A bridge bearing compatible with existing railway bridges

Abstract

This utility model relates to the technical field of railway bridge construction, and particularly to a bridge bearing compatible with existing railway bridges. It includes: an upper bearing steel plate rigidly connected to the bottom of the beam, with a spherical crown liner at the bottom; a lower bearing steel plate positioned on top of the bearing pad, with a spherical sliding plate forming a rotating pair with the spherical crown liner at the top; and a height adjustment system located between the lower bearing and the bearing pad, having both direct anchoring and indirect height adjustment forms. In the direct anchoring form, the lower bearing steel plate is directly and rigidly connected to the bearing pad via anchor bolts. In the indirect height adjustment form, the lower bearing steel plate can be selectively and indirectly rigidly connected to the bearing pad via a pad or a box body to adapt to the height of the existing railway bridge. The height adjustment system in this utility model adopts both direct anchoring and indirect height adjustment modes, which can quickly adapt to the elevation differences of existing railway bridges while avoiding destructive modifications to the pier structure when replacing traditional bearings. It is convenient to construct and highly compatible.

Description

Technical Field

[0001] This utility model relates to the technical field of railway bridge construction, and in particular to a bridge bearing that is compatible with existing railway bridges. Background Technology

[0002] In my country, railway bridges are mainly composed of standard-span simply supported beams, accounting for over 90% of the total length of railway bridges. Before the 1980s, simply supported beams primarily used reinforced concrete π beams, T beams, and low-height slab beams. In the early 1980s, 24m and 32m prestressed concrete T beams were first tested, while beams with spans of 20m and below still primarily used reinforced concrete T beams and low-height slab beams. In the early 21st century, simply supported beams on conventional railways were mainly prestressed concrete simply supported T beams, while those on high-speed railways were mainly prestressed concrete simply supported box girders.

[0003] Existing railway bridges built in the 20th century are mainly simple-supported T-beams, with four main types of bearings: plate rubber bearings, pot rubber bearings, curved bearings, and rocker bearings. Before the 1990s, small-tonnage railway bridges used curved bearings, while large-tonnage bearings used rocker bearings. After the 1990s, plate rubber bearings, plate rubber bearings, and pot rubber bearings began to appear. During the same period, railway bridge bearings were subjected to high-density, high-axle-load railway operating loads for extended periods. Due to defects in the bearing materials, processing quality, design, and construction, bridge bearings have developed various problems, including excessive rotation angles, excessive displacement, bolt shearing, bearing corrosion, bearing detachment, and uneven pressure. Bridge bearings are key components connecting the superstructure and substructure of a bridge; to ensure railway operating safety, bearings affecting their use must be promptly rectified or replaced. However, the early railway bridge bearings and the current reference drawings use different standards, which often leads to a wide variety of bridge bearing types when replacing bridge bearings. It is difficult to use a complete set of standard bridge bearing components to adapt to the diverse forms of early railway bridges. Utility Model Content

[0004] (a) Technical problems to be solved

[0005] This utility model provides a bridge bearing that is compatible with existing railway bridges, and proposes a complete set of bridge bearings and accessories that can be used to replace various types of bridge bearings on early railway bridges.

[0006] (II) Technical Solution

[0007] To achieve the above objectives, this utility model proposes a bridge support that is compatible with existing railway bridges, comprising:

[0008] The upper support steel plate is rigidly connected to the bottom of the beam, and a spherical crown liner is provided at the bottom;

[0009] The lower support steel plate is set on the top of the pad stone, and the top is provided with a spherical sliding plate that forms a rotation pair with the spherical crown liner;

[0010] The height adjustment system is located between the lower support steel plate and the pad stone, and has two forms: direct anchoring structure and indirect height adjustment structure.

[0011] In the direct anchoring structure, the lower support steel plate is directly and rigidly connected to the pad stone via anchor bolts.

[0012] In the indirect height adjustment structure, the lower support steel plate can be indirectly and rigidly connected to the pad stone through a pad plate or a box body to adapt to the height of existing railway bridges.

