Large-span bridge transition plate renovation structure for high-speed railway

Abstract

The utility model discloses a high-speed railway long-span bridge transition plate renovation structure which comprises a first transition plate unit and a second transition plate unit, and the first transition plate unit and the second transition plate unit are respectively connected with a beam body structure in an anchoring mode through a plurality of vertical anchor bars. The first transition plate unit and the second transition plate unit are connected with the limiting plate in an anchoring mode at the boss structure through a plurality of transverse anchor bars. According to the large-span bridge transition plate renovation structure of the high-speed railway, an existing transition plate and rubber support span beam seam structure is omitted, a transition plate area is renovated into a novel beam end track structure, namely, the transition plate is divided into two independent parts at the position of a large beam seam, and the two parts of transition plate units are directly connected with a beam body structure and a limiting plate; by means of the structure, the phenomena that the distance between steel rail supports on the beam end transition plate is increased, and stress of steel rails and fasteners is abnormal due to large beam seams can be reduced, and driving safety can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of railway construction, in particular to a transition plate regulation structure of a high-speed railway large-span bridge. Background Art

[0002] The girder gaps present in long-span high-speed railway bridges, such as tied arch and basket arch, will increase the spacing between rail supports at the beam ends, increasing the stress on the rails and fasteners. When the stress exceeds a certain range, it may cause rail breakage and train derailment, endangering driving safety. Setting a transition plate structure at the beam end can solve the design problem of ballastless track crossing the girder gap on long-span bridges.

[0003] The existing transition plate structure is placed on the bridge structure through a support structure. The transition plate support rubber block is a viscoelastic material with creep characteristics. Under the combined action of train impact, temperature load, etc., the surface of the support rubber block is under pressure. As the service time increases, the support rubber block gradually ages and the residual deformation increases, which in turn causes a series of defects in the transition plate, such as the breakage and falling of the pad stone under the transition plate support, aging deformation and cracks of the rubber support, and deterioration of the transition plate lateral limiter. The above defects cause the transition plate to sink and deflect unevenly, further causing a series of secondary defects such as the widening of the wheel-rail tread at the beam end, the protrusion of the rubber pad under the rail, and the empty hanging of the rail and the rail pad under the rail. Summary of the Invention

[0004] The purpose of the utility model is to provide a high-speed railway long-span bridge transition plate improvement structure in response to the problems existing in the prior art.

[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0006] A transition plate improvement structure for a large-span bridge on a high-speed railway comprises a transition plate arranged on a beam structure, and limit plates arranged at both ends of the transition plate, the transition plate comprising a first transition plate unit and a second transition plate unit, a beam gap being provided between the first transition plate unit and the second transition plate unit, a boss structure being provided at one end of the first transition plate unit and the second transition plate unit away from the beam gap, a groove structure being provided on one side of the limit plate facing the transition plate; the first transition plate unit and the second transition plate unit are respectively anchored to the beam structure by a plurality of vertical anchor bars, and the first transition plate unit and the second transition plate unit are respectively anchored to the limit plates at the boss structures by a plurality of transverse anchor bars.

[0007] The transition plate improvement structure of the large-span bridge of the high-speed railway cancels the existing "transition plate + rubber bearing" cross-beam seam structure, and transforms the transition plate area into a new beam-end track structure, that is, the transition plate is divided into two independent parts at the beam seam, and the two-part transition plate units are directly connected to the beam structure and the limit plate. This structure can reduce the increase in the rail support spacing on the beam-end transition plate caused by the beam seam, the abnormal stress on the rails and fasteners, etc., which is beneficial to improving driving safety. At the same time, this structure also facilitates the independent replacement of each transition plate unit, which is beneficial to later maintenance.

[0008] The setting of the boss structure and the groove structure can play the role of positioning, limiting and pre-connection, and can well connect the transition plate and the limiting plate. When the transverse anchor bar is set, the transverse anchor bar can pass through the boss structure to allow the transition plate and the limiting plate to be fixedly connected together, with high stability, and the two will not easily shake or displace relative to each other.

[0009] The first transition plate unit and the second transition plate unit are directly connected to the beam structure using a plurality of vertical anchor bars, which increases the stability of the anchoring, reduces the relative movement between the two, and avoids an abnormal increase in the spacing between the support rails.

[0010] Furthermore, a plurality of grouting holes are respectively provided at the four corners and the center of the first transition plate unit and the second transition plate unit, and the grouting holes extend downward to the area between the transition plate and the beam structure to facilitate grouting operations.

[0011] Furthermore, the boss structure is arranged in the middle of the end surface of the transition plate, the cross section of the boss structure is rectangular, trapezoidal or semicircular, and the length dimension of the boss structure is 700-750 mm.

