Railway bridge type station

Abstract

The utility model relates to a railway bridge type station which comprises a main track bridge structure and two sets of arrival-departure track bridge building integrated frame structures located on the two sides of the main track bridge structure, and the main track bridge structure comprises a first foundation structure and a main track beam supported on the first foundation structure; the arrival-departure line bridge building integrated frame structure comprises a second foundation structure, a platform layer structure and a rail bearing layer structure supported on the second foundation structure. The in-station main track bed is arranged on the main track beam, and the platform layer structure on each side and the in-station arrival-departure track bed are sequentially arranged on the rail bearing layer structure on the corresponding side in the vertical rail direction. By adopting a mode of combining the main track bridge structure and the two groups of arrival-departure track bridge building integrated frame structures, the system has the advantages that the space under the bridge is flexibly utilized, the design and construction flexibility and reliability of the station are high, the main track vehicle-induced vibration is controllable, the construction interface is simple, the traffic volume channel is independent, the civil engineering cost is reduced, and the like.

Description

Technical Field

[0001] The utility model belongs to the technical field of rail transit engineering, and particularly relates to a railway bridge-type station. Background Art

[0002] According to the mutual relationship between railway bridges and building structures, railway bridge-type stations are mainly divided into two types: bridge-building separation type and bridge-building integration type.

[0003] For traditional bridge-building separation type stations, such as Figure 1 shown in the figure, the station building structure 100 and the railway bridge 200 are relatively independent. The load-bearing track layer and the platform layer are both in the form of railway beam bridges. In the vertical space, the station building has a separate roof under the railway beam bridge. Setting a separate roof under the bridge has good waterproof performance, effectively solves the problem of the bridge structure being exposed, and the two structures are relatively independent with clear force transmission; but at the same time, the bridge components have large sizes, which have a great impact on the layout and net height of the space under the bridge, and due to the separate setting of the roof, the civil engineering cost is relatively high.

[0004] For bridge-building integration type stations, such as Figure 2 shown in the figure, the main structure 101 of the station building adopts a frame structure, which has good integrity and flexible space layout of the building, and fundamentally solves the waterproof problem of the bridge-type station; but the requirement for the passing speed of the main line through this station type does not exceed 160 km / h, and the train needs to slow down when passing through the station, which has a great impact on railway operation. Currently, there are few cases of actual engineering applications. Content of the Utility Model

[0005] The utility model relates to a railway bridge-type station, which can at least solve some defects of the prior art.

[0006] The utility model relates to a railway bridge-type station, including a main line bridge structure and two groups of arrival and departure line bridge-building integration frame structures located on both sides of the main line bridge structure.

[0007] The main line bridge structure includes a first foundation structure and a main line beam supported on the first foundation structure.

[0008] The arrival and departure line bridge-building integration frame structure includes a second foundation structure, a platform layer structure, and a load-bearing track layer structure supported on the second foundation structure.

[0009] Wherein, the in-station main line ballast bed is arranged on the main line beam, and the platform layer structure on each side and the in-station arrival and departure line ballast bed are sequentially arranged on the corresponding load-bearing track layer structure along the vertical track direction.

[0010] As one of the implementation manners, the track-bearing layer structure includes a plurality of longitudinally supporting beams arranged in the longitudinal direction of the track successively along the vertical direction of the track and a plurality of vertically supporting beams arranged in the vertical direction of the track successively along the longitudinal direction of the track. Each of the longitudinally supporting beams and each of the vertically supporting beams are supported on corresponding second foundation structures. One end of the vertically supporting beam close to the main line beam is cantilevered and the cantilevered end is adjacent to the corresponding side vertical end of the main line beam.

[0011] As one of the implementation manners, the track-bearing layer structure further includes a floor slab in the track area, and the floor slab in the track area is supported on each of the vertically supporting beams. The in-station arrival and departure line ballast bed is arranged on the floor slab in the track area.

[0012] As one of the implementation manners, the track-bearing layer structure further includes a longitudinally sealing edge beam, and the longitudinally sealing edge beam is connected to each of the cantilevered ends and is adjacent to the main line beam.