[0013] A further technical solution lies in,

[0014] The upper support steel plate has a set of first waist-shaped holes, through which anchor bolts pass and are connected to the beam body. The lower support steel plate has a set of second waist-shaped holes, through which anchor bolts pass and are connected to the pad stone, pad plate or box body.

[0015] The length direction of the first oblong hole is perpendicular to the length direction of the second oblong hole. The width of the first oblong hole and the second oblong hole are matched with the diameter of the anchor bolt, allowing for fine adjustment of displacement while avoiding excessive slippage.

[0016] A further technical solution includes multiple elastic shims, which are filled in the gap between the anchor bolt and the first or second oblong hole.

[0017] A further technical solution is that the pad is a steel plate, and there is at least one pad. The thickness of each pad ranges from 4 to 8 cm. When there are multiple pads, the multiple pads are stacked horizontally, and the edges are provided with staggered anti-slip protrusions and grooves. When stacked, the interlocking of the protrusions and grooves prevents relative sliding.

[0018] A further technical solution is that the box body located between the lower support steel plate and the pad stone is a steel box structure, and the steel box structure is provided with at least one transverse reinforcing rib inside.

[0019] A further technical solution is that, in the indirect height adjustment structure of the height adjustment system, a positioning pin or guide key is provided between the pad or box and the pad stone, which is used for quick alignment and limiting horizontal displacement during installation.

[0020] A further technical solution is that the completed installation height of the upper support steel plate and the lower support steel plate is consistent with the height of the existing plate rubber bearing or pot rubber bearing.

[0021] A further technical solution is that the contact surface between the spherical crown liner and the spherical sliding plate is coated with a self-lubricating coating, and the coating material is polytetrafluoroethylene or graphite composite material.

[0022] (III) Beneficial Effects

[0023] The bridge bearing provided by this utility model significantly improves the adaptive rotation capability of bridges under complex loads through the design of a spherical crown liner and a spherical sliding plate rotating pair between the upper and lower bearing steel plates. The height adjustment system adopts a dual mode of direct anchoring and indirect height adjustment (pad / box body), which can quickly adapt to the elevation differences of existing railway bridges and avoid the destructive modification of the pier structure when replacing traditional bearings. It is convenient to construct and highly compatible. Its modular structure ensures load-bearing stability while greatly reducing the modification cycle and maintenance costs. It is especially suitable for upgrading existing lines, achieving efficient connection between old and new structures and long-term reliable service. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the upper and lower support steel plate structure in Example 1;

[0025] Figure 2 This is a schematic diagram of the replacement installation of the bridge bearing with the existing plate rubber bearing in Example 1;

[0026] Figure 3 This is a schematic diagram of the replacement installation of the bridge bearing with the existing pot bearing in Example 1.

[0027] Figure 4 This is a schematic diagram of the replacement installation of the bridge bearing and the existing arc bearing in Example 2;

[0028] Figure 5 This is a schematic diagram of the replacement installation of the bridge bearing and the existing rocker bearing in Example 3.

[0029] [Explanation of Labels in the Attached Image]

[0030] 1: Upper support steel plate; 11: First waist-shaped hole; 2: Lower support steel plate; 21: Second waist-shaped hole; 3: Pier; 31: Pad stone; 4: Pad plate; 5: Box girder; 6: Beam; 7: Plate rubber bearing; 8: Pot rubber bearing; 9: Arc bearing; 10: Rocker bearing. Detailed Implementation

[0031] To better explain and facilitate understanding of this utility model, the present utility model will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0032] Example 1

[0033] This embodiment provides a bridge bearing that is compatible with existing railway bridges, such as... Figure 1 and Figure 2 As shown, it includes an upper support steel plate 1, rigidly connected to the bottom of the beam 6, and equipped with a spherical crown liner at the bottom; a lower support steel plate 2, disposed on top of the pad stone 31, and equipped with a spherical sliding plate forming a rotating pair with the spherical crown liner at the top; and a height adjustment system, disposed between the lower support steel plate 2 and the pad stone 31. In this embodiment, the height adjustment system adopts a direct anchoring structure. Specifically, the lower support steel plate 2 is directly rigidly connected to the pad stone 31 via anchor bolts. It should be noted that in this embodiment, the installation height of the existing railway bridge support to be replaced can be directly met by the pad stone 31, that is, no additional height is required in this embodiment, and the height adjustment system can be omitted. Therefore, a direct anchoring structure is sufficient. The pad stone 31 itself is very heavy and is usually placed on top of the pier 3.

