Business line railway bridge overhaul construction full-wrapped beam integral type operation frame

Abstract

The utility model discloses a business line railroad bridge overhaul construction full-wrapped beam integral type operation frame which comprises sidewalk angle steel supports existing on a railroad bridge, longitudinal through long pipes are laid on the sidewalk angle steel supports on the two sides respectively, and a plurality of hanging rods are hung on the longitudinal through long pipes on the two sides respectively. The bottoms of the two hanging rods corresponding left and right are connected through a beam bottom cross rod, the beam bottom cross rod is hung on a T beam through a hanging assembly, the middle of each hanging rod is connected with a frame body cross rod, the frame body cross rods on the two sides abut against T beam webs on the corresponding sides inwards, the middle of each frame body cross rod is connected with a frame body vertical rod, and the frame body vertical rods abut against the T beam webs on the corresponding sides. The upper ends of the frame body vertical rods abut against the T-beam wing plates, and the lower ends of the frame body vertical rods are connected with the beam bottom transverse rods, so that #-shaped frame body structures are formed on the two sides of the railway bridge, base plates are fully laid between upper frame bodies of the #-shaped frame body structures on the two sides in the longitudinal direction, and operation layers are formed on the two sides of the railway bridge. The pressure required by the skylight is effectively relieved, and the purposes of reducing cost and increasing efficiency are achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of railway bridge maintenance construction, in particular to a full-beam integral work frame for maintenance construction of railway bridges on operating lines. Background Art

[0002] In order to ensure the normal operation of railway trains on the operating line, according to relevant railway safety regulations, only the 2m outside the bridge contact network column can be included in the off-point construction. Therefore, the replacement of sidewalk angle steel brackets, walking boards, sidewalk railings, and shelters does not meet the conditions for off-point construction, and all must be included in the skylight point construction. Skylight construction time is short, manpower and material resources are large, the overall construction period is long, and the construction efficiency is high, which greatly increases the construction cost. Therefore, at present, railway bridges also often use full-height scaffolding construction or small slings on both sides for maintenance work. Full-height scaffolding requires large manpower and material resources, a long overall construction period, low construction efficiency, and is greatly affected by the environment. The small slings on both sides are independent structures with poor frame stability, small operating space, and low safety factor. Utility Model Content

[0003] In view of the problems existing in the above-mentioned prior art, the utility model aims to provide an integral work frame with full beam coverage for the maintenance and construction of operating railway bridges, which can effectively alleviate the pressure of skylight demand and achieve the purpose of reducing costs and increasing efficiency while ensuring personal safety and driving safety.

[0004] In order to achieve the above-mentioned purpose, the utility model proposes an all-in-one work frame for the maintenance and construction of railway bridges on operating lines, including an existing sidewalk angle steel bracket on the railway bridge, the railway bridge includes two T-beams arranged side by side in a transverse manner and a plurality of transverse partitions arranged between the two T-beams, the plurality of transverse partitions are arranged at intervals, a longitudinal full-length pipe is laid on the sidewalk angle steel brackets on both sides, a plurality of suspension rods are hung on the longitudinal full-length pipes on both sides, the plurality of suspension rods are arranged at intervals, the suspension rods on both sides correspond to each other one by one, and the two corresponding suspension rods on the left and right are connected at the bottom by a beam bottom cross bar, the beam The bottom cross bar is hung on the T-beam through a hanging assembly, and a frame cross bar is connected to the middle of each hanger, and the frame cross bars on both sides are inwardly abutted against the web of the T-beam on the corresponding side, and a frame vertical bar is connected to the middle of the frame cross bar, and the upper end of the frame vertical bar abuts against the T-beam wing plate and the lower end is connected to the bottom cross bar of the beam, thereby forming a "well" shaped frame structure on both sides of the railway bridge, and the upper frames of each "well" shaped frame structure on each side are fully paved with pads along the longitudinal direction, and the pads are laterally limited between the hanger and the frame vertical bar, thereby forming a working layer on both sides of the railway bridge.

