Construction temporary bridge structure for metro open cut foundation pit expansion end

Abstract

The utility model relates to a construction temporary bridge structure for the enlarged end of an open cut foundation pit of a metro, which comprises a temporary steel bridge structure, the temporary steel bridge structure is formed by splicing a plurality of single-truss temporary steel bridges, each single-truss temporary steel bridge comprises I-shaped steel, two steel top plates and a steel web, the steel top plates are distributed at two ends of the steel web, and the I-shaped steel is connected with the I-shaped steel. The I-shaped steel is arranged between the two steel top plates; the single truss temporary steel bridge splicing piece is used for being spliced with the single truss temporary steel bridge; the pavement layer is paved on the temporary steel bridge structure; the anti-sliding wall is arranged on the periphery of the temporary steel bridge structure in a surrounding mode. By the adoption of the structure, the influence of subway foundation pit construction on the surrounding traffic environment can be reduced, the problem that the width of a construction road at the enlarged end of the subway open-cut foundation pit is not enough is solved, and compared with a traditional concrete cover plate, the subway open-cut foundation pit cover plate has the advantages that manufacturing cost is low, materials can be recycled, meanwhile, a steel structure serves as a temporary bridge carrier, and 17-meter span arrangement can be achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of foundation pit construction, in particular to a construction temporary bridge structure used for the expanded end of an open excavation foundation pit of a subway. Background Art

[0002] In order to meet the needs of subway tunnel excavation, subway stations are often designed as expanded ends at large and small mileage ends. Subway stations are often located in the main and secondary roads of the city. The design of the expanded end of the station end has a great impact on the surrounding road environment. In the case of limited surrounding conditions, in order to reduce the impact on surrounding road traffic and meet the requirements for the width of the subway open-cut station construction access road, it is necessary to add construction pavement at the expanded end of the subway. At present, the construction pavement mostly adopts a temporary concrete pavement structure, and the materials under the pavement are supported by temporary column piles. The construction pavement is expensive, has a small span, and the materials are non-recyclable. After the construction is completed, it needs to be broken down and transported, which is not environmentally friendly. Utility Model Content

[0003] The utility model provides a temporary bridge structure for the expansion end of an open excavation pit for a subway, which is used to solve the defects in the prior art that most construction blankets adopt a temporary concrete blanket structure, and temporary column piles are used to support materials under the blanket. The construction blanket has a high cost, a small span, and non-recyclable materials. Moreover, after the construction is completed, it needs to be transported away, which is not environmentally friendly.

[0004] To achieve the above purpose, the technical solution of the utility model is: a construction bridge structure for the expanded end of a subway open excavation pit, comprising:

[0005] A steel temporary bridge structure, wherein the steel temporary bridge structure is formed by splicing a plurality of single steel temporary bridges, wherein the single steel temporary bridge comprises an I-beam, a steel top plate and a steel web plate, wherein two steel top plates are provided and distributed at both ends of the steel web plate, and the I-beam is provided between the two steel top plates;

[0006] Single-frame steel temporary bridge splicing parts, used for splicing with single-frame steel temporary bridges;

[0007] A pavement layer, laid on the steel temporary bridge structure;

[0008] The anti-slip wall is arranged around the outer periphery of the steel temporary bridge structure.

[0009] Preferably, the single-beam steel temporary bridge splicing parts include ribs, spliced ​​steel plates, bolts and bolt-connected pads, the bolt-connected pads are used to be installed in the steel web of the I-beam and fixed by the bolts, the spliced ​​steel plates are fixed to the outside of the steel top plate, and the ribs are fixed to the spliced ​​steel plates.

[0010] Preferably, five ribs are arranged at equal intervals on the spliced ​​steel plates.

[0011] Preferably, it also includes an anti-collision wall, which is connected to the road surface layer and is arranged to be raised relative to the road surface layer.

[0012] Preferably, two anchoring steel bars are pre-buried inside the pavement layer and are spaced apart from each other.

[0013] Preferably, the pavement layer is a concrete hardened layer.

[0014] Preferably, the anti-slip wall is a concrete structure cast using the upper crown beam of the foundation pit enclosure.

