge for a curved tunnel, comprising a main bridge body and a front approach bridge body, wherein the front approach bridge body is arranged at one end of the main bridge body, the front approach bridge body comprises a front approach bridge rear section and a front approach bridge front section, and the front approach bridge rear section and the front approach bridge front section are hingedly connected via a front approach bridge steering hinge;

[0008] A movable leg body is provided at the bottom of the main bridge body, and the movable leg body is equipped with a hydraulic motor reducer for driving the trestle to move;

[0009] The bottom of the main bridge body is provided with a main bridge rear leg body, and the main bridge rear leg body is provided with a main bridge rear leg translation oil cylinder and a main bridge rear leg translation beam. The main bridge rear leg translation oil cylinder is used to drive the main bridge rear leg translation beam to perform translation adjustment;

[0010] The front approach bridge body is provided with a front approach bridge travel, steering and lifting device, and the front approach bridge travel, steering and lifting device includes a curved surface travel rubber-coated wheel;

[0011] Among them, through the coordinated action of the steering hinge of the front approach bridge and the translation cylinder of the rear support leg of the main bridge, the trestle can realize the construction of a curved tunnel with a minimum turning radius of 400 meters, and adapt to the curved ground through the curved rubber-coated wheels, while providing stable support for the 6% longitudinal slope of the bridge deck.

[0012] In a possible design, the front approach bridge walking, steering and lifting device further includes:

[0013] The front approach bridge translation beam is arranged below the front approach bridge body;

[0014] The front approach bridge translation cylinder, in conjunction with the front approach bridge translation beam, is used to translate the main body of the front approach bridge;

[0015] The telescopic travel rod is set on the top of the translation beam of the front approach bridge;

[0016] Travel vertical cylinder, used to control the extension and retraction of the travel telescopic rod;

[0017] The steering cylinder mounting bracket is fixedly installed on one side of the telescopic travel rod;

[0018] The front approach axle steering cylinder is hinged on the top of the steering cylinder mounting base, and its piston rod is hinged to the front section of the front approach axle to control the steering of the front section of the front approach axle;

[0019] Front approach axle lifting cylinder, used to control the lifting of the front approach axle body;

[0020] Among them, through the vertical walking cylinder and the front approach bridge lifting cylinder, the curved walking rubber-coated wheels can switch between the off-ground and on-ground states, realizing rapid conversion between walking and support.

[0021] In one possible design, a main bridge front leg body is provided at the bottom of the main bridge body, and the main bridge front leg body is provided with a main bridge front leg vertical oil cylinder and a main bridge front leg telescopic rod, and the main bridge front leg vertical oil cylinder is used to drive the main bridge front leg telescopic rod to extend and retract;

[0022] The bottom of the main bridge body is also provided with a main bridge front support beam, which forms a stable support with the main bridge front leg body, and the top of the main bridge rear leg body and the bottom of the main bridge body are provided with a plurality of main bridge rear leg telescopic rods;

[0023] Among them, the vertical cylinders of the front outriggers of the main bridge only provide lifting functions to adapt to space limitations, and work together with the vertical cylinders of the rear outriggers of the main bridge to ensure the leveling of the bridge deck under a 6% longitudinal slope.

[0024] In a possible design, a movable leg crossbeam is fixedly installed between the movable leg bodies in the transverse direction, and a movable leg longitudinal link is fixedly installed between the movable leg bodies in the longitudinal direction;

[0025] A walkway suspension beam is provided on the top of the movable leg crossbeam, an inverted hanging wheel is installed on one side of the walkway suspension beam, and a supporting wheel is provided on the bottom to form a walking guide system;

[0026] Among them, through the inverted wheels and support wheels, the movable leg body can move stably in the tunnel and cooperate with the chain drive to achieve precise driving.

[0027] In a possible design, a main bridge middle cover is provided in the middle of the main bridge body, and pedestrian walkway plates are provided on both sides;

[0028] An anti-collision column is provided between the middle cover plate of the main bridge and the pedestrian walkway plate, and an anti-collision corrugated plate is fixedly installed on the top of the anti-collision column;

[0029] Among them, the anti-collision corrugated plates form a continuous protective structure, effectively preventing construction collision accidents.