[0005] In the above scheme: the hanging assembly includes a longitudinal connecting pipe arranged in the middle of the bottom crossbar of the beam, connecting all the bottom crossbars of the beam together, and the longitudinal connecting pipe is connected to a plurality of beam center bars, and the plurality of beam center bars are arranged at intervals along the longitudinal direction, and the upper end of each beam center bar is connected to a beam center crossbar, and the beam center crossbar is clamped between the horseshoes of the two T beams. The two ends of the beam center crossbar are cut with a 45° bevel, and the bevel surface coincides with the slope surface of the side end of the T beam horseshoe to ensure stability. The spacing between the first three beam center crossbars at both ends of the bridge is 0.5m, and the remaining spacing is not more than 1.5m.

[0006] In the above scheme: the bottom cross bar of the beam is upwardly abutted against the horseshoe bottom surfaces of the two T-beams, which is conducive to restraining the longitudinal displacement of the frame and further enhancing the stability of the frame.

[0007] In the above scheme: the longitudinal full-length tube, beam bottom cross bar, hanger rod, frame cross bar, frame vertical bar, longitudinal connecting tube, beam middle vertical bar and beam middle cross bar are all steel pipes, and the corresponding two connected steel pipes are connected by steel pipe fasteners, so that the integral work frame is easy to disassemble and assemble and can be reused.

[0008] In the above scheme: the longitudinal connecting pipe is hung on the transverse partition through a gate-type hanger, the gate-type hanger is hung on the transverse partition along the longitudinal direction, and the bottom of the gate-type hanger is fixed on the longitudinal connecting pipe. By increasing the fixing points of the longitudinal connecting pipe and the railway bridge, the structural stability of the work frame is further improved. The gate-type hanger can be composed of three steel pipes connected in a gate shape through steel pipe fasteners.

[0009] In the above scheme: the longitudinal full-length tube is a double-piece steel tube, and a wooden square is provided between the longitudinal full-length tube and the sidewalk angle steel bracket. The wooden square can be tied with wire and fixed to the sidewalk angle steel bracket to prevent it from falling off due to train vibration. The wooden square can be used to level the longitudinal common tube and to separate the longitudinal full-length tube from the sidewalk angle steel bracket to facilitate the replacement of the sidewalk angle steel bracket (remove one and install one) to avoid the new sidewalk angle steel bracket being affected by the limit of the longitudinal full-length tube when being installed.

[0010] In the above scheme: anti-fall nets are fully laid longitudinally between the lower frames of each "well"-shaped frame structure on each side, and the anti-fall nets are laterally limited between the hanger and the frame uprights, thereby forming an anti-fall layer below the working layer, fully ensuring the personal safety of construction workers and reducing construction safety risks.

[0011] In the above scheme: fence nets are arranged on both sides of the working layer, and the fence nets are fixed on corresponding hangers or frame uprights, so as to fully ensure the personal safety of construction workers and reduce construction safety risks.

[0012] The beneficial effects of the utility model are as follows: the integral work frame is erected according to the suspension rods on both sides of the beam body and the hanging components in the beam as the load-bearing points, and the horizontal and vertical displacements of the frame are restrained by laying out the frame cross bars inwardly against the web of the T beam and the frame vertical bars upward against the wing plate of the T beam, thereby ensuring the stability of the frame; the entire work frame is a fully enclosed beam integral work frame, and compared with the construction of a small hanging bag work frame on one side, it has a larger operating space, a stronger frame stability, and higher safety. Compared with the construction of a full-floor scaffolding work platform, the manpower and material investment is nearly doubled, greatly shortening the renovation period; the operator can directly complete the replacement of facilities such as the sidewalk angle steel bracket and the sidewalk railing on the working layer of the work frame, reducing the demand for skylights. In short, under the premise of ensuring personal safety and driving safety, the utility model effectively alleviates the pressure of skylight demand and achieves the purpose of reducing costs and increasing efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural schematic diagram of the utility model.

[0014] Figure 2 This is a schematic diagram of the underside of a railway bridge.

[0015] Figure 3 It is a structural diagram of the hanging assembly.

[0016] Figure 4 yes Figure 1 A magnified schematic diagram of center A. DETAILED DESCRIPTION

[0017] like Figure 1 As shown in —4, an all-beam integral work frame for the maintenance and construction of an operating railway bridge utilizes the existing sidewalk angle steel bracket 1 on the railway bridge, and a longitudinal full-length tube 4 is laid on the sidewalk angle steel bracket 1 on both sides (before laying, the outermost walking board of the railway bridge sidewalk needs to be removed so that the surface of the sidewalk angle steel bracket 1 on both sides is exposed).

