High-speed railway bridge construction rapid protection method adjacent to built operation station yard

Abstract

This invention discloses a rapid protection method for adjacent construction of high-speed railway bridges spanning existing operational stations, belonging to the field of high-speed railway construction technology. The method first integrates the opening plans of the existing operational station below based on a digital twin model, confirms the completion milestones of the main structure of the overpass bridge, and ensures implementation progress through real-time monitoring via the Internet of Things. Subsequently, access control systems are installed at both ends of the beam transport channel, and standardized rigid barriers are quickly installed onto the existing bridge column structures on both sides of the beam transport channel using clamps, forming a closed beam transport channel. Finally, a permanent sound barrier is installed on the outermost side of the priority construction line, serving as a reliable temporary rigid barrier during subsequent ancillary structure construction. This method achieves full-process collaboration from intelligent planning and dynamic risk management to the functional reuse of permanent structures, improving construction efficiency and reducing protection costs while ensuring the safety of existing operational stations.

Description

Technical Field

[0001] This invention generally relates to the field of high-speed railway construction technology, and specifically to a rapid protection method for adjacent construction of high-speed railway bridges spanning existing operational stations. Background Technology

[0002] In the field of high-speed railway construction, "construction near an operating line" specifically refers to new construction projects carried out alongside existing railway lines. The core challenge lies in ensuring that new construction work does not affect the safety and normal operation of the existing lines. With increasingly dense railway networks and the parallel intersection of new and old lines, this "railway-to-rail" adjacent construction environment has become extremely complex, and the safety pressure is unprecedentedly severe.

[0003] Traditional management models relying on manual monitoring and static regulations have shown limitations in responding to high-density traffic, confined spaces, and dynamic risks, exhibiting slow response times and blind spots. On the other hand, while physical barriers that prioritize absolute safety (such as permanent high-strength concrete retaining walls) provide reliable protection, they also incur high costs and long construction periods, creating a significant contradiction between safety redundancy and cost redundancy. Therefore, the industry urgently needs an advanced protection strategy that can balance safety, efficiency, and cost. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the existing technology, it is desirable to provide a rapid protection method for high-speed railway bridges spanning adjacent construction sites of existing operational stations.

[0005] This invention provides a rapid protection method for adjacent construction work on high-speed railway bridges spanning existing operational stations, comprising:

[0006] Based on the intelligent construction management platform, the opening plans of the existing operational stations below are integrated to determine the completion node of the main structure of the overpass bridge in the proposed high-speed railway bridge; the main structure of the overpass bridge is the construction area that the proposed high-speed railway bridge crosses relative to the existing operational stations, and the main structure of the overpass bridge includes at least: the formed main bridge deck and the bridge column structure set on the main bridge deck.

[0007] Based on the completion milestone, monitor the construction progress of the main structure of the overpass so that the main structure of the overpass is completed before the opening of the existing operational station.

[0008] Based on the location of the completed overpass main structure and in conjunction with the bridge column structure, a controlled, enclosed beam transport channel is constructed, equipped with an access control system and a detachable isolation structure, forming a falling object barrier; the beam transport channel is located in the middle of the main bridge deck, and the bridge column structure is located on both sides of the beam transport channel;

[0009] The sound barrier structure is constructed on the outermost bridge deck of the high-speed railway bridge so that the installed sound barrier structure can be used as a temporary hard protective structure to isolate the high-speed railway bridge construction area from the existing operating station during the construction of the high-speed railway bridge ancillary structures.

[0010] According to the technical solution provided by the present invention, based on an intelligent construction management platform, the opening plans of existing operational stations below are integrated to determine the completion milestones of the main structure of the overpass bridge in the proposed high-speed railway bridge, including:

[0011] Establish a digital twin model that includes the proposed high-speed railway bridge and the existing operational station.

[0012] The planned opening dates of the existing operational stations are integrated into the model, and construction simulations are performed to determine the completion milestones of the main structure of the overpass.

[0013] According to the technical solution provided by the present invention, monitoring the construction progress of the main structure of the overpass bridge based on the completion node includes:

[0014] By deploying IoT sensors and image acquisition devices at the construction site, construction progress data is acquired in real time and compared with the planned progress corresponding to the completion node to obtain corresponding early warning information. The early warning information is used to reflect the current construction progress status of the main structure of the overpass.

[0015] According to the technical solution provided by the present invention, based on the location of the completed main structure of the overpass and in conjunction with the bridge column structure, an access control and protection system and a detachable isolation structure are installed, including:

[0016] Confirm the locations of the first and last ends of the main structure of the overpass, and install an access control system at each of the first and last ends.

[0017] The access control and protection system has a first working state and a second working state. The first working state is the system open state, in which the beam transport channel is connected to the external channel. The second working state is the system closed state, in which the beam transport channel is closed. The first working state and the second working state are switched by identifying the relative distance between the beam transport vehicle and the access control and protection system.

[0018] The access control and protection system includes at least: a main gate frame installed at the corresponding location of the beam transport channel and protective nets installed on both sides of the main gate frame; an inner frame is also installed on the main frame, and the main frame and the inner frame are constructed using a first steel pipe and a second steel pipe, respectively; a polyurethane-coated wheel is installed at the bottom of one end of the main gate frame, and the other end is fixed to the main bridge surface with a first expansion bolt; the protective net is a plastic-coated galvanized iron wire mesh, and the plastic-coated galvanized iron wire mesh is edged with a third steel pipe, and the third steel pipe is fixed to the main bridge surface with a second expansion bolt.

