A seismic toughness protection structure for high-speed railway box girder bridges

Abstract

This utility model relates to the field of bridge seismic resistance technology, and particularly to a seismic toughness protection structure for high-speed railway box girder bridges. The structure is installed in the gap between the pier and the main girder. It includes three sets of support blocks, each set comprising two support block units. The two support block units in the same set are spaced apart along the longitudinal direction of the bridge. Each support block unit is located near the top edge of the pier, and the vertical distance between the top surface of each support block unit and the bottom surface of the main girder does not exceed 4 cm. This design provides a displacement of more than 1 m in any horizontal direction after the main girder is dislodged, significantly improving the bridge structure's ability to withstand strong earthquakes. The support blocks ensure that the main girder maintains an upright posture after dislodging, preventing slippage and lateral collisions with the piers, thereby greatly reducing seismic damage to the main girder and pier foundations. Simultaneously, it effectively controls track deformation and damage, maximizing the safety of trains traveling on the bridge.

Description

Technical Field

[0001] This utility model relates to the field of bridge seismic resistance technology, and in particular to a seismic toughness protection structure for high-speed railway box girder bridges. Background Technology

[0002] Railway bridges are a crucial part of railway operations, especially in high-speed railways where bridges account for a large proportion. Currently, my country's railway construction focus is gradually shifting to the western regions with high seismic intensity, such as the Sichuan-Tibet Railway and the Xinjiang-Tibet Railway, which makes my country's railways face very serious seismic safety risks.

[0003] Due to stiffness constraints, the substructure design of railway bridges often employs robust solid piers, making it difficult to form a plastic hinge-ductile system. The bearing system is the primary weak point under earthquake conditions. According to high-speed rail earthquake damage surveys, the piers were largely intact, with only a few experiencing cracks or localized concrete spalling. The bearing system, however, suffered severe damage, leading to the main beams alighting, sliding, and falling into the maintenance slots of the piers, colliding with them to some extent. This resulted in varying degrees of damage to the main beams, piers, and foundations, making in-situ repair difficult. Relocation and reconstruction would result in a recovery process lasting up to six months.

[0004] Demolition and reconstruction is the most time-consuming, labor-intensive, and costly option among all post-earthquake structural repair plans, and it also represents the worst structural resilience. The main reason for demolition and reconstruction is that during an earthquake, when the supports fail, the effective constraint and force transmission path between the piers and beams are lost and become uncontrollable. This leads to significant relative displacement of the main beam and its dislodging, causing it to slide and collide severely with the piers, resulting in a massive impact on the piers and foundations, leading to comprehensive structural damage. If effective protective measures are adopted to control the movement of the main beam after support dislodging, and to control the damage development pattern of the structure, avoiding severe damage to the main beams, piers, and foundations, the bridge structure can be protected to the greatest extent. After the earthquake, the bridge's traffic function can be restored through simple and rapid repair measures, significantly improving the bridge's resilience.

[0005] Based on the above reasons, this utility model proposes a seismic toughness protection structure for high-speed railway box girder bridges, which can significantly reduce the impact effect on the main girder after the support disengages, effectively maintain the posture of the main girder, maximize the protection of the main girder, piers and foundations, and significantly improve the toughness of the bridge structure. Utility Model Content

[0006] The purpose of this invention is to overcome the technical defects in the existing technology where the main beam undergoes large relative displacement and dislodging due to earthquakes, which in turn causes the main beam to slide and collide severely with the pier, resulting in comprehensive structural damage. This invention provides a seismic toughness protection structure for high-speed railway box girder bridges.

[0007] This utility model provides a seismic toughness protection structure for a high-speed railway box girder bridge. The seismic toughness protection structure is set in the gap between the pier and the main girder. The seismic toughness protection structure includes three sets of support blocks. Each set of support blocks includes two support block units. Each support block unit is set close to the edge of the top surface of the pier. The two support block units in the same set are spaced apart along the longitudinal direction of the bridge. The vertical distance between the top surface of each support block unit and the bottom surface of the main girder does not exceed 4cm.

