Inverted arch trestle system and construction method

Abstract

The invention relates to an inverted arch trestle system and a construction method, and belongs to the technical field of tunnel trestles, the inverted arch trestle system comprises a bridge body, a front approach bridge is hinged to one end of the bridge body, a rear approach bridge is hinged to the other end of the bridge body, a front support is arranged at one end of the bridge body, and a rear support is fixed to the other end of the bridge body; the front support comprises supporting legs, each supporting leg comprises an inner barrel, an outer barrel, a base plate and a hydraulic cylinder, the hydraulic cylinders are vertically located in the outer barrels, the inner barrels are slidably connected with the outer barrels, the piston ends of the hydraulic cylinders are fixedly connected with the inner walls of the tops of the inner barrels, and one ends of bodies of the hydraulic cylinders are detachably connected with the inner walls of the bottoms of the outer barrels. A limiting assembly used for controlling whether one end of a hydraulic cylinder body is connected with the bottom of the outer barrel or not is arranged on the outer barrel. An inserting hole is formed in the vertical side wall of the outer barrel, when the length of the hydraulic cylinder adjusting supporting leg needs to be indirectly increased, the base plate is horizontally inserted and embedded into the outer barrel, one end of the hydraulic cylinder body is rotationally connected to the top of the base plate, and the effects that the adjusting flexibility of the trestle in a tunnel is improved, and the adjusting limitation is reduced are achieved.

Description

Technical Field

[0001] This application relates to the technical field of tunnel trestle bridges, and in particular to an arch trestle bridge system and construction method. Background Technology

[0002] In railway tunnel construction, inverted arch trestle bridges are indispensable supporting construction machinery. Their main functions include: improving construction efficiency, reducing construction costs, ensuring construction safety, improving construction quality, and promoting mechanized construction. Therefore, the use of inverted arch trestle bridges is an inevitable trend in the development of mechanized tunnel construction, helping to improve construction efficiency and ensure construction quality and safety.

[0003] The structure of the arch trestle bridge is designed around the principles of "bearing traffic" and "adapting to construction," with four core components: the main load-bearing structure, the bridge deck system, the support devices, and auxiliary components. The main load-bearing structure, mostly composed of steel sections or box girders, forms the core framework for bearing vehicle and equipment loads, determining the overall load-bearing capacity of the trestle bridge. The bridge deck system is paved with anti-slip steel plates or grating, often with an anti-slip treatment to ensure vehicle safety, while also providing pre-drilled holes for easy reinforcement binding and concrete pouring. The support devices consist of legs at both ends, namely the front and rear legs, ensuring the stable erection of the trestle bridge. Auxiliary components include guardrails on both sides, transition ramps at the ends, and positioning clips, which respectively provide safety protection, facilitate vehicle access, and secure the trestle bridge's position. All these components work together to achieve a balance between traffic flow and construction.

[0004] During tunnel construction, the front and rear outriggers are located on different planes. Therefore, hydraulic cylinders are installed inside the front outriggers to adjust their length. However, the adjustment stroke of a single hydraulic cylinder is limited, resulting in limitations in adjustment. Summary of the Invention

[0005] To improve the flexibility of trestle bridges in tunnels and reduce adjustment limitations, this application provides an arch trestle bridge system and construction method.

[0006] Firstly, this application provides an arch-shaped trestle bridge system, which adopts the following technical solution: An arched trestle bridge system includes a bridge body, with a front approach bridge hinged to one end and a rear approach bridge hinged to the other end. A front support is provided at one end of the bridge body, and a rear support is fixed at the other end. The front support includes a crossbeam and legs. One end of the bridge body is supported on the crossbeam. The legs include an inner cylinder, an outer cylinder, a pad, and a hydraulic cylinder. The outer cylinder has an upward opening, and the hydraulic cylinder is vertically located inside the outer cylinder. The outer wall of the inner cylinder is fixedly connected to one end of the crossbeam, and the inner cylinder has a downward opening with its bottom end inserted into the outer cylinder. The inner cylinder and the outer cylinder are slidably connected. The piston end of the hydraulic cylinder is fixedly connected to the top inner wall of the inner cylinder, and one end of the hydraulic cylinder body is detachably connected to the bottom inner wall of the outer cylinder. A limiting component is provided on the outer cylinder to control whether one end of the hydraulic cylinder body is connected to the bottom of the outer cylinder. An insertion hole is provided on the vertical side wall of the outer cylinder. When it is necessary to indirectly expand the hydraulic cylinder to adjust the length of the legs, the pad is horizontally inserted into the outer cylinder, and one end of the hydraulic cylinder body is connected to the top of the pad.

