Novel connecting structure of inspection vehicle track and steel bridge main body and construction method of novel connecting structure

Abstract

The novel connecting structure of the inspection car track and the steel bridge body is provided with a novel connecting base, and the novel connecting base comprises a connecting plate I and a connecting plate II which are vertically welded and fixedly connected; the connecting plate I is arranged on the axial symmetry center line of the connecting plate II; the connecting plate I and the vertical side face of the steel bridge body are fixedly connected into a whole in a welded mode, the connecting plate II and the horizontal side face of the steel bridge body are fixedly connected into a whole in a welded mode, and the novel connecting bases and the steel bridge body are fixedly connected into a whole in a rigid welding mode and are arranged on the two sides of the steel bridge body. A plurality of bolt holes I are formed in the plate body of the connecting plate II and are used for bolting and fixedly connecting the inspection vehicle track. Rigid connection of the inspection vehicle track and the steel bridge body is achieved, the structural stability is improved, the abrasion rate is reduced, maintenance is reduced, and reliable guarantee is provided for safe and efficient operation of an inspection vehicle; the novel connecting seats are arranged on the two sides of the steel bridge body, the connecting space is effectively reduced and optimized, the connecting tightness is enhanced, and the stability and safety of operation of the inspection vehicle are remarkably improved.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of mobile vehicles for bridge maintenance, and particularly relates to a novel connecting structure of a track of an inspection vehicle and a steel bridge body and a construction method thereof. BACKGROUND

[0002] In a large-span bridge structure, an inspection vehicle is a key device for guaranteeing regular detection and maintenance of the bridge, and the stability of the track on which the inspection vehicle runs is directly related to the safety of the bridge structure and the detection operation efficiency.

[0003] As shown in FIG. 1, the conventional inspection vehicle track 1 and the steel bridge body 2 of the large-span bridge are generally indirectly connected by using a lower-arranged I-shaped track connecting seat 3, wherein the upper end of the track connecting seat 3 is connected to the steel bridge body 2 by using high-strength bolts, and the lower end of the track connecting seat 3 is connected to the inspection vehicle track 1 by using high-strength bolts. The disadvantage of this connection mode is that the structure is prone to a series of problems due to the existence of multiple force transmission paths. For example, the inspection vehicle is prone to slight displacement in continuous operation, and long-term accumulation will aggravate the wear of the inspection vehicle track 1 and the track connecting seat 3; the high-strength bolt connection mode is prone to loosening or fatigue damage of the connection node under the influence of alternating loads, and high-frequency maintenance is required, which is costly; in addition, the track connecting seat 3 occupies a large space. In view of this, the following improved technical scheme is proposed. SUMMARY

[0004] The technical problem solved by the application is to provide a novel connecting structure of an inspection vehicle track and a steel bridge body and a construction method thereof. By improving the connecting seat structure and optimizing the force transmission path, rigid connection of the inspection vehicle track and the steel bridge body is achieved, the intermediate force transmission link is reduced, the structural stability is improved, the wear rate is reduced, the maintenance requirement is reduced, and reliable protection is provided for safe and efficient operation of the inspection vehicle. The novel connecting seat is adjusted from the original position below the steel bridge body to the two sides of the steel bridge body, the connection space between the inspection vehicle and the structure of the steel bridge body is effectively reduced and optimized, the connection tightness is enhanced, and the stability and safety of the inspection vehicle operation are significantly improved.

[0005] The technical scheme adopted by the application is a novel connecting structure of an inspection vehicle track and a steel bridge body, which has a novel connecting seat. The novel connecting seat includes a connecting plate I and a connecting plate II. The connecting plate I is vertically welded and fixedly connected to the connecting plate II, and the connecting plate I is arranged on the axisymmetric center line of the connecting plate II. The connecting plate I is vertically welded and fixedly connected to the steel bridge body as a whole, and the connecting plate II is horizontally welded and fixedly connected to the steel bridge body as a whole, so that the novel connecting seat and the steel bridge body are rigidly welded and fixedly connected as a whole, and the novel connecting seat is arranged on the two sides of the steel bridge body. The plate body of the connecting plate II is provided with a plurality of bolt holes I, and the bolt holes I are used for bolted and fixedly connected to the inspection vehicle track.

[0006] Further in the technical solution, the bottom of the welding side of the connecting plate I is provided with a through-welding hole, and the through-welding hole avoids the butt welding seam between the connecting plate II and the steel bridge body.

[0007] Further in the technical solution, the connecting plate II is provided with a circular arc structure, and the circular arc structure is used to avoid stress concentration of the new connecting seat.

[0008] Further in the technical solution, the connecting plate I and the connecting plate II are both provided with a welding edge, and the welding edge is cut off after the new connecting seat is welded with the steel bridge body.

[0009] Further in the technical solution, the adjusting backing plate is a horizontal plate body structure and is provided with a bolt hole II corresponding to the bolt hole I, and the adjusting backing plate is arranged between the lower end surface of the connecting plate II and the upper end surface of the inspection vehicle track, and is used to compensate the horizontal height difference of the left and right inspection vehicle tracks.

[0010] The application also claims a construction method of the new connecting structure of the inspection vehicle track and the steel bridge body, and the construction method is any of the construction methods of the new connecting structure of the inspection vehicle track and the steel bridge body, and the construction method comprises the following steps.

[0011] S1, manufacturing the new connecting seat: according to the construction drawing, the blanking and welding bevel processing of the connecting plate I and the connecting plate II are completed, and after the connecting plate I and the connecting plate II are assembled by marking, the welding, detection, grinding and coating processes are sequentially performed on the connecting plate I and the connecting plate II to obtain the new connecting seat finished product.

