A segmented self-balancing mobile protective cover system spanning over a highway

Abstract

The application discloses a kind of overpass highway's segmented self-balancing mobile protective bottom system, including longitudinal sliding groove assembly, multiple self-balancing sliding seats, segmented bottom assembly and traction drive mechanism;The longitudinal sliding groove assembly includes two groups of longitudinal sliding grooves, which are laid in parallel on the bridge deck of the bridge that has been erected, and the two groups of longitudinal sliding grooves are symmetrically arranged above the wet joints on both sides of the bridge along the longitudinal direction of the bridge;Each self-balancing sliding seat includes a sliding carriage, a set of walking wheels, a cantilever beam and a counterweight assembly, and all components of the system are prefabricated assembly structures, the counterweight assembly is a stacked prefabricated cast iron block, the segmented bottom unit, the sliding seat and the sliding groove are modular components, which are easy to disassemble and assemble, and the number of counterweights and units can be adjusted flexibly according to the cantilever length and load requirements of different bridges.After completion, all components can be disassembled and transported to the next project for reuse, which significantly reduces the cost of measures and has good economic benefits and engineering promotion value.

Description

Technical Field

[0001] This invention relates to the field of highway construction technology, and in particular to a segmented self-balancing mobile protective bottom support system for crossing highways. Background Technology

[0002] With the continuous advancement of my country's transportation infrastructure construction and the ongoing improvement of the expressway network, a large number of new bridge projects require construction to cross existing operational expressways. During the wet joint pouring, bridge deck paving, guardrail construction, and structural maintenance of these overpasses, construction debris such as gravel, welding slag, and concrete fragments are easily generated and fall, along with dripping construction and maintenance wastewater, posing a serious threat to the driving safety of vehicles on the expressway below. Therefore, it is essential to install reliable protective bottom-support devices in the overpass construction area to block falling objects and wastewater, ensuring the safe passage of traffic on the operational expressway.

[0003] Currently, commonly used protection solutions for construction projects crossing highways mainly include full-span scaffolding protection, fixed cantilevered support, and integrated mobile protection. Full-span scaffolding protection requires erecting a full-span scaffold and laying a protective layer on the highway surface. Although it can achieve full-section protection, it requires long-term occupation and closure of lanes, significantly reducing highway traffic capacity and seriously affecting the normal operation of existing lines. Moreover, the erection and dismantling of scaffolding is complicated, has a long construction period, and is costly. At the same time, high-speed airflow and accidental collisions can easily cause instability of the scaffolding, posing significant safety hazards.

[0004] Fixed cantilever support devices are usually anchored to the side of the erected beam and installed segment by segment. They cannot move longitudinally and require disassembly and assembly after each segment is completed. This results in a large amount of high-altitude disassembly and assembly work, low efficiency, and repeated anchoring, which can easily cause irreversible damage to the main structure of the bridge. They are not suitable for the needs of long-distance continuous overpass construction.

[0005] Integrated mobile protective netting typically employs a single-span integral structure, shifting longitudinally along the bridge via a traction device. However, this integral structure is heavy and bulky, making assembly difficult. Relocation operations require prolonged highway closures, causing significant traffic disruption. Furthermore, the cantilevered ends of the integral structure are prone to large overturning moments, usually necessitating additional anchoring structures on the bridge deck to balance these forces. This can also damage the bridge pavement and main structure, and the overturning resistance is difficult to guarantee. In addition, some solutions using flexible protective nets lack structural rigidity, only capable of intercepting large falling objects, failing to block fine particles and construction wastewater. Moreover, their fire resistance is poor, failing to meet the protection requirements for hot work operations such as welding on the bridge deck.