[0019] According to the technical solution provided by the present invention, the bridge column structure consists of multiple concrete bridge columns arranged on both sides of the main bridge deck along the extension direction of the main bridge deck; the isolation structure includes at least: welded clamps and connecting steel plates, and connecting beams connected to the welded clamps and connecting steel plates.

[0020] Based on the location of the completed main structure of the overpass and in conjunction with the bridge column structure, an access control and protection system and a detachable isolation structure are installed, including:

[0021] According to the position of each concrete bridge column, the isolation structure is fixedly connected to each concrete bridge column by clamps; multiple isolation structures are arranged in the direction of extension of the main bridge deck and are respectively fixed to the corresponding concrete bridge columns to form a falling object barrier.

[0022] According to the technical solution provided by the present invention, based on the position of each of the concrete bridge columns, a fixed connection is made between the isolation structure and each of the concrete bridge columns by means of clamps, and the connection further includes:

[0023] Obtain the interval distance between every two adjacent concrete bridge columns;

[0024] If the interval distance is greater than the preset interval distance, a shielding column is installed between the two adjacent concrete bridge columns to reinforce the isolation structure.

[0025] According to the technical solution provided by the present invention, the construction of the sound barrier structure on the outermost bridge deck of a high-speed railway bridge includes:

[0026] Obtain the track maintenance window time of the existing operational stations; the track maintenance window time is the train operation interval time of the existing operational stations;

[0027] During the scheduled maintenance window, materials stored outside the main structure of the overpass are moved to the sound barrier construction area of ​​the sound barrier structure, so as to install the sound barrier structure within the sound barrier construction area; the sound barrier construction area is located on the outermost bridge deck of the high-speed railway bridge.

[0028] According to the technical solution provided by the present invention, before moving the materials stored outside the main structure of the overpass to the sound barrier construction area of ​​the sound barrier structure, the method further includes:

[0029] A protective rope is installed at the location of the existing protective wall on both sides of the main structure of the overpass. The protective rope is used to attach to the safety belt of the sound barrier installer. At least two fixing points for fixing the protective rope are set at a preset fixed interval on the existing protective wall. The protective rope is a steel wire rope.

[0030] In summary, this technical solution specifically discloses a rapid protection method for adjacent construction of high-speed railway bridges spanning existing operational stations. The method includes: integrating the opening plans of the existing operational stations below using an intelligent construction management platform to determine the completion milestones of the main structure of the overpass bridge in the proposed high-speed railway bridge; the main structure of the overpass bridge is the construction area spanned by the proposed high-speed railway bridge relative to the existing operational station, and the main structure of the overpass bridge includes at least: the formed main bridge deck and bridge column structures set on the main bridge deck; based on the completion milestones, monitoring the construction progress of the main structure of the overpass bridge to ensure the smooth construction of the overpass bridge. The main structure was completed before the existing operational station was opened. Based on the location of the completed overpass main structure and in conjunction with the bridge column structure, a controlled, enclosed beam transport channel was constructed, equipped with an access control system and a detachable isolation structure, forming a falling object barrier. The beam transport channel was located in the middle of the main bridge deck, with the bridge column structure located on both sides of the beam transport channel. Sound barrier structures were constructed on the outermost bridge deck of the high-speed railway bridge so that the installed sound barrier structures could be used as temporary hard protection structures to isolate the high-speed railway bridge construction area from the existing operational station during the construction of the high-speed railway bridge's ancillary structures.

[0031] Beneficial Effects: This invention first ensures that the main structure of the overpass, which poses the highest risk, is completed before the operation of the lower station area through intelligent planning and monitoring driven by digital twins, thus eliminating the greatest threat to operational safety in terms of timing. Secondly, by utilizing intelligent access control and a modular isolation structure that can be quickly assembled and disassembled, a closed and controllable safety barrier is constructed for the beam transportation operation, achieving efficient management of dynamic movement risks. Finally, through process optimization, the permanent sound barrier is constructed in advance and also serves as rigid isolation during the construction period, providing the highest level of protection for the work surface while reducing the cost of temporary protection. This invention, while ensuring the absolute safety of existing operational stations, simultaneously achieves improved construction efficiency and significant optimization of the entire life-cycle protection cost, successfully resolving prominent contradictions in construction near operational lines, minimizing interference with existing line transportation, and realizing efficient collaboration between construction and operation. Attached Figure Description

[0032] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0033] Figure 1 A flowchart illustrating a rapid protection method for high-speed railway bridges spanning adjacent operational stations.

[0034] Figure 2 This is a schematic diagram showing the unfolded state of step S100 in this invention.

[0035] Figure 3 This is a schematic diagram showing the unfolded state of step S300 in this invention.

[0036] Figure 4 This is a schematic diagram showing the unfolded state of step S302 in this invention.

[0037] Figure 5 This is a schematic diagram showing the unfolded state of step S400 in this invention.

[0038] Figure 6 This is a schematic diagram of a construction site near an operational railway line.

[0039] Figure 7 This is a schematic diagram of a high-speed railway bridge structure.

[0040] Figure 8 This is a schematic diagram of the layout of the isolation structure in a high-speed railway bridge.

[0041] Figure 9 This is a schematic diagram of the installation of the isolation structure.

[0042] Figure 10 This is a schematic diagram of the isolation structure.

[0043] Figure 11This is a schematic diagram showing the connection between the existing protective wall and the protective rope.

[0044] Figure 12 This is a schematic diagram of the sound barrier structure installation.