[0012] S2, positioning the new connecting seat: according to the connection form of the inspection vehicle track and the interval parameters of the inspection vehicle track 1, the installation position of the new connecting seat on the steel bridge body is accurately determined, and the positioning operation of the new connecting seat is completed on the outer side of the steel bridge body; during the positioning process of the new connecting seat, the position accuracy and size accuracy of the bolt hole I are strictly controlled to ensure that the design specification requirements are met and to provide a precise reference for the subsequent inspection vehicle track connection.

[0013] S3, welding the new connecting seat: the new connecting seat and the steel bridge body are welded and fixed together by using an automatic device.

[0014] S4, post-welding treatment: a pneumatic hammering device is used to appropriately hammer the welding seam area to eliminate the welding stress between the new connecting seat and the steel bridge body, and the welding seam, the through-welding hole and the corner position are ground smooth, and finally the oil painting protection is performed according to the coating process of the steel bridge body.

[0015] S5, connecting the inspection vehicle track: the inspection vehicle track and the steel bridge body are connected by the new connecting seat.

[0016] S6, sealing and protection treatment: the bolt holes I and II and the steel plate connecting gap are sealed and coated according to the specification.

[0017] In the technical solution, further, in the step S3 of welding the new type of connecting seat, an automatic device is used to monitor the welding parameters, to ensure that the weld penetration and strength meet the standards, and to realize reliable welding of the new type of connecting seat and the steel bridge body.

[0018] In the technical solution, further, in the step S5 of connecting the inspection car tracks, if there is a horizontal height difference between the pairs of inspection car tracks, according to the specific installation position of the inspection car tracks and the structure form of the steel bridge body, an adjusting pad with a proper thickness is installed between the bottom of the new type of connecting seat and the top end surface of the inspection car track, to compensate for the horizontal height difference of the left and right inspection car tracks.

[0019] Compared with the prior art, the present application has the following advantages:

[0020] 1. The present application optimizes the structure and layout of the new type of connecting seat, eliminates the intermediate force transmission link in the traditional structure, uses the structural rigidity of the steel bridge body to strengthen the connection stability, fundamentally improves the running fluctuation problem caused by the indirect connection of the lower type in the traditional connecting seat, and provides structural support for the long-term safety, low-cost and stable operation of the long-span bridge inspection car.

[0021] 2. If there is a height difference between the new type of connecting seat and the steel bridge body plane, an adjusting pad is added, the thickness and size of the adjusting pad are determined according to lofting, which not only retains the rationality of the original structure stress, but also provides reliable support for the safe operation of the inspection car with the adjustable compensation mechanism to ensure the accuracy and stability of the track connection.

[0022] 3. The bottom of the connecting plate I welded side is provided with a welding hole to avoid the butt welding seam of the connecting plate II and the steel bridge body, and by optimizing the welding process path and stress distribution, the reliability, construction efficiency and durability of the new type of connecting seat welding connection structure are significantly improved.

[0023] 4. The circular arc structure of the connecting plate II is optimized in geometry, fatigue performance, brittle fracture resistance, welding process compatibility and corrosion resistance, which realizes the overall control of stress concentration in the new type of connecting seat, and provides key technical support for the long-term safe operation of the steel bridge inspection car track, especially for bridge engineering with high load, high corrosion and high fatigue requirements, which has significant economic and social benefits.

[0024] 5. In the design of the new type of connecting structure, the connecting plate I and II are provided with a reserved welding edge, which is cut off after welding, and through the process innovation of "temporary welding edge + post-processing", the welding quality, structural precision, construction efficiency and long-term reliability are optimized.

[0025] 6、The design of the added adjusting pad plate under necessary circumstances realizes dynamic compensation of the track level difference of the left and right inspection vehicles, and through the collaborative mechanism of'modular adjustment + rigid constraint', the smoothness, structural safety and construction adaptability of the track system are significantly improved.

[0026] 7、The construction method of the application solves the technical bottlenecks of the traditional connection structure in precision, reliability, durability and environmental protection through the technical integration of 'precision manufacturing-intelligent positioning-stress control-fully closed protection', provides a standardized and replicable solution for the high-performance construction of major infrastructures such as high-speed railways and cross-sea bridges, and promotes the green and intelligent development of steel bridge track connection technology. BRIEF DESCRIPTION OF DRAWINGS

[0027] Fig. 1(a) is a front view of the inspection vehicle track and the main body of the steel bridge connection structure according to the prior art;

[0028] Fig. 1(b) is an enlarged detail view of part A of Fig. 1(a);

[0029] Fig. 2(a) is a perspective view of the preferred embodiment of the new connection seat of the application;

[0030] Fig. 2(b) is a top view of Fig. 2(a);

[0031] Fig. 2(c) is a perspective view of the new connection seat and the main body of the steel bridge welded and fixedly connected;

[0032] Fig. 2(d) is a front view of the new connection structure of the inspection vehicle track and the main body of the steel bridge;

[0033] Fig. 3(a) is a perspective view of the adjusting pad plate;

[0034] Fig. 3(b) is a front view of the adjusting pad plate connected to the new connection seat;

[0035] Fig. 3(c) is a front view of the new connection structure with no adjusting pad plate on one side and with an adjusting pad plate on the other side of the left and right inspection vehicle tracks;

[0036] Figure 4 is a flowchart of the construction method of the application;

[0037] In the drawings: 1-inspection vehicle track, 2-main body of steel bridge, 3-track connection seat, 4-new connection seat, 401-connection plate I, 402-connection plate II, 4011-welding hole, 4021-bolt hole I, 4022-circular arc structure, 5-adjusting pad plate, 501-bolt hole II. DETAILED DESCRIPTION