[0006] In summary, existing overpass construction protection technologies cannot simultaneously meet the multiple requirements of "not damaging the main bridge structure, minimizing the impact on highway traffic, providing comprehensive protection, and achieving high construction efficiency," and thus have obvious technical limitations. Summary of the Invention

[0007] To overcome the shortcomings of existing technologies, one of the objectives of this invention is to provide a segmented self-balancing mobile protective bottom-line system for crossing highways. One of the objectives of this invention is achieved through the following technical solution: A segmented self-balancing mobile protective bottom support system for crossing a highway includes a longitudinal chute assembly, multiple sets of self-balancing slide blocks, a segmented bottom support assembly, and a traction drive mechanism. The longitudinal chute assembly includes two sets of longitudinal chute parallel to each other on the bridge deck, with the two sets of longitudinal chute symmetrically arranged above the wet joints on both sides of the bridge along the longitudinal direction of the bridge. Each self-balancing slide includes a sliding frame, a set of traveling wheels, a cantilever beam, and a counterweight assembly. The traveling wheels are installed at the bottom of the sliding frame and are rolled and engaged in the groove of the longitudinal slide. The cantilever beam is fixed to the top of the sliding frame laterally along the bridge, and both ends of the cantilever beam extend cantilevered to the inner and outer sides of the bridge, respectively. The counterweight assembly is detachably fixed to one end of the sliding frame near the inner side of the bridge to counteract the overturning moment generated by the suspension bottom assembly on the outer side of the cantilever beam. The segmented bottom support assembly is divided into at least two independent bottom support units along the longitudinal direction of the bridge. Each bottom support unit is suspended below the cantilever beam of at least two sets of self-balancing slides. The bottom support unit includes a double-segmented main beam arranged in the transverse direction, several longitudinal secondary beams arranged at equal intervals, and a sealed protective panel. The two ends of the double-segmented main beam are hinged to the outer section of the cantilever beam through rigid slings, and the middle part of the double-segmented main beam is movably connected to the inner section of the cantilever beam through a movable suspension assembly. The traction drive mechanism is connected to the self-balancing slide block and is used to drive all the self-balancing slide blocks to slide synchronously back and forth along the longitudinal slide groove, thereby driving the segmented bottom support assembly to move as a whole between the assembly station outside the highway land area and the protection station directly above the highway.

[0008] Furthermore, the sliding frame is formed by welding double-section I-beams, and the sliding frames corresponding to the two sets of longitudinal grooves are set with different heights to adapt to the two-way cross slope of the bridge deck, so that the cantilever beam remains in a horizontal stress state; the traveling wheel set includes at least four bearing wheels, and the side of the directional wheels is provided with a limit stop to prevent the sliding frame from falling out of the longitudinal groove.

[0009] Furthermore, the counterweight assembly is composed of multiple precast cast iron blocks stacked together, and the precast cast iron blocks are fixedly connected to the inner end face of the sliding frame by bolts; the total weight of the counterweight assembly is configured according to the rated load of the bottom assembly and the maximum overturning moment corresponding to the cantilever length, so that the longitudinal anti-overturning safety factor of the self-balancing slide is not less than 1.5.

[0010] Furthermore, the double-panel main crossbeam of each bottom support unit is formed by welding two I-beams side by side, and each longitudinal secondary beam is vertically welded to the lower flange of the double-panel main crossbeam; the sealing and protective panel is fully covered at the bottom of the longitudinal secondary beams, including a lower layer of bamboo plywood base layer and an upper layer of fireproof geotextile surface layer; an overlapping sealing structure is set at the longitudinal splice of two adjacent bottom support units, with an overlap width of not less than 100mm, to prevent construction debris from falling from the joint.

[0011] Furthermore, the rigid sling is cut and formed from Q355B thick steel plate, and pin connection holes are opened at both the upper and lower ends of the sling. It is hinged to the cantilever beam and the double-section main beam through high-strength pins respectively. The movable suspension component includes a precision-rolled threaded steel rod and a reverse pulley. The upper end of the precision-rolled threaded steel rod is anchored to the inner section of the cantilever beam, and the lower end is rotatably installed with a reverse pulley. The top of the upper flange of the double-section main beam is fixed with a longitudinally extending slide rail steel. The reverse pulley is engaged with the slide rail steel, which not only bears the vertical load, but can also slide relative to the slide rail longitudinally.