[0013] As one of the implementation manners, the platform layer structure includes a plurality of platform columns and a platform slab supported on each of the platform columns. Among them, some platform columns are supported on the longitudinally supporting beams, and the remaining platform columns are supported on conversion secondary beams. The conversion secondary beams are longitudinally arranged beams and are orthogonally connected to each of the corresponding side vertically supporting beams.

[0014] As one of the implementation manners, the far-track-side platform columns are supported on the longitudinally supporting beams on the far-track side, and the remaining platform columns are all supported on the conversion secondary beams.

[0015] As one of the implementation manners, a vertically connecting secondary beam is connected between the near-track-side conversion secondary beam and the longitudinally supporting beam on the far-track side.

[0016] As one of the implementation manners, a deformation joint is arranged between the vertically supporting beam and the main line beam.

[0017] As one of the implementation manners, this railway bridge-type station further includes a mezzanine structure. The mezzanine structure includes a plurality of mezzanine beams arranged in the longitudinal direction of the track successively and a mezzanine slab connected to the bottom of each mezzanine beam. Two ends of the mezzanine beam are respectively connected to two groups of track-bearing layer structures.

[0018] As one of the implementation manners, this railway bridge-type station further includes a mezzanine waterproof and drainage structure. The mezzanine waterproof and drainage structure includes at least one of the following waterproof and drainage structures:

[0019] (1) A two-way slope surface layer is arranged on the top surface of the mezzanine slab;

[0020] (2) Drainage pipelines are arranged on the mezzanine structure for leading rainwater to the sump in the station building;

[0021] (3) A waterproof counterfort is arranged at the position where the mezzanine slab meets the first foundation structure.

[0022] The utility model has at least the following beneficial effects:

[0023] The utility model adopts a combination of a main line bridge structure and a combined bridge and building structure for two arrival and departure lines. The vibration caused by the main line trains is not easily transmitted to the combined bridge and building structures of the two arrival and departure lines on both sides. Therefore, the vibration caused by the main line trains is controllable.

[0024] The main line bridge structure belongs to the preliminary project and can be constructed first. There is no intersection with the construction of the combined bridge and building structure of the arrival and departure lines, which can avoid problems such as the interruption of the main line bridge girder erection channel caused by the delay of the construction period of the combined bridge and building structure of the arrival and departure lines, and further affect the through - line and track laying of the whole line. Therefore, this scheme has the advantages of simple construction interface, independent traffic volume channel, and reduced civil engineering cost.

[0025] Based on the adoption of the combined bridge and building structure of the arrival and departure lines, frame columns with smaller sizes and frame beams with smaller heights can be used. The station building can flexibly arrange column grids and walls according to needs. Therefore, the space under the bridge can be flexibly utilized, and the design, construction flexibility and reliability of the railway bridge - type station can be improved. Description of the Drawings

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0027] Figure 1 Structural schematic diagram of the bridge - separated station provided in the background technology;

[0028] Figure 2 Structural schematic diagram of the bridge - combined station provided in the background technology;

[0029] Figure 3 Plan view of the railway bridge - type station provided in the embodiment of the present utility model;

[0030] Figure 4 and Figure 5 Cross - sectional view of the railway bridge - type station provided in the embodiment of the present utility model;

[0031] Figure 6 and Figure 7 Longitudinal sectional view of the railway bridge - type station provided in the embodiment of the present utility model;

[0032] Figure 8 Waterproof structure diagram of the sandwich panel at the pier provided in the embodiment of the present utility model;

[0033] Figure 9 This is a two-way slope-finding waterproof structure diagram of the sandwich panel provided by the embodiment of the present utility model. Specific embodiments

[0034] The technical solutions in the embodiments of the present utility model will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0035] As Figures 3 - 7 , the embodiment of the present utility model provides a railway bridge-type station, including a main line bridge structure and two sets of combined building and track structures for arrival and departure lines located on both sides of the main line bridge structure.

[0036] The main line bridge structure includes a first foundation structure and a main line beam 12 supported on the first foundation structure.