[0030] In a possible design, a plurality of movable lower mat beams are provided at the bottom of the front approach bridge body, and a lower movable mat beam transverse adjustment cylinder is installed, wherein the lower movable mat beam transverse adjustment cylinder is used to adjust the transverse position of the movable lower mat beams;

[0031] Among them, after the plane direction angle of the current approach bridge is adjusted, the lower movable pad beam cushions the front approach bridge body through the translation cylinder to support the passage of heavy vehicles.

[0032] In a possible design, a trestle bridge bridging seat is provided at one end of the main bridge body away from the front approach bridge body;

[0033] Anti-collision guardrails are provided on both sides of the top of the front approach bridge body;

[0034] Among them, the pier joint adopts a welded box structure, the column spacing of the anti-collision guardrail is 1.2 meters and the height is 1.1 meters, providing overlapping and anti-collision protection.

[0035] In one possible design, the trestle is integrated with a hydraulic remote control system, which uses a PLC controller to centrally control the hydraulic motor reducer, the main bridge rear leg translation cylinder, the travel vertical cylinder and the front approach bridge steering cylinder;

[0036] The operating terminal is equipped with a touch screen to display the cylinder pressure and displacement parameters in real time. When it detects that the eccentric load exceeds the rated value, it will automatically lock the traveling mechanism to ensure construction safety.

[0037] In one possible design, the trestle is used for a full-circular segment shield tunnel, with the main approach bridge body being 19.5 meters long and the main bridge body being divided into two sections connected by plywood bolts;

[0038] During the construction of a 400-meter radius curved tunnel, the front approach bridge steering cylinder is used to adjust the angle and the movable leg translation device is used to achieve synchronous steering and movement, reducing track laying and improving logistics efficiency.

[0039] In this application, the trestle operating conditions are:

[0040] 1. The segment vehicle passing above the trestle has requirements for climbing ability. The longitudinal slope of the bridge deck is 6%.

[0041] 2. The minimum curve turning position in the tunnel is 400 meters.

[0042] 3. Shield tunnel is a fully circular segment tunnel with an arc-shaped walking surface underneath the trestle.

[0043] The characteristics of the trestle bridge are as follows:

[0044] 1. The main bridge is divided into two parts, connected by plywood bolts in the middle.

[0045] 2. A movable outrigger body is installed under the main bridge. Driven by a hydraulic motor, the outrigger body can move forward and backward under the trestle. The movable outrigger body is equipped with a translation adjustment device to support the ground and adjust its position left and right when the tunnel turns.

[0046] 3. The rear outriggers are equipped with lifting and translation devices, while the front outriggers are only equipped with lifting but not translation devices.

[0047] 4. The focus of this trestle is the design of the main body of the front approach bridge:

[0048] a. The main body of the front approach bridge is manufactured in two parts due to the length of transportation.

[0049] b. The main body of the front approach bridge is equipped with a plane rotation axis to meet the turning requirements of the tunnel.

[0050] c. A translation device is designed in the middle of the front approach bridge to adjust the bridge's plane angle. Once the angle is adjusted, adjust the translation cylinders under the two movable pads under the front approach bridge to ensure that the pads support the front approach bridge, allowing heavy vehicles to pass over it.

[0051] d. A solid, rubber-coated drive wheel assembly is located in the middle of the front approach axle. The travel mechanism is equipped with a lifting cylinder to switch between the ground-lift and suspended positions of the travel wheel and the front approach axle translation mechanism. The left and right travel wheels are connected by a crossbeam and equipped with a translation cylinder for left-right position adjustment.

[0052] e. When the trestle moves forward, the movable outriggers touch the ground, and the front approach bridge running wheels touch the ground. The movable outrigger chain device drives the main bridge to move, and the front approach bridge running wheels are designed with a motor reducer to drive the front approach bridge forward synchronously.

[0053] f. This trestle, combined with hydraulic remote control and operation, solves the problem of wheeled vehicles accessing the bridge during shield tunnel invert construction. Compared with traditional rail-mounted trestle bridges, it reduces track laying and significantly solves tunnel logistics and transportation issues.

[0054] The trestle is built on a fully curved surface, and the front, which is the right side of the drawing, is infinitely aligned with the ground. Therefore, the design space is very limited.

[0055] The tunnel must meet turning requirements, so the front approach bridge needs to be hingedly connected to the main bridge.

[0056] The entire trestle bridge is designed to move forward. The front approach span is 19.5 meters long, and it is very difficult to lift the approach span off the ground using the approach span cylinder. Only the design can be used for turning, walking, horizontal movement, and the lower beam for passing vehicles.