[0012] Furthermore, the first transition plate unit and the second transition plate unit are respectively provided with vertical anchor holes arranged at intervals in the transverse and / or longitudinal directions, and the vertical anchor holes respectively extend into the beam structure, and the vertical anchor bars are connected to the vertical anchor holes; the overall depth of the vertical anchor holes is 735 to 950 mm, and the length of the vertical anchor bars is 685 to 900 mm.

[0013] Furthermore, a transverse anchor hole is provided on the limiting plate, the transverse anchor hole passes through the boss structure, the transverse anchor bar is connected to the transverse anchor hole, and the length of the transverse anchor bar is shorter than the length of the transverse anchor hole.

[0014] Furthermore, the transverse anchor bar is a two-section structure connected by a straight threaded sleeve.

[0015] Furthermore, the vertical anchor bars and the transverse anchor bars are both HRB400 threaded steel bars, the diameter of the vertical anchor bars is 25-30 mm, and the diameter of the transverse anchor bars is 30-35 mm.

[0016] Furthermore, a mortar adjustment layer is provided in the gaps between the first transition plate unit, the second transition plate unit and the limiting plate, and between the transition plate and the beam structure.

[0017] Furthermore, the limiting plate and the transition plate are respectively provided with a plurality of detachable BWG fastener systems, and the BWG fastener systems are used to connect the rails.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. The transition plate improvement structure of the large-span bridge of the high-speed railway cancels the existing "transition plate + rubber bearing" cross-beam seam structure, and transforms the transition plate area into a new beam end track structure, that is, the transition plate is divided into two independent parts at the beam seam, and the two-part transition plate units are directly connected to the beam structure and the limit plate. This structure can reduce the increase in the rail support spacing on the beam end transition plate caused by the beam seam, the abnormal stress on the rails and fasteners, etc., which is conducive to improving driving safety. At the same time, this structure also facilitates the independent replacement of each transition plate unit, which is conducive to later maintenance; 2. The beam seam between the first transition plate unit and the second transition plate unit is opposite to the beam seam on the beam structure. It should be set up so that it is convenient to make horizontal cuts at the original complete transition plate during construction, so as to lift the original transition plate and remove the original support; 3. The setting of the boss structure and the groove structure can play the role of positioning, limiting and pre-connection, and can well connect the transition plate and the limit plate. When setting the transverse anchor bar, the transverse anchor bar can pass through the boss structure to allow the transition plate and the limit plate to be fixed together, with high stability, and the two will not easily shake or displace relative to each other; 4. The first transition plate unit and the second transition plate unit are directly connected to the beam structure using multiple vertical anchor bars, and the anchoring stability is higher, which reduces the relative movement between the two and avoids the abnormal increase in the spacing between the support rails. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a top view schematic diagram of a high-speed railway long-span bridge transition plate improvement structure according to the present invention;

[0020] Figure 2 This is a schematic diagram of the distribution of grouting holes on a transition plate renovation structure of a high-speed railway long-span bridge in the utility model;

[0021] Figure 3 A schematic diagram of the transverse anchor bar arrangement of the present invention;

[0022] Figure 4 This is a schematic diagram of the cross-sectional structure of the transverse anchor bar arrangement of the present utility model;

[0023] In the figure: 1. First transition plate unit; 2. Second transition plate unit; 3. Beam joint; 4. Limiting plate; 5. Boss structure; 6. Groove structure; 7. BWG fastener system; 8. Vertical anchor bar; 9. Horizontal anchor bar; 10. Grouting hole; 11. Mortar adjustment layer. DETAILED DESCRIPTION

[0024] The following is a clear and complete description of the technical solution of the present invention in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0025] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of this utility model and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," etc., etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] like Figures 1 to 4 As shown, a transition plate improvement structure for a large-span bridge on a high-speed railway includes a transition plate arranged on a beam structure, and limit plates 4 arranged at both ends of the transition plate, the transition plate includes a first transition plate unit 1 and a second transition plate unit 2, a beam gap 3 is provided between the first transition plate unit 1 and the second transition plate unit 2, the first transition plate unit 1 and the second transition plate unit 2 are respectively provided with a boss structure 5 at one end away from the beam gap 3, and the limit plates 4 are respectively provided with a groove structure 6 for accommodating the boss structure 5 on the side facing the transition plate; the first transition plate unit 1 and the second transition plate unit 2 are respectively anchored to the beam structure by a plurality of vertical anchor bars 8, and the first transition plate unit 1 and the second transition plate unit 2 are respectively anchored to the limit plates 4 at the boss structure 5 by a plurality of transverse anchor bars 9.