[0007] By adopting the above technical solution, the outriggers achieve foundation length adjustment through the sliding cooperation of the inner and outer cylinders combined with the extension and retraction of the hydraulic cylinder. When it is necessary to extend the adjustment stroke, the hydraulic cylinder is released from the bottom of the outer cylinder using a limiting component, and then a pad is inserted into the insertion hole of the outer cylinder, allowing the hydraulic cylinder body to transfer to the top of the pad, indirectly increasing the effective extension and retraction distance of the hydraulic cylinder and overcoming the limitation of the limited adjustment stroke of a single hydraulic cylinder. At the same time, the sliding structure between the outer and inner cylinders ensures the stability of the outriggers during extension and retraction, preventing deviation during adjustment, and greatly improving the adjustment flexibility of the trestle bridge under different heights and terrain conditions in the tunnel, adapting to the complex scenario where the front and rear outriggers are on different planes during tunnel invert construction.

[0008] Optionally, the limiting assembly includes a motor, a screw, and a limiting block. The motor is fixed to the outer wall of the outer cylinder. A first sliding groove is formed on the bottom inner wall of the outer cylinder. The bottom ends of the screw and the limiting block are both located in the first sliding groove. The piston end of the motor is fixed to one end of the screw. The screw is rotatably mounted on the outer cylinder and passes through the limiting block. The limiting block is an inverted L-shape and there are two of them. The two limiting blocks are symmetrically distributed on both sides of the hydraulic cylinder. The outer wall of the hydraulic cylinder is symmetrically provided with slots. The two limiting blocks move in a direction that approaches or moves away from each other and their ends face the corresponding slots.

[0009] By adopting the above technical solution, the motor drives the screw to rotate, which can drive two symmetrically distributed limit blocks to move closer or further apart along the first slide groove. When the end of the limit block is inserted into the slot on the outer wall of the hydraulic cylinder, the hydraulic cylinder can be quickly fixed to the bottom of the outer cylinder, ensuring the structural stability of the outrigger when it is under load. When it is necessary to disassemble or adjust the hydraulic cylinder, the motor reverses the drive to make the limit block disengage from the slot, making the operation convenient and efficient.

[0010] Optionally, the limiting assembly further includes a steering rod, a steering gear assembly, and a limiting strip. The steering rod is rotatably disposed in the inner wall of the outer cylinder and perpendicular to the screw. The steering gear assembly is used for the transmission of kinetic energy between the screw and the steering rod. A concealed groove is provided on the inner wall of the outer cylinder, and a positioning groove is provided on the outer wall of the inner cylinder. One end of the limiting strip is fixed to the steering rod. When the motor rotates in the forward direction, the two limiting blocks move in a direction that approaches each other until they engage with the slot. The end of the limiting strip rotates out of the positioning groove until it is completely retracted into the concealed groove.

[0011] By adopting the above technical solution, when the motor drives the screw to rotate, the kinetic energy is transmitted to the steering rod through the steering gear set, causing the steering rod to rotate synchronously and drive the limit strip to move. When the motor rotates in the forward direction, the limit block engages with the slot to fix the hydraulic cylinder, while the limit strip rotates out of the positioning slot of the inner cylinder and is stored in the concealed slot, preventing the limit strip from obstructing the relative sliding between the inner and outer cylinders. At this time, the extension and retraction of the hydraulic cylinder can adjust the position of the inner cylinder relative to the outer cylinder. When it is necessary to increase the adjustment stroke, the motor rotates in the reverse direction, causing the limit strip to re-insert into the positioning slot. The inner and outer cylinders are now in a limiting position, preventing the outer cylinder from falling off the inner cylinder. At the same time, the limit block also releases the limitation on the hydraulic cylinder, causing the hydraulic cylinder to retract. Then, the pad is inserted into the insertion hole of the outer cylinder, allowing the hydraulic cylinder body to transfer to the top of the pad, indirectly increasing the effective extension and retraction distance of the hydraulic cylinder. This structure realizes the linkage control of the limit block and the limit strip, ensuring the flexibility of the outrigger adjustment and preventing the outer cylinder from detaching from the inner cylinder when it is necessary to increase the adjustment stroke.

[0012] Optionally, two adapter blocks are slidably disposed on the pad. The two adapter blocks are symmetrically disposed and slide in directions that are close to or far from each other. The ends of the adapter blocks are used to be inserted into the slots.

[0013] By adopting the above technical solution, the two transition blocks on the pad can slide in the direction of approaching or moving away from each other. When the hydraulic cylinder body is transferred to the top of the pad, the spacing between the transition blocks is adjusted so that the end of the transition block is precisely inserted into the slot of the hydraulic cylinder, thereby realizing the quick fixation of the hydraulic cylinder and the pad. The pad is inserted into the outer cylinder, which still ensures that the outer cylinder does not detach from the inner cylinder, and also realizes the state in which one end of the hydraulic cylinder body is transferred to the top of the pad.

[0014] Optionally, a pad strip is fixed on the pad plate, with the top surface of the pad strip flush with the top surface of the adapter block; when the pad plate is inserted into the outer cylinder, the bottom surface of the pad plate and the top surface of the pad strip simultaneously abut against the inner wall of the corresponding insertion hole.