[0045] Numbered in the diagram: 1. High-speed railway bridge; 11. Beam transport channel; 2. Existing operational station; 3. Bridge column structure; 4. Isolation structure; 41. Hoop; 42. First connecting steel plate; 43. Second connecting steel plate; 44. Connecting crossbeam; 45. Protective net; 5. Sound barrier structure; 6. Existing protective wall; 8. First steel plate; 9. Second steel plate; 10. Main structure of the overpass bridge; 12. Circular hole; 13. Truck-mounted crane; 14. Traction rope; 15. Beam transport vehicle. Detailed Implementation

[0046] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0047] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0048] Example 1

[0049] To make the technical solutions of the embodiments of the present invention clearer and easier to understand, the application background of the embodiments of the present invention will be introduced below.

[0050] In the field of high-speed railway construction, "construction near an operating line" specifically refers to new construction projects carried out alongside existing railway lines. The core challenge lies in ensuring that new construction work does not affect the safety and normal operation of the existing lines. With increasingly dense railway networks and the parallel intersection of new and old lines, this "railway-to-rail" adjacent construction environment has become extremely complex, and the safety pressure is unprecedentedly severe.

[0051] Traditional management models relying on manual monitoring and static regulations have shown limitations in responding to high-density traffic, confined spaces, and dynamic risks, exhibiting slow response times and blind spots. On the other hand, while physical barriers that prioritize absolute safety (such as permanent high-strength concrete retaining walls) provide reliable protection, they also incur high costs and long construction periods, creating a significant contradiction between safety redundancy and cost redundancy. Therefore, the industry urgently needs an advanced protection strategy that can balance safety, efficiency, and cost.

[0052] In view of this, the present invention proposes a rapid protection method for adjacent construction of high-speed railway bridges spanning existing operational stations. Based on an intelligent construction management platform, it integrates the opening plans of the existing operational stations below and determines the completion milestones of the main structure of the overpass bridge in the proposed high-speed railway bridge. The main structure of the overpass bridge is the construction area spanned by the proposed high-speed railway bridge relative to the existing operational station, and the main structure of the overpass bridge includes at least: bridge column structures on the main bridge deck. Based on the completion milestones, the construction progress of the main structure of the overpass bridge is monitored to ensure that the main structure of the overpass bridge is constructed within the adjacent operational station area. Construction was completed before the station opened; based on the location of the completed overpass main structure and in conjunction with the bridge column structure, a controlled, enclosed beam transport channel was constructed, equipped with an access control system and a detachable isolation structure, forming a falling object barrier; the beam transport channel was located in the middle of the main bridge deck, and the bridge column structure was located on both sides of the beam transport channel; sound barrier structures were constructed on the outermost bridge deck of the high-speed railway bridge so that the installed sound barrier structures could be used as temporary hard protection structures to isolate the high-speed railway bridge construction area from the existing operational station during the construction of the high-speed railway bridge ancillary structures.

[0053] This invention proposes a comprehensive method integrating rapid hard isolation, utilization of existing structures, and intelligent monitoring. The core of this method lies in promoting the precision of the protection system: First, through refined risk analysis, hard isolation is only applied to the highest-risk construction crossing areas, forming a rigid core; second, existing buildings are utilized or modified to the greatest extent possible, and standardized hard isolation protection modules that can be quickly disassembled and reused are used as a flexible perimeter, effectively saving one-time costs; finally, a sensor network is combined with a simple intelligent monitoring system to achieve 24 / 7 monitoring of on-site protection. This layered protection system, combining precise hard isolation with intelligent sensing, does not simply abandon the reliability of hard isolation. Its ultimate goal is to achieve overall optimization of high-speed railway bridge construction while ensuring the absolute safety of existing operational stations. Therefore, the method proposed in this invention, through intelligent construction management, modular rapid protection facilities, and the functional reuse of permanent structures, constructs a layered, recyclable, and intelligently collaborative rapid protection system. This effectively improves the construction efficiency of planned high-speed railway bridges above while ensuring the absolute safety of the operating stations below, significantly reducing protection costs.

[0054] Please refer to the following. Figure 1 , Figure 6 and Figure 7 The flowchart, construction scenario diagram, and high-speed railway bridge structure diagram provided in this embodiment illustrate a rapid protection method for adjacent construction of high-speed railway bridges spanning existing operational stations. These diagrams further explain the steps of the invention, which include the following steps:

[0055] S100. Based on the intelligent construction management platform, integrate the opening plan of the existing operational station 2 below, and determine the completion node of the main structure 10 of the overpass bridge in the proposed high-speed railway bridge 1; the main structure 10 of the overpass bridge is the construction area that the proposed high-speed railway bridge 1 crosses relative to the existing operational station 2, and the main structure 10 of the overpass bridge includes at least: the bridge column structure 3 on the main bridge deck.

[0056] This step is one of the core parts of the method. It mainly uses the intelligent construction management platform to make decisions between the construction of high-speed railway bridge 1 and the operation of the existing station 2, so as to ensure that the main structure 10 of the overpass bridge can be completed before the opening and operation of the existing station 2 below.

[0057] Specifically, this invention adopts a method of simultaneous construction of the main structure. During the planning stage, the cross-regional area is designed and monitored in detail. The main structure of the proposed high-speed railway bridge 1 is arranged to be completed before the operation of the existing station 2 below. This effectively eliminates the safety threat to the existing station 2 caused by the subsequent construction of the main structure 10 of the overpass bridge, thereby minimizing the interference with the transportation of the existing line and realizing efficient coordination between construction and operation.