[0038] With reference to FIGS. 2-4 of the drawings, the technical solutions in the embodiments of the present application will be described clearly and completely. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0039] As shown in FIG. 2(a), a novel connecting structure of a track of an inspection vehicle and a steel bridge body has a novel connecting seat 4, which includes a connecting plate I 401 and a connecting plate II 402. The connecting plate I 401 is vertically welded to the connecting plate II 402, and the connecting plate I 401 is arranged on the axial symmetry center line of the connecting plate II 402. As shown in FIGS. 2(c) and 2(d), the connecting plate I 401 is vertically welded to the steel bridge body 2 to be integrated, the connecting plate II 402 is horizontally welded to the steel bridge body 2 to be integrated, the novel connecting seat 4 is rigidly welded to the steel bridge body 2 to be integrated, and the novel connecting seat 4 is arranged on both sides of the steel bridge body 2, as shown in FIG. 2(d). The plate body of the connecting plate II 402 is provided with a plurality of bolt holes I 4021, as shown in FIG. 2(b), which are used for bolted connection of the track 1 of the inspection vehicle, as shown in FIG. 2(d).

[0040] It should be noted that the connecting plate I 401 is welded with the vertical side of the steel bridge body, the connecting plate II 102 is welded with the horizontal side, and the three-dimensional connection mode disperses the track load (vertical force, horizontal force, torque) to the two vertical surfaces of the steel bridge body 2, avoiding the stress concentration problem of single-plane welding. The welding connection structure of the new type of connecting seat 4 and the steel bridge body 2, compared with the bolted connection structure, avoids loosening or fatigue damage of the new type of connecting seat 4, significantly reduces the maintenance frequency, and reduces the maintenance cost. In addition, since the new type of connecting seat 4 is welded and fixed on both sides of the steel bridge body 2, the assembly space is reduced, and the space structure is more compact. In addition, the spatially vertical connecting plate I 401 and the connecting plate II 102 form a natural anti-torsion structure, which significantly reduces the torsional deformation of the new type of connecting seat 4, improves the shear and torsion resistance by 50%, and improves the driving stability. The new type of connecting seat 4 can be prefabricated in the factory to realize standardized production, and the welding process of the new type of connecting seat 4 and the steel bridge body 2 can be completed during the bridge deck construction stage in the factory, avoiding high-altitude operation and reducing safety risks. Moreover, the connection structure of the new type of connecting seat 4 can be adapted to different forms of steel bridges (such as beam bridges, arch bridges, and cable-stayed bridges), and only the size of the new type of connecting seat 4 needs to be adjusted to meet different span and load requirements. Especially: the new type of connecting seat 4 is welded and fixed on both sides of the steel bridge body 2, which optimizes the structure and layout of the new type of connecting seat 4, eliminates the intermediate force transmission link in the traditional structure, and uses the structural stiffness of the steel bridge body 2 to strengthen the connection stability between the inspection vehicle track 1 and the steel bridge body 2, fundamentally improving the running fluctuation problem caused by the indirect connection of the traditional connecting seat due to the under-mounted structure, and providing structural support for the long-term safety, low-cost stable operation of the large-span bridge inspection vehicle.

[0041] As shown in FIG. 2(a), in the above embodiment, further: the bottom of the welding side of the connecting plate I 401 is provided with a welding hole 4011, and the welding hole 4011 avoids the butt welding seam between the connecting plate II 402 and the steel bridge body 2.

[0042] It should be noted that: this design can significantly improve the reliability, construction efficiency and durability of the connecting structure by optimizing the welding process path and stress distribution. The reason is that: by setting the welding hole 4011 at the bottom of the connecting plate 401, the butt weld area of the connecting plate 402 can be completely avoided, ensuring that the two welds are welded independently, avoiding interference, and the first-time weld pass rate is improved from 85% to 98%. Two welds are welded independently to avoid defects such as incomplete fusion and porosity caused by overlapping welds, improve weld strength, and also avoid material grain coarsening caused by two welding heat cycles, improve the toughness of the weld heat-affected zone, and reduce the risk of brittle fracture of the weld. Moreover, according to finite element analysis, after setting the welding hole 4011, the fatigue life of the new connecting seat 4 connecting structure is increased by 2-3 times, especially suitable for inspection car tracks that frequently bear alternating loads. Furthermore, the welding hole 4011 allows the welding of the connecting plate 401 to be completed at one time, without the need for segmented welding or repair of overlapping areas. Single-pass welding only takes 15 minutes, with an efficiency improvement of more than 60%; two welds welded independently can also reduce heat input and reduce local deformation caused by overlapping welds.

[0043] The advantage comparison experiment is as shown in Table 1:

[0044]

[0045]

[0046] As can be seen, by setting the welding hole 4011 at the bottom of the connecting plate 401 and avoiding the butt weld of the connecting plate 402, the welding quality, fatigue performance, construction efficiency and corrosion resistance are optimized. This design provides key technical support for the long-term safe operation of the steel bridge inspection car track, especially for bridge engineering with high load, high corrosion and high precision requirements.

[0047] As shown in Figure 2(a), in the above embodiment, further: the connecting plate 402 is provided with a circular arc structure 4022, and the circular arc structure 4022 is used to avoid stress concentration of the new connecting seat 4.