[0015] By adopting the above technical solution, when the pad is inserted into the outer cylinder insertion hole, the bottom surface of the pad and the top surface of the pad strip simultaneously abut against the inner wall of the insertion hole. The pad strip can fill the gap between the pad and the insertion hole, preventing the pad from shaking or shifting in the insertion hole and enhancing the structural stability after the pad is installed.

[0016] Optionally, a traction trolley is slidably mounted on the bridge body. The traction trolley includes support legs, and the support legs and outriggers have the same structural composition.

[0017] By adopting the above technical solution, during the movement or construction of the trestle, the support legs of the traction trolley can be adjusted in height according to the terrain of the tunnel floor, providing additional support points for the bridge body and preventing sagging or swaying in the middle due to the large span, thus enhancing the overall stability of the bridge. Simultaneously, the sliding characteristics of the traction trolley facilitate adjustment of the support position during construction, adapting to construction areas of different lengths, further improving the adaptability and safety of the trestle within the tunnel. The support legs have the same structure as the front support legs, giving the traction trolley flexible length adjustment capabilities as well.

[0018] Optionally, a traveling mechanism and a positioning cylinder are provided at the end of the bridge body near the rear approach bridge. The traveling mechanism is hinged to the bridge body, and one end of the positioning cylinder is hinged to the bridge body, while the other end is hinged to the top of the traveling mechanism. The hinge point between the positioning cylinder and the bridge body is located above the hinge point between the traveling mechanism and the bridge body. The positioning cylinder controls the raising or lowering of the traveling mechanism, which provides driving force for the movement of the bridge body.

[0019] By adopting the above technical solution, when the trestle needs to be moved, the traveling mechanism is lowered and activated. The traveling mechanism provides stable driving force for the movement of the bridge body without relying on external hoisting equipment, reducing dependence on external equipment and lowering construction costs. At the same time, the adjustment function of the positioning cylinder can adapt to different ground heights in the tunnel, ensuring good contact between the traveling mechanism and the ground, improving the stability and efficiency of the trestle movement, and shortening the time for trestle position changeover.

[0020] Optionally, an alarm system and pressure sensors are installed on the bridge body. Multiple pressure sensors are installed and distributed on the front support, rear support and traction trolley. The pressure sensors are electrically connected to the alarm system, which includes a central computer and an audible and visual alarm.

[0021] By adopting the above technical solution, multiple pressure sensors are distributed on the front support, rear support, and traction trolley, enabling real-time monitoring of pressure data at each support point and transmitting the data to the central computer of the alarm system. When the pressure at a support point exceeds a preset safety threshold or an abnormal pressure occurs, the central computer can quickly identify the issue and control the audible and visual alarms to sound, promptly alerting construction personnel to investigate the problem and prevent the trestle from collapsing or being damaged due to excessive pressure at the support point, thus ensuring construction safety. Simultaneously, real-time monitoring of pressure data allows construction personnel to understand the load-bearing status of the trestle, providing data support for its safe use and reducing the probability of accidents.

[0022] Optionally, a dual-axis tilt sensor is installed on the bridge body for monitoring changes in the bridge's travel direction and lateral angle. The dual-axis tilt sensor is electrically connected to the alarm system.

[0023] By adopting the above technical solution, the dual-axis tilt sensor can monitor the changes in the bridge's angular direction and lateral angle in real time and transmit the data to the alarm system. When the bridge tilts longitudinally or deviates laterally beyond a preset safety threshold, the alarm system can promptly issue an alert, reminding construction personnel to adjust the bridge's posture to prevent collapse due to excessive tilting or accidents such as personnel or equipment falling. Simultaneously, real-time monitoring of the angle data allows construction personnel to promptly detect and correct any posture deviations, ensuring the trestle bridge remains stable and safe throughout construction, thus guaranteeing the smooth progress of the tunnel arch construction.

[0024] Secondly, this application provides a construction method for an arch bridge system, employing the following technical solution: A construction method for an arch bridge system includes the following steps: S1. Delineate the first construction area, clear the area, and hoist the inverted arch trestle system; S2. Utilize the space under the trestle bridge to carry out the steel reinforcement binding, embedded part installation and concrete pouring and curing procedures for the first section of the invert arch. S3. After the first section of construction is completed and the invert arch is slag removed, the trestle is moved forward one work position. First, the front approach bridge and the rear approach bridge are raised, and the traveling mechanism is lowered at the same time. The traction trolley is moved to a suitable location and the support legs are adjusted. The traveling mechanism is started as the power source, and the support legs are used as the intermediate support to complete the bridge body movement. After the bridge body is moved to the next work position, the traction trolley and the traveling mechanism are retracted, and the front approach bridge, the rear approach bridge, the front support and the rear support are lowered. S4. Repeat step S2 to perform the cyclical operation until the entire tunnel is completed.