[0058] It should be noted that, since the present invention is aimed at the construction of a high-speed railway "near an operating line", the main structure 10 of the overpass bridge here refers to the construction area that the proposed high-speed railway bridge 1 crosses relative to the existing operating station 2. The main structure 10 of the overpass bridge includes at least: the main bridge deck and the bridge column structure 3 set on the main bridge deck. The main bridge deck is the basic bridge part of the high-speed railway bridge 1, which is composed of bridge piers and bridge bodies set on the bridge piers. The upper surface of the bridge body is the main bridge deck. The bridge column structure 3 is the bridge body column set on the main bridge deck, which can be used as the configuration structure for platforms or canopies on both sides of the high-speed railway bridge 1 in the later stage.

[0059] Further, see Figure 2 The process of "determining the completion milestone of the main structure 10 of the overpass in the proposed high-speed railway bridge 1" mentioned above includes the following steps:

[0060] S101. Establish a digital twin model that includes the proposed high-speed railway bridge 1 and the existing operational station 2;

[0061] S102. Integrate the planned opening date of the existing operational station 2 into the model and conduct construction simulation to determine the completion node of the main structure 10 of the overpass bridge.

[0062] The planned opening date of the existing operational station 2 is information that can be known in advance. However, due to the many uncertainties in the construction process of the high-speed railway bridge 1, this embodiment of the invention uses a pre-established digital twin model to control and monitor the completion milestones of the main structure 10 of the overpass bridge.

[0063] Specifically, a bridge BIM model with LOD 350 (Level of Development 350, i.e., including details of major components and connectors) accuracy is obtained from the design stage. This model must include the unique ID, material properties, and theoretical weight of all structural components. Subsequently, a vehicle-mounted or airborne LiDAR is used to scan the existing operational station 2 below, while obtaining the rigid operation schedule of the existing operational station 2 below (such as "must be opened before December 31, 2025"). Finally, point cloud data with a density of no less than 200 points / square meter is generated. Then, the precise three-dimensional coordinates of key features such as track centerline, catenary support, signal, and platform edge are automatically extracted using a point cloud classification algorithm to generate a point cloud model. Next, under a unified engineering coordinate system, the bridge BIM model and the point cloud model are finely registered using ICP (Iterative Closest Point). In the fused model, a topological link is established between the spatial relationship of each new component and the existing facilities.

[0064] After the above topological links are established, in the application of the bridge BIM model, when the user inputs the initial construction plan (process, schedule, resources), the simulation can begin. The engine advances the virtual time based on the built-in construction knowledge base (e.g., C50 concrete needs 7 days to reach tensile strength, and the maximum daily beam erection speed of a bridge erecting machine is 2 beams). During the simulation, the platform uses the built-in 4D construction simulation engine to deduce the entire construction process of the overpass structure in the virtual space in minutes, automatically identifying all potential spatiotemporal conflicts (e.g., during a hoisting operation on a certain day, the crane boom's rotation trajectory interferes with the space of a train passing below). Through multiple rounds of simulation and optimization algorithms, the platform ultimately reverse-engineers and locks in a latest safe completion date (T0) for the main structure 10 of the overpass bridge. T0 must be earlier than the opening date of the station below, with a buffer period of no less than 15 days for equipment commissioning and site clearing. Once this date is determined, it is taken as the completion node of the main structure 10 of the overpass bridge.

[0065] It should be noted that the intelligent management platform, which integrates the bridge BIM model, provides a what-if analysis function, allowing users to adjust parameters (such as replacing the truck crane with a crane with a larger tonnage but smaller working radius, which can affect the overall construction schedule). After each adjustment, the intelligent management platform needs to rerun the simulation. After multiple iterations, the intelligent management platform can output a solution with the shortest total construction period that satisfies all safety space constraints and operating time constraints, thus providing a new completion milestone.

[0066] S200. Based on the completion milestone, monitor the construction progress of the main structure 10 of the overpass bridge so that the main structure 10 of the overpass bridge can be completed before the opening of the existing operational station 2.

[0067] During construction, focusing on the completion milestones defined in step S100, technologies such as IoT sensors, drone inspections, and video surveillance are used to collect and monitor the progress of key processes, including the main structure of the overpass bridge, in real time. The platform automatically compares the actual progress with the planned progress; if any delays are detected, an immediate warning is issued, guiding adjustments to the on-site construction organization to ensure the goals are achieved on schedule.

[0068] Specifically, the process of monitoring the completion of the main structure 10 of the overpass before the opening of the existing operational station 2 is as follows: real-time construction progress data is obtained through IoT sensors and image acquisition devices deployed at the construction site, and compared with the planned progress corresponding to the completion node to obtain corresponding early warning information. The early warning information is used to reflect the current construction progress status of the main structure 10 of the overpass.

[0069] In practical applications, IoT sensors (such as RFID temperature tags for monitoring concrete curing temperature) and image acquisition devices (such as fixed cameras or regularly patrolling drones) are deployed at key locations on the construction site (such as each bridge pier). These devices continuously or periodically collect real-time data on construction progress (such as "Bridge Pier No. 3 has been erected"). This real-time data is transmitted to the intelligent management platform, which drives the bridge BIM model to update synchronously, intuitively displaying the actual progress. At the same time, the platform's built-in algorithm automatically compares the actual progress with the detailed planned progress based on the completion milestones. Once the calculated progress deviation exceeds a preset threshold (such as being 3 days behind), the system automatically generates an early warning message, clearly indicating the current construction progress status and notifying the relevant responsible persons to take countermeasures. The form of the early warning message can be SMS or push notification from a terminal APP. The construction progress status can include: normal, behind, or severely behind, etc., without special settings.