[0018] The railway bridge comprises two T-beams 2 arranged side by side transversely and a plurality of transverse diaphragms 3 arranged between the two T-beams 2, wherein the plurality of transverse diaphragms 3 are arranged at intervals.

[0019] A plurality of suspension rods 5 are hung on the longitudinal through-length tubes 4 on both sides, and the plurality of suspension rods 5 are arranged at intervals, and the suspension rods 5 on both sides correspond to each other. The two corresponding suspension rods 5 on the left and right are connected at the bottom by a beam bottom cross bar 6, and the beam bottom cross bar 6 is hung on the T beam 2 through a hanging assembly.

[0020] The middle part of each hanger is connected to a frame cross bar 7, and the frame cross bars 7 on both sides are inwardly abutted against the web of the corresponding side T-beam 2. The middle part of the frame cross bar 7 is connected to a frame vertical bar 8, and the upper end of the frame vertical bar 8 abuts against the upper wing plate of the T-beam 2 and the lower end is connected to the bottom cross bar 6 of the beam, thereby forming a "well" shaped frame structure on both sides of the railway bridge.

[0021] Pads 9 are fully laid longitudinally between the upper frames of the "well"-shaped frame structures on each side, and the pads 9 are transversely limited between the hanger 5 and the frame uprights 8, thereby forming working layers on both sides of the railway bridge.

[0022] Preferably, the hanging assembly includes a longitudinal connecting tube 10 disposed in the middle of the beam bottom cross bar 6, connecting all the beam bottom cross bars 6 together, a plurality of beam center bars 11 are connected to the longitudinal connecting tube 10, and the plurality of beam center bars 11 are arranged at intervals in the longitudinal direction, and the upper end of each beam center bar 11 is connected to a beam center cross bar 12, and the beam center cross bar 12 is clamped between the horseshoes of the two T beams 2. The two ends of the beam center cross bar 12 are cut with a 45° bevel, and the bevel surface coincides with the slope surface of the horseshoe side end of the T beam 2 to ensure stability. The spacing between the first three beam center cross bars 12 at both ends of the bridge is 0.5m, and the remaining spacing is not more than 1.5m.

[0023] Preferably, the bottom cross bar 6 of the beam abuts upward against the horseshoe bottom surfaces of the two T beams 2, which is beneficial to restricting the longitudinal displacement of the frame and further enhancing the stability of the frame.

[0024] Preferably, the longitudinal through-length tube 4, the bottom cross bar 6, the hanger 5, the frame cross bar 7, the frame uprights 8, the longitudinal connecting tube 10, the beam middle uprights 11 and the beam middle cross bar 12 are all steel pipes, and the corresponding two connected steel pipes are connected by steel pipe fasteners, so that the integral work frame is easy to disassemble and assemble and can be reused.

[0025] Preferably, the longitudinal connecting pipe 10 is hung on the diaphragm 3 through a gate-shaped hanger 13, the gate-shaped hanger 13 is hung on the diaphragm 3 longitudinally, and the bottom of the gate-shaped hanger 13 is fixed on the longitudinal connecting pipe 10. By increasing the fixing points of the longitudinal connecting pipe 10 and the railway bridge, the structural stability of the work frame is further improved. The gate-shaped hanger 13 can be composed of three steel pipes connected in a gate shape through steel pipe fasteners.

[0026] Preferably, the longitudinal full-length tube 4 is a double-piece steel tube, and a wooden square 14 is provided between the longitudinal full-length tube 4 and the sidewalk angle steel bracket 1. The wooden square 14 can be tied and fixed to the sidewalk angle steel bracket 1 with wire to prevent it from falling off due to train vibration. The wooden square 14 can be used to level the longitudinal common tube 4 and to separate the longitudinal full-length tube 4 from the sidewalk angle steel bracket 1, so as to facilitate the replacement of the sidewalk angle steel bracket 1 (remove one and install one), and avoid the new sidewalk angle steel bracket 1 being affected by the limit of the longitudinal full-length tube 4 when installing.

[0027] Preferably, the lower frames of each "well"-shaped frame structure on each side are fully covered with anti-fall nets 15 along the longitudinal direction, and the anti-fall nets 15 are laterally limited between the hanger 5 and the frame uprights 8, thereby forming an anti-fall layer below the working layer, fully ensuring the personal safety of construction workers and reducing construction safety risks.