[0027] The transition plate improvement structure of the large-span bridge of the high-speed railway cancels the existing "transition plate + rubber bearing" cross-beam seam structure, and transforms the transition plate area into a new beam-end track structure, that is, the transition plate is divided into two independent parts at the beam seam, and the two-part transition plate units are directly connected to the beam structure and the limit plate. This structure can reduce the increase in the rail support spacing on the beam-end transition plate caused by the beam seam, the abnormal stress on the rails and fasteners, etc., which is beneficial to improving driving safety. At the same time, this structure also facilitates the independent replacement of each transition plate unit, which is beneficial to later maintenance.

[0028] The beam gap between the first and second transition plate units 1 and 2 corresponds to the main beam gap in the beam structure, facilitating transverse cuts at the existing intact transition plate during construction, allowing for easy lifting of the existing transition plate and removal of the existing supports. The beam gap, with a width of 15-20 mm, can be left as is or later sealed with mortar or sheet metal.

[0029] The setting of the boss structure 5 and the groove structure 6 can play the role of positioning, limiting and pre-connection, and can well connect the transition plate and the limiting plate. When the transverse anchor bar 9 is set, the transverse anchor bar 9 can pass through the boss structure 5 to allow the transition plate and the limiting plate to be fixedly connected together, with high stability, and the two will not easily shake or displace relative to each other.

[0030] The first transition plate unit 1 and the second transition plate unit 2 are directly connected to the beam structure using a plurality of vertical anchor bars 8, which increases the anchoring stability, reduces the relative movement between the two, and avoids an abnormal increase in the spacing between the support rails.

[0031] Furthermore, a plurality of grouting holes 10 are respectively provided at the four corners and the center of the first transition plate unit 1 and the second transition plate unit 2 , and the grouting holes 10 extend downward to the area between the transition plate and the beam structure.

[0032] The setting of these grouting holes 10 can be used as grouting channels during the renovation process to pour cement mortar between the first transition plate unit 1 and the second transition plate unit 2 and the beam structure below, and finally form a mortar adjustment layer 11. During the pouring process, the support height of the first transition plate unit 1 and the second transition plate unit 2 can be adjusted, and the two transition plate units can also be well supported.

[0033] During the construction process, after the support is removed, mortar bags are poured at the original position of the transition plate support and at both ends of the beam joint as temporary support transition measures. The mortar bag size is 500mm×500mm. The mortar bag is poured using a mortar pump, and the pouring pressure should not be greater than 0.3MPa.

[0034] Furthermore, the boss structure 5 is arranged in the middle of the end face of the transition plate, the cross section of the boss structure 5 is rectangular, trapezoidal or semicircular, and the cross section shape of the groove structure 6 corresponds thereto; the length dimension of the boss structure 5 is 700 to 750 mm, preferably 730 mm.

[0035] Furthermore, the first transition plate unit 1 and the second transition plate unit 2 are respectively provided with vertical anchor holes arranged at intervals in the transverse and / or longitudinal directions, and the vertical anchor holes respectively extend into the beam structure, and the vertical anchor bars 8 are connected to the vertical anchor holes; the overall depth of the vertical anchor holes is 735 to 950 mm, and the length of the vertical anchor bars is 685 to 900 mm.

[0036] After the cement mortar poured beneath the transition plate reaches sufficient strength, the transition plate is anchored to the beam structure using rebar. Vertical anchor holes are drilled using a water drill with a diameter of 35mm and a depth of approximately 735-950mm. The holes should be perpendicular to the transition plate surface, with a tolerance of 1°. This method of inserting the vertical anchor bars significantly enhances the strength and stability of the connection between the transition plate and the beam structure. The length of the vertical anchor bars is shorter than the depth of the vertical anchor holes, which allows for more rebar material and prevents any protruding rebar from protruding from the upper surface of the transition plate.

[0037] Furthermore, a transverse anchor hole is provided on the limiting plate 4, the transverse anchor hole passes through the boss structure 5, the transverse anchor rib 9 is connected to the transverse anchor hole, and the length of the transverse anchor rib 9 is shorter than the length of the transverse anchor hole.

[0038] The boss structure 5 is anchored to the limit plate 4 by using transverse anchoring, that is, the transition plate and the limit plate are anchored as a whole, which can enhance the stability of the two transition plate units after cutting.

[0039] Use a water drill to drill anchor holes with a diameter of 40mm and a depth of 2800mm (transversely through the retaining plate). Drilling should be performed horizontally and perpendicular to the side of the retaining plate, with a tolerance of 1°. The embedded rebar is 2600mm long and 32mm in diameter. The transverse anchor bar should be shorter than the length of the transverse anchor hole to prevent it from protruding from either side of the retaining plate.

[0040] Furthermore, the transverse anchor bar 9 is a two-section structure, with a single section length of 1300 mm, connected by a straight threaded sleeve.

[0041] Furthermore, the vertical anchor bars 8 and the transverse anchor bars 9 are both HRB400 threaded steel bars, the diameter of the vertical anchor bars 8 is 25-30 mm, preferably 28 mm, and the diameter of the transverse anchor bars 9 is 30-35 mm, preferably 32 mm.