[0070] S300. Based on the location of the completed overpass main structure 10 and in conjunction with the bridge column structure 3, a controlled closed beam transport channel 11 is constructed with an access control protection system and a detachable isolation structure 4 to form a falling object barrier; the beam transport channel 11 is located in the middle of the main bridge deck, and the bridge column structure 3 is located on both sides of the beam transport channel 11.

[0071] After the main structure 10 of the overpass bridge is completed, the construction of its bridge deck ancillary structures becomes more complicated. In order to ensure the safety of beam transportation and prevent falling objects, an intelligent access control system is set up at both ends of the main structure 10 of the overpass bridge to strictly control the entry and exit of the beam transport vehicle 15. At the same time, on both sides of the beam transport channel 11, detachable hard isolation screens are quickly installed using the existing bridge column structure 3 to form a closed and safe transport corridor.

[0072] Specifically, see Figure 3 The above step S300 includes the following steps:

[0073] S301. Confirm the locations of the first and last ends of the main structure 10 of the overpass bridge, and install an access control protection system at each of the first and last ends.

[0074] The access control system has a first working state and a second working state. The first working state is when the system is open and the beam transport channel 11 is connected to the external channel. The second working state is when the system is closed and the beam transport channel 11 is closed. The first working state and the second working state are switched by identifying the relative distance between the beam transport vehicle 15 and the access control system.

[0075] The access control and protection system includes at least: a main gate frame installed at the corresponding location of the beam transport channel 11 and protective nets 45 installed on both sides of the main gate frame; an inner frame is also installed on the main frame, and the main frame and the inner frame are constructed using a first steel pipe and a second steel pipe, respectively. A polyurethane-coated wheel is installed at the bottom of the joint of one end of the main gate frame, and the other end is fixed to the main bridge deck with a first expansion bolt; the protective net 45 is a plastic-coated galvanized iron wire mesh, and the plastic-coated galvanized iron wire mesh is edged with a third steel pipe, and the third steel pipe is fixed to the main bridge deck with a second expansion bolt.

[0076] To ensure the safety of personnel and the operation of the existing line during the transportation of box girders, and to prevent personnel from walking on the edge above the existing line, temporary access control systems need to be installed at both ends of the existing main structure of the upper line as intelligent checkpoints for the girder transport channel 11 to prevent unnecessary personnel from entering the upper part of the lower line.

[0077] The access control system has two operating states: a first operating state and a second operating state. The first operating state is when the access control system is open: the beam transport channel 11 is connected to the external passage, allowing authorized vehicles to pass. The second operating state is when the access control system is closed: the beam transport channel 11 is closed, prohibiting passage. Furthermore, the switching of operating states is triggered by automatically identifying the relative distance between the beam transport vehicle 15 and the access control system. For example, when the beam transport vehicle 15 is approximately 200 meters from the gate, the system identifies the vehicle and controls it to begin decelerating. After the vehicle stops in front of the gate and is confirmed as an authorized vehicle by RFID or video identification, the system alerts technicians to carefully check the operating state of the beam transport vehicle 15, simultaneously checking for any loose objects to avoid affecting transportation safety and the operation of the existing line. After the check is completed, the beam transport vehicle 15 slowly starts moving, and the system automatically switches to the first operating state, opening the gate. After the beam transport vehicle 15 passes at a low speed (e.g., ≤5km / h, not exceeding 2km / h), the system automatically switches back to the second operating state, closing the gate. To ensure the smooth operation of the beam transport vehicle 15, in practical applications, a speed limit and distance marker can be installed on the outside of the water ditch and cable trough on both sides of the beam surface at distances of 200m, 100m, and 50m from the temporary access control system.

[0078] Regarding the structure of the access control and security system, the main frame of the gate uses a first steel pipe (such as...). The main load-bearing frame of the gate is constructed from welded 50mm steel pipes; the inner frame is located inside the main frame and uses a second steel pipe (such as...). Constructed with 30mm steel pipes to enhance overall rigidity. Since the access control system in this embodiment adopts a double-opening structure, the main gate frames are arranged in two sections, left and right, to form a single door. Each main gate frame includes an 8-inch polyurethane-coated wheel at the bottom of one end (the opposite end of the two main gate frames), facilitating opening and closing. The other end is firmly anchored to the main bridge deck by four first expansion bolts (e.g., M16). It should be noted that a pivot is also provided on the end fixed to the main bridge deck, providing a pivot point for the gate's opening and closing. For example, when the access control system is in its first working state, the two main gate frames open inwards or outwards with minimal effort thanks to the polyurethane-coated wheels. The total width of the double-opening gate is set according to the actual application scenario, for example, 9m. When the access control system is in its second working state, the two main gate frames are flush, preventing external communication with the beam transport channel 11.

[0079] In addition to the main gate frame that faces and covers the beam transport passage 11, protective netting 45 is installed on the two opposite sides of the main gate frame. Protective netting 45 is 3.5mm thick plastic-coated galvanized iron wire mesh with a mesh size of 50×50mm. The wire mesh is surrounded by... The third steel pipe is sealed with 30mm edging, and the protective net 45 is bolted to the third steel pipe. At the same time, the bottom of the third steel pipe is fixed to the main beam surface with 4 M12 expansion bolts. Based on this, the access control protection system is completed.