[0037] The combined building and track structure for arrival and departure lines includes a second foundation structure, a platform layer structure, and a track-bearing layer structure supported on the second foundation structure.

[0038] Among them, the in-station main line ballast bed 41 is arranged on the main line beam 12, and the platform layer structure on each side and the in-station arrival and departure line ballast bed 42 are sequentially arranged on the corresponding track-bearing layer structure along the vertical track direction.

[0039] In one embodiment, as Figure 4 , Figure 5 and Figure 7 , the first foundation structure includes multiple groups of first foundation units arranged in sequence along the track direction. The first foundation unit includes a first underground foundation and a pier 11 supported on the first underground foundation. The above main line beam 12 is supported on the pier 11. For example, the main line beam 12 is connected to the pier 11 through a rubber bearing; preferably, the first underground foundation includes a first pile foundation and a first bearing platform.

[0040] Among them, the above pier 11 includes, but is not limited to, an oval pier 11, which has a good support effect and load-bearing capacity.

[0041] The above main line beam 12 is preferably a box girder and preferably a prestressed concrete member.

[0042] In one embodiment, as Figures 4 - 6, the second basic structure includes multiple groups of second basic units arranged successively along the vertical track direction. Each group of second basic units includes multiple groups of basic modules arranged successively along the parallel track direction. The basic module includes a second underground foundation and a frame column 21 supported on the second underground foundation. The above catenary structure is supported by each frame column 21. Preferably, the second underground foundation includes a second pile foundation and a second bearing platform.

[0043] Preferably, as Figures 3 - 5 , the second basic structure includes two groups of second basic units, that is, the second basic structure includes two columns of frame columns 21.

[0044] Preferably, each frame column 21 is arranged in an array, the column direction is parallel to the parallel track direction, and the row direction is parallel to the vertical track direction; in an alternative embodiment, the number of rows of frame columns of each departure and arrival line combined bridge frame structure is the same as the number of the first basic units and they are configured in one-to-one correspondence, and each group of the first basic units and the corresponding row of frame columns are arranged in the same row along the vertical track direction.

[0045] Among them, the space between two adjacent rows of frame columns 21 is a parallel track direction span of the departure and arrival line combined bridge frame structure. In this embodiment, the departure and arrival line combined bridge frame structure has 3 to 6 parallel track direction spans, and the span is in the range of 20 to 30 m.

[0046] Optionally, the axial distance between the pier 11 and the adjacent frame column 21 is in the range of 8 to 10 m; the axial distance between two adjacent frame columns 21 in the row direction is in the range of 9 to 12 m.

[0047] The above frame column 21 can be a structure such as a steel reinforced concrete column or a reinforced concrete column.

[0048] In one of the embodiments, as Figures 3 - 5 , the catenary structure includes multiple parallel track direction support beams 22 arranged successively along the vertical track direction and multiple vertical track direction support beams 23 arranged successively along the parallel track direction. Each of the parallel track direction support beams 22 and each of the vertical track direction support beams 23 are supported on the corresponding second basic structure. One end of the vertical track direction support beam 23 close to the main line beam 12 is cantilevered and the cantilever end is adjacent to the corresponding side vertical track direction end of the main line beam 12.

[0049] Among them, in the solution where the second basic structure includes multiple groups of second basic units and each group of second basic units includes multiple groups of basic modules arranged successively along the parallel track direction, the number of the parallel track direction support beams 22 is the same as the number of frame column columns and they are configured in one-to-one correspondence, that is, each parallel track direction support beam 22 is supported on a column of frame columns 21. In addition, the number of the vertical track direction support beams 23 is preferably the same as the number of frame column rows and they are configured in one-to-one correspondence, that is, each vertical track direction support beam 23 is supported on a row of frame columns 21.

[0050] The spacing between adjacent cross - track support beams 22 is preferably in the range of 2 - 4 m, and more preferably controlled in the range of 2.8 - 3.7 m.

[0051] Preferably, as Figure 4 and Figure 5 , the frame columns 21 adjacent to the bridge pier 11 are located directly below the corresponding side departure - arrival line, and can reliably support the departure - arrival line load; correspondingly, the cross - track support beams 22 adjacent to the main - line beam 12 are located directly below the corresponding side departure - arrival line, and the cross - track support beam 22 is defined as the track beam.