[0012] Furthermore, the longitudinal chute is made of ordinary channel steel, with the channel steel opening facing upwards and laid on the bridge deck pavement. A pad beam is set at the bottom of the chute to adjust the elevation. The chute body is not welded or chemically anchored to the bridge structure. It maintains its position stability by relying on the vertical pressure and friction of the self-balancing slide, thus avoiding damage to the main structure of the bridge.

[0013] Furthermore, the total height of the bottom support unit is no more than 650mm. After the system is installed, the clearance between the bottom of the bottom support and the road surface below the highway is no less than 5.3m, which meets the height restriction requirements for highway vehicle passage.

[0014] Furthermore, the traction drive mechanism includes a manual traction hoist or an electric traction device, with the traction end connected to the foremost self-balancing slide; the single-transfer time of a single bottom support unit from the assembly station to the protection station is no more than 15 minutes, which is suitable for the construction organization requirements of intermittent short-term traffic interruption on highways.

[0015] Furthermore, each bottom support unit is provided with an upward-protruding water-blocking edge around its four edges, with a height of not less than 50mm, for collecting construction and maintenance wastewater and guiding it to be discharged outside the highway land area; an edge protection railing is provided above the outer edge of the bottom support unit, and the edge protection railing is made of steel pipe frame with permeable mesh.

[0016] Furthermore, the segmented bottom support assembly comprises four bottom support units. After the four bottom support units are spliced ​​together along the longitudinal direction of the bridge, they laterally cover the entire two-way lane range of the highway. Each pair of bottom support units is equipped with two sets of self-balancing sliding blocks. Each set of self-balancing sliding blocks is synchronously connected through a transverse connecting rod to achieve overall stable and synchronous displacement of the bottom support assembly.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. This system adopts the self-balancing force mechanism of "counterweight offsetting overturning moment". By setting an adjustable counterweight component on the inner side of the sliding frame, the overturning moment generated by the outer cantilever bottom assembly is precisely balanced. The longitudinal anti-overturning safety factor is not less than 1.5, and no anchoring or tying structure is required on the bridge deck. At the same time, the longitudinal chute adopts an unbonded laying method, which only relies on the vertical pressure of the slide block and the friction of the contact surface to maintain stability. It does not weld or chemically anchor to the bridge pavement layer and main structure throughout the entire process, completely avoiding damage to the bridge structure by the protective facilities. It is suitable for various bridge conditions that have been erected.

[0018] 2. The bottom support assembly adopts a segmented structure with multiple independent units spliced ​​longitudinally. Each unit is lightweight and has low displacement resistance. With the help of the traction drive mechanism, it can achieve rapid horizontal movement. The single displacement time is no more than 15 minutes. It can adapt to the construction organization mode of intermittent short-term traffic interruption on highways. The displacement operation can be completed by simply closing the traffic briefly during the off-peak hours. After the system is in place, the bottom clearance of the bottom support is no less than 5.3m, which fully meets the height restriction requirements of highways. During normal operation, there is no need to close the lanes, and vehicles can pass normally, minimizing the interference of construction on highway operation.

[0019] 3. Each bottom support unit adopts a multi-point suspension method of "rigid slings at both ends with hinged joints + movable suspension components in the middle for load bearing". The hinged structure at both ends transmits the main vertical load and ensures the accuracy of suspension positioning. The movable cooperation between the inverted pulley in the middle and the slide rail steel not only undertakes auxiliary vertical load bearing, optimizes the stress state of the double main crossbeam, and reduces structural deflection, but also releases the slight relative displacement between the slide block and the bottom support unit during the sliding process, avoiding the generation of additional internal stress in the structure, while limiting the lateral sway of the bottom support unit and improving the overall stability of the system during displacement and operation.