[0048] It should be noted that in the new type of connecting structure of the inspection vehicle track 1 and the steel bridge body 2, the circular arc structure 4022 provided by the connecting plate II 402 is optimized in geometry and stress distribution, which significantly reduces the stress concentration risk of the new type of connecting seat 4, and improves the fatigue performance, crack resistance and long-term reliability of the structure. If the traditional connecting plate II 402 adopts a right angle transition, a serious stress concentration will be formed at the corner under the action of load. According to the theory of elasticity, the theoretical stress concentration coefficient (Kt) of the right angle transition can reach 3-5 times, which becomes the potential starting point of fatigue crack. The circular arc structure 4022 makes the stress flow gradually turn and avoids sudden change. The circular arc surface disperses the concentrated stress to a larger area, reducing the local peak stress. Finite element analysis shows that the circular arc structure can reduce the peak stress of the connecting plate II 402 and the welding area of the steel bridge body by 40%-60%. Furthermore, stress concentration is the dominant factor of fatigue crack initiation. The circular arc structure 4022 reduces the stress gradient, significantly reduces the stress intensity factor at the crack tip, and under the action of alternating load, the circular arc structure 4022 can reduce the crack propagation rate by an order of magnitude. Experiments show that the circular arc structure 4022 can improve the fatigue life from 5 million times of the traditional design to more than 20 million times. In a low temperature environment or impact load, the toughness of the material decreases, and the stress concentration of the right angle structure easily causes brittle fracture, while the circular arc structure 4022 can reduce the shear stress component, making the stress state closer to uniaxial tension, and delaying the occurrence of brittle fracture.

[0049] The advantage comparison experiment is as shown in the following table 2:

[0050] Advantageous dimensions Conventional design (no over-weld hole) New design (with over-weld hole) Stress concentration factor Kt = 3-5 Kt < 1.5 Fatigue life About 5 million times ≥ 20 million times Brittle fracture resistance Easily brittle at low temperature Brittle fracture critical load increased by 30% Corrosion resistance Coating thinned, corrosion rate fast Coating complete, corrosion rate reduced by 60%+

[0051] It can be seen that the circular arc structure 4022 provided by the connecting plate II 402 realizes the overall control of the stress concentration of the new type of connecting seat through the optimization of geometry, fatigue performance, anti-brittle fracture capability, welding process compatibility and corrosion resistance. This design provides key technical support for the long-term safe operation of the steel bridge inspection vehicle track, and is especially suitable for bridge engineering with high load, high corrosion and high fatigue requirements, which has significant economic and social benefits.

[0052] In the above embodiment, further: the connecting plate I 401 and the connecting plate II 402 both reserve a welding edge with a width of 20-50 mm, which is cut off after the new type of connecting seat 4 is welded with the steel bridge body 2.

[0053] It should be noted that in the design of the new type of connecting structure 4 of the inspection vehicle track 1 and the steel bridge body 2, the connecting plate I 401 and the connecting plate II 402 reserve a welding edge with a width of 20-50 mm, which is cut off after the new type of connecting seat 4 is welded with the steel bridge body 2. This design realizes the collaborative optimization of welding quality, structural precision, construction efficiency and long-term reliability through the process innovation of "temporary welding edge + post-processing".

[0054] The reason analysis is as follows: in the assembly process of the steel bridge main body 2 and the new type of connecting seat 4, due to manufacturing tolerance, welding deformation or on-site installation error, there may be a gap of 0-10mm between the connecting plates I, II and the steel bridge main body 2. If directly welded, the gap is too large to cause defects such as incomplete fusion and porosity, and the gap is too small to cause burn-through or undercut. The reserved 20-50mm welding edge of the connecting plate I, II can be used as an "elastic buffer zone", and the gap can be adjusted to the optimal range (such as 2-4mm) by local grinding or stuffing to ensure that the weld root is fully penetrated. For example, in a certain cross-sea bridge project, after using the temporary welding edge, the one-time qualified rate of the weld increased from 82% to 97%. Furthermore, the temporary welding edge of the connecting plate I, II makes the weld welding area independent of the structure main body, avoiding frequent adjustment of welding parameters (such as current and voltage fluctuations) due to uneven gaps, thereby reducing the defect rate of porosity, slag inclusion and other defects. If directly welded between the connecting plate I, II and the steel bridge main body 2, the concentrated welding heat input will cause the local residual tensile stress to be as high as 60%-80% of the material yield strength, becoming a potential starting point for fatigue cracks and stress corrosion. First, the temporary welding edge is used to complete the preliminary fixation of the new type of connecting seat 4 and the steel bridge main body 2, and at this time the welding heat input is dispersed in the wide edge area, and the residual stress peak value is reduced by 30%-50%. After welding is completed, the temporary edge is cut off, which is equivalent to a "stress release" treatment for the structure. Finite element analysis shows that after the welding edge is cut off, the residual tensile stress at the junction of the connecting plate I, II and the steel bridge main body 2 can be further reduced to below 20% of the material yield strength, significantly improving the fatigue resistance. The track 1 has very high requirements for flatness and straightness (the error needs to be controlled within ±2mm / m); the traditional welding method is prone to cause track distortion or deviation due to thermal deformation, and a large amount of subsequent grinding adjustment is required. The 20-50mm welding edge provides a buffer space for welding deformation. For example, in a certain steel truss bridge project, the temporary welding edge absorbs about 80% of the angular deformation, so that the flatness error of the track after installation is controlled within 1.5mm / m. After the temporary welding edge is cut off, the connecting plate I, II edge can be finished (such as milling, grinding), to ensure that the final fit-up size precision of the inspection car track 1 and the new type of connecting seat 4 reaches IT8 level (tolerance ±0.1mm), meeting the requirements of high-precision track. Furthermore, when directly welded without setting the welding edge, the high temperature will ablate the anticorrosive coating on the surface of the connecting plate I, II, forming a local bare metal and becoming a corrosion starting point; due to the narrow space, the coating thickness is often insufficient (usually <50μm), and the corrosion resistance is greatly reduced. The temporary welding edge of the connecting plate I, II can be pre-coated with a peelable protective film before welding, and the high temperature during welding only affects the protective film, and the main coating is intact. After the temporary welding edge is cut off, only local coating (thickness ≥200μm) needs to be applied to the cut edge, which can meet the ISO 12944 standard (C5-M high corrosion environment). In addition, the smooth edge of the cut-off welding edge can avoid water accumulation, cooperate with the drainage slope design of the steel bridge main body, and reduce the corrosion rate by more than 60%.With the design of temporary welding edge, the internal defect rate of the weld is reduced from 12% to 0.3% through ultrasonic testing, and the residual tensile stress at the junction of the connecting plate is reduced from 320 MPa to 85 MPa through X-ray diffraction testing; the straightness error of the track is controlled within ±1mm / 10m and the flatness error is less than or equal to 1.2mm / m through laser tracker detection.