[0052] The above vertical - track support beam 23 is orthogonally connected to the cross - track support beam 22. The beam section of the vertical - track support beam 23 extending outside the track beam is the cantilever section, and the cantilever section preferably adopts a variable cross - section structure. The length of the cantilever section is preferably in the range of 1.5 - 3 m. The cantilever - setting of the vertical - track support beam 23 can better support the departure - arrival line roadbed 42.

[0053] In one of the embodiments, the track - bearing layer structure further includes a cross - track edge - sealing beam 24, and the cross - track edge - sealing beam 24 is connected to each of the cantilever ends and is adjacent to the main - line beam 12. Among them, when there is a need to erect a catenary foundation, the edge - sealing beam 24 can be used as a catenary foundation support beam, which is convenient for the construction of station facilities; when there is no need to erect a catenary foundation, the edge - sealing beam 24 is only used for edge - sealing, and in this case, the edge - sealing beam 24 may not be provided.

[0054] There is a gap between the vertical - track support beam 23 and the main - line beam 12. Preferably, a deformation joint is provided between the vertical - track support beam 23 and the main - line beam 12. When the cross - track edge - sealing beam 24 is provided, a deformation joint is provided between the cross - track edge - sealing beam 24 and the main - line beam 12 to ensure the structural safety of the station. Among them, the width of the deformation joint is in the range of 80 - 150 mm, for example, it can be controlled at about 100 mm.

[0055] Further, as Figures 4 - 6 , the track - bearing layer structure further includes a floor slab 29 in the track area. The floor slab 29 in the track area is supported on each of the vertical - track support beams 23, and the in - station departure - arrival line roadbed is laid on the floor slab 29 in the track area. The floor slab 29 in the track area can bear the weight of the roadbed, ballast and train load; preferably, the top surface of the floor slab 29 in the track area is flush with the top surface of the main - line beam 12; the thickness of the floor slab 29 in the track area can be in the range of 300 - 600 mm, and further can be controlled in the range of 360 - 460 mm.

[0056] Optionally, the top surface of the floor slab 29 in the track area is flush with the top surface of the track beam, so that the track beam can directly bear the load transmitted by the roadbed; in addition to being supported on each vertical track support beam 23, the floor slab 29 in the track area is also consolidated with the track beam. The floor slab 29 in the track area and the track beam together bear the weight of the roadbed, ballast and train load, with higher reliability.

[0057] Preferably, the main line roadbed 41 and the arrival / departure line roadbed 42 in the station are not connected, for example, there is a certain distance between them, which can prevent the vibration caused by the main line train from being transmitted to the bridge-integrated frame structure of the arrival / departure lines on both sides.

[0058] In one embodiment, as Figures 4 - 6 , the platform layer structure includes a plurality of platform columns 271 and a platform slab 272 supported on each of the platform columns 271. The platform columns 271 can be directly supported on the longitudinal track support beam 22, but when the distance between the longitudinal track support beams 22 is large, for example, in the Figure 4 , Figure 5 shown structure, the two longitudinal track support beams 22 are respectively located directly below the side of the station and the arrival / departure line. At this time, it is impossible to satisfy that all the platform columns 271 are directly supported on the longitudinal track support beam 22. Accordingly, as Figures 3 - 5 , some of the platform columns 271 are supported on the longitudinal track support beam 22, and the remaining platform columns 271 are supported on the transfer secondary beam 25. The transfer secondary beam 25 is a longitudinal beam and is orthogonally connected to each of the corresponding vertical track support beams 23.

[0059] Furthermore, as Figure 4 and Figure 5 , the platform columns 271 on the far track side are supported on the longitudinal track support beam 22 on the far track side, and the remaining platform columns 271 are all supported on the transfer secondary beam 25. And the transfer secondary beam 25 on the near track side is connected to the longitudinal track support beam 22 on the far track side through a vertical track connecting secondary beam 26. The setting of the vertical track connecting secondary beam 26 can connect the various beam bodies for supporting the platform columns 271 into a whole, ensure coordinated force bearing, and improve the load-bearing capacity of the transfer secondary beam 25 and the like. Among them, the vertical track connecting secondary beam 26 is preferably in the form of reinforced concrete. The distance between two adjacent vertical track connecting secondary beams 26 is preferably controlled within the range of 3 - 5 m, for example, controlled within the range of 3.6 - 3.9 m.