[0057] Normal trestle bridges require the design of lifting and translation of the front and rear outriggers. However, due to space limitations, the front outriggers of this trestle cannot be designed for translation. The translation function of the movable outriggers is used as much as possible to allow the main bridge to translate and turn.

[0058] In order to adapt to the turns and curved ground of the tunnel, it is necessary to design a translation device under the movable legs.

[0059] Based on the above analysis, the structural design of this trestle is very reasonable. The various structures are cleverly combined to meet the needs of longitudinal slopes, turns, and curved roads. The movement of each part is adjusted.

[0060] Beneficial effects:

[0061] Curved turning capability: the main body of the front approach bridge is divided into two sections and connected by a steering hinge. Together with the steering cylinder and lifting cylinder, it can achieve small-radius turning (such as a 400-meter turning radius) to meet the construction requirements of curved tunnels.

[0062] Longitudinal slope adaptability: the trestle design takes into account the longitudinal slope requirements (such as 6% longitudinal slope of the bridge deck). Through reasonable structural design and hydraulic control system, the stability and safety of the trestle on the longitudinal slope are ensured.

[0063] Adaptable to curved ground, the front approach bridge walking device adopts curved walking rubber-coated wheels, which can fit well with the curved ground of the full-circular segment shield tunnel, thereby improving the stability and bearing capacity of the trestle.

[0064] Synchronous lining construction: The trestle design allows lining operations to be carried out simultaneously with the invert construction, thus synchronizing the construction process and shortening the construction period.

[0065] Rapid movement and adjustment: Through hydraulic motor drive and hydraulic control system, the trestle can achieve rapid movement and precise adjustment, reducing manual operation time and improving construction efficiency.

[0066] Stable supporting structure: both the main bridge and the front approach bridge are equipped with multiple legs and supporting devices to ensure the stability of the trestle during construction.

[0067] Anti-collision protection design: anti-collision guardrails and anti-collision columns are installed on both sides of the trestle to effectively prevent collision accidents between construction vehicles and personnel.

[0068] Hydraulic remote control operation adopts hydraulic remote control system to reduce the working time of personnel in dangerous areas and improve construction safety.

[0069] Modular design, the trestle body is divided into multiple modules for easy transportation and on-site assembly.

[0070] Lightweight materials, using high-strength steel and lightweight design, reduce the weight of the trestle and facilitate movement and installation.

[0071] Reduce track laying. Compared with traditional rail-mounted trestle, the trestle in this application does not need to lay tracks, which reduces damage to the tunnel ground and waste of materials.

[0072] High-efficiency hydraulic system adopts advanced hydraulic control system to improve energy utilization efficiency and reduce energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] Figure 1 This is a schematic diagram of the main structure of a synchronously lined inverted arch trestle in a curved tunnel proposed by the present invention;

[0074] Figure 2 This is a schematic diagram of the overhead structure of a synchronously lined inverted arch trestle in a curved tunnel proposed by the present invention;

[0075] Figure 3 This is a schematic diagram of the top view of the structure of a curved tunnel synchronous lining inverted arch trestle after bending proposed by the present invention;

[0076] Figure 4 This is a cross-sectional view taken along line AA of a synchronously lined inverted arch trestle for a curved tunnel proposed by the present invention;

[0077] Figure 5 A cross-sectional view of the BB in a synchronously lined inverted arch trestle for a curved tunnel proposed by the present invention;

[0078] Figure 6 A cross-sectional view of CC in a synchronously lined inverted arch trestle for a curved tunnel proposed by the present invention;

[0079] Figure 7 This is a cross-sectional view of the DD in a synchronously lined inverted arch trestle in a curved tunnel proposed by the present invention;

[0080] Figure 8 A cross-sectional view of EE in a synchronously lined inverted arch trestle in a curved tunnel proposed by the present invention;

[0081] Figure 9 This is a diagram of the maximum translation state of the front lifting base of the trestle in the synchronous lining inverted arch trestle of a curved tunnel proposed by the present invention;

[0082] Figure 10 This is a diagram showing the front translation base of the trestle in the synchronous lining inverted arch trestle for a curved tunnel proposed by the present invention, with the legs folded and in the walking state;

[0083] Figure 11 This is a diagram of the front lifting base of the trestle in the synchronous lining inverted arch trestle in a curved tunnel proposed by the present invention, and the vehicle passing state.