[0020] 4. The bottom support unit adopts a composite sealed protective panel of "bamboo plywood base layer + fireproof geotextile surface layer", with an overlap sealing structure of not less than 100mm between units. It can comprehensively intercept construction debris of various sizes such as gravel, welding slag, and concrete debris. At the same time, it has good fire resistance and is suitable for hot work on the bridge deck. The water-blocking edges set around the bottom support can effectively collect construction and maintenance wastewater and guide it to centralized discharge outside the highway land area to avoid wastewater dripping and polluting the road surface and affecting driving safety. The outer edge protection railing provides reliable edge safety protection for bridge deck installation and maintenance operations.

[0021] 5. The sliding frame adopts a differentiated height design to precisely adapt to the two-way cross slope of the bridge deck, ensuring that the cantilever beam is always under horizontal stress and eliminating the impact of the additional force from the cross slope on the structural stress and sliding stability. The traveling wheel set is equipped with limit guards that engage in the sliding groove cavity, effectively preventing the sliding seat from derailing and ensuring a smooth and controllable sliding process. After splicing the four bottom support units, they can completely cover the entire two-way lane of the highway, achieving full-section protection. Each set of sliding seats is synchronously linked through the transverse connecting rod, which can drive the bottom support assembly to move continuously as a whole without the need for segmental disassembly and assembly, greatly improving the work efficiency of long-distance overpass construction, while reducing the amount of high-altitude disassembly and assembly work and reducing construction safety risks.

[0022] 6. All components of the system adopt a prefabricated assembly structure. The counterweight components are stacked prefabricated cast iron blocks. The segmented bottom support unit, sliding seat and sliding groove are all modular components, which are easy to disassemble and assemble. The counterweight and unit quantity can be flexibly adjusted according to the cantilever length and load requirements of different bridges. After completion, all components can be disassembled and transported to the next project for reuse, which greatly reduces the cost of measures and has good economic benefits and engineering promotion value.

[0023] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described in detail below with reference to the accompanying drawings. Attached Figure Description

[0024] Figure 1 Installation and placement flowchart; Figure 2 This is a flowchart of the relocation, dismantling, and recycling process. Detailed Implementation