[0025] In summary, this application includes at least one of the following beneficial technical effects: Breaking through the limitations of outrigger adjustment, flexibility is greatly improved: Through the combination structure of "inner cylinder-outer cylinder sliding fit + hydraulic cylinder + pad plate adapter", the problem of limited adjustment stroke of a single hydraulic cylinder is solved. The adjustment range can be flexibly expanded according to different plane working conditions of the front and rear outriggers in the tunnel, adapting to complex terrain and avoiding the problem of unstable trestle erection due to limited adjustment. Safety protection has been comprehensively upgraded, and construction risks have been reduced: By leveraging the linkage of pressure sensors, dual-axis tilt sensors and alarm systems, the pressure at the support points and changes in the bridge tilt angle are monitored in real time, and audible and visual alarms are triggered in a timely manner when abnormalities occur; at the same time, the linkage control of the limit components and the auxiliary support of the traction trolley ensure construction safety from both structural stability and risk warning aspects, reducing the risk of accidents such as collapse and displacement. The trestle moves using its own walking mechanism, eliminating the need for external hoisting equipment and enabling rapid workstation changes. The traction trolley can slide and adjust its support position to adapt to different construction area lengths, reducing waiting time and equipment dependence costs, and improving the continuity and economy of tunnel invert construction. Attached Figure Description

[0026] Figure 1 This is a structural schematic diagram of an embodiment of this application; Figure 2 This is a schematic diagram of a partial structure at the support leg; Figure 3 This is a partial structural cross-sectional view of the support leg; Figure 4 yes Figure 3 The inner and outer cylinders are concealed within the structure. Figure 5 This is a partial structural diagram of the walking mechanism.

[0027] Explanation of reference numerals in the attached drawings: 1. Bridge body; 11. Front approach bridge; 12. Rear approach bridge; 2. Front support; 21. Outrigger; 211. Inner cylinder; 212. Outer cylinder; 213. Hydraulic cylinder; 214. Pad plate; 22. Crossbeam; 3. Rear support; 4. Insertion hole; 5. Limiting assembly; 51. Motor; 52. Screw; 53. Limiting block; 54. Steering rod; 55. Steering gear assembly; 56. Limiting strip; 57. First slide groove; 58. Slot; 59. Concealed groove; 50. Positioning groove; 6. Adapter block; 61. Second slide groove; 62. Rack; 63. Adapter gear; 64. Handwheel; 65. Pad strip; 7. Traction trolley; 71. Support leg; 8. Traveling mechanism; 81. Adjustment cylinder. Detailed Implementation

[0028] The following is in conjunction with the appendix Figures 1-5 This application will be described in further detail.

[0029] This application discloses an arched trestle bridge system.

[0030] refer to Figure 1 An arch-shaped trestle system includes a bridge body 1. A front approach bridge 11 is hinged to one end of the bridge body 1 via a hinge shaft, and a rear approach bridge 12 is also hinged to the other end via a hinge shaft. The front approach bridge 11 and the rear approach bridge 12 can rotate around the hinge shaft, facilitating lifting during bridge movement and lowering during construction to form a transition ramp for easy access by construction vehicles. A front support 2 is installed at the end of the bridge body 1 near the front approach bridge 11, and a rear support 3 is bolted to the end near the rear approach bridge 12. The front support 2 and the rear support 3 together support the bridge body 1, ensuring its stable erection within the tunnel. The posture adjustment of the front approach bridge 11 and the rear approach bridge 12 is achieved through a hydraulic system; that is, adjustment hydraulic cylinders are hinged between the front approach bridge 11 and the bridge body 1, and between the rear approach bridge 12 and the bridge body 1.

[0031] refer to Figure 1 , Figure 2 and Figure 3 The front support 2 includes a crossbeam 22 and legs 21. The crossbeam 22 is made of Q345B steel. The end of the bridge body 1 near the front approach bridge 11 is welded to the top of the crossbeam 22. Legs 21 are fixed at both ends of the crossbeam 22, forming a symmetrical support structure. The legs 21 include an inner cylinder 211, an outer cylinder 212, a pad 214, and a hydraulic cylinder 213. The outer cylinder 212 is a hollow rectangular steel cylinder with one end open upwards. The hydraulic cylinder 213 is vertically located inside the outer cylinder 212. The inner cylinder 211 is also a hollow rectangular steel cylinder. Its outer wall is fixedly connected to one end of the crossbeam 22 by welding. The inner cylinder 211 has its opening facing downwards and its bottom end is inserted into the outer cylinder 212. The outer wall of the inner cylinder 211 fits against the inner wall of the outer cylinder 212, realizing a sliding connection between the inner cylinder 211 and the outer cylinder 212. The piston end of the hydraulic cylinder 213 is fixedly connected to the top inner wall of the inner cylinder 211 via a flange. One end of the body of the hydraulic cylinder 213 is detachably connected to the bottom inner wall of the outer cylinder 212. The outer cylinder 212 is provided with a limiting component 5 for controlling whether one end of the body of the hydraulic cylinder 213 is connected to the bottom of the outer cylinder 212. A through insertion hole 4 is provided on the vertical side wall of the outer cylinder 212. When it is necessary to indirectly expand the length of the adjustable leg 21 of the hydraulic cylinder 213, the pad 214 is horizontally inserted into the insertion hole 4, and one end of the body of the hydraulic cylinder 213 is connected to the top of the pad 214.