[0084] Figure: 1. Main body of the rear outrigger of the main bridge; 2. Main body of the main bridge; 3. Main body of the movable outrigger; 4. Main body of the front outrigger of the main bridge; 5. Movable cushion beam under the front approach bridge; 6. Trestle bridge lap seat; 7. Anti-collision guardrail; 8. Steering cylinder of the front approach bridge; 9. Main body of the front approach bridge; 10. Lifting cylinder of the front approach bridge; 11. Steering hinge of the front approach bridge; 12. Longitudinal joint of the movable outrigger; 13. Hydraulic motor reducer; 14. Middle cover plate of the main bridge; 15. Pedestrian walkway plate; 16. Rear section of the front approach bridge; 17. Translation cylinder of the front approach bridge; 18. Lateral adjustment cylinder of the lower movable cushion beam; 19. Front section of the front approach bridge; 20. Translation beam; 21. Front approach bridge travel, steering and lifting device; 22. Travel telescopic rod; 23. Travel vertical cylinder; 24. Steering cylinder mounting seat; 25. Curved travel rubber-coated wheel; 26. Main bridge front outrigger vertical cylinder; 27. Main bridge front outrigger telescopic rod; 28. Main bridge front support beam; 29. ​​Anti-collision corrugated plate; 30. Anti-collision column; 31. Walkway suspension beam; 32. Inverted wheel; 33. Support wheel; 34. Movable outrigger crossbeam; 35. Main bridge rear outrigger translation cylinder; 36. Main bridge rear outrigger vertical cylinder; 37. Main bridge rear outrigger telescopic rod; 38. Main bridge rear outrigger translation beam. DETAILED DESCRIPTION

[0085] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0086] In one embodiment, referring to Figure 1-11 , an inverted arch trestle, comprising: the trestle is composed of a main bridge body 2 and a front approach bridge body 9 forming an overall frame. The main bridge body 2 adopts a segmented design, and the two sections of the bridge body are rigidly connected by plywood bolts. A main bridge intermediate cover plate 14 is set in the middle of the bridge body, and pedestrian walkway plates 15 are laid on both sides. Anti-collision columns 30 are installed between the walkway plate and the intermediate cover plate, and anti-collision corrugated plates 29 are welded on the top of the columns to form a continuous protective structure. Four groups of main bridge rear support leg bodies 1 and two groups of main bridge front support leg bodies 4 are configured at the bottom of the main bridge. The main bridge rear support leg translation beam 38 is welded to the bottom of the rear support leg. The translation beam is driven by the main bridge rear support leg translation cylinder 35 to achieve lateral displacement. The translation cylinder uses the HSG-80 / 50 engineering hydraulic cylinder. A telescopic rod 37 of the main bridge rear outrigger is set between the top of the rear outrigger and the main bridge. The telescopic rod is controlled to rise and fall by the vertical oil cylinder 36 of the main bridge rear outrigger. The vertical oil cylinder adopts HSG-100 / 70 engineering hydraulic cylinder to meet the bridge deck leveling requirements under 6% longitudinal slope conditions.

[0087] The main bridge's front outriggers are equipped with vertical cylinders 26 and telescopic rods 27. The vertical cylinders are HSG-63 / 40, retaining only the lifting function to accommodate space constraints. Two sets of movable outrigger bodies 3 are located at the base of the main bridge. A truss structure is formed between the outriggers via a movable outrigger crossbeam 34 and a movable outrigger longitudinal link 12. A walkway cantilever beam 31 is welded to the top of the crossbeam, with inverted wheels 32 installed on both sides. Support wheels 33 are located at the bottom, forming a complete travel guide system. The outriggers are driven by a BMM-200 hydraulic motor reducer 13, and longitudinal travel is achieved via a chain drive.

[0088] The main body of the front approach bridge 9 adopts a split structure, with the front approach bridge rear section 16 and the front approach bridge front section 19 connected by the front approach bridge steering hinge 11, which adopts a spherical bearing structure. The front approach bridge translation beam 20 is set at the bottom of the front approach bridge. The translation beam cooperates with the front approach bridge translation cylinder 17 to achieve lateral adjustment. The translation cylinder adopts HSG-63 / 35 type. The telescopic rod 22 is installed on the top of the translation beam. The telescopic rod is controlled by the vertical cylinder 23 of the HSG-50 / 28 type. The steering cylinder mounting seat 24 is welded to the side of the telescopic rod, and the front approach bridge steering cylinder 8 is installed. The steering cylinder adopts HSG-40 / 25 type. The piston rod is hinged to the front approach bridge front section 19 to achieve ±15° steering. Two sets of front approach bridge lower movable pad beams 5 are configured at the bottom of the front approach bridge. The pad beams are fine-tuned in position through the lower movable pad beam transverse adjustment cylinder 18. The cylinder is HSG-32 / 20 type. A front approach bridge walking, steering and lifting device 21 is provided below the front approach bridge body 9.