[0034] Specifically, the upper support steel plate 1 is made of steel with good corrosion resistance. It has a plate-like structure with two flanges extending downwards from the front and rear edges. A spherical crown liner is placed between the two flanges, and the surface of the spherical crown liner is covered with a 3mm lining to increase wear resistance. Correspondingly, the lower support steel plate 2 is also made of steel and has a plate-like structure. A spherical sliding plate is placed on the top surface of the plate, and the surface of the spherical sliding plate is covered with a 3mm lining. A rotating pair is formed between the spherical crown liner and the spherical sliding plate. Through the combined structure of the steel substrate and the wear-resistant lining, multi-directional rotational adaptation, low-friction movement, and long-term durability are achieved. Its spherical contact method can compensate for structural deflection and uniformly transfer loads. The lining reduces the coefficient of friction to below 0.03, and the flange structure prevents components from detaching during installation and rotation, maintaining motion stability.

[0035] In this embodiment, the upper support steel plate 1 has a set of first waist-shaped holes 11. Anchor bolts pass through the first waist-shaped holes 11 and are connected to the beam 6, thereby achieving a rigid connection between the upper support steel plate 1 and the beam 6. Specifically, the first waist-shaped holes 11 are located at the four corners of the upper support steel plate 1, corresponding to the anchor bolt connection holes at the bottom of the existing beam 6. The lower support steel plate 2 has a set of second waist-shaped holes 21. Anchor bolts pass through the second waist-shaped holes 21 and are connected to the pad stone 31, thereby achieving a rigid connection between the lower support steel plate 2 and the pad stone 31. Specifically, the second waist-shaped holes 21 are located at the four corners of the lower support steel plate 2, corresponding to the anchor bolt connection holes at the top of the pad stone 31.

[0036] It should be noted that the existing beam 6 suffers from problems such as large deviations in the spacing of the anchor bolt connection holes and bolt tilting due to construction errors. Therefore, a tolerance design is adopted. The anchor bolt holes of the upper support steel plate 1 and the lower support steel plate 2 are designed as oblong holes. The upper support steel plate 1 and the lower support steel plate 2 are installed in a cross shape to facilitate the positioning of the support. The length direction of the first oblong hole 11 is perpendicular to the length direction of the second oblong hole 21, leaving more space for support installation and adjustment, and improving the efficiency of support replacement. The width of the first oblong hole 11 and the second oblong hole 21 is clearance-fitted with the diameter of the anchor bolt, with a clearance range of 0.5mm, allowing for fine-tuning displacement while avoiding excessive slippage.

[0037] Furthermore, the anchor bolts are high-strength bolts with a strength grade of 8.8 or 10.9, and the elastic liner is used to reduce the slight movement of the anchor bolts, playing a role in buffering and reinforcement, and is preferably made of hard rubber.

[0038] In addition, in this embodiment, the size of the anchor bolts needs to correspond to the existing anchor bolt connection holes at the bottom of the existing bridge. The existing bridge bottom and the top of the pad 31 are both pre-embedded with threaded sleeves. Radial anchor bars are welded to the outer surface of the pre-embedded threaded sleeves, and the anchor bars are embedded in the concrete to a depth of more than 2 / 3 of the sleeve length. This structure usually ensures the structural durability of the threaded sleeves at the bottom of the bridge during long-term use, which also makes the replacement of the bridge bearings relatively easy. In this embodiment, the bridge bearings can be designed based on the existing pre-reserved threaded sleeves at the bottom of the bridge. The first waist-shaped hole 11 of the upper bearing steel plate 1 corresponds to the pre-reserved threaded sleeve at the bottom of the bridge, and the second waist-shaped hole 21 of the lower bearing steel plate 2 corresponds to the pre-reserved threaded sleeve at the top of the pad 31. When fixing the anchor bolts, multiple nuts can be added to prevent the anchor bolts from loosening due to vibration of the bridge beam 6.