[0080] Next, step S300 also includes setting up a detachable isolation structure 4; wherein, the bridge column structure 3 is a plurality of concrete bridge columns arranged on both sides of the main bridge deck along the extension direction of the main bridge deck; the isolation structure 4 includes at least: a welded clamp 41 and a connecting steel plate (the connecting steel plate includes a welded first connecting steel plate 42 and a second connecting steel plate 43), and a connecting beam 44 connected to the welded clamp 41 and the connecting steel plate. Multiple such isolation structures 4 are arranged and installed along the extension direction of the main bridge deck, thus forming a continuous lateral protection barrier, thereby constructing a controlled closed beam transport channel 11, forming a stage of falling object protection barrier;

[0081] Specifically, see Figure 3 , Figure 8 , Figure 9 as well as Figure 10 The specific process of installing the detachable isolation structure 4 includes the following:

[0082] S302. According to the position of each concrete bridge column, the isolation structure 4 is fixedly connected to each concrete bridge column through the clamp 41 on the isolation structure 4; multiple isolation structures 4 are arranged in the extension direction of the main bridge deck and are fixed to the corresponding concrete bridge columns to form a falling object barrier.

[0083] First, when laying out the detachable isolation structure 4, it is necessary to measure and lay out the structure according to the bridge column structure 3, that is, to accurately measure and lay out the center position of each concrete bridge column and the distance between adjacent columns along both sides of the beam transport channel 11. Then, two clamp plates (one of which has the first connecting steel plate 42 welded on) are wrapped around the corresponding concrete bridge column, and the connecting bolts between the two clamp plates are initially tightened by hand to prevent them from slipping. Then, using a small truck crane or manually, the prefabricated connecting beam 44 is lifted so that the end of the connecting beam 44 is tightly attached to the second connecting steel plate 43 located outside the first connecting steel plate 42, and then the second connecting steel plate 43 is fastened to the connecting beam 44 with M20 bolts to form a preliminary fixation. Next, a level or laser level can be used to check the straightness of the top surface of the entire row of isolation structures 4, and calibration is performed by fine-tuning the vertical position of the clamp 41 on the column and the tightness of the bolts. After calibration, use a torque wrench to symmetrically tighten all the high-strength bolts of the clamp 41 and the connecting bolts of the connecting beam 44 to the designed torque in one go. Finally, use 3.5mm plastic-coated galvanized iron wire mesh (mesh size 50mm×50mm) and fix it to the concrete bridge column and connecting beam 44 by welding or self-tapping screws; accordingly, after multiple isolation structures 4 are arranged, a falling object barrier can be formed on both sides of the beam transport channel 11. It should be noted that in practical applications, the height of the isolation structure 4 is determined according to the total height of the beam transport vehicle 15 and the box girder, and must be higher than the total height of the beam transport vehicle 15 and the box girder, usually 4-5 meters.

[0084] In summary, in this embodiment of the invention, the isolation structure 4 utilizes concrete bridge columns as supports, providing reliable lateral fall protection without the need for new foundations, and the protection range is more targeted. This is because, to avoid interfering with the operation of the existing operational station 2, the existing protective walls 6 on both sides of the high-speed railway bridge 1 cover an area of... Figure 6 In Zone B, if the isolation structure 4 is built using the existing protective wall 6, there is still a risk that the light debris generated during construction at the beam transport channel 11 may intrude into the existing operational station 2. However, by using concrete bridge columns as supports, the protection range of the isolation structure 4 can be reduced to Zone A. In this way, the protection range is closer to both sides of the beam transport channel 11, which mainly generates light debris, thus more effectively preventing light debris from intruding into the existing operational station 2 and affecting its normal operation. In addition, the protective strength, wind resistance, and durability of the isolation structure 4 in this embodiment of the invention are far superior to the temporary barriers such as color steel plates and plastic baffles used in the conventional way. Moreover, the standardized modular isolation structure 4 also has the advantages of quick assembly and disassembly, reusability, and extremely low cost per use.

[0085] In a preferred embodiment, see Figure 4The aforementioned step of "fixing the concrete bridge columns with the isolation structure 4 using the clamps 41 on the isolation structure 4 according to their positions" also includes:

[0086] S3021. Obtain the interval distance between every two adjacent concrete bridge columns;

[0087] S3022. If the interval distance is greater than the preset interval distance, a shielding column shall be installed between the two adjacent concrete bridge columns. The shielding column shall be used to reinforce the isolation structure 4.

[0088] To ensure the overall stability of the isolation structure 4, when the distance between two adjacent concrete bridge columns is greater than the preset distance (determined by calculation based on the height of the isolation structure 4, wind load, and materials, usually 8-10 meters), a shielding column must be added to the isolation structure 4 between the two concrete bridge columns to resist the wind load and ensure overall stability.

[0089] In practical applications, assuming the interval between two adjacent concrete bridge columns is 12 meters (greater than the preset interval), two shielding columns are evenly arranged in the middle at a 4-meter interval. The specifications of the shielding columns can be set with reference to the concrete bridge columns. A base plate is welded to the bottom of each shielding column, and holes are drilled in the corresponding positions on the main bridge deck. The base plate is fixed with four M16 expansion bolts. Finally, the top of the shielding column needs to be rigidly connected to the connecting crossbeam 44 through stiffening ribs or bolts. With this reinforcement, the wind load resistance and overall stability of the entire isolation structure 4 are effectively improved, meeting safety requirements.

[0090] S400. The sound barrier structure 5 is constructed on the outermost bridge deck of the high-speed railway bridge 1 so that the installed sound barrier structure 5 can be used as a temporary hard protection structure to isolate the construction area of ​​the high-speed railway bridge 1 from the existing operating station 2 during the construction of the auxiliary structure of the high-speed railway bridge 1.