[0060] Further preferably, as Figure 4 and Figure 5 , the above-mentioned track-bearing layer structure further includes a floor slab under the platform (shown but not labeled), which is used to bear the weight of the platform layer structure and the pedestrian live load. Then the floor slab under the platform is supported on the longitudinal track support beam 22 and the transfer secondary beam 25, and the platform columns 271 are supported on the floor slab under the platform.

[0061] Further preferably, asFigure 4 and Figure 5 The above platform layer structure further includes a plurality of longitudinally aligned platform beams 273, which are supported on each platform column 271 through the longitudinally aligned platform beams 273, and the platform slab 272 is supported on each longitudinally aligned platform beam 273; the number of longitudinally aligned platform beams 273 is preferably the same as the number of platform columns 271 and they are arranged in one-to-one correspondence. Further, it may further include a plurality of transversely aligned platform beams 274, and the transversely aligned platform beams 274 are orthogonally connected to each longitudinally aligned platform beam 273, which can further improve the application reliability of the platform layer structure.

[0062] Preferably, the above longitudinally aligned support beams 22, transversely aligned support beams 23, secondary conversion beams 25, edge sealing beams 24, etc. are in the form of steel reinforced concrete beams or prestressed concrete beams.

[0063] Furthermore, as Figures 4 - 6 shown, the platform layer structure further includes a canopy, which includes canopy columns 28, canopy beams and a canopy roof slab. The canopy columns 28 protrude from the platform slab 272. Among them, preferably, the platform column 271 at the position of the canopy column 28 is built together with the canopy column 28, that is, the canopy column 28 is supported on a secondary conversion beam 25, and the canopy column 28 also functions as the platform column 271 at the same time.

[0064] Preferably, all components of the combined bridge and building structure for the departure track are connected by integral in-situ casting.

[0065] In one of the embodiments, as Figures 4 - 7 shown, the above railway bridge-type station further includes a mezzanine structure. The mezzanine structure includes a plurality of mezzanine beams 31 arranged in sequence along the longitudinal direction and a mezzanine slab 32 connected to the bottom of each mezzanine beam 31. The two ends of the mezzanine beam 31 are respectively connected to two sets of track-bearing layer structures. The setting of the mezzanine structure can prevent the bridge structure from being exposed, and can also be used as a pipe gallery, and in addition, it can facilitate the anti-seepage and drainage design of the station, serving multiple purposes and effectively reducing the civil engineering cost of the station.

[0066] Among them, preferably, the two ends of the mezzanine beam 31 are respectively connected to the innermost longitudinally aligned support beam 22 (that is, the above-mentioned track beam).

[0067] Among them, the bottom surface of the mezzanine slab 32 is preferably flush with the bottom surface of the mezzanine beam 31.

[0068] The spacing between adjacent mezzanine beams 31 is preferably in the range of 4 - 5 m, and further preferably controlled in the range of 4.2 - 4.5 m; the height of the mezzanine beam 31 can be in the range of 0.5 - 3 m, and is preferably controlled at about 1 m.

[0069] Optionally, the above mezzanine beam 31 and mezzanine slab 32 are formed by in-situ casting.

[0070] Preferably, expansion joints are provided between the sandwich panel 32 and the pier 11 and between the sandwich beam 31 and the pier 11. The width of the expansion joint is preferably controlled within the range of 80 - 150 mm, for example, it can be controlled at about 100 mm.

[0071] Furthermore, the above - mentioned railway bridge - type station further includes a sandwich waterproof and drainage structure, and the sandwich waterproof and drainage structure includes at least one of the following waterproof and drainage structures:

[0072] (1) As shown in Figure 9 , a two - way slope - finding surface layer 322 is provided on the top surface of the sandwich panel 32; among them, the slope of the slope - finding surface layer 322 is preferably controlled within the range of 2 - 8%, and further preferably controlled at about 5%.