[0039] Furthermore, the bridge support in this embodiment also includes an accessory, specifically a plurality of elastic shims. The plurality of elastic shims are filled in the gap between the anchor bolt and the first slotted hole 11 or the second slotted hole 21 to increase the vibration damping performance of the anchor bolt.

[0040] In addition, the contact surface between the spherical crown liner and the spherical sliding plate is coated with a self-lubricating coating, preferably polytetrafluoroethylene or graphite composite material.

[0041] The bridge bearings described above can be used to replace the plate rubber bearings 7 or pot rubber bearings 8 on existing bridges.

[0042] Example 2

[0043] This embodiment provides a bridge bearing that matches existing railway bridges, combined with... Figure 4As shown, it includes an upper support steel plate 1, rigidly connected to the bottom of the beam 6, and a spherical crown liner at the bottom; a lower support steel plate 2, disposed on the top of the pad stone 31, and a spherical sliding plate that forms a rotating pair with the spherical crown liner at the top; and a height adjustment system disposed between the lower support steel plate 2 and the pad stone 31. In this embodiment, the height adjustment system adopts an indirect height adjustment structure. Specifically, the lower support steel plate 2 is indirectly rigidly connected to the pad stone 31 through a pad plate 4 to adapt to the height of existing railway bridges.

[0044] Specifically, the upper support steel plate 1 is made of steel with good corrosion resistance. It has a plate-like structure with two flanges extending downwards from the front and rear edges. A spherical crown liner is placed between the two flanges, and the surface of the spherical crown liner is covered with a 3mm lining to increase wear resistance. Correspondingly, the lower support steel plate 2 is also made of steel and has a plate-like structure. A spherical sliding plate is placed on the top surface of the plate, and the surface of the spherical sliding plate is covered with a 3mm lining. A rotating pair is formed between the spherical crown liner and the spherical sliding plate. Through the combined structure of the steel substrate and the wear-resistant lining, multi-directional rotational adaptation, low-friction movement, and long-term durability are achieved. Its spherical contact method can compensate for structural deflection and uniformly transfer loads. The lining reduces the coefficient of friction to below 0.03, and the flange structure prevents components from detaching during installation and rotation, maintaining motion stability.

[0045] In this embodiment, the upper support steel plate 1 has a set of first waist-shaped holes 11. Anchor bolts pass through the first waist-shaped holes 11 and connect to the beam 6, thereby achieving a rigid connection between the upper support steel plate 1 and the beam 6. Specifically, the first waist-shaped holes 11 are located at the four corners of the upper support steel plate 1, corresponding to the anchor bolt connection holes at the bottom of the existing beam 6. The lower support steel plate 2 has a set of second waist-shaped holes 21. Anchor bolts pass through the second waist-shaped holes 21 and connect to the pad 31 after passing through the through holes on the pad plate 4. The bottom surface of the pad plate 4 is provided with anti-slip texture, which firmly presses the pad 31 onto the pad 31 by the weight of the bridge. Specifically, the second waist-shaped holes 21 are located at the four corners of the lower support steel plate 2, corresponding to the through holes at the four corners of the pad plate 4 and the anchor bolt connection holes on the pad 31.

[0046] The pad 4 is a steel plate, and the quantity is at least one. The specific quantity needs to be determined according to the height of the bridge bearing to be replaced. Each pad 4 is 6cm thick. If multiple pads 4 are required, the multiple pads 4 are stacked horizontally, and the edges are provided with staggered anti-slip protrusions and grooves. When stacked, the interlocking of the protrusions and grooves prevents relative sliding.

[0047] In addition, a positioning pin is provided between the pad 4 and the pad stone 31 in the height adjustment structure for quick alignment and to limit horizontal displacement during installation. Specifically, positioning holes can be made in the pad 4 to cooperate with the positioning pins pre-set on the pad stone 31 to achieve quick positioning.