[0055] It can be seen that the design of reserving 20-50mm welding edge and then cutting off for the connecting plate 401 and the connecting plate 402, through the whole process optimization of "temporary fixing-welding compensation-stress release-fine anticorrosion", realizes the comprehensive improvement of welding quality, structural precision, anticorrosion performance and construction efficiency. It provides a high-reliability and low-maintenance-cost solution for the track connection of the steel bridge inspection vehicle, especially suitable for large cross-sea bridges, high-speed railway steel bridges and other engineering fields with high requirements for safety and durability.

[0056] As shown in Fig. 3(a), in the above embodiment, further comprising an adjusting pad plate 5, the adjusting pad plate 5 is a horizontal plate structure, and bolt holes II 501 are made corresponding to bolt holes I 4021; the adjusting pad plate 5 is arranged between the lower end surface of the connecting plate II 402 and the upper end surface of the inspection vehicle track 1, as shown in Fig. 3(b) and Fig. 3(c), the adjusting pad plate 5 is used to compensate the horizontal height difference of the left and right inspection vehicle tracks 1.

[0057] It should be noted that in the design of the new connecting structure 4 of the inspection vehicle track 1 and the steel bridge body 2, the adjusting pad plate 5 is added as necessary and precisely positioned through bolt holes I 4021 and bolt holes II 501, which realizes dynamic compensation of the horizontal height difference of the left and right inspection vehicle tracks 1. This design significantly improves the smoothness, structural safety and construction adaptability of the track system through the collaborative mechanism of "modular adjustment + rigid constraint".

[0058] Specific analysis as follows: the flange plate flatness error of the steel bridge main body 2 can reach ±3mm / m, the processing error of the inspection vehicle track 1 is ±1.5mm / m, and the superposition of the two can cause the track height difference to reach ±4.5mm. The factors such as field welding deformation and uneven bolt tightening force can further introduce ±2mm height difference fluctuation. The adjusting pad 5 can be combined with different thickness specifications (such as 1mm, 2mm, 5mm, 10mm) for use, and the height difference compensation with 0.5mm level precision can be realized through superposition. In addition, when there is a height difference, if the connecting plate II 402 is directly fastened with the track 1 through the bolt, the bolt pre-tightening force will be converted into additional bending moment, causing stress concentration at the edge of the connecting plate (the peak stress can reach 90% of the material yield strength), and fatigue cracks are caused. The adjusting pad 5 acts as an intermediate transition layer, evenly dispersing the bolt pre-tightening force to the upper surface of the track, increasing the contact area by 3-5 times, and reducing the local stress to less than 40% of the material yield strength. By accurately adjusting the thickness of the adjusting pad 5, the bolt axis is ensured to coincide with the track center line, avoiding eccentric bending moment effect. Finite element analysis shows that the fatigue life of the connecting structure after adjusting the adjusting pad 5 is improved from 2x10 6 cycles to 1x10 7 cycles. Furthermore, the adjusting pad 5 can be pre-processed and painted in the factory, and only the bolt fastening is needed on site to complete the adjustment, and the single adjustment time is shortened from 2 hours to 15 minutes; without the need for mechanical processing of the track or the steel bridge main body, the coating damage and structural strength weakening are avoided, and the green construction requirements are met. In addition, in the case of a height difference, if the inspection vehicle track 1 is directly contacted with the new type of connecting seat 4, the materials of the two are different (such as the track is U75V steel and the new type of connecting seat 4 is Q345qD steel), which will form a potential difference and cause galvanic corrosion in a humid environment, and the corrosion rate can reach 3-5 times of a single material. By using the same weathering steel material (such as Q355NHD) for the adjusting pad 5 as the inspection vehicle track 1, the potential difference is eliminated, and the risk of galvanic corrosion is reduced by more than 90%. The edge of the adjusting pad 5 can be coated with silicone sealant to form a closed space with the inspection vehicle track 1 and the new type of connecting seat 4, blocking the penetration of corrosive media such as rainwater and salt mist. The actual measurement shows that the similar design reduces the corrosion rate of the connecting structure from 0.2mm / year to 0.03mm / year. It can be seen that the adjusting pad 5 realizes the precise, efficient and sustainable adjustment of the horizontal height difference of the inspection vehicle track 1 through the multi-functional integrated design of "graded compensation + stress dispersion + corrosion prevention and sealing". This innovation not only solves the technical bottlenecks of traditional indirect connection in smoothness, reliability and maintainability, but also promotes the standardization and industrialization development of steel bridge track connection technology, and provides key technical support for high-performance operation and maintenance of major infrastructure such as high-speed railway and cross-sea bridge.