[0073] (2) A drainage pipeline is provided on the sandwich structure for leading rainwater to the sump of the station building; preferably, as shown in Figure 9 , a sleeve 311 is embedded in the sandwich beam 31 for water passing and drainage; in combination with the setting of the slope - finding surface layer 322, the sleeve 311 is preferably located at one end of the sandwich beam 31 close to the track beam; multiple drain pipes can be provided in each beam span (the area between two adjacent sandwich beams 31 is one beam span), for example, in combination with the setting of the slope - finding surface layer 322, drain pipes are respectively provided at the four corners of the beam span, and the drain pipes are mainly used to lead rainwater to the sump of the station building.

[0074] (3) A waterproof anti - weir 321 is provided at the place where the sandwich panel 32 meets the first foundation structure; specifically, a waterproof anti - weir 321 is provided at the place where the sandwich panel 32 meets the pier 11. As shown in Figure 8 , a deformation gap is left between the waterproof anti - weir 321 and the pier 11, and a sponge rubber strip 33 is filled in the deformation gap.

[0075] It can be seen that based on the railway bridge - type station provided in this embodiment, it has good waterproof and drainage performance.

[0076] The construction steps of the combined bridge and building frame structure of the arrival - departure track generally include:

[0077] (1) Construct the second pile foundation, cut the pile head to the design elevation, bind the steel bars of the second bearing platform, and reserve the inserted steel bars of the frame column 21.

[0078] (2) Support the formwork of the second bearing platform and pour the bearing platform concrete.

[0079] (3) Tie the longitudinal bars of the frame column 21, formwork the frame column 21, and pour concrete to the corresponding height (generally corresponding to the bottom of the longitudinal track support beam 22); tie the steel bars of the load-bearing track layer beams (including the longitudinal track support beam 22, the transverse track support beam 23, the longitudinal track edge beam 24, the transfer secondary beam 25, the transverse track connecting secondary beam 26, etc.) and the slabs (including the floor slab downstairs of the platform and the floor slab 29 in the track area), and reserve the inserted bars for the platform columns 271, the awning columns 28, and the mezzanine beams 31 and mezzanine slabs 32. Support the formwork for the load-bearing track layer beams and slabs, and pour the concrete for the load-bearing track layer beams and slabs;

[0080] (4) Tie the steel bars of the platform columns 271 and the awning columns 28, formwork the platform columns 271 and the awning columns 28, and pour the concrete for the platform columns 271 and the awning columns 28 to the corresponding height (generally corresponding to the bottom of the longitudinal track platform beam 273); tie the steel bars of the longitudinal track platform beam 273, the transverse track platform beam 274, and the platform slab 272, reserve the inserted bars for the awning columns 28, formwork and pour the longitudinal track platform beam 273, the transverse track platform beam 274, and the platform slab 272;

[0081] (5) Tie the steel bars of the awning columns 28, formwork the awning columns 28, and pour the concrete for the awning columns 28 to the bottom of the awning beam; tie the steel bars of the awning beam and the awning slab, formwork and pour the awning beam and the awning slab.

[0082] The construction steps of the main line bridge structure generally include:

[0083] (1) Construct the first pile foundation, cut the pile head to the design elevation, tie the steel bars of the first pile cap, and reserve the inserted bars for the bridge pier 11.

[0084] (2) Formwork the first pile cap and pour the pile cap concrete;

[0085] (3) Tie the steel bars of the bridge pier 11 and reserve the embedded parts for the bearings. Formwork and pour the concrete for the bridge pier 11 to the design elevation; install the rubber bearings;

[0086] (4) The box girder is prefabricated in the factory. After the construction of the rubber bearings is completed, the box girder is transported to the site and hoisted.

[0087] The construction of the above railway bridge-type station should be combined with the construction sequence of the integrated bridge structure of the arrival and departure lines and the main line bridge structure, and the construction organization should be reasonably arranged to avoid delaying the penetration of the main line beam erection channel.