[0025] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0026] It should be noted that when a component is described as "fixed to" another component, it can be directly on the other component or may have a component in between. When a component is considered "connected to" another component, it can be directly connected to the other component or may have a component in between. When a component is considered "set on" another component, it can be directly set on the other component or may have a component in between. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0028] The segmented self-balancing mobile protective bottom support system for overpasses of highways in this embodiment includes a longitudinal chute assembly, multiple sets of self-balancing slide blocks, a segmented bottom support assembly, and a traction drive mechanism. The longitudinal chute assembly includes two sets of longitudinal chutes laid parallel to the erected bridge deck, symmetrically positioned above the wet joints on both sides of the bridge along its longitudinal direction. Each self-balancing slide block includes a sliding frame, a set of wheels, a cantilever beam, and a counterweight assembly. The wheels are installed at the bottom of the sliding frame and roll into the groove of the longitudinal chute. The cantilever beam is fixed transversely to the top of the sliding frame, with both ends extending outwards towards the inner and outer sides of the bridge. A counterweight assembly is detachably fixed to the end of the sliding frame near the inner side of the bridge to counteract the overturning moment generated by the suspension underbody assembly on the outer side of the cantilever beam. The segmented underbody assembly is divided longitudinally into at least two independent underbody units. Each underbody unit is suspended below the cantilever beam of at least two sets of self-balancing sliding seats. The underbody unit includes a double-section main beam arranged transversely and several longitudinally spaced secondary beams. The beams and sealing protective panels are constructed with double-section main crossbeams. Both ends of the double-section main crossbeams are hinged to the outer sections of the cantilever crossbeams via rigid slings. The middle section of the double-section main crossbeams is movably connected to the inner section of the cantilever crossbeams via a movable suspension assembly. The traction drive mechanism is connected to the self-balancing slide blocks, driving all self-balancing slide blocks to reciprocate synchronously along the longitudinal slide grooves. This, in turn, causes the segmented bottom-support assembly to move as a whole between the assembly station outside the highway land area and the protection station directly above the highway. The sliding frame is constructed by welding double-section I-beams together, with two sets of longitudinal slide grooves corresponding to... The sliding frame is configured with a differentiated height to adapt to the two-way cross slope of the bridge deck, keeping the cantilever beam in a horizontal stress state. The traveling wheel set includes at least four bearing directional wheels, and the sides of the directional wheels are provided with limit stops to prevent the sliding frame from falling out of the longitudinal groove. The counterweight assembly is composed of multiple precast cast iron blocks stacked together, and the precast cast iron blocks are fixedly connected to the inner end face of the sliding frame by bolts. The total weight of the counterweight assembly is configured according to the rated load of the bottom assembly and the maximum overturning moment corresponding to the cantilever length, so that the longitudinal anti-overturning safety factor of the self-balancing slide is not less than 1.5. Each bottom support unit's double-layer main crossbeam is formed by welding two I-beams side by side. Each longitudinal secondary beam is vertically welded to the lower flange of the double-layer main crossbeam. A sealed protective panel is fully laid on the bottom of the longitudinal secondary beams, including a lower layer of bamboo plywood base and an upper layer of fireproof geotextile. An overlapping sealing structure is installed at the longitudinal joints of adjacent bottom support units, with an overlap width of not less than 100mm, to prevent construction debris from falling from the joints. Rigid slings are cut from Q355B thick steel plates, with pin connection holes at both ends, hinged to the cantilever beam and double-layer main crossbeam via high-strength pins. The dynamic suspension assembly includes a threaded steel rod and a reverse pulley. The upper end of the threaded steel rod is anchored to the inner section of the cantilever beam, and the lower end is rotatably mounted with the reverse pulley. A longitudinally extending slide rail is fixed to the top of the upper flange of the double-section main beam. The reverse pulley engages with the slide rail, bearing both vertical load and longitudinal sliding relative to the slide rail. The longitudinal chute is made of ordinary channel steel, with the channel opening facing upwards, and is laid on the bridge deck pavement. A pad beam is set at the bottom of the chute to adjust the elevation. The chute body is not welded or chemically anchored to the bridge structure, and its position is maintained by the vertical pressure and friction of the self-balancing slide block. To ensure stability and avoid damage to the main bridge structure, the total height of the bottom support unit should not exceed 650mm. After system installation, the clearance between the bottom of the bottom support and the highway surface below should not be less than 5.3m, meeting the height restriction requirements for highway vehicle passage. The traction drive mechanism includes a manual towing hoist or an electric towing device, with the towing end connected to the foremost self-balancing slide. The single-transfer time of a single bottom support unit from the assembly station to the protection station should not exceed 15 minutes, adapting to the construction organization requirements of intermittent short-term traffic interruptions on highways. Each bottom support unit has upward-convex edges on all four sides. The system includes a water-blocking edge, with a height of no less than 50mm, designed to collect construction and maintenance wastewater and guide it to discharge outside the highway land area. A temporary edge protection railing is installed above the outer edge of the bottom support unit. This railing is constructed with a steel pipe frame and permeable mesh. The segmented bottom support assembly comprises four bottom support units, which are spliced ​​longitudinally along the bridge to cover the entire two-way lanes of the highway laterally. Each pair of bottom support units is equipped with two sets of self-balancing sliding blocks, which are synchronously connected via transverse connecting rods to ensure the overall stable and synchronous movement of the bottom support assembly.