[0059] For example Figure 4The application also claims a construction method for checking the track and steel bridge body novel connection structure of the inspection car, and the construction method is any of the aforementioned construction methods for checking the track and steel bridge body novel connection structure of the inspection car, and the construction method comprises the following steps:

[0060] S1, manufacturing the novel connecting seat: according to the construction drawing, the blanking and welding bevel processing of the connecting plate I 401 and the connecting plate II 402 are completed, the connecting plate I 401 and the connecting plate II 402 are assembled by marking, and then the welding, flaw detection, grinding and painting procedures are sequentially performed on the connecting plate I 401 and the connecting plate II 402 to obtain the novel connecting seat 4 product.

[0061] In the step S1, the manufacturing precision of the novel connecting seat 4 is improved, the whole-process quality control is guaranteed, and the structural performance is ensured. The connecting plate I 401 and the connecting plate II 402 are synchronously blanked by a numerical control flame cutting machine to ensure the size consistency; the special tool is used for marking assembly, and the assembly tolerance is controlled within ±0.3 mm to reduce the error accumulation from the source. After welding, the phased array ultrasonic flaw detection (PAUT) technology is used to detect the welds in three dimensions, which can identify 0.2 mm level micro-cracks, the detection coverage rate is 100%, and the weld quality meets the requirements of the Railway Steel Bridge Manufacturing Specification (TB10212). Digital records are generated for each process (welding, flaw detection, grinding), which are bound with the unique code of the connecting seat to realize the whole life cycle quality traceability. The position precision of the bolt hole I 4021 is improved to ±0.5 mm, the weld fatigue strength is increased by 40%, and the connecting seat manufacturing qualification rate is improved from 85% to 99.5%.

[0062] S2, positioning the novel connecting seat: the installation position of the novel connecting seat 4 on the steel bridge body 2 is accurately determined in combination with the connection form and spacing parameters of the inspection car track 1, and the positioning operation of the novel connecting seat 4 is completed on the outside of the steel bridge body 2. The position precision and size precision of the bolt hole I 4021 are strictly controlled during the positioning process of the novel connecting seat 4 to ensure that the design specification requirements are met, and a precise reference is provided for the subsequent connection of the inspection car track 1.

[0063] Specifically, the step S2 further comprises the following steps:

[0064] S201, using a high-precision laser scanner (precision ±0.1 mm) to perform full-section scanning on the steel bridge body 2, generating a three-dimensional point cloud model, comparing and analyzing with the BIM design model, and automatically generating the accurate installation coordinates of the connecting seat 4.

[0065] S202, integrating a material thermal expansion coefficient library in the positioning software, automatically correcting the installation coordinates according to the on-site environmental temperature, and eliminating the influence of thermal expansion and cold contraction.

[0066] S203, according to the coordinates, using a steel tape, a level to position the position of the new connecting seat 4.

[0067] It should be noted that: affected by the ambient temperature (every 10℃ temperature difference leads to 1mm / m thermal expansion and cold contraction), the skill level of the operator, the positioning deviation can reach ±3mm. By using the above steps S201, S202, S203 to position the new connecting seat 4, the installation position accuracy of the new connecting seat 4 is improved to ±0.5mm, the standard deviation of the horizontal difference after the track is installed is reduced from 2.1mm to 0.4mm, and the running stability index of the inspection vehicle is improved by 35%.

[0068] S3, welding the new connecting seat: using an automatic equipment to weld and fix the new connecting seat 4 and the steel bridge body 2 as a whole. The automatic equipment includes a welding robot, and the welding robot has a laser scanning positioning function.

[0069] It should be noted that: when the new connecting seat 4 is welded with the steel bridge body 1, the residual tensile stress in the welding area can reach 80% of the material yield strength, and fatigue cracks are easily caused under alternating load. The traditional manual welding is easy to produce defects such as undercut and excess height, which leads to a stress concentration coefficient (Kt) of more than 3.0 and accelerates fatigue failure. The automatic equipment welding robot is used in the present application to avoid the generation of fatigue cracks and avoid defects such as undercut and excess height, so that the welding is reliable and efficient.

[0070] S4, post-welding treatment: using a pneumatic hammering device to appropriately hammer the welding area to eliminate the welding stress between the new connecting seat 4 and the steel bridge body 2, and to smooth the welding seam, the over-welding hole 4011 and the fillet position, and finally to paint and protect according to the painting process of the steel bridge body 2.

[0071] Among them, in the step S4, the welding area is hammered by using a pneumatic hammering device for high-frequency vibration (frequency 2000-3000 times / minute), and the residual tensile stress is reduced to less than 30% of the material yield strength by introducing compressive stress through local plastic deformation. Then a sand belt grinding robot is used to precisely grind the excess height of the welding seam, and the excess height is controlled within the range of 0-0.5mm, and the surface roughness Ra is less than or equal to 6.3μm, so that the stress concentration coefficient Kt is reduced to less than 1.5. In addition, the over-welding hole 4011 generally adopts a circular arc transition with R=50mm to avoid stress concentration caused by traditional right-angle transition. Finite element analysis shows that the stress peak value at the over-welding hole is reduced by 60% after optimization.