[0028] Preferably, fence nets 16 are arranged on both sides of the working layer, and the fence nets 16 are fixed on the corresponding suspension rods 5 or frame uprights 8 to fully protect the personal safety of construction workers and reduce construction safety risks.

Claims

1. An all-in-one work frame for the maintenance and construction of railway bridges on operating lines, comprising an existing sidewalk angle steel bracket (1) on the railway bridge, characterized in that: A longitudinal through-length tube (4) is laid on the sidewalk angle steel brackets (1) on both sides, and a plurality of suspension rods (5) are hung on the longitudinal through-length tubes (4) on both sides. The plurality of suspension rods (5) are arranged at intervals, and the suspension rods (5) on both sides correspond to each other. The two corresponding suspension rods (5) on the left and right are connected at the bottom through a beam bottom cross bar (6), and the beam bottom cross bar (6) is hung on the T beam (2) through a hanging assembly. The middle part of each suspension rod is connected to a frame cross bar (7), and the frame cross bars (7) on both sides are inwardly abutted against the corresponding side T beams. On the web of the beam (2), the middle of the frame cross bar (7) is connected to a frame vertical bar (8), the upper end of the frame vertical bar (8) is in contact with the wing plate of the T beam (2), and the lower end is connected to the beam bottom cross bar (6), thereby forming a "well"-shaped frame structure on both sides of the railway bridge. Pads (9) are fully laid longitudinally between the upper frames of each "well"-shaped frame structure on each side, and the pads (9) are transversely limited between the suspension rod (5) and the frame vertical bar (8), thereby forming an operating layer on both sides of the railway bridge.

2. The all-beam integrated work frame for the maintenance and construction of railway bridges on operating lines according to claim 1 is characterized by: The hanging assembly comprises a longitudinal connecting pipe (10) arranged in the middle of the beam bottom cross bar (6) and connecting all the beam bottom cross bars (6) together; a plurality of beam middle bars (11) are connected to the longitudinal connecting pipe (10); the plurality of beam middle bars (11) are arranged at intervals in the longitudinal direction; the upper end of each beam middle bar (11) is connected to a beam middle cross bar (12); the beam middle cross bar (12) is clamped between the horseshoes of the two T beams (2).

3. The all-beam integrated work frame for the maintenance and construction of railway bridges on operating lines according to claim 2 is characterized by: The beam bottom cross bar (6) abuts upward against the horseshoe bottom surfaces of the two T beams (2).

4. The all-beam integrated work frame for the maintenance and construction of railway bridges on operating lines according to claim 2 is characterized by: The longitudinal through-length tube (4), the bottom cross bar (6), the suspension rod (5), the frame cross bar (7), the frame vertical bar (8), the longitudinal connecting tube (10), the beam middle vertical bar (11) and the beam middle cross bar (12) are all steel pipes, and the corresponding two connected steel pipes are connected by steel pipe fasteners.

5. The all-beam integrated work frame for the maintenance and construction of railway bridges on operating lines according to claim 2 is characterized by: The longitudinal connecting pipe (10) is hung on the transverse partition (3) through a door-shaped hanger (13). The door-shaped hanger (13) is hung on the transverse partition (3) in the longitudinal direction, and the bottom of the door-shaped hanger (13) is fixed on the longitudinal connecting pipe (10).

6. The all-beam integrated work frame for the maintenance and construction of railway bridges on operating lines according to claim 4 is characterized by: The longitudinal full-length tube (4) is a double-jointed steel tube, and a wooden square (14) is provided between the longitudinal full-length tube (4) and the sidewalk angle steel bracket (1).

7. The all-beam integrated work frame for the maintenance and construction of railway bridges on operating lines according to claim 4 is characterized by: An anti-falling net (15) is fully laid longitudinally between the lower frames of each "well"-shaped frame structure on each side, and the anti-falling net (15) is laterally limited between the suspension rod (5) and the frame upright pole (8), thereby forming an anti-falling layer below the working layer.

8. The all-beam integrated work frame for the maintenance and construction of railway bridges on operating lines according to claim 1 is characterized by: Fence nets (16) are arranged on both sides of the working layer, and the fence nets (16) are fixed on corresponding suspension rods (5) or frame uprights (8).

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