[0015] Compared with the prior art, the beneficial effects of the utility model are as follows: by setting a single-frame steel temporary bridge, a single-frame steel temporary bridge splicing piece and cooperating with the pavement layer, the anti-slip wall and the anti-collision wall, the impact of the subway foundation pit construction on the surrounding traffic environment can be reduced, and the problem of insufficient width of the construction access road at the expanded end of the subway open excavation foundation pit can be solved. Compared with the traditional concrete cover plate, it has the advantages of low cost, recyclable and reusable materials, and the use of steel structure as the temporary bridge carrier, which can achieve a span of 17 meters. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present invention or the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 This is a plan view of the layout of the temporary bridge used for construction at the expanded end of the station foundation pit;

[0018] Figure 2 yes Figure 1 Section view of AA in the middle;

[0019] Figure 3 It is a structural schematic diagram of a single-frame steel temporary bridge provided by the utility model;

[0020] Figure 4 The utility model is a structural schematic diagram of a single-frame steel temporary bridge splicing piece.

[0021] Reference numerals:

[0022] 10. Single-beam steel temporary bridge; 11. I-beam; 12. Steel top plate; 13. Steel web; 20. Single-beam steel temporary bridge splicing parts; 21. Ribs; 22. Spliced ​​steel plates; 23. Bolts; 24. Bolted pads; 30. Pavement layer; 40. Anti-slip wall; 50. Anti-collision wall; 60. Anchor steel bars; 70. Metro foundation pit crown beam; 80. Anti-slip pier. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solution and advantages of the utility model clearer, the technical solution of the utility model will be described clearly and completely in conjunction with the drawings in the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0024] like Figures 1 to 4 As shown, an embodiment of the present application provides a construction temporary bridge structure for the expanded end of an open excavation pit of a subway, including a steel temporary bridge structure, a single-frame steel temporary bridge 10, a single-frame steel temporary bridge splicing component 20, a pavement layer 30, an anti-slip wall 40 and an anti-collision wall 50.

[0025] Specifically, a single-frame steel temporary bridge 10 is processed and installed. The steel temporary bridge structure is spliced ​​with a single-frame steel temporary bridge splicing piece 20. A plurality of single-frame steel temporary bridges 10 are connected into a whole, and then a reinforced concrete structure anti-slip wall 40 is cast, and then a pavement layer 30 is cast. When casting the upper pavement layer 30, the anchor steel bars 60 of the anti-collision wall 50 should be pre-embedded, and then the anti-collision wall 50 is cast. After the anti-slip wall 40, the upper pavement layer 30 and the anti-collision wall 50 reach the designed concrete strength, it can be used for the construction temporary bridge at the expanded end of the open excavation pit of the subway.

[0026] Furthermore, the single steel temporary bridge 10 is composed of a double 40c I-beam 11, two upper and lower 20mm thick steel top plates 12 and a 16mm thick steel web 13. The double 40c I-beam 11 is arranged in the center, the 20mm thick steel top plate 12 is processed according to 850mm, and is fully welded with the top plate of the I-beam 11 with a 10mm weld, and the 16mm thick steel web 13 is fully welded with the I-beam 11 and the steel top plate 12 with a 10mm weld at a spacing of 600mm. The single steel temporary bridge 10 is processed and manufactured off-site and transported to the site after completion.

[0027] Furthermore, the single-frame steel temporary bridge splice 20 is composed of a 20mm thick stiffening rib plate 21, a 20mm thick splicing steel plate 223-5, a grade 10.9 high-strength bolt 23 and a bolt connection pad 24. The single-frame steel temporary bridge 10 is limited by the original steel material and needs to be spliced ​​and lengthened. First, 4 bolts are used to connect the pads 24, which are 400mm long, 300mm wide and 20mm thick. There are 8 bolt 23 holes inside, which are centrally welded in the web of the 40c I-beam 11 and tightened with grade 10.9 high-strength bolts 23. Then, 20mm thick splicing steel plates 22 are welded on the upper and lower parts, which are 400mm long and 850mm wide. Then, a 20mm thick stiffening rib plate 21 is welded on the 20mm thick splicing steel plate 22. The stiffening rib is 150mm high and 400mm long, and is set at 5 pieces above and below with a spacing of 150mm. The above welding welds are all 10mm full welds. After the above work is completed, the steel temporary bridge structures are hoisted one by one to the crown beam at the expanded end of the foundation pit. The length of each steel temporary bridge is not more than 17 meters.

[0028] Furthermore, a single-frame steel temporary bridge 10 connector is provided, which is HRB400 32 steel bar, welded to the single-frame steel temporary bridge 10 at a spacing of 1000mm, and spot welded at a spacing of 100mm. The single-frame steel temporary bridge 10 connector connects the single-frame steel temporary bridge 10 into a whole.