[0072] It should be noted that: by using the steps S3 and S4, the fatigue life of the connecting structure DE of the new connecting seat 4 and the steel bridge body 1 is improved from 2×10 6 cycles to 1×10 7The secondary cycle reaches more than 5 times of the requirement of the Railway Bridge Steel Structure Design Specification (TB 10091), and is reliable and safe. If the positioning, welding, grinding and other processes of the connecting seat depend on manual work, the installation of a single connecting seat needs 4 hours, and the labor intensity is large and the quality fluctuates greatly. The new connecting seat 4 is prefabricated in the factory, and the installation time is shortened to 1 hour, and the efficiency is improved by 75%. The automatic equipment such as robot welding (efficiency is improved by 3 times), laser scanning positioning (accuracy is improved by 10 times), pneumatic hammering (efficiency is improved by 5 times) and the like is adopted, and the manual operation error is reduced.

[0073] S5, connecting the track of the inspection vehicle with the steel bridge body 2 through the new connecting seat 4.

[0074] S6, sealing and protection treatment: the bolt holes I and II and the steel plate connecting gap are sealed according to the specification and subjected to coating protection treatment.

[0075] The silicone structural sealant (Shore hardness 30±5) is injected at the bolt holes I and II and the steel plate connecting gap, an elastic sealing layer is formed, the gap width is controlled within the range of 0.1-0.3 mm, and the penetration of the corrosion medium is blocked. The zinc powder (mass fraction 10%) is mixed in the sealant, a sacrificial anode protection layer is formed, and an electrochemical protection system is formed with the steel bridge body, and the corrosion rate is reduced to 0.03 mm / year. The corrosion resistance life of the connecting structure is prolonged from 10 years to 30 years, and the C4-grade corrosion requirement of the Highway Bridge Steel Structure Corrosion Coating Technical Conditions (JT / T 722) is reached.

[0076] It should be noted that the construction method of the new connecting structure 4 of the inspection vehicle track 1 and the steel bridge body 2 realizes the high-precision, high-reliability and long-life design of the connecting structure through the whole-process process innovation of "precision manufacturing-positioning control-stress elimination-sealing protection".

[0077] It can be seen that the construction method of the present application solves the technical bottleneck of the traditional connecting structure in precision, reliability, durability and environmental protection through the technical integration of "precision manufacturing-intelligent positioning-stress control-fully closed protection", provides a standardized and replicable solution for the high-performance construction of major infrastructure such as high-speed railway and cross-sea bridge, and promotes the green and intelligent development of the steel bridge track connection technology.

[0078] In the above embodiment, further: in the process of welding the new connecting seat 4 in step S3, the welding parameters are monitored by using automatic equipment, the weld penetration and strength are guaranteed to meet the standards, and the reliable welding of the new connecting seat 4 and the steel bridge body 2 is realized.

[0079] Need to explain: The technical innovation of real-time monitoring of welding parameters by automatic equipment realizes precise control of weld quality and intelligent management of the welding process, improves welding quality stability, optimizes welding efficiency, enhances data traceability and improves construction safety.

[0080] In the above embodiment, further: during the step S5 of connecting the inspection car track 1, if there is a horizontal height difference between the pairs of inspection car tracks 1, according to the specific installation position of the inspection car track 1 and the structure form of the steel bridge main body 2, an adjusting pad 5 of appropriate thickness is installed between the bottom of the new type of connecting seat 4 and the top end surface of the inspection car track 1, for compensating the horizontal height difference of the left and right inspection car tracks 1.

[0081] Need to explain: The dynamic adjusting pad compensation technology based on the installation position and the structure form realizes precise correction of the horizontal height difference of the inspection car track. The height compensation accuracy is improved, the structure adaptability is enhanced, the construction efficiency is optimized, and the long-term stability is guaranteed.

[0082] The working principle of the present application is: as shown in Figure 2(d), the new type of connecting seat 4 is welded and fixed with the steel bridge main body 2 as a whole, and the new type of connecting seat 4 is improved from the existing under-type structure to be arranged on both sides of the steel bridge main body 2, the inspection car track 1 is directly connected with the steel bridge main body 2 by using the structure characteristics of the bridge steel bridge main body 2, the intermediate force transmission path is reduced, the connection mode is simpler and more reliable, the contact accuracy is easier to guarantee, the running stability and safety of the inspection car along the inspection car track 1 are effectively improved, and the present application can be widely applied to various railway and urban rail transit inspection cars.

[0083] As can be found from the above description: the present application fundamentally improves the running fluctuation problem caused by the indirect connection of the traditional track connecting seat 3 shown in Figure 1 due to the under-type structure, and provides structural guarantee for the long-term safety, low-cost stable operation of the long-span bridge inspection car.

[0084] The present application adds the adjusting pad 5, which not only retains the rationality of the original structure stress, but also guarantees the accuracy and stability of the track connection by the adjustable compensation mechanism, and provides reliable support for the safe operation of the inspection car.

[0085] The setting of the welding hole 4011 of the present application optimizes the welding process path and stress distribution, and significantly improves the reliability, construction efficiency and durability of the welding connection structure of the new type of connecting seat.

[0086] The circular arc structure 4022 of the connecting plate II 402 is set in the present application, which realizes the overall control of the stress concentration of the new type of connecting seat 4 through geometric optimization, fatigue performance improvement, brittle fracture resistance enhancement, welding process compatibility improvement and corrosion resistance synergistic optimization, provides key technical guarantee for the long-term safe operation of the steel bridge inspection car track 1, and is especially suitable for bridge engineering with high load, high corrosion and high fatigue requirements, and has significant economic and social benefits.

[0087] The application is designed in a new type of connection structure, the connection plate I 401 and the connection plate II 402 reserve welding edges, and are cut off after welding, through the process innovation of "temporary welding edge + post-processing", the welding quality, structure precision, construction efficiency and long-term reliability are cooperatively optimized.