[0089] The front approach axle's travel system incorporates curved rubberized wheels 25, coated with a polyurethane elastomer. The travel mechanism is equipped with HSG-70 / 40 lift cylinders 10, enabling switching between the travel wheels and the translation mechanism. The left and right travel wheels are connected by a crossbeam, with an HSG-50 / 28 translation cylinder located in the middle of the crossbeam to adjust the lateral position of the travel wheels.

[0090] The present application can be used in the field of inverted arch trestle bridges, and can also be used in other fields applicable to the present application.

[0091] In another embodiment, reference Figure 1-11 Based on the improvement of Example 1, a curved tunnel synchronous lining inverted arch trestle bridge is applied to the inverted arch trestle field. The trestle bridge overlaps the trestle ends and is provided with trestle overlap seats 6, which adopt a welded box-type structure. Anti-collision guardrails 7 are installed on both sides of the top of the front approach bridge. The guardrail columns are spaced 1.2 meters apart and 1.1 meters high. The main bridge front support beam 28 adopts an H-shaped steel welded structure and forms a stable support system with the main bridge front legs.

[0092] During construction of the 400-meter radius curved tunnel, the front approach axle steering cylinder 8 adjusts the front section angle, cooperating with the movable outrigger translation mechanism to achieve overall steering. When the trestle needs to move longitudinally, the front approach axle lifting cylinder 10 lifts the rubber-coated wheels to the ground. The hydraulic motor drives the movable outriggers along the tunnel axis, and the main axle rear outrigger translation cylinder 35 simultaneously adjusts the support position. Under 6% longitudinal slope conditions, the main axle rear outrigger vertical cylinder 36 works in conjunction with the front outrigger vertical cylinders, using displacement sensor feedback to achieve precise bridge deck leveling.

[0093] The trestle features an integrated hydraulic remote control system, using a PLC controller to centrally control each actuator. A 10.4-inch touchscreen display is installed on the operator terminal, providing real-time display of cylinder pressure, displacement parameters, and equipment status. The system also features three levels of safety protection, automatically locking the travel mechanism if an eccentric load exceeds 20% of the rated value, ensuring safe construction.

[0094] However, as is well known to those skilled in the art, the working principles and wiring methods of the front approach axle steering cylinder 8, the front approach axle lifting cylinder 10, the hydraulic motor reducer 13, the front approach axle translation cylinder 17, the lower movable pad beam lateral adjustment cylinder 18, the walking vertical cylinder 23, the main bridge rear support leg translation cylinder 35 and the main bridge rear support leg vertical cylinder 36 are commonplace, and they are all conventional means or common knowledge, so they will not be elaborated here. Those skilled in the art can make any selections according to their needs or convenience.

[0095] The drawings in this application are for illustrative purposes only. The sizes and shapes of the components shown are not intended to be limiting, but are merely for illustrative purposes. In actual implementation, the components may be appropriately configured and adjusted based on specific needs and actual conditions.

[0096] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with the technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solution and inventive concept of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A synchronously lined inverted arch trestle for a curved tunnel, characterized in that: include: A main bridge body (2) and a front approach bridge body (9), wherein the front approach bridge body (9) is arranged at one end of the main bridge body (2), and the front approach bridge body (9) includes a front approach bridge rear section (16) and a front approach bridge front section (19), and the front approach bridge rear section (16) and the front approach bridge front section (19) are hingedly connected via a front approach bridge steering hinge (11); A movable leg body (3) is provided at the bottom of the main bridge body (2), and the movable leg body (3) is equipped with a hydraulic motor reducer (13) for driving the trestle to move; A main bridge rear leg body (1) is provided at the bottom of the main bridge body (2), and a main bridge rear leg translation oil cylinder (35) and a main bridge rear leg translation beam (38) are provided on the main bridge rear leg body (1), and the main bridge rear leg translation oil cylinder (35) is used to drive the main bridge rear leg translation beam (38) to perform translation adjustment; The front approach bridge body (9) is provided with a front approach bridge travel, steering and lifting device (21), and the front approach bridge travel, steering and lifting device (21) comprises a cambered travel rubber-coated wheel (25).