[0029] Working principle: The system uses each self-balancing slide as an independent force-bearing unit. The sliding frame is supported in the longitudinal groove by the bottom traveling wheel set, with the support axis of the traveling wheel as the overturning rotation fulcrum. The cantilever beam extends laterally along the bridge, and its outer section suspends the segmented bottom support assembly and construction load, generating an outward overturning moment around the fulcrum. A counterweight assembly is installed at the end of the sliding frame near the inner side of the bridge. The counterweight consists of multiple precast cast iron blocks stacked together. The total weight is matched and configured according to the rated load of the bottom support assembly and the maximum overturning moment corresponding to the cantilever length, generating a reverse... The anti-overturning moment ensures that the longitudinal anti-overturning safety factor of the self-balancing slide is not less than 1.5. Through the mutual cancellation of the overturning moment and the anti-overturning moment, the slide maintains a stable balance throughout the entire process of static load bearing and dynamic sliding, without the need for additional anchoring and tying of the bridge structure, thus avoiding the risk of overturning from the source of stress. At the same time, the sliding frames corresponding to the two sets of longitudinal sliding grooves adopt a differentiated height design, which can accurately adapt to the two-way cross slope of the bridge deck, so that the cantilever beam always maintains a horizontal stress state, eliminates the additional component force brought by the cross slope, and ensures reasonable structural stress. The traveling wheel assembly has limiting guards on the sides of the load-bearing wheels, which roll and engage in the groove cavity to prevent the sliding frame from laterally detaching from the track. The segmented bottom support assembly is divided into multiple independent bottom support units along the longitudinal direction of the bridge. Each bottom support unit uses a double-panel main crossbeam as the transverse load-bearing frame, and several longitudinal secondary beams are vertically welded to the lower flange of the main crossbeam to form an integral load-bearing grid. The sealed protective panel is fully covered at the bottom of the longitudinal secondary beams, using a composite structure of a lower layer of bamboo plywood base layer and an upper layer of fireproof geotextile surface layer, which has load-bearing, puncture resistance and fire resistance performance. Each bottom support unit adopts a suspension method of "hinged suspension at both ends + movable load-bearing in the middle": the two ends of the double-panel main crossbeam are connected to the outer section of the cantilever crossbeam by rigid straps of Q355B material through high-strength pins to transfer the main vertical load; the middle is movably connected to the inner section of the cantilever crossbeam through a movable suspension component, and the upper end of the precision-rolled threaded steel rod is anchored to... On the inner section of the cantilever beam, a reverse pulley is rotatably installed at the lower end. The reverse pulley engages with the longitudinal slide rail steel at the top of the double-span main beam. It not only shares the vertical load with the end slings to form a multi-point support system to optimize the beam's stress, but also allows the pulley to slide freely along the longitudinal direction of the slide rail. This accommodates the slight relative displacement between the sliding seat and the bottom support unit during the sliding process, preventing additional internal stress in the structure and limiting the lateral sway of the bottom support unit. At the longitudinal joint of adjacent bottom support units, an overlap sealing structure with a width of not less than 100mm is set to eliminate joint gaps and prevent small construction debris such as gravel and welding slag from falling from the joint. A water-blocking edge with a height of not less than 50mm is set around the perimeter of the bottom support unit to collect wastewater generated during bridge construction and maintenance, and guide the wastewater along the bottom support unit to be discharged outside the highway land area, preventing wastewater dripping and affecting road traffic safety.The edge protection railings on the outer edge of the bottom support unit, using a steel pipe frame and permeable mesh, provide safety protection for installation and maintenance work on the bridge deck side. The longitudinal sliding chute assembly, made of ordinary channel steel with the opening facing upwards, is laid above the wet joint of the bridge deck. The bottom of the chute is adjusted for elevation by pad beams. The chute body is not welded or chemically anchored to the main bridge structure, but maintains its position stability solely through the vertical pressure applied by the self-balancing slide and the friction of the contact surface, without damaging the bridge pavement or main structure throughout the process. The traction drive mechanism uses a manual traction hoist or an electric traction device, providing power by traction of the foremost self-balancing slide. The self-balancing slides are synchronously linked through transverse connecting rods, thereby driving all slides to slide back and forth synchronously along the longitudinal chute. The segmented bottom support assembly moves synchronously with the slides, achieving overall horizontal movement between the assembly station outside the highway land area and the protection station directly above the highway. The single relocation time of a single bottom support unit does not exceed 15 minutes. It can adapt to the construction organization mode of intermittent short-term traffic interruption on highways, greatly reducing the impact of construction on the normal operation of highways. After the system is installed, the total structural height of the bottom support unit is no more than 650mm, and the clearance height between the bottom of the bottom support and the highway surface below is no less than 5.3m, which meets the height restriction requirements for highway vehicles. During the static operation at the protection position, there is no need to close the traffic, and vehicles can pass normally. The segmented bottom support assembly is equipped with four bottom support units. After the four units are spliced ​​along the longitudinal direction of the bridge, they can cover the entire two-way lane range of the highway laterally, realizing full-section closed protection of the overpass construction area. Each pair of bottom support units is equipped with two sets of self-balancing slides. Multi-point support ensures the overall rigidity and stability of the bottom support structure, avoids large-span downward deflection deformation, and ensures the reliability of protection. After the operation is completed, the traction mechanism drives the slides in the opposite direction, driving the bottom support assembly back to the assembly position in the non-operation area, which can restore the normal traffic of the entire highway section.