[0008] In this invention, multiple support blocks are installed between the piers and the main beam to provide a horizontal displacement of over 1 meter in any direction after the main beam dislodges, significantly improving the bridge structure's ability to withstand strong earthquakes. The support blocks ensure that the main beam maintains its upright posture after dislodging, preventing slippage and lateral collisions with the piers, thereby greatly reducing seismic damage to the main beam and pier foundations. Simultaneously, they effectively control track deformation and damage, maximizing the safety of traffic on the bridge, significantly reducing the need for post-earthquake repairs, and improving structural toughness.

[0009] Preferably, the pier is a round-ended pier, with two pad stones spaced apart along the transverse direction of the pier, and three sets of support blocks spaced apart along the transverse direction of the pier, wherein two sets of support block units are respectively located at the two ends of the pad stones.

[0010] Preferably, another set of the support blocks is disposed at the central axis position of the pier. The inspection groove structure is eliminated in the central axis area of ​​the pier, and a set of support blocks is disposed at the original position of the inspection groove structure, with the support block units respectively disposed close to the outer edge of the pier.

[0011] The arrangement of multiple sets of support blocks ensures that each end of each box girder has at least two support blocks providing effective support. This ensures that the main girder remains upright after being dislodged, preventing slippage and lateral collisions with the piers. This greatly reduces seismic damage to the main girder and pier foundations, while also effectively controlling track deformation and damage, maximizing the safety of vehicles traveling on the bridge, and significantly reducing repair time and costs after an earthquake.

[0012] More preferably, the top surface elevation of the support block unit exceeds the top surface height of the pad stone.

[0013] Preferably, each of the support block units is provided with a buffer pad layer on top, and the thickness of the buffer pad layer is 1cm-2cm.

[0014] Because the height of the support block exceeds the height of the pad stone and a buffer pad layer is laid on the top surface, the drop height of the main beam after dislodging can be significantly reduced, thereby significantly reducing the impact force between the main beam and the pier top after dislodging, minimizing damage to the main beam. At the same time, together with the adjacent piers, it provides four reliable supports for the main beam, ensuring that the main beam remains horizontal after dislodging, thus maximizing traffic safety on the bridge.

[0015] By raising the top elevation of the support block and laying a buffer pad layer with a thickness of 1cm to 2cm on its top, the falling height of the main beam after dislodging can be significantly reduced, thereby significantly reducing the impact force between the main beam and the pier top.

[0016] More preferably, the support block unit can also be located in the top space of other bridge piers besides the locations of the three sets of support blocks.

[0017] More preferably, along the longitudinal direction of the bridge, the top of the pier includes an Nth main beam and an N+1th main beam, and the position of the support block unit below the Nth main beam corresponds one-to-one with the position below the N+1th main beam.

[0018] In the technical solution of this utility model, each pad stone is provided with two supports. One support is provided below the Nth main beam and the other support is provided below the N+1th main beam. That is, the two supports correspond to the ends of two adjacent main beams.

[0019] Preferably, the cushioning layer is any one or two of rubber, wood, and asbestos pads.

[0020] Preferably, the shape of the support block unit includes a cylindrical shape, a square column shape, or an irregular column shape that matches the outer edge of the top of the pier.

[0021] Preferably, the material of the support block unit includes at least one or two of wood, rubber, steel, steel-concrete composite material, and sandbox.