[0032] refer to Figure 3 and Figure 4The limiting component 5 includes a motor 51, a screw 52, ​​a limiting block 53, a steering rod 54, a steering gear set 55, and a limiting strip 56. The motor 51 is fixed to the outer wall of the outer cylinder 212 by bolts. The motor 51 is a servo motor, which is convenient for precise control of speed and direction. The bottom inner wall of the outer cylinder 212 is provided with a first sliding groove 57 extending horizontally. The bottom ends of the screw 52 and the limiting block 53 are both located in the first sliding groove 57. The two ends of the screw 52 are rotatably mounted on the side wall of the outer cylinder 212 through bearings. One end of the screw 52 passes through the side wall of the outer cylinder 212 and is fixedly connected to the output shaft of the motor 51 through a coupling. The outer surface of the screw 52 is provided with two sections of threads with opposite directions. The limiting block 53 is an inverted L-shape and there are two of them. The two limiting blocks 53 are both sleeved on the screw 52 and threadedly connected to the screw 52. The two limiting blocks 53 are symmetrically distributed on both sides of the hydraulic cylinder 213. The outer wall of the hydraulic cylinder 213 is symmetrically provided with slots 58 corresponding to the positions of the two limiting blocks 53. The slots 58 are rectangular grooves adapted to the ends of the limiting blocks 53. The two limiting blocks 53 can move closer or further away from each other along the first sliding groove 57, and their horizontal ends can be inserted into the corresponding slots 58. The steering rod 54 is rotatably mounted in the inner wall of the outer cylinder 212 via bearings, and the axis of the steering rod 54 is perpendicular to the axis of the screw 52. The steering gear set 55 includes a driving bevel gear and a driven bevel gear that mesh with each other. The driving bevel gear is fixedly sleeved in the middle of the screw 52, ​​and the driven bevel gear is fixedly sleeved at one end of the steering rod 54. The kinetic energy is transferred between the screw 52 and the steering rod 54 through the steering gear set 55. A concealed groove 59 is provided on the inner wall of the outer cylinder 212. The concealed groove 59 is an arc-shaped groove. A positioning groove 50 is provided on the outer wall of the inner cylinder 211 at the position corresponding to the concealed groove 59. The positioning groove 50 is also an arc-shaped groove. One end of the limiting strip 56 is fixedly connected to the steering rod 54 by welding. The limiting strip 56 can rotate with the steering rod 54. When the motor 51 rotates in the forward direction, the screw 52 drives the two limiting blocks 53 to move in a direction that approaches each other until the end of the limiting block 53 is inserted into the slot 58. The hydraulic cylinder 213 is fixed to the outer cylinder 212, and the steering rod 54 rotates synchronously under the drive of the steering gear set 55, so that the end of the limiting strip 56 rotates out from the positioning groove 50 and is finally completely stored in the concealed groove 59, so as to avoid obstructing the relative sliding of the inner cylinder 211 and the outer cylinder 212; when the motor 51 rotates in the opposite direction, the limiting block 53 disengages from the slot 58, and the limiting strip 56 rotates into the positioning groove 50, thereby limiting the inner cylinder 211 and the outer cylinder 212 and preventing the outer cylinder 212 from falling.

[0033] refer to Figure 3 and Figure 4The pad 214 has a second sliding groove 61, in which two adapter blocks 6 are slidably arranged. The two adapter blocks 6 are symmetrically arranged, and a rack 62 is fixed to the bottom of the adapter block 6. An adapter gear 63 is rotatably arranged in the middle of the second sliding groove 61. The adapter gear 63 meshes with both racks 62. A handwheel 64 is rotatably arranged on one side of the pad 214. The handwheel 64 is coaxially fixed with the adapter gear 63. Rotating the handwheel 64 can drive the adapter gear 63 to rotate, thereby causing the two adapter blocks 6 to slide in a direction that moves closer or further away from each other. The ends of the adapter blocks 6 can be inserted into the slots 58 of the hydraulic cylinder 213 to fix the hydraulic cylinder 213 to the pad 214. A pad strip 65 is fixed to the pad plate 214 by welding. The pad strip 65 is set along the length of the pad plate 214, and the top surface of the pad strip 65 is flush with the top surface of the adapter block 6. When the pad plate 214 is inserted into the insertion hole 4 of the outer cylinder 212, the bottom surface of the pad plate 214 and the top surface of the pad strip 65 simultaneously abut against the inner wall of the insertion hole 4, filling the gap between the pad plate 214 and the insertion hole 4 and preventing the pad plate 214 from shaking.