[0048] It should be noted that the existing beam 6 suffers from problems such as large deviations in the spacing of the anchor bolt connection holes and bolt tilting due to construction errors. Therefore, a tolerance design is adopted. The anchor bolt holes of the upper support steel plate 1 and the lower support steel plate 2 are designed as oblong holes. The upper support steel plate 1 and the lower support steel plate 2 are installed in a cross shape to facilitate the positioning of the support. The length direction of the first oblong hole 11 is perpendicular to the length direction of the second oblong hole 21, leaving more space for support installation and adjustment, and improving the efficiency of support replacement. The width of the first oblong hole 11 and the second oblong hole 21 is clearance-fitted with the diameter of the anchor bolt, with a clearance range of 0.5mm, allowing for fine-tuning displacement while avoiding excessive slippage.

[0049] Furthermore, the anchor bolts are made of galvanized steel or stainless steel with a strength grade of 8.8 or 10.9. The elastic liner is used to reduce the slight movement of the anchor bolts, playing a role in buffering and reinforcement, and is preferably made of hard rubber.

[0050] In addition, in this embodiment, the size of the anchor bolts needs to correspond to the existing anchor bolt connection holes at the bottom of the existing bridge. The existing bridge bottom and the top of the pad 31 are both pre-embedded with threaded sleeves. Radial anchor bars are welded to the outer surface of the pre-embedded threaded sleeves, and the anchor bars are embedded in the concrete to a depth of more than 2 / 3 of the sleeve length. This structure usually ensures the structural durability of the threaded sleeves at the bottom of the bridge during long-term use, which also makes the replacement of the bridge bearings relatively easier. In this embodiment, the bridge bearings can be designed based on the existing pre-reserved threaded sleeves at the bottom of the bridge. The first waist-shaped hole 11 of the upper bearing steel plate 1 is opposite to the pre-reserved threaded sleeve at the bottom of the bridge, and the second waist-shaped hole 21 of the lower bearing steel plate 2 is opposite to the through holes opened at the four corners of the pad 4. The through holes are opposite to the pre-reserved threaded sleeve at the top of the pad 31. When fixing the anchor bolts, multiple nuts can be added to prevent the anchor bolts from loosening due to vibration of the bridge beam 6.

[0051] Furthermore, the bridge support in this embodiment also includes an accessory, specifically a plurality of elastic shims. The plurality of elastic shims are filled in the gap between the anchor bolt and the first slotted hole 11 or the second slotted hole 21 to increase the vibration damping performance of the anchor bolt.

[0052] In addition, the contact surface between the spherical crown liner and the spherical sliding plate is coated with a self-lubricating coating, preferably polytetrafluoroethylene or graphite composite material.

[0053] The bridge bearings described above can be used to replace the arc bearings 9 on existing bridges. It should be noted that the arc bearing 9 is about 18-22cm high, which is about 6cm higher than the plate rubber bearing 7 of the same tonnage. In order to minimize the types of bearings and achieve bearing standardization, the arc bearing 9 adopts the combination scheme of bearing + pad 4 of Embodiment 1.

[0054] Example 3

[0055] This embodiment provides a bridge bearing that matches existing railway bridges, combined with... Figure 5 As shown, it includes an upper support steel plate 1, rigidly connected to the bottom of the beam 6, and a spherical crown liner at the bottom; a lower support steel plate 2, disposed on the top of the pad stone 31, and a spherical sliding plate that forms a rotating pair with the spherical crown liner at the top; and a height adjustment system disposed between the lower support steel plate 2 and the pad stone 31. In this embodiment, the height adjustment system adopts an indirect height adjustment structure. Specifically, the lower support steel plate 2 is indirectly rigidly connected to the pad stone 31 through the box body 5 to adapt to the height of the existing railway bridge.

[0056] Specifically, the upper support steel plate 1 is made of steel with good corrosion resistance. It has a plate-like structure with two flanges extending downwards from the front and rear edges. A spherical crown liner is placed between the two flanges, and the surface of the spherical crown liner is covered with a 3mm lining to increase wear resistance. Correspondingly, the lower support steel plate 2 is also made of steel and has a plate-like structure. A spherical sliding plate is placed on the top surface of the plate, and the surface of the spherical sliding plate is covered with a 3mm lining. A rotating pair is formed between the spherical crown liner and the spherical sliding plate. Through the combined structure of the steel substrate and the wear-resistant lining, multi-directional rotational adaptation, low-friction movement, and long-term durability are achieved. Its spherical contact method can compensate for structural deflection and uniformly transfer loads. The lining reduces the coefficient of friction to below 0.03, and the flange structure prevents components from detaching during installation and rotation, maintaining motion stability.