[0022] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0023] 1. In the technical solution of this utility model, multiple support blocks are installed between the piers and the main beam to provide a displacement of more than 1m in any horizontal direction after the main beam is dislodged, significantly improving the bridge structure's ability to adapt to strong earthquakes. The support blocks ensure that the main beam maintains an upright posture after dislodging, avoiding tilting and lateral collisions with the piers, thereby greatly reducing seismic damage to the main beam and pier foundations. Simultaneously, it effectively controls track deformation and damage, maximizing the safety of traffic on the bridge, significantly reducing the need for post-earthquake repairs, and improving structural toughness. Attached Figure Description

[0024] Figure 1 This is an elevation view of the support block arrangement of the seismic toughness protection structure of this utility model;

[0025] Figure 2 This is a side view of the support block arrangement of the seismic toughness protection structure of this utility model;

[0026] Figure 3 This is an enlarged view of part A of the earthquake-resistant and tough protective structure of this utility model;

[0027] Figure 4 Plan view of the pier top support block layout and analysis diagram of the main beam's planar displacement adaptation;

[0028] In the diagram: 1-pier, 2-maintenance trough, 3-support pad, 4-support block unit, 5-main beam, 6-buffer pad, 7-support, 8-main beam after large displacement away from the pier, 9-main beam towards the pier after large displacement. Detailed Implementation

[0029] The present invention will be further described in detail below with reference to specific embodiments. However, it should not be construed as limiting the scope of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0030] This embodiment provides a seismic toughness protection structure for a high-speed railway box girder bridge. The seismic toughness protection structure is set in the gap between the pier 1 and the main beam 5. More specifically, the pier 1 is a round-ended pier 1. Two bearing pads 3 are arranged at intervals along the transverse direction of the pier 1. At least two sets of support blocks are arranged at intervals along the transverse direction of the pier 1. Each set of support block units 4 is respectively set at the two ends of the pad.

[0031] The seismic toughness protection structure includes at least two sets of support blocks. Each set of support blocks includes two support block units. Each support block unit is located near the top edge of the pier 1. The two support block units 4 in the same set are spaced apart along the longitudinal direction of the bridge. The vertical distance between the top surface of each support block unit and the bottom surface of the main beam 5 does not exceed 4cm.

[0032] Preferably, at least three sets of support blocks are spaced apart along the transverse direction of the bridge pier 1, with another set of support blocks located at the central axis of the bridge pier 1. The inspection groove 2 structure is removed from the central axis area of ​​the bridge pier 1, and a set of support blocks is provided at the original location of the inspection groove 2 structure. The support block units are respectively located close to the outer edge of the bridge pier 1.

[0033] The top surface elevation of the support block unit exceeds the top surface height of the pad stone. A buffer layer 6, 1cm-2cm thick, is provided on the top of each support block unit. More specifically, the buffer layer 6 is any one or two of rubber, wood, and asbestos pads.

[0034] Preferably, the support block unit can also be disposed in the top space of other piers 1 besides the locations of the three sets of support blocks. The shape of the support block unit includes cylindrical, square columnar, or irregular columnar that matches the outer edge of the top of the pier 1. The material of the support block unit 4 includes at least one or two of wood, rubber, steel, reinforced concrete, and sand.

[0035] Each bearing pad 3 is provided with two bearings 7. One bearing 7 is located below the Nth main beam, and the other bearing 7 is located below the N+1th main beam. That is, the two bearings 7 correspond to the ends of two adjacent main beams 5.

[0036] Example 1

[0037] This embodiment provides a seismic toughness protection structure for high-speed railway box girder bridges, such as... Figure 1-4 As shown, this is a commonly used round-ended pier in railway bridges. The original design's maintenance slot has been removed, and reinforced concrete support block units are installed at six locations: two near the front and rear edges of the pier cap along the pier's central axis, and four on the outer side of the bearing pad. Figure 3 As shown, the shape of the support block unit on both sides of the arc edge near the pier is an irregular cross-sectional shape that matches the structure of the pier top.

[0038] The top surface elevation of each support block unit exceeds the height of the top surface of the pad stone, and the vertical distance from the main beam does not exceed 4cm. A 2cm thick rubber buffer pad should be laid on the top of the support block to form a seismic toughness protection structure suitable for high-speed railway box girder bridges.