[0034] Looking back Figure 1 The bridge body 1 is provided with a guide rail along its length. A traction trolley 7 is slidably mounted on the guide rail. The traction trolley 7 is equipped with pulleys that are compatible with the guide rail. The traction trolley 7 includes a support leg 71. The support leg 71 and the support leg 21 have the same composition structure. Both include an inner cylinder, an outer cylinder, a hydraulic cylinder, a pad, and a limiting component. The support height can be flexibly adjusted according to the height of the tunnel bottom surface to provide intermediate support for the bridge body 1 and prevent the bridge body 1 from sagging due to its large span.

[0035] refer to Figure 5 A traveling mechanism 8 and a positioning cylinder 81 are provided at the end of the bridge body 1 near the rear approach bridge 12. The traveling mechanism 8 includes a frame, one end of which is hinged to the bridge body 1 via a hinge shaft. One end of the positioning cylinder 81 is hinged to the bridge body 1 via a hinge seat, and the other end is hinged to the top of the frame via a hinge seat. The hinge point between the positioning cylinder 81 and the bridge body 1 is located above the hinge point between the traveling mechanism 8 and the bridge body 1. The travel mechanism 8 can be raised or lowered around the hinge shaft by extending and retracting the positioning cylinder 81. The drive wheel of the traveling mechanism 8 can rotate under the drive of a variable frequency motor, providing driving force for the movement of the bridge body 1.

[0036] An alarm system and pressure sensors are installed on bridge body 1. Multiple pressure sensors are bolted to the outriggers 21 of the front support 2, the rear support 3, and the support legs 71 of the traction trolley 7. The pressure sensors are electrically connected to the alarm system via wires. The alarm system includes a central computer and an audible and visual alarm. The central computer is installed in an operating box on one side of bridge body 1. The audible and visual alarm is bolted to a conspicuous position on the top of bridge body 1. The pressure sensors collect pressure data from each support point in real time and transmit it to the central computer. When the pressure exceeds a preset threshold, the central computer controls the audible and visual alarm to sound an alarm. A dual-axis tilt sensor is also installed on the top of bridge body 1 via a bracket. The dual-axis tilt sensor is electrically connected to the alarm system and can monitor the longitudinal tilt angle and lateral offset angle of bridge body 1 in the direction of travel in real time. The angle data is transmitted to the central computer. When the angle exceeds a safety threshold, the audible and visual alarm sounds simultaneously. A high-precision dual-axis tilt sensor monitors the bridge's angular changes in the direction of travel and laterally. When the longitudinal or lateral tilt angle exceeds the safety threshold, an alarm is triggered. The alarm is an audible and visual alarm, and the tilt direction and angle are displayed on the central computer, automatically stopping the bridge.

[0037] The walking mechanism 8 also includes heavy-duty solid rubber tires, a drive motor, a reducer, brakes, and a steering mechanism. The entire system is integrated and controlled, enabling forward, backward, and stop functions. A central computer provides real-time intervention during the walking process, ensuring stable movement. The central computer has an integrated control panel, display screen (HMI), emergency stop button, and communication equipment for all control systems.

[0038] The total load on the trestle is indirectly calculated by detecting the working pressure of the hydraulic cylinders. This is achieved by installing high-precision pressure sensors on the hydraulic circuits of each outrigger and support leg. The sensor signals are connected to a PLC, which converts the force borne by each outrigger based on the cylinder area and number, and then calculates the total load on the trestle. The alarm threshold is set to 90%–110% of the designed trestle load. When 90% of the rated load is reached, a yellow alarm (yellow indicator light) is triggered to alert the operator. When the rated working load is reached or exceeded by 110%, a red alarm is triggered. The system then activates a red indicator light, a rapid audible alarm, and automatic locking. At this time, the overload information and the position of the overloaded outrigger are prominently displayed on the central computer. The system automatically cuts off the trestle's movement operation based on the system prompts, while simultaneously controlling the outriggers to continue descending. The alarm system, central computer, pressure sensors, and dual-axis tilt sensors are not shown in the diagram.

