A type of railway line bridge pier structure

Abstract

This utility model relates to the field of railway overpass bridge technology, specifically to a pier structure between railway lines, including pile foundations, a pile cap, precast pier columns, precast cap beams, supporting pad stones, and anti-falling beam blocks. The pile cap is disposed on the pile foundation, the precast pier columns are disposed on the pile cap and connected to it by grouting sleeves, the precast cap beams are disposed on the precast pier columns and connected to them by grouting sleeves, and the supporting pad stones and anti-falling beam blocks are respectively disposed on the precast cap beams. The advantages of this utility model are: it enables precast construction of piers between railway lines, greatly reducing on-site construction time and safety risks associated with construction near existing lines. It has high value for promotion and application.

Description

Technical Field

[0001] This utility model relates to the field of overpass bridge technology, specifically to a pier structure between railway lines. Background Technology

[0002] With the continuous improvement of railway networks, bridge piers are being installed more and more frequently between crisscrossing railway lines. Existing projects typically use cast-in-place bridge piers for construction, but this method has the following problems:

[0003] 1) Long construction period and significant disruption to operating railways: Cast-in-place bridge piers require concrete pouring, vibration, and curing. Especially in low-temperature or high-humidity environments, the time required for concrete to reach the required strength is long, making it difficult to match the construction window with the railway maintenance window. Cast-in-place construction requires simultaneous coordination of formwork installation, rebar tying, and concrete transportation. In the narrow space between railway lines, this can easily lead to the risk of mechanical cross-operations, reducing construction efficiency.

[0004] 2) High difficulty in quality control: The verticality control of cast-in-place bridge piers is more difficult due to factors such as on-site vibration compaction and formwork deformation. Cast-in-place concrete is also prone to segregation or uneven strength due to environmental temperature and humidity and transportation distance, which can lead to frequent surface cracking of cast-in-place pier columns.

[0005] 3) Significant safety risks associated with construction near existing railway lines: Working near operating railways poses a direct threat to train operation safety due to risks such as formwork overturning and concrete splashing. During the casting of high piers, the probability of personnel falling and being struck by falling objects is relatively high. Summary of the Invention

[0006] The purpose of this utility model is to address the shortcomings of the existing technology by providing a railway line bridge pier structure. Through prefabricated structural design, most of the construction process is transferred to the factory. After the prefabricated bridge piers are transported to the site, they can be hoisted during the railway maintenance window, significantly reducing interference with railway operations and minimizing construction safety risks.

[0007] The objective of this utility model is achieved through the following technical solution:

[0008] A railway bridge pier structure, characterized in that it comprises a pile foundation, a pile cap, precast pier columns, a precast cap beam, supporting pad stones, and anti-falling beam blocks, wherein the pile cap is disposed on the pile foundation, the precast pier columns are disposed on the pile cap and connected to each other by a grouting sleeve, the precast cap beam is disposed on the precast pier columns and connected to each other by a grouting sleeve, the supporting pad stones and the anti-falling beam blocks are respectively disposed on the precast cap beam, the supporting pad stones are used to support the upper beam, and the anti-falling beam blocks are disposed between the supporting pad stones to limit the movement of the beam.

[0009] The bottom of the precast bridge pier column is provided with a grouting sleeve, the pier cap is embedded with pre-embedded steel bars, the pre-embedded steel bars are inserted into the grouting sleeve, and grout is injected into the grouting sleeve.

[0010] The foundation is embedded with a reserved reinforcing bar for the post-pouring strip. The reserved reinforcing bar for the post-pouring strip extends out of the surface of the foundation. A concrete post-pouring strip is poured within the area where the reserved reinforcing bar for the concrete is located.

[0011] The precast pier columns adopt a segmented precast assembly structure. Two or more precast column segments are connected by grouting sleeves at the segment connection points. That is, the column steel bars of the precast column segments located on the upper and lower sides of the grouting sleeves are respectively connected to the grouting sleeves, and grout is injected into the grouting sleeves.

[0012] A high-strength, non-shrink mortar pad is provided at the joint of the column segments.