[0088] The mezzanine structure is preferably constructed after the completion of the integrated bridge structure of the arrival and departure lines and the main line bridge structure. When constructing the mezzanine structure, the construction sequence is as follows:

[0089] Tie the steel bars of the mezzanine beams 31 and the mezzanine slabs 32, reserve the flexible sleeves 311, formwork and pour the concrete for the mezzanine beams 31 and the mezzanine slabs 32, and lay a 5% cement mortar sloping cushion.

[0090] Install the sponge rubber strip 33 at the joint between the sandwich panel 32 and the bridge pier 11.

[0091] After the above structure is completed, the construction of the ballast, roadbed and track components of the track layer can be started.

[0092] The above are only the preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A railway bridge-type station, characterized in that, It includes a main line bridge structure and two sets of combined bridge and track structures for arrival and departure lines located on both sides of the main line bridge structure. The main line bridge structure includes a first foundation structure and a main line beam supported on the first foundation structure. The combined bridge and track structure for arrival and departure lines includes a second foundation structure, a platform layer structure, and a track-bearing layer structure supported on the second foundation structure. Among them, the in-station main line ballast bed is arranged on the main line beam, and the platform layer structure on each side and the in-station arrival and departure line ballast beds are sequentially arranged on the corresponding track-bearing layer structures along the vertical track direction.

2. The railway bridge-type station according to claim 1, wherein: The track-bearing layer structure includes a plurality of longitudinally supporting beams arranged sequentially along the vertical track direction and a plurality of vertically supporting beams arranged sequentially along the longitudinal track direction. Each of the longitudinally supporting beams and each of the vertically supporting beams are supported on the corresponding second foundation structure. One end of the vertically supporting beam close to the main line beam is cantilevered, and the cantilevered end is adjacent to the corresponding vertically end of the main line beam.

3. The railway bridge-type station according to claim 2, characterized in that: The track-bearing layer structure further includes a floor slab in the track area, and the floor slab in the track area is supported on each of the vertically supporting beams. The in-station arrival and departure line ballast bed is arranged on the floor slab in the track area.

4. The railway bridge-type station according to claim 2, wherein: The track-bearing layer structure further includes a longitudinally edge-sealing beam, and the longitudinally edge-sealing beam is connected to each of the cantilevered ends and is adjacent to the main line beam.

5. The railway bridge-type station according to claim 2, characterized in that: The platform layer structure includes a plurality of platform columns and a platform slab supported on each of the platform columns. Among them, some platform columns are supported on the longitudinally supporting beams, and the remaining platform columns are supported on transfer secondary beams. The transfer secondary beams are longitudinally arranged beams and are orthogonally connected to each of the vertically supporting beams on the corresponding side.

6. The railway bridge-type station according to claim 5, characterized in that: The platform columns on the far track side are supported on the longitudinally supporting beams on the far track side, and the remaining platform columns are all supported on transfer secondary beams.

7. The railway bridge-type station according to claim 5 or 6, characterized in that: The transfer secondary beam on the near track side is connected to the longitudinally supporting beam on the far track side through a vertically connecting secondary beam.

8. The railway bridge-type station according to claim 2, characterized in that: A deformation joint is provided between the vertically supporting beam and the main line beam.

9. The railway bridge-type station according to claim 1, characterized in that: It further includes a mezzanine structure. The mezzanine structure includes a plurality of mezzanine beams arranged sequentially along the longitudinal track direction and a mezzanine slab connected to the bottom of each mezzanine beam. The two ends of the mezzanine beam are respectively connected to the two sets of track-bearing layer structures.

10. The railway bridge-type station according to claim 9, characterized in that, It further includes a mezzanine waterproof and drainage structure, and the mezzanine waterproof and drainage structure includes at least one of the following waterproof and drainage structures: (1) A two-way slope-forming surface layer is provided on the top surface of the mezzanine slab. (2) Drainage pipelines are provided on the mezzanine structure for leading rainwater to the sump in the station building. (3) A waterproof anti-camber is provided at the place where the mezzanine slab meets the first foundation structure.

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