2. The synchronously lined inverted arch trestle for a curved tunnel according to claim 1, characterized in that: The front approach bridge walking, steering and lifting device (21) also includes: A front approach bridge translation beam (20) is arranged below the front approach bridge body (9); A front approach bridge translation oil cylinder (17) cooperates with a front approach bridge translation beam (20) to translate the front approach bridge body (9); A telescopic travel rod (22) is arranged on the top of the front approach bridge translation beam (20); A traveling vertical oil cylinder (23) is used to control the telescopic movement of the traveling telescopic rod (22); A steering cylinder mounting seat (24) is fixedly mounted on one side of the traveling telescopic rod (22); A front approach bridge steering cylinder (8) is hinged on the top of a steering cylinder mounting seat (24), and a piston rod thereof is hinged to the front section (19) of the front approach bridge for controlling the steering of the front section (19) of the front approach bridge; The front approach bridge lifting oil cylinder (10) is used to control the lifting of the front approach bridge body (9).

3. The synchronously lined inverted arch trestle for a curved tunnel according to claim 1, characterized in that: A main bridge front leg body (4) is provided at the bottom of the main bridge body (2), and a main bridge front leg vertical oil cylinder (26) and a main bridge front leg telescopic rod (27) are provided on the main bridge front leg body (4), and the main bridge front leg vertical oil cylinder (26) is used to drive the main bridge front leg telescopic rod (27) to extend and retract; The bottom of the main bridge body (2) is also provided with a main bridge front support beam (28), which forms a stable support with the main bridge front support leg body (4), and the top of the main bridge rear support leg body (1) and the bottom of the main bridge body (2) are provided with a plurality of main bridge rear support leg telescopic rods (37).

4. The synchronous lining inverted arch trestle for a curved tunnel according to claim 1, characterized in that: A movable leg crossbeam (34) is fixedly installed between the movable leg bodies (3) in the transverse direction, and a movable leg longitudinal link (12) is fixedly installed between the movable leg bodies (3) in the longitudinal direction; A walkway suspension beam (31) is provided on the top of the movable support leg cross beam (34), an inverted hanging wheel (32) is installed on one side of the walkway suspension beam (31), and a supporting wheel (33) is provided on the bottom to form a walking guide system.

5. The synchronously lined inverted arch trestle for a curved tunnel according to any one of claims 1 to 4, characterized in that: A main bridge middle cover plate (14) is provided in the middle of the main bridge body (2), and pedestrian walkway plates (15) are provided on both sides; An anti-collision column (30) is provided between the main bridge middle cover plate (14) and the pedestrian walkway plate (15), and an anti-collision corrugated plate (29) is fixedly installed on the top of the anti-collision column (30).

6. The synchronously lined inverted arch trestle for a curved tunnel according to claim 1, characterized in that: A plurality of front approach bridge lower movable pad beams (5) are provided at the bottom of the front approach bridge body (9), and a lower movable pad beam transverse adjustment oil cylinder (18) is installed. The lower movable pad beam transverse adjustment oil cylinder (18) is used to adjust the transverse position of the front approach bridge lower movable pad beam (5).

7. The synchronously lined inverted arch trestle for a curved tunnel according to claim 1 or 6, characterized in that: A trestle bridge lap seat (6) is provided at one end of the main bridge body (2) away from the front approach bridge body (9); Anti-collision guardrails (7) are provided on both sides of the top of the front approach bridge body (9).

8. The synchronously lined inverted arch trestle for a curved tunnel according to claim 1, characterized in that: The trestle integrated hydraulic remote control system adopts a PLC controller to centrally control the hydraulic motor reducer (13), the main bridge rear support leg translation cylinder (35), the walking vertical cylinder (23) and the front approach bridge steering cylinder (8).

9. The synchronously lined inverted arch trestle for a curved tunnel according to any one of claims 1 to 3, characterized in that: The trestle is used for a full-circular segment shield tunnel, the length of the front approach bridge body (9) is 19.5 meters, and the main bridge body (2) is divided into two sections and connected by clamping bolts.

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