[0091] After the main structure 10 of the overpass is completed, the construction of the bridge deck ancillary structures will begin. During this stage, there are many workers, numerous small tools, and a variety of materials, resulting in a dispersed risk of falling objects. Therefore, in this embodiment of the invention, the outermost sound barrier is installed first during designated window periods to avoid this risk. This permanent wall, originally intended for noise reduction during operation, is immediately used as a temporary protective wall during construction. It physically isolates the entire bridge deck construction area from the operational station below, allowing subsequent cable laying, railing installation, and waterproofing layer construction to be carried out safely under its protection, eliminating the need for any additional overall protective measures.

[0092] Specifically, see Figure 5 The unfolding of step S400 includes the following steps:

[0093] S401. Obtain the track maintenance window time for the existing operational station 2; the track maintenance window time is the train operation interval time of the existing operational station 2.

[0094] Obtaining track maintenance window times requires close coordination between the project planning department and the railway bureau's dispatching office to lock in a series of consecutive track maintenance window times, such as 10 consecutive nights from 11:30 PM to 4:00 AM the following day.

[0095] S402. During the track maintenance window, the materials stored outside the main structure 10 of the overpass bridge are moved to the sound barrier construction area of ​​the sound barrier structure 5, so as to set up the sound barrier structure 5 in the sound barrier construction area; the sound barrier construction area is located on the outermost bridge deck of the high-speed railway bridge 1.

[0096] On the approach bridge deck or abutment roadbed outside the main structure 10 of the overpass, a dedicated storage area for sound barrier materials is designated. All steel columns, unit panels, connectors, etc., are transported to the storage area in advance and neatly stacked. During the construction of auxiliary structures, two GSQS220-4 truck-mounted cranes or similar equipment are used, with a maximum lifting capacity of 8t, a maximum boom length of 15m, and a vehicle width of 2.5m. A traction rope 14 is used to assist in positioning the sound barrier materials (usually sound barrier columns) used to construct the sound barrier structure 5. One hour before a designated maintenance window, the truck-mounted crane 13 loads the sound barrier columns planned for installation in this shift from the pre-storage area. After the maintenance window begins, the truck-mounted crane 13 travels to the construction area on the outermost bridge deck. The driver operates the truck-mounted crane 13 to lift the sound barrier columns to the pre-embedded bolt positions, where ground support personnel quickly perform initial tightening, followed by the hoisting of the unit panels. The entire process was efficient and efficient. Before the end of the maintenance window, the shift's work was completed and the site was cleaned up, and the equipment and personnel were evacuated to a safe area.

[0097] In a preferred embodiment, see Figure 11 and Figure 12 Before moving the materials stored outside the main structure 10 of the overpass to the sound barrier construction area of ​​the sound barrier structure 5, the following steps are also included:

[0098] A protective rope is installed on the existing protective wall 6 on both sides of the main structure 10 of the overpass. The protective rope is used to attach to the safety belt of the sound barrier installer. At least two fixing points for fixing the protective rope are set on the existing protective wall 6 at a preset fixed interval. The protective rope is a steel wire rope.

[0099] Specifically, before the sound barrier is installed, the method described in this embodiment of the invention involves installing a protective rope at the location of the existing protective wall 6 on both sides of the main structure 10 of the overpass. During construction, the sound barrier installers wear five-point safety harnesses, which are attached to the protective rope to effectively prevent falls. The protective rope is made of 14mm diameter steel wire rope. The installation of the protective rope requires at least two fixing points at the corresponding positions on the protective wall according to a preset fixed interval. Each fixing point uses four M14 expansion bolts to fix the existing protective wall 6 to a first steel plate 8 and a second steel plate 9 of 400mm×1200mm×10mm and 100mm×100mm×10mm specifications, respectively. The two types of steel plates are connected by welding. Optionally, to facilitate the fixing of the protective rope, a 50mm diameter circular hole 12 is provided in the middle of the second steel plate 9 at each fixing point. The protective rope passes through the circular hole 12 and is fixed to the second steel plate 9, forming a protective rope at the existing protective wall 6, thereby improving the safety of the sound barrier installers during construction.

[0100] In summary, in this embodiment of the invention, by adjusting the priority of the construction process, the sound barrier construction can not only permanently reduce noise but also provide protection during the construction period. It provides a high-level falling object isolation barrier for the construction of bridge deck ancillary structures, reduces the risk of small objects falling, and has significant environmental and social benefits.

[0101] Based on the above description, the rapid protection method for high-speed railway bridge construction near existing operational stations provided by this invention fundamentally reconstructs the safety logic and operation mode of construction near operational lines. Its core achievements are as follows: First, through intelligent planning and monitoring driven by digital twins, it ensures that the main structure 10 of the overpass bridge, which carries the highest risk, is completed before the operation of the underlying existing operational station 2, thus eliminating the greatest threat to the operational safety of the existing operational station 2 from a temporal perspective. Second, by utilizing intelligent access control and a modular isolation structure 4 that can be quickly disassembled and assembled, a closed and controllable safety barrier is constructed for the beam transportation operation. Simultaneously, detachable hard isolation is used only in the highest-risk critical sections, forming a rigid core and achieving efficient control over dynamic movement risks. Finally, through process optimization, the permanent sound barrier is constructed in advance and also serves as a hard isolation during the construction period, providing the highest level of protection for the work surface while saving on temporary protection costs. Overall, while ensuring the absolute safety of the existing operational station 2, this invention simultaneously improves construction efficiency and significantly optimizes the cost of protection throughout the entire life cycle, successfully solving the long-standing problem in specific construction scenarios where safety, efficiency, and cost are difficult to balance.