[0013] The bottom of the precast cap beam is provided with a grouting sleeve, and the top of the precast pier column is embedded with pre-embedded steel bars. The pre-embedded steel bars are inserted into the grouting sleeve, and grout is injected into the grouting sleeve.

[0014] The precast cap beam adopts a segmented precast assembly structure, with a post-cast section set between the left and right precast cap beam segments. The reinforcing bars of the post-cast section are welded to the reinforcing bars of the precast cap beam segments.

[0015] The precast cap beam segment and the post-cast segment are spliced ​​together and then tensioned with prestressed tendons to form a whole.

[0016] Drainage pipes are pre-embedded in the precast cap beam and the precast pier column, and the drainage pipes of the two are connected. The outlet of the drainage pipe is connected to the ground drainage system, which is set on the pier cap.

[0017] A drainage pipe inspection port is provided at the bottom of the precast bridge pier column.

[0018] The advantages of this utility model are: it has strong practicality; grouting sleeves are used to connect the pier columns and the abutment, the pier column segments, and the pier column and the cap beam; the cap beam is divided into three transverse sections, two of which are prefabricated at the beam yard, with the prefabricated weight determined by the on-site crane lifting capacity; scaffolds are erected between the pier columns to splice the two prefabricated cap beam sections through the intermediate post-cast section, and after prestressing, they are formed into a whole, realizing the prefabrication construction of piers between railway lines, greatly reducing on-site construction time and the safety risks of construction near existing lines. It has high promotion and application value. Attached Figure Description

[0019] Figure 1 This is a plan view of the bridge site for this utility model;

[0020] Figure 2 This is an elevation view of the present utility model;

[0021] Figure 3 This is a side view of the present invention;

[0022] Figure 4 This is a detailed drawing of the post-cast strip at the joint between the column and the foundation in this utility model.

[0023] Figure 5 This is an elevation view of the prefabricated splicing node of the column segment in this utility model (upper section).

[0024] Figure 6 This is the elevation view (lower section) of the prefabricated assembly node of the column in this utility model.

[0025] Figure 7 This is an elevation view of the prefabricated column segment assembly node in this utility model (after assembly).

[0026] Figure 8 This is an elevation view of the reinforcement arrangement of the cap beam in this utility model;

[0027] Figure 9 This is a schematic diagram of the welding of the vertical steel reinforcement between the cast-in-place section and the precast section in this utility model;

[0028] Figure 10 This is an elevation view of the prestressed tendon arrangement of the cap beam in this utility model;

[0029] Figure 11 This is a plan view of the prestressed tendon arrangement of the cap beam in this utility model;

[0030] Figure 12 This is an elevation view of the drainage pipe arrangement on the bridge pier in this utility model.

[0031] Figure 13 This is a side view of the drainage pipe arrangement on the bridge pier in this utility model;

[0032] Figure 14 This is a cross-sectional view of the drainage pipe arrangement in the column of the bridge pier in this utility model;

[0033] Figure 15 This is an elevation view of the precast cap beam splicing support in this utility model;

[0034] Figure 16 This is a side view of the prefabricated cap beam splicing support in this utility model. Detailed Implementation

[0035] The features and other related features of this utility model will be further described in detail below with reference to the accompanying drawings and embodiments, so as to facilitate the understanding of those skilled in the art:

[0036] like Figure 1-16As shown in the figure, the labels represent: 1. Precast pier between railway lines; 2. Pile foundation; 3. Pier cap; 4. Precast pier column; 5. Precast cap beam; 6. Post-cast section of cap beam; 6-1. Reinforcing steel of post-cast section of cap beam; 7. Support pad stone; 8. Anti-falling beam block; 9. Beam body; 10. Pier cap connection surface; 10-1. Embedded reinforcing steel of cap column; 10-2. Embedded stirrup of cap column; 10-3. Grouting sleeve at the bottom of pier column; 10-4. Post-cast concrete strip at the top of cap; 11. Pier column connection surface; 11-1. Reinforcing steel of lower column; 11-2. Reinforcing steel of upper column; 11-3. Grouting sleeve for column segment connection; 11-4. Column segment splice joint. 12. Pier cap beam connection surface; 12-1. Column top reinforcement; 12-2. Precast cap beam reinforcement; 12-3. Grouting sleeve connecting cap beam and column; 12-4. Cap beam prestressed tendon; 13. Drainage pipe; 13-1. Pre-embedded drainage pipe in cap beam; 13-2. Pre-embedded drainage pipe in column; 13-3. Drainage pipe inspection port; 13-4. Ground drainage system; 14. Triangular bracket; 15. Steel pipe bracket; 16. Existing road underpass railway overpass; 17. Underpass U-shaped channel; 18. Construction access road; 19. Railway fence; 10. Railway track A; 11. Railway track B; 12. Railway track C; 13. Railway track D; 14. Railway track E; 15. Railway track F.

[0037] Example: In this example, the railway line pier structure consists of prefabricated railway line piers 1 installed between the railway lines. Figure 1 For example, one side has existing railway tracks A, B, C, and D, while the other side has existing railway tracks E and F. A railway fence 19 is installed on the outer side of the railway tracks for protection. An existing road underpass 16 is located beneath the railway tracks, with a U-shaped underpass trough 17 running underneath.

[0038] In this embodiment, the precast bridge pier 1 between railway lines consists of pile foundation 2, pile cap 3, precast bridge pier column 4, precast cap beam 5, post-cast cap beam section 6, support pad stone 7, and anti-falling beam block 8.

[0039] Piling foundation 2 uses bored cast-in-place piles.

[0040] The foundation 3 is constructed of reinforced concrete. The foundation 3 contains pre-embedded reinforcing bars 10-1 for the foundation column, pre-embedded stirrups 10-2 for the foundation column, and pre-cast reinforcing bars 10-4 for the post-cast concrete strip on the top of the foundation.

[0041] The precast bridge pier column 4 is manufactured in the prefabrication plant and is rectangular in shape. It is transported to the railway line via the existing road underpass overpass 16 and the underpass U-shaped channel 17, and then transported to the location of the precast bridge pier 1 between the railway lines via the construction access road 18. A crawler crane is used to vertically lift the column and insert it into the pre-reserved position on the pier cap 3. After the column 4 is installed and adjusted, grouting is performed on the grouting sleeve 10-3 at the bottom of the column. This grouting sleeve 10-3 is connected to the pre-embedded steel reinforcement 10-1 of the pier cap column. 24 hours after grouting, the post-cast concrete strip 10-4 on top of the pier cap is poured. The post-cast strip uses C40 low-shrinkage fine aggregate concrete. The contact area between the bottom side of the precast bridge pier column 4 and the post-cast concrete strip 10-4 on top of the pier cap should be roughened in the prefabrication plant and treated according to the requirements of a construction joint.

[0042] In this embodiment, a number of evenly arranged pre-embedded reinforcing bars 10-1 for the foundation column are pre-embedded in the foundation 3. The pre-embedded reinforcing bars 10-1 for the foundation column are connected by pre-embedded stirrups 10-2 to form an integral structure, so as to improve the connection performance between the foundation 3 and the precast pier column 4.

[0043] When the precast height of the precast pier column 4 exceeds 13m, segmented precasting is adopted. Taking two-segment precasting as an example, the segment position is generally set near the 1 / 2 height of the column. When the precast height of the precast pier column 4 is even higher, it can also be divided into more precast column segments. The construction unit can adjust the segment position according to the site conditions. During the splicing construction of the precast column segments, after the upper column segment is hoisted and positioned, a temporary locking device should be used to fix the upper and lower column segments to ensure accurate positioning of the upper column segment and reliable consolidation between the upper and lower column segments. This ensures that the column is not disturbed during grouting and grout hardening, and that the material is not subjected to tensile force before reaching the design strength, thereby ensuring construction quality. The lower column reinforcement 11-1 and the upper column reinforcement 11-2 are connected into a whole by the column segment connection grouting sleeve 11-3. Before splicing, a 20mm high-strength non-shrink mortar pad is set at the column segment splice joint 11-4.