[0039] Under strong earthquake conditions, if support 7 dislodges, as long as the longitudinal displacement of the main beam does not exceed the support edge of the pier cap and the lateral displacement does not exceed half the width of the beam bottom, it can fall onto support block 4, and the displacement adaptability in all directions can be greater than 1m. For example... Figure 4As shown, the main girder 8 after a large displacement away from the pier and the main girder 9 after a large displacement towards the pier are illustrated. Regardless of whether the box girder undergoes a large displacement away from or towards the pier, and regardless of whether the displacement is longitudinal, lateral, or a combination of both, two of the three support blocks on one side will always provide effective support for the main girder. Furthermore, because the height of support block 4 exceeds the height of the bearing pad and a rubber buffer layer 6 is laid on its top surface, the drop height of the main girder after dislodging is significantly reduced, thereby significantly reducing the impact force between the main girder and the pier top after dislodging, minimizing damage to the main girder. Simultaneously, together with the adjacent pier, it provides four reliable points of support for the main girder, ensuring that the main girder remains horizontal after dislodging, thus maximizing traffic safety on the bridge. At the same time, this toughness protection measure can effectively avoid the problem of the main beam sliding after it is seated and serious horizontal collision with the pier, thereby maximizing the protection of the pier and foundation, controlling the damage to the main structure including the main beam, bridge span and foundation, reducing the post-earthquake repair needs of the main structure, and even achieving the performance requirements of the main structure to be repair-free and continue to serve, thereby significantly improving the overall seismic toughness of the structure.

[0040] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A seismic ductility protection construction for a high-speed railway box girder bridge, characterized by, The seismic toughness protection structure is set in the gap between the pier (1) and the main beam (5). The seismic toughness protection structure includes three sets of support blocks. Each set of support blocks includes two support block units (4). Each support block unit (4) is set close to the top edge of the pier (1). The two support block units (4) in the same set are set at intervals along the longitudinal direction of the bridge. The vertical distance between the top surface of each support block unit (4) and the bottom surface of the main beam (5) does not exceed 4cm.

2. The seismic ductility protection construction for high-speed railway box girder bridges according to claim 1, characterized in that, The pier (1) is a round-ended pier (1). Along the transverse direction of the pier (1), two pad stones are spaced apart. Three sets of support blocks are spaced apart along the transverse direction of the pier (1), and two sets of support block units (4) are respectively located at the two ends of the pad stones.

3. The seismic toughness protection structure for high-speed railway box girder bridges according to claim 2, characterized in that, Another set of the support blocks is located at the central axis position of the pier (1).

4. The seismic toughness protection structure for high-speed railway box girder bridges according to claim 3, characterized in that, The height of the support block unit (4) is not lower than the height of the pad stone.

5. The seismic toughness protection structure for high-speed railway box girder bridges according to claim 3, characterized in that, The support block unit can also be set in the top space of other piers (1) besides the locations of the three sets of support blocks.

6. The seismic toughness protection structure for high-speed railway box girder bridges according to claim 5, characterized in that, Along the longitudinal direction of the bridge, the top of the pier (1) includes the Nth main beam and the N+1th main beam, and the position of the support block unit (4) below the Nth main beam corresponds one-to-one with the position below the N+1th main beam.

7. The seismic toughness protection structure for high-speed railway box girder bridges according to any one of claims 1-6, characterized in that, Each of the support block units is provided with a buffer pad layer (6) on top, and the thickness of the buffer pad layer (6) is 1cm-2cm.

8. The seismic toughness protection structure for high-speed railway box girder bridges according to claim 7, characterized in that, The buffer pad (6) is any one or two of rubber, wood board and asbestos pad.

9. The seismic toughness protection structure for high-speed railway box girder bridges according to claim 7, characterized in that, The shape of the support block unit includes cylindrical, square columnar, or irregular columnar that matches the outer edge of the top of the pier (1).

10. The seismic toughness protection structure for high-speed railway box girder bridges according to claim 7, characterized in that, The material of the support block unit (4) includes at least one or two of wood, rubber, steel, steel-concrete composite material, and sandbox.

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