[0102] The above description is merely a preferred embodiment of the present invention and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention is not limited to the specific combination of the above-described technical features, but also includes other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above-described features with (but not limited to) technical features with similar functions disclosed in this invention.

Claims

1. A high-speed railway bridge crossing the adjacent operation of the station yard construction of the rapid protection method, characterized in that, include: Based on the intelligent construction management platform, the opening plans of the existing operational stations below are integrated to determine the completion nodes of the main structure of the overpass bridge in the proposed high-speed railway bridge. The main structure of the overpass bridge is the construction area that the proposed high-speed railway bridge crosses relative to the existing operating station, and the main structure of the overpass bridge includes at least: the main bridge deck and the bridge column structure set on the main bridge deck. Based on the completion milestone, monitor the construction progress of the main structure of the overpass so that the main structure of the overpass is completed before the opening of the existing operational station. Based on the location of the completed overpass main structure and in conjunction with the bridge column structure, a controlled, enclosed beam transport channel is constructed, equipped with an access control system and a detachable isolation structure, forming a falling object barrier; the beam transport channel is located in the middle of the main bridge deck, and the bridge column structure is located on both sides of the beam transport channel; The bridge column structure consists of multiple concrete bridge columns arranged on both sides of the main bridge deck along the extension direction of the main bridge deck; the isolation structure includes at least: welded clamps and connecting steel plates, and connecting beams connected to the welded clamps and connecting steel plates. Based on the location of the completed main structure of the overpass and in conjunction with the bridge column structure, an access control and protection system and a detachable isolation structure are installed, including: According to the position of each concrete bridge column, the isolation structure is fixedly connected to each concrete bridge column by the clamps on the isolation structure; multiple isolation structures are arranged in the extension direction of the main bridge deck and are fixed to the corresponding concrete bridge columns to form a falling object barrier on both sides of the beam transport channel. The sound barrier structure is constructed on the outermost bridge deck of the high-speed railway bridge so that the installed sound barrier structure can be used as a temporary hard protective structure to isolate the high-speed railway bridge construction area from the existing operating station during the construction of the high-speed railway bridge ancillary structures.

2. The method according to claim 1, characterized in that, Based on the intelligent construction management platform, and integrating the opening plans of the existing operational stations below, the completion milestones of the main structure of the overpass bridge in the proposed high-speed railway bridge are determined, including: Establish a digital twin model that includes the proposed high-speed railway bridge and the existing operational station. The planned opening dates of the existing operational stations are integrated into the model, and construction simulations are performed to determine the completion milestones of the main structure of the overpass.

3. The method according to claim 2, characterized in that, Based on the completion milestones, the construction progress of the main structure of the overpass is monitored, including: By deploying IoT sensors and image acquisition devices at the construction site, construction progress data is acquired in real time and compared with the planned progress corresponding to the completion node to obtain corresponding early warning information. The early warning information is used to reflect the current construction progress status of the main structure of the overpass.

4. The method according to claim 1, wherein the method is characterized in that, Based on the location of the completed main structure of the overpass and in conjunction with the bridge column structure, an access control and protection system and a detachable isolation structure are installed, including: Confirm the locations of the first and last ends of the main structure of the overpass, and install an access control system at each of the first and last ends. The access control and protection system has a first working state and a second working state. The first working state is the system open state, in which the beam transport channel is connected to the external channel. The second working state is the system closed state, in which the beam transport channel is closed. The first working state and the second working state are switched by identifying the relative distance between the beam transport vehicle and the access control and protection system. The access control and protection system includes at least: a main gate frame installed at the corresponding location of the beam transport channel and protective nets installed on both sides of the main gate frame; an inner frame is also installed on the main frame, and the main frame and the inner frame are constructed using a first steel pipe and a second steel pipe, respectively; a polyurethane-coated wheel is installed at the bottom of one end of the main gate frame, and the other end is fixed to the main bridge surface with a first expansion bolt; the protective net is a plastic-coated galvanized iron wire mesh, and the plastic-coated galvanized iron wire mesh is edged with a third steel pipe, and the third steel pipe is fixed to the main bridge surface with a second expansion bolt.

5. The rapid protection method for adjacent construction of high-speed railway bridges spanning existing operational stations as described in claim 4, characterized in that, Based on the location of each concrete bridge column, the isolation structure is fixedly connected to each concrete bridge column via clamps, and further includes: Obtain the interval distance between every two adjacent concrete bridge columns; If the interval distance is greater than the preset interval distance, a shielding column is installed between the two adjacent concrete bridge columns to reinforce the isolation structure.

6. The method according to claim 1, wherein the method is characterized in that, The construction of the sound barrier structure on the outermost bridge deck of the high-speed railway bridge includes: Obtain the track maintenance window time of the existing operational stations; the track maintenance window time is the train operation interval time of the existing operational stations; During the scheduled maintenance window, materials stored outside the main structure of the overpass are moved to the sound barrier construction area of ​​the sound barrier structure, so as to install the sound barrier structure within the sound barrier construction area; the sound barrier construction area is located on the outermost bridge deck of the high-speed railway bridge.

7. The rapid protection method for adjacent construction of high-speed railway bridges spanning existing operational stations as described in claim 6, characterized in that, Before moving the materials stored outside the main structure of the overpass to the sound barrier construction area of ​​the sound barrier structure, the process also includes: A protective rope is installed at the location of the existing protective wall on both sides of the main structure of the overpass. The protective rope is used to attach to the safety belt of the sound barrier installer. At least two fixing points for fixing the protective rope are set at a preset fixed interval on the existing protective wall. The protective rope is a steel wire rope.

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