[0044] The precast cap beam 5 is manufactured in the precast plant and transported to the railway line via the existing road underpass overpass 16 and underpass U-shaped channel 17. It is then transported to the location of the precast pier 1 between the railway lines via the construction access road 18. The precast cap beam 5 and the precast pier column 4 are connected as a whole by the column top reinforcement 12-1 and the grouting sleeve 12-3 connecting the cap beam and the column.

[0045] The precast cap beam 5 is a prestressed reinforced concrete structure. When the total weight of the precast cap beam 5 is large and the crane tonnage is limited, the cap beam is precast in two sections on both sides, with the middle section being cast later. The cast-in-place section 6 of the cap beam is 1 to 2 meters long. The reinforcing bars 6-1 of the cast-in-place section are connected to the precast cap beam reinforcing bars 12-2 by welding. During the prefabrication process, the connecting reinforcing bars and prestressing ducts for the cast-in-place section 6 are pre-installed. On-site, after the positions are fixed by the triangular brackets 14 and steel pipe brackets 15, the left and right precast cap beam segments are spliced ​​with the cast-in-place section 6 and then the prestressing tendons 12-4 of the cap beam are tensioned to form a whole.

[0046] The grouting sleeves 10-3 at the bottom of the column, 11-3 for the segmented connection of the column, and 12-3 for the connection between the cap beam and the column should meet the relevant requirements of "Grouting Sleeves for Reinforcing Steel Connections" (JGT398-2019). The grouting sleeve connection uses high-strength, non-shrink cement grout to fill the gap between the reinforcing steel and the connecting sleeve. After hardening, a joint is formed, transferring the force from one reinforcing steel to another.

[0047] The supporting pad stone 7 is a reinforced concrete structure, which is set at the top of the precast cap beam 5 to transfer the load of the beam 9 to the pier.

[0048] The anti-falling beam block 8 is a reinforced concrete structure, installed at the top of the precast cap beam 5 to prevent the upper beam 9 from falling under earthquake action.

[0049] Beam 9 is a precast small box girder, the span and specific structural form of which are determined in conjunction with the conditions of the overpass railway bridge.

[0050] Rainwater is drained to the bottom of the pier through pre-embedded drainage pipes 13-1 in the cap beam and 13-2 in the column, and then enters the ground drainage system 13-4. A drainage pipe inspection port 13-3 is set at the bottom of the pier. Galvanized steel pipes can be used for drainage.

[0051] Both the triangular bracket 14 and the steel pipe bracket 15 are steel structures used to support the construction of the cap beam. The triangular bracket 14 is fixed between the two precast pier columns 4 and mainly supports the post-cast section 6 of the cap beam. The steel pipe bracket 15 needs to support the self-weight of the precast cap beam 5 and the construction load.

[0052] The existing road underpass bridge 16 is a passageway under the railway, which can be used by motor vehicles. During construction, it can transport materials, machinery and equipment, precast columns, cap beams, etc. to the railway line.

[0053] The U-shaped underpass 17 is the approach road section of the existing road under the railway overpass 16. It serves as a road opening between railway lines and can be used as a temporary access road for transporting materials, machinery, precast columns, and cap beams. When the geological conditions of the underpass are good, the reinforced concrete U-shaped underpass may also be a gravity retaining wall or other structures. The approach road structure may vary depending on the specific circumstances of the project.

[0054] Construction access road 18 serves as a transportation channel between railway lines, providing direct access to the piers of the newly built bridge.

[0055] When applied, this embodiment includes the following construction steps:

[0056] 1) Temporary construction access roads will be constructed at the existing road underpass railway overpass 16 and underpass U-shaped channel 17, and traffic diversion will be implemented on the existing roads. Construction access road 18 will be constructed between the railway lines to the new bridge piers. Figure 1 The design location of the precast bridge pier 1 between railway lines in this embodiment is shown.

[0057] 2) Transport the machinery to the precast bridge pier 1 between the railway lines, construct the pile foundation 2 and the abutment 3, and at the same time construct the precast bridge pier column 4 and the precast cap beam 5 in the precast plant.