[0030] The above embodiments are merely preferred embodiments of the present invention and should not be construed as limiting the scope of protection of the present invention. Any non-substantial changes and substitutions made by those skilled in the art based on the present invention shall fall within the scope of protection claimed by the present invention.

Claims

1. A segmented self-balancing mobile protective bottom-line system for crossing highways, characterized in that, Includes longitudinal chute assembly, multiple sets of self-balancing slides, segmented bottom support assembly and traction drive mechanism; The longitudinal chute assembly includes two sets of longitudinal chute parallel to each other on the bridge deck, with the two sets of longitudinal chute symmetrically arranged above the wet joints on both sides of the bridge along the longitudinal direction of the bridge. Each self-balancing slide includes a sliding frame, a set of traveling wheels, a cantilever beam, and a counterweight assembly. The traveling wheels are installed at the bottom of the sliding frame and are rolled and engaged in the groove of the longitudinal slide. The cantilever beam is fixed to the top of the sliding frame laterally along the bridge, and both ends of the cantilever beam extend cantilevered to the inner and outer sides of the bridge, respectively. The counterweight assembly is detachably fixed to one end of the sliding frame near the inner side of the bridge to counteract the overturning moment generated by the suspension bottom assembly on the outer side of the cantilever beam. The segmented bottom support assembly is divided into at least two independent bottom support units along the longitudinal direction of the bridge. Each bottom support unit is suspended below the cantilever beam of at least two sets of self-balancing slides. The bottom support unit includes a double-segmented main beam arranged in the transverse direction, several longitudinal secondary beams arranged at equal intervals, and a sealed protective panel. The two ends of the double-segmented main beam are hinged to the outer section of the cantilever beam through rigid slings, and the middle part of the double-segmented main beam is movably connected to the inner section of the cantilever beam through a movable suspension assembly. The traction drive mechanism is connected to the self-balancing slide block and is used to drive all the self-balancing slide blocks to slide synchronously back and forth along the longitudinal slide groove, thereby driving the segmented bottom support assembly to move as a whole between the assembly station outside the highway land area and the protection station directly above the highway.

2. The segmented self-balancing mobile protective bottom-line system for crossing highways according to claim 1, characterized in that, The sliding frame is formed by welding double-section I-beams. The sliding frames corresponding to the two sets of longitudinal grooves are set with different heights to adapt to the two-way cross slope of the bridge deck and keep the cantilever beam in a horizontal stress state. The traveling wheel set includes at least four bearing wheels. The side of the directional wheels is provided with a limit stop to prevent the sliding frame from falling out of the longitudinal groove.