[0057] In this embodiment, the upper support steel plate 1 has a set of first waist-shaped holes 11. Anchor bolts pass through the first waist-shaped holes 11 and connect to the beam 6, thereby achieving a rigid connection between the upper support steel plate 1 and the beam 6. Specifically, the first waist-shaped holes 11 are located at the four corners of the upper support steel plate 1, corresponding to the anchor bolt connection holes at the bottom of the existing beam 6. The lower support steel plate 2 has a set of second waist-shaped holes 21. Anchor bolts pass through the second waist-shaped holes 21 and connect to the pad stone 31 after passing through the through holes on the box 5. The bottom surface of the pad plate 4 is provided with anti-slip texture, relying on the weight of the bridge to firmly press it onto the pad stone 31. Specifically, the second waist-shaped holes 21 are located at the four corners of the lower support steel plate 2, corresponding to the through holes at the four corners of the box 5 and the anchor bolt connection holes on the pad stone 31.

[0058] Box 5 is a steel box structure with an internal cavity. The cavity can effectively reduce the overall weight of box 5 and facilitate transportation and installation. The steel box structure has at least one transverse reinforcing rib. The specific reinforcing rib is selected according to the bridge load. The reinforcing rib is made of stainless steel.

[0059] In addition, a positioning key is provided between the housing 5 and the pad 31 in the height adjustment structure for quick alignment and limiting horizontal displacement during installation. Specifically, a positioning groove can be opened on the side of the housing 5, which cooperates with the positioning key pre-set on the pad 31 to achieve quick positioning and placement.

[0060] It should be noted that the existing beam 6 suffers from problems such as large deviations in the spacing of the anchor bolt connection holes and bolt tilting due to construction errors. Therefore, a tolerance design is adopted. The anchor bolt holes of the upper support steel plate 1 and the lower support steel plate 2 are designed as oblong holes. The upper support steel plate 1 and the lower support steel plate 2 are installed in a cross shape to facilitate the positioning of the support. The length direction of the first oblong hole 11 is perpendicular to the length direction of the second oblong hole 21, leaving more space for support installation and adjustment, and improving the efficiency of support replacement. The width of the first oblong hole 11 and the second oblong hole 21 is clearance-fitted with the diameter of the anchor bolt, with a clearance range of 0.5mm, allowing for fine-tuning displacement while avoiding excessive slippage.

[0061] Furthermore, the anchor bolts are made of galvanized steel or stainless steel with a strength grade of 8.8 or 10.9. The elastic liner is used to reduce the slight movement of the anchor bolts, playing a role in buffering and reinforcement, and is preferably made of hard rubber.

[0062] In addition, in this embodiment, the size of the anchor bolts needs to correspond to the existing anchor bolt connection holes at the bottom of the existing bridge. The existing bridge bottom and the top of the pad 31 are both pre-embedded with threaded sleeves. Radial anchor bars are welded to the outer surface of the pre-embedded threaded sleeves, and the anchor bars are embedded in the concrete to a depth of more than 2 / 3 of the sleeve length. This structure usually ensures the structural durability of the threaded sleeves at the bottom of the bridge during long-term use, which also makes the replacement of the bridge bearings relatively easier. In this embodiment, the bridge bearings can be designed based on the existing threaded sleeves at the bottom of the bridge. The first waist-shaped hole 11 of the upper bearing steel plate 1 is opposite to the pre-embedded threaded sleeve at the bottom of the bridge, and the second waist-shaped hole 21 of the lower bearing steel plate 2 is opposite to the through holes opened at the four corners of the box body 5. The through holes are opposite to the pre-embedded threaded sleeve at the top of the pad 31. When fixing the anchor bolts, multiple nuts can be added to prevent the anchor bolts from loosening due to vibration of the bridge beam 6.

[0063] Furthermore, the bridge support in this embodiment also includes an accessory, specifically a plurality of elastic shims. The plurality of elastic shims are filled in the gap between the anchor bolt and the first slotted hole 11 or the second slotted hole 21 to increase the vibration damping performance of the anchor bolt.