[0058] 3) Transport the precast pier column 4 to the precast pier 1 between the railway lines, connect the pier cap 3 and the precast pier column 4. When the height of the precast pier column 4 is high, the pier column is precast in sections and assembled on site to raise the height.

[0059] 4) Erect triangular supports 14 and steel pipe supports 15 on the four sides of the precast bridge pier column.

[0060] 5) Transport the two precast cap beam segments of the left and right sections to the precast bridge pier 1 between the railway lines, use a crawler crane to lift the precast cap beams to the top of the pier, connect the precast bridge pier columns 4 and the precast cap beam segments, pour the post-cast section 6 of the cap beam, and tension the prestressed tendons 12-4 of the cap beam.

[0061] 6) Construct support pads 7 and anti-falling blocks 8 above the precast cap beam 5.

[0062] 7) Erect beam 9, complete the construction of ancillary works, and open the newly built overpass railway bridge to traffic.

[0063] Although the above embodiments have described the concept and embodiments of the present invention in detail with reference to the accompanying drawings, those skilled in the art will recognize that various improvements and modifications can still be made to the present invention without departing from the scope of the claims, and therefore will not be elaborated here.

Claims

1. A bridge pier structure between railway lines, characterized in that: The structure includes pile foundations, pile caps, precast pier columns, precast cap beams, support pads, and anti-fall beam blocks. The pile caps are mounted on the pile foundations, the precast pier columns are mounted on the pile caps and connected by grouting sleeves, the precast cap beams are mounted on the precast pier columns and connected by grouting sleeves, the support pads and anti-fall beam blocks are respectively mounted on the precast cap beams, the support pads support the upper beams, and the anti-fall beam blocks are positioned between the support pads to limit the movement of the beams.

2. The railway line pier structure according to claim 1, characterized in that: The bottom of the precast bridge pier column is provided with a grouting sleeve, the pier cap is embedded with pre-embedded steel bars, the pre-embedded steel bars are inserted into the grouting sleeve, and grout is injected into the grouting sleeve.

3. A railway line pier structure according to claim 2, characterized in that: The foundation is embedded with a reserved reinforcing bar for the post-pouring strip. The reserved reinforcing bar for the post-pouring strip extends out of the surface of the foundation. A concrete post-pouring strip is poured within the area where the reserved reinforcing bar for the concrete is located.

4. A railway line pier structure according to claim 1, characterized in that: The precast pier columns adopt a segmented precast assembly structure. Two or more precast column segments are connected by grouting sleeves at the segment connection points. That is, the column steel bars of the precast column segments located on the upper and lower sides of the grouting sleeves are respectively connected to the grouting sleeves, and grout is injected into the grouting sleeves.

5. A railway line pier structure according to claim 4, characterized in that: A high-strength, non-shrink mortar pad is provided at the joint of the column segments.

6. A railway line pier structure according to claim 1, characterized in that: The bottom of the precast cap beam is provided with a grouting sleeve, and the top of the precast pier column is embedded with pre-embedded steel bars. The pre-embedded steel bars are inserted into the grouting sleeve, and grout is injected into the grouting sleeve.

7. A railway line pier structure according to claim 6, characterized in that: The precast cap beam adopts a segmented precast assembly structure, with a post-cast section set between the left and right precast cap beam segments. The reinforcing bars of the post-cast section are welded to the reinforcing bars of the precast cap beam segments.

8. A railway line pier structure according to claim 7, characterized in that: The precast cap beam segment and the post-cast segment are spliced ​​together and then tensioned with prestressed tendons to form a whole.

9. A railway line pier structure according to claim 1, characterized in that: Drainage pipes are pre-embedded in the precast cap beam and the precast pier column, and the drainage pipes of the two are connected. The outlet of the drainage pipe is connected to the ground drainage system, which is set on the pier cap.

10. A railway line pier structure according to claim 9, characterized in that: A drainage pipe inspection port is provided at the bottom of the precast bridge pier column.

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