[0039] The implementation principle of the arch bridge system in this application embodiment is as follows: the basic length of the outrigger 21 is adjusted by the sliding cooperation between the inner cylinder 211 and the outer cylinder 212, combined with the extension and retraction of the hydraulic cylinder 213; when it is necessary to expand the adjustment stroke, the motor 51 rotates in the reverse direction to disengage the limit block 53 from the slot 58, and the limit strip 56 rotates into the positioning groove 50 to prevent the outer cylinder 212 from falling. The pad 214 is inserted into the insertion hole 4, and the handwheel 64 is rotated to adjust the position of the adapter block 6, so that the adapter block 6 is inserted into the slot 58 to fix the hydraulic cylinder 213, thereby indirectly increasing the adjustment distance; during construction, the pressure sensor and the dual-axis tilt sensor monitor the data, and the alarm system triggers an alarm when there is an abnormality; when moving the bridge, the adjustment cylinder 81 controls the rise and fall of the walking mechanism 8, the traction trolley 7 provides intermediate support, and the walking mechanism 8 drives the bridge body 1 to move, thereby achieving efficient work station conversion.

[0040] This application also discloses a construction method for an arch bridge system.

[0041] Includes the following steps: S1. Delineate the first construction area, clear the scum and debris in the area, and make the ground level. Use a crane to hoist the arch bridge system to the construction area. Adjust the height of the front support 2 legs 21 and the rear support 3 to keep the bridge body 1 level. Lower the front approach bridge 11 and the rear approach bridge 12 so that the bottom of the front approach bridge 11 and the rear approach bridge 12 are in contact with the tunnel ground, and the bridge erection is completed. S2. Using the space under the trestle bridge, construction workers enter the area to carry out the steel reinforcement binding work for the first section of the invert arch. After the steel reinforcement binding is completed, the embedded parts are installed. After the embedded parts are fixed in place, the concrete pouring equipment is used to pour the concrete for the invert arch. After the pouring is completed, the concrete is cured according to the design requirements. During the curing period, construction vehicles can pass normally through the bridge body 1, the front approach bridge 11 and the rear approach bridge 12 without affecting other procedures. S3. After the first section of the invert arch concrete has been cured to its design strength and the slag removal from the invert arch is completed, the trestle bridge moves forward one position: First, by controlling the hinge joints of the front approach bridge 11 and the rear approach bridge 12 to rotate, the front approach bridge 11 and the rear approach bridge 12 are lifted. At the same time, the adjustment cylinder 81 is activated, causing the adjustment cylinder 81 to extend and push the traveling mechanism 8 to lower around the hinge axis until the drive wheel of the traveling mechanism 8 contacts the ground. The traction trolley 7 is moved to slide along the guide rail of the bridge body 1 to a suitable position, and the height of the support leg 71 of the traction trolley 7 is adjusted so that the bottom end of the support leg 71 is aligned with the ground. The ground abuts to form an intermediate support; the variable frequency motor of the walking mechanism 8 is started, the drive wheel rotates and drives the bridge body 1 to move forward. During the movement, the attitude of the bridge body 1 is monitored in real time by the dual-axis tilt angle sensor. If tilting or deviation occurs, it is adjusted in time; after the bridge body 1 moves to the next work position, the retracting adjustment cylinder 81 lifts the walking mechanism 8, the support leg 71 of the traction trolley 7 is adjusted to lift it off the ground, the traction trolley 7 is slid to the storage position, and finally the front approach bridge 11, the rear approach bridge 12, the front support 2 and the rear support 3 are lowered to make the trestle bridge re-stable; S4. Repeat step S2 to carry out the invert arch reinforcement binding, embedded part installation, concrete pouring and curing procedures under the trestle at the new work site. Repeat the above steps until the invert arch construction of the entire tunnel is completed.

[0042] The embodiments described in this specific implementation are preferred embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A system of inverted arch trestle, comprising a bridge body (1), a front leading bridge (11) hinged at one end of the bridge body (1), and a rear leading bridge (12) hinged at the other end of the bridge body (1), characterized in that: The bridge body (1) is provided with a front support (2) at one end and a rear support (3) at the other end; the front support (2) comprises a crossbeam (22) and a supporting leg (21), the bridge body (1) is erected on the crossbeam (22) at one end, the supporting leg (21) comprises an inner cylinder (211), an outer cylinder (212), a pad plate (214) and a hydraulic cylinder (213), the outer cylinder (212) is open upward, the hydraulic cylinder (213) is vertically arranged in the outer cylinder (212), the inner cylinder (211) is fixedly connected with one end of the crossbeam (22) and is open downward with the bottom end inserted into the outer cylinder (212), the inner cylinder (211) is slidably connected with the outer cylinder (212), the piston end of the hydraulic cylinder (213) is fixedly connected with the top inner wall of the inner cylinder (211), and one end of the body of the hydraulic cylinder (213) is detachably connected with the bottom inner wall of the outer cylinder (212); the outer cylinder (212) is provided with a limiting component (5) for controlling whether one end of the body of the hydraulic cylinder (213) is connected with the bottom of the outer cylinder (212); a bushing (4) is formed in the vertical side wall of the outer cylinder (212), when it is necessary to indirectly expand the length of the supporting leg (21) adjusted by the hydraulic cylinder (213), the pad plate (214) is horizontally inserted into the outer cylinder (212), and one end of the body of the hydraulic cylinder (213) is connected to the top of the pad plate (214).