[0029] Furthermore, the cast anti-slip wall 40 is a reinforced concrete structure, and anchoring steel bars 60 need to be pre-buried when casting the subway foundation pit crown beam 70. In the present application, an anti-slip pier 80 is also provided, and the size of the anti-slip pier 80 is 800mm×800mm×500mm. The thickness of the anti-slip wall 40 is 200mm, and the height is flush with the road surface layer 30.

[0030] Furthermore, the pavement layer 30 is cast, and the pavement layer 30 adopts a 200mm thick C25 plain concrete structure. During construction, anchoring steel bars 60 of the crash barrier 50 are pre-embedded, and the anchoring length is 1500mm, and the upper and lower layers are arranged.

[0031] Furthermore, a reinforced concrete anti-collision wall 50 is cast, and the thickness of the anti-collision wall 50 is 300 mm.

[0032] Furthermore, after the anti-slip pier, anti-slip wall 40, pavement layer 30 and anti-collision wall 50 reach the designed concrete strength, they can be used for the construction of temporary bridges at the expanded end of the open excavation pit of the subway. After the construction phase is over, the pavement layer 30 can be removed and the single steel temporary bridge 10 can be recycled again. The anti-slip pier or anti-slip wall 40 is used to prevent the single steel temporary bridge 10 from sliding when in use. The anti-collision wall 50 uses the pavement layer 30 to embed anchor steel bars 60, and cast concrete anti-collision wall 50 to prevent vehicles from falling into the foundation pit when the steel temporary bridge structure is in use.

[0033] By setting the above-mentioned structure, the present invention can reduce the impact of subway foundation pit construction on the surrounding traffic environment and solve the problem of insufficient width of the construction access road at the expanded end of the subway open excavation foundation pit. Compared with the traditional concrete cover plate, it has the advantages of low cost, recyclable and reusable materials, and the use of steel structure as a temporary bridge carrier can achieve a span of 17 meters.

[0034] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the utility model.

Claims

1. A temporary bridge structure for the expanded end of a subway open excavation pit, characterized in that: include: A steel temporary bridge structure, wherein the steel temporary bridge structure is formed by splicing a plurality of single steel temporary bridges, wherein the single steel temporary bridge comprises an I-beam, a steel top plate and a steel web plate, wherein two steel top plates are provided and distributed at both ends of the steel web plate, and the I-beam is provided between the two steel top plates; Single-frame steel temporary bridge splicing parts, used for splicing with single-frame steel temporary bridges; A pavement layer, laid on the steel temporary bridge structure; The anti-slip wall is arranged around the outer periphery of the steel temporary bridge structure.

2. The construction temporary bridge structure for the expanded end of the open excavation pit of a subway according to claim 1 is characterized in that: The single-beam steel temporary bridge splicing component includes ribs, spliced ​​steel plates, bolts and bolt-connected pads. The bolt-connected pads are used to be installed in the steel web of the I-beam and fixed by the bolts. The spliced ​​steel plates are fixed to the outside of the steel top plate, and the ribs are fixed to the spliced ​​steel plates.

3. The construction temporary bridge structure for the expanded end of the open excavation pit of a subway according to claim 2 is characterized in that: The ribs are arranged five at equal intervals on the spliced ​​steel plates.

4. The construction temporary bridge structure for the expanded end of an open excavation pit for a subway according to any one of claims 1 to 3, characterized in that: Also includes: The anti-collision wall is connected to the road surface layer and is arranged to be raised relative to the road surface layer.

5. The construction temporary bridge structure for the expanded end of the open excavation pit of a subway according to claim 4 is characterized in that: Two anchor steel bars are pre-buried in the pavement layer and spaced apart from each other.

6. The construction temporary bridge structure for the expanded end of an open excavation pit for a subway according to any one of claims 1 to 3, characterized in that: The pavement layer is a concrete hardened layer.

7. The construction temporary bridge structure for the expanded end of an open excavation pit for a subway according to any one of claims 1 to 3, characterized in that: The anti-slip wall is a concrete structure cast by utilizing the upper crown beam of the foundation pit enclosure.

8. The temporary bridge structure for construction at the expanded end of an open excavation pit for a subway according to any one of claims 1 to 3, characterized in that: Single-frame steel temporary bridge connectors are arranged between the single-frame steel temporary bridges.

Images