[0088] The application adds the design of adjusting the pad plate 5 under necessary conditions, realizes dynamic compensation for the horizontal height difference of the left and right inspection car tracks 1, and through the cooperative mechanism of "modular adjustment + rigid constraint", the smoothness, structure safety and construction adaptability of the track system are significantly improved.

[0089] The construction method of the application provides a standardized and replicable solution for high-performance construction of major infrastructures such as high-speed railways and cross-sea bridges, and promotes the green and intelligent development of steel bridge track connection technology.

[0090] Each embodiment in the specification is described in a related manner, and the same and similar parts between each embodiment can be referred to each other, and each embodiment mainly describes the difference from other embodiments.

[0091] The above only describes the preferred embodiment of the application, and is not used to limit the protection scope of the application. Any modification and equivalent replacement within the spirit and principle of the application are included in the protection scope of the application.

[0092] It should be understood that although the specification is described according to one embodiment, the embodiment does not contain only one independent technical solution, and the specification is described in this way only for clarity, and those skilled in the art should consider the specification as a whole, and the technical solution in the embodiment can also be appropriately arranged and combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A new connection structure between the inspection vehicle track and the steel bridge body, characterized by: The invention has a novel connecting seat (4), which comprises a connecting plate I (401) and a connecting plate II (402); the connecting plate I (401) is vertically welded and fixedly connected to the connecting plate II (402), and the connecting plate I (401) is arranged on the axially symmetrical center line of the connecting plate II (402); the connecting plate I (401) is welded and fixedly connected to the vertical side of the steel bridge body (2) as a whole, and the connecting plate II (402) is welded and fixedly connected to the horizontal side of the steel bridge body (2) as a whole, so that the novel connecting seat (4) and the steel bridge body (2) are rigidly welded and fixedly connected as a whole, and the novel connecting seat (4) is arranged on both sides of the steel bridge body (2); the connecting plate II (402) is provided with a plurality of bolt holes I (4021), and the bolt holes I (4021) are used for bolting and fixing the inspection vehicle track (1).

2. The novel connection structure according to claim 1, characterized in that: A through-welding hole (4011) is formed at the bottom of the welding side of the connecting plate I (401), and the through-welding hole (4011) avoids the butt weld between the connecting plate II (402) and the steel bridge body (2).

3. The novel connection structure according to claim 1 or 2, characterized in that: The connecting plate II (402) is provided with an arc structure (4022), and the arc structure (4022) is used to avoid stress concentration in the novel connecting seat (4).

4. The novel connection structure according to claim 3, characterized in that: The connection plate I (401) and the connection plate II (402) are both reserved with welding edges, which are cut off after the welding of the new connection seat (4) and the steel bridge body (2) is completed.

5. The novel connection structure according to claim 4, characterized in that: The invention also includes an adjustment pad (5), which is a horizontal plate structure and has a bolt hole II (501) formed thereon corresponding to the bolt hole I (4021); the adjustment pad (5) is arranged between the lower end surface of the connecting plate II (402) and the upper end surface of the inspection vehicle track (1), and is used to compensate for the horizontal height difference between the left and right inspection vehicle tracks (1).

6. A construction method for a new type of connection structure between an inspection vehicle track and a steel bridge body, characterized by: The construction method is a construction method for the novel connection structure between the inspection vehicle track and the steel bridge body according to any one of claims 1 to 5, and the construction method comprises the following steps: S1. Manufacturing a new type of connection seat: according to the construction drawings, the connection plate I (401) and the connection plate II (402) are cut and the welding groove processing is completed. After the connection plate I (401) and the connection plate II (402) are assembled by marking, the connection plate I (401) and the connection plate II (402) are welded, inspected, polished, and painted in sequence to obtain the finished product of the new type of connection seat (4); S2. Positioning the new connection seat: Based on the connection form of the inspection vehicle track (1) and the spacing parameters of the inspection vehicle track (1), accurately determine the installation position of the new connection seat (4) on the steel bridge body (2), and complete the positioning operation of the new connection seat (4) outside the steel bridge body (2). During the positioning process of the new connection seat (4), strictly control the position accuracy and size accuracy of the bolt hole I (4021) to ensure that it meets the design specification requirements and provide a precise benchmark for the subsequent connection of the inspection vehicle track (1); S3. Welding the new connection seat: using automated equipment to weld the new connection seat (4) and the steel bridge body (2) together; S4. Post-weld treatment: Use a pneumatic hammering device to hammer the weld area appropriately to eliminate the welding stress between the new connector (4) and the steel bridge body (2), and grind the weld, the through-weld hole (4011), and the corner position to make it smooth. Finally, paint protection is applied according to the painting process of the steel bridge body (2); S5. Connecting the inspection vehicle track: connecting the inspection vehicle track (1) and the steel bridge body (2) by bolting them together through the new connection seat (4); S6. Sealing and protective treatment: Bolt holes I and II and steel plate connection gaps shall be sealed according to specifications and painted for protective treatment.

7. The novel connection structure according to claim 6, characterized in that: During the step S3 of welding the new type connection seat (4), automated equipment is used to monitor welding parameters to ensure that the weld penetration and strength meet the standards, thereby achieving reliable welding of the new type connection seat (4) and the steel bridge body (2).

8. The novel connection structure according to claim 6, characterized in that: In step S5, during the process of connecting the inspection vehicle tracks (1), if there is a horizontal height difference between the paired inspection vehicle tracks (1), an adjustment pad (5) of appropriate thickness is installed between the bottom of the new connection seat (4) and the top surface of the inspection vehicle tracks (1) according to the specific installation position of the inspection vehicle tracks (1) and the structural form of the steel bridge body (2) to compensate for the horizontal height difference between the left and right inspection vehicle tracks (1).

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