3. The segmented self-balancing mobile protective bottom-line system for crossing highways according to claim 1, characterized in that, The counterweight assembly is composed of multiple precast cast iron blocks stacked together. The precast cast iron blocks are fixedly connected to the inner end face of the sliding frame by bolts. The total weight of the counterweight assembly is configured according to the rated load of the bottom assembly and the maximum overturning moment corresponding to the cantilever length, so that the longitudinal overturning safety factor of the self-balancing slide is not less than 1.

5.

4. The segmented self-balancing mobile protective bottom-line system for crossing highways according to claim 1, characterized in that, Each bottom support unit consists of two parallel H-beams welded together to form the double main crossbeams. Each longitudinal secondary beam is vertically welded to the lower flange of the double main crossbeams. The sealing and protective panel is fully laid on the bottom of the longitudinal secondary beams, including a lower bamboo plywood base layer and an upper fireproof geotextile surface layer. An overlapping sealing structure is set at the longitudinal splice of two adjacent bottom support units, with an overlap width of not less than 100mm, to prevent construction debris from falling from the joint.

5. A segmented self-balancing mobile protective bottom-line system for crossing a highway as described in claim 1, characterized in that, The rigid sling is cut and formed from Q355B thick steel plate. Both the upper and lower ends of the sling are provided with pin connection holes, which are respectively hinged to the cantilever beam and the double-section main beam through high-strength pins. The movable suspension assembly includes a precision-rolled threaded steel rod and a reverse pulley. The upper end of the precision-rolled threaded steel rod is anchored to the inner section of the cantilever beam, and the lower end is rotatably installed with a reverse pulley. The top of the upper flange of the double-section main beam is fixed with a longitudinally extending slide rail steel. The reverse pulley is engaged with the slide rail steel, which not only bears the vertical load, but can also slide relative to the slide rail longitudinally.

6. A segmented self-balancing mobile protective bottom-line system for crossing a highway according to claim 1, characterized in that, The longitudinal chute is made of ordinary channel steel, with the channel steel opening facing upwards and laid on the bridge deck pavement. A pad beam is set at the bottom of the chute to adjust the elevation. The chute body is not welded or chemically anchored to the bridge structure. It maintains its position stability by relying on the vertical pressure and friction of the self-balancing slide, thus avoiding damage to the main structure of the bridge.

7. A segmented self-balancing mobile protective bottom-line system for crossing a highway according to claim 1, characterized in that, The total height of the bottom support unit is no more than 650mm. After the system is installed, the clearance between the bottom of the bottom support and the road surface below the highway is no less than 5.3m, which meets the height restriction requirements for highway vehicle passage.

8. A segmented self-balancing mobile protective bottom-line system for crossing a highway according to claim 1, characterized in that, The traction drive mechanism includes a manual traction hoist or an electric traction device, with the traction end connected to the self-balancing slide at the front end; the single-shift time of a single bottom support unit from the assembly station to the protection station is no more than 15 minutes, which is suitable for the construction organization requirements of intermittent short-term traffic interruption on highways.

9. A segmented self-balancing mobile protective bottom-line system for crossing a highway according to claim 1, characterized in that, Each bottom support unit is provided with an upward-protruding water-blocking edge around its four edges, with a height of not less than 50mm, for collecting construction and maintenance wastewater and guiding it to be discharged outside the highway land area; an edge protection railing is provided above the outer edge of the bottom support unit, and the edge protection railing is made of steel pipe frame with permeable mesh.

10. A segmented self-balancing mobile protective bottom-line system for crossing a highway according to claim 1, characterized in that, The segmented bottom support assembly comprises four bottom support units. After being spliced ​​together longitudinally along the bridge, the four bottom support units laterally cover the entire two-way lane range of the highway. Each pair of bottom support units is equipped with two sets of self-balancing sliding blocks. The sets of self-balancing sliding blocks are synchronously connected through transverse connecting rods to achieve stable and synchronous movement of the entire bottom support assembly.

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