[0042] Furthermore, a mortar adjustment layer 11 is provided in the gaps between the first transition plate unit 1 and the second transition plate unit 2 and the limit plate 4, and between the transition plate and the beam structure, respectively, to fill these gaps and also play an adjustment role.

[0043] Furthermore, the limiting plate 4 and the transition plate are respectively provided with a plurality of detachable BWG fastener systems 7 , and the BWG fastener systems 7 are used to connect the rails.

[0044] The BWG fastener system 7 includes an elastic base plate arranged on a transition plate or a limit plate, a pad is also arranged under the elastic base plate, a pair of gauge baffles are provided on the elastic base plate, elastic bars are provided on the gauge baffles, and the elastic bars are connected to the gauge baffles and the elastic base plate through sleeper bolts; anchor bolts are provided on both sides of the elastic base plate located on a pair of gauge baffles, and the anchor bolts pass through the elastic base plate and are connected and anchored to the embedded parts in the anchoring of the transition plate or limit plate below.

[0045] During the dismantling of the original supports, the existing fasteners above the beam joints are removed, leaving only the embedded parts. The embedded holes are then filled with anchor mortar. After the anchor mortar solidifies, the surface is polished and corrected. The embedded fastener holes are cleaned and dried to ensure they are clean and dry. The embedded parts are then positioned using positioning molds and anchor bolts, ensuring that the top surface of the embedded parts is flush with or slightly lower than the top surface of the transition plate. Anchor mortar is then poured into the installation holes. After the anchor mortar solidifies and reaches a certain strength, the positioning molds are removed, and the BWG fastener system is subsequently installed. This BWG fastener system provides a better connection to the rails and prevents displacement.

[0046] Although the embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A high-speed railway long-span bridge transition plate improvement structure, comprising a transition plate arranged on a beam structure, and limit plates arranged at both ends of the transition plate, characterized in that: The transition plate includes a first transition plate unit and a second transition plate unit, a beam gap is provided between the first transition plate unit and the second transition plate unit, a boss structure is provided at one end of the first transition plate unit and the second transition plate unit away from the beam gap, and a groove structure for accommodating the boss structure is provided on the side of the limiting plate facing the transition plate; the first transition plate unit and the second transition plate unit are respectively anchored to the beam structure through a plurality of vertical anchor bars, and the first transition plate unit and the second transition plate unit are respectively anchored to the limiting plate at the boss structure through a plurality of transverse anchor bars.

2. The high-speed railway long-span bridge transition plate improvement structure according to claim 1 is characterized in that: A plurality of grouting holes are respectively provided at the four corners and the center of the first transition plate unit and the second transition plate unit, and the grouting holes extend downward to the area between the transition plate and the beam structure.

3. The high-speed railway long-span bridge transition plate improvement structure according to claim 1 is characterized in that: The boss structure is arranged in the middle of the end surface of the transition plate. The cross section of the boss structure is rectangular, trapezoidal or semicircular. The length of the boss structure is 700-750 mm.

4. The high-speed railway long-span bridge transition plate improvement structure according to claim 1 is characterized in that: The first transition plate unit and the second transition plate unit are respectively provided with vertical anchor holes arranged at intervals in the transverse and / or longitudinal directions, and the vertical anchor holes respectively extend into the beam structure, and the vertical anchor bars are connected to the vertical anchor holes; the overall depth of the vertical anchor holes is 735 to 950 mm, and the length of the vertical anchor bars is 685 to 900 mm.

5. The high-speed railway long-span bridge transition plate improvement structure according to claim 1 is characterized in that: The limiting plate is provided with a transverse anchor hole which passes through the boss structure. The transverse anchor bar is connected to the transverse anchor hole. The length of the transverse anchor bar is shorter than the length of the transverse anchor hole.

6. The high-speed railway long-span bridge transition plate improvement structure according to claim 5 is characterized in that: The transverse anchor bar is a two-section structure connected by a straight thread sleeve.

7. The high-speed railway long-span bridge transition plate improvement structure according to claim 1 is characterized in that: The vertical anchor bars and the transverse anchor bars are both HRB400 threaded steel bars. The diameter of the vertical anchor bars is 25-30 mm, and the diameter of the transverse anchor bars is 30-35 mm.

8. The high-speed railway long-span bridge transition plate improvement structure according to claim 1 is characterized in that: Mortar adjustment layers are respectively provided in the gaps between the first transition plate unit, the second transition plate unit and the limiting plate, and between the transition plate and the beam structure.

9. The high-speed railway long-span bridge transition plate improvement structure according to claim 1, characterized in that: The limiting plate and the transition plate are respectively provided with a plurality of detachable BWG fastener systems, and the BWG fastener systems are used to connect the rails.

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