2. A system according to claim 1, wherein: The limiting component (5) comprises a motor (51), a screw rod (52) and a limiting block (53), the motor (51) is fixed on the outer wall of the outer cylinder (212), a first sliding groove (57) is formed in the bottom inner wall of the outer cylinder (212), the bottom ends of the screw rod (52) and the limiting block (53) are located in the first sliding groove (57), the piston end of the motor (51) is fixed with one end of the screw rod (52), the screw rod (52) is rotatably arranged on the outer cylinder (212) and penetrates through the limiting block (53), the limiting block (53) is inverted L-shaped and provided with two, the two limiting blocks (53) are symmetrically arranged on the two sides of the hydraulic cylinder (213), and a clamping groove (58) is symmetrically formed in the outer wall of the hydraulic cylinder (213); the two limiting blocks (53) are moved along the direction of approaching or moving away from each other and the end portions are arranged towards the corresponding clamping grooves (58).

3. A system according to claim 2, wherein: The limiting component (5) further comprises a steering rod (54), a steering gear (55) and a limiting strip (56), the steering rod (54) is rotatably arranged in the inner wall of the outer cylinder (212) and is perpendicular to the screw rod (52), the steering gear (55) is used for transmitting kinetic energy between the screw rod (52) and the steering rod (54), a hidden groove (59) is formed in the inner wall of the outer cylinder (212), a positioning groove (50) is formed in the outer wall of the inner cylinder (211), and one end of the limiting strip (56) is fixed with the steering rod (54); the motor (51) is positively rotated, the two limiting blocks (53) are moved along the direction of approaching each other until clamped with the clamping grooves (58), and the end portion of the limiting strip (56) is turned out of the positioning groove (50) until completely stored in the hidden groove (59).

4. A system according to claim 2, wherein: Two adapter blocks (6) are slidably arranged on the cushion plate (214), the two adapter blocks (6) are symmetrically arranged and slide in the direction of approaching or moving away from each other, and the end of the adapter block (6) is used for being inserted into the clamping groove (58).

5. A system according to claim 4, wherein: The cushion strip (65) is fixed on the cushion plate (214), the top surface of the cushion strip (65) is flush with the top surface of the adapter block (6); when the cushion plate (214) is inserted into the outer cylinder (212), the bottom surface of the cushion plate (214) is in abutment with the inner wall of the corresponding adapter block (65) at the same time.

6. A system according to claim 1, wherein: The traction trolley (7) is slidably arranged on the bridge body (1), and the traction trolley (7) comprises a supporting leg (71) which has the same structure as the supporting leg (21).

7. A system according to claim 6, wherein: The walking mechanism (8) and the position adjusting oil cylinder (81) are arranged at the end of the bridge body (1) close to the rear approach bridge (12), the walking mechanism (8) is hinged to the bridge body (1), one end of the position adjusting oil cylinder (81) is hinged to the bridge body (1), and the other end is hinged to the top of the walking mechanism (8); the position adjusting oil cylinder (81) is hinged to the bridge body (1) above the hinged position of the walking mechanism (8) and the bridge body (1); the position adjusting oil cylinder (81) is used for controlling the walking mechanism (8) to be lifted or lowered, and the walking mechanism (8) is used for providing driving force for the movement of the bridge body (1).

8. A system according to claim 6, wherein: The bridge body (1) is provided with an alarm system and a pressure sensor, the pressure sensor is installed on the front support (2), the rear support (3) and the traction trolley (7), and the pressure sensor is electrically connected with the alarm system, the alarm system comprises a central computer and an audible and visual alarm.

9. A system according to claim 8, wherein: The bridge body (1) is provided with a double-axis inclination sensor for monitoring the change of the running direction and the transverse angle of the bridge body (1), and the double-axis inclination sensor is electrically connected with the alarm system.

10. A method of construction using a inverted arch trestle system as claimed in claim 1, wherein: The method comprises the following steps: S1, delimiting the first construction area, cleaning the area and hoisting the inverted arch trestle system; S2, using the space below the trestle, reinforcing steel bar binding, pre-embedded part installation and concrete pouring and curing process of the first inverted arch are carried out; S3, after the first construction is completed and the inverted arch is completed, the trestle is moved to the next position; first, the front approach bridge (11) and the rear approach bridge (12) are lifted, the walking mechanism (8) is lowered at the same time, the traction trolley (7) is moved to a suitable position and the supporting leg (71) is adjusted, the walking mechanism (8) is started as power, the supporting leg (71) is used as intermediate support, the movement of the bridge body (1) is completed, after the bridge body (1) is moved to the next position, the traction trolley (7) and the walking mechanism (8) are collected, and the front approach bridge (11), the rear approach bridge (12), the front support (2) and the rear support (3) are lowered; S4, repeating step S2, and performing cyclic operation until the whole tunnel is completed.

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