[0064] In addition, the contact surface between the spherical crown liner and the spherical sliding plate is coated with a self-lubricating coating, preferably polytetrafluoroethylene or graphite composite material.

[0065] The bridge bearings described above can be used to replace the rocker bearings 10 on existing bridges.

[0066] It should be noted that the height of the rocker support 10 is 40-50cm. Currently, when replacing the support, the hinged slide support is used to replace the rocker support 10. The hinged slide support has disadvantages such as large weight, high cost, and difficulty in construction and transportation. In order to reduce the types of supports as much as possible, achieve support standardization, and solve the support transportation problem, the rocker support 10 adopts the support + steel box combination scheme of Example 1.

[0067] In summary, the completed installation height of the upper support steel plate 1 and the lower support steel plate 2 is consistent with the height of the existing plate rubber bearing 7 or pot rubber bearing 8. The bridge bearing of Embodiment 1 can replace the existing plate rubber bearing 7 or pot rubber bearing 8; the bridge bearing of Embodiment 2 can replace the existing curved bearing 9; and the bridge bearing of Embodiment 3 can replace the existing rocker bearing 10. This achieves an efficient solution where a single set of bearings can simultaneously replace existing bridge bearings, thus standardizing the replaceable bearing assembly.

[0068] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this embodiment are only used to explain the relative positional relationship and movement of each component in a specific posture (as shown in the attached figure). If the specific posture changes, the directional indicator will also change accordingly.

[0069] In this embodiment, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this embodiment according to the specific circumstances.

[0070] It should be understood that the above description of the specific embodiments of this utility model is only for illustrating the technical route and features of this utility model, and its purpose is to enable those skilled in the art to understand the content of this utility model and implement it accordingly. However, this utility model is not limited to the specific embodiments described above. All changes or modifications made within the scope of the claims of this utility model should be covered by the protection scope of this utility model.

Claims

1. A bridge bearing for matching with an existing railway bridge, characterized by, include: The upper support steel plate (1) is rigidly connected to the bottom of the beam (6), and the bottom is provided with a spherical crown liner; The lower support steel plate (2) is set on the top of the pad stone (31), and the top is provided with a spherical sliding plate that forms a rotation pair with the spherical crown liner; The height adjustment system is located between the lower support steel plate (2) and the pad stone (31), and has two forms: direct anchoring structure and indirect height adjustment structure; In the direct anchoring structure, the lower support steel plate (2) is directly and rigidly connected to the pad stone (31) by anchor bolts; In the indirect height adjustment structure, the lower support steel plate (2) can be indirectly rigidly connected to the pad stone (31) through the pad plate (4) or the box body (5) to adapt to the height of the existing railway bridge.

2. The bridge bearing for matching existing railway bridges as described in claim 1, characterized in that, The upper support steel plate (1) has a set of first waist-shaped holes (11), and the anchor bolts pass through the first waist-shaped holes (11) to connect with the beam body (6). The lower support steel plate (2) has a set of second waist-shaped holes (21), and the anchor bolts pass through the second waist-shaped holes (21) to connect with the pad stone (31), pad plate (4) or box body (5). The length direction of the first waist-shaped hole (11) is perpendicular to the length direction of the second waist-shaped hole (21), and the width of the first waist-shaped hole (11) and the second waist-shaped hole (21) are clearance-fitted with the diameter of the anchor bolt.

3. The bridge abutment matching an existing railway bridge of claim 2, wherein, It also includes multiple elastic shims, which fill the gap between the anchor bolt and the first waist-shaped hole (11) or the second waist-shaped hole (21).

4. The bridge abutment matching an existing railway bridge of claim 1, wherein The pad (4) is a steel plate, and there is at least one pad. The thickness of each pad (4) ranges from 4 to 8 cm. When there are multiple pads (4), the multiple pads (4) are stacked horizontally, and the edges are provided with staggered anti-slip protrusions and grooves. When stacked, the interlocking of the protrusions and grooves prevents relative sliding.

5. The bridge abutment matching an existing railway bridge of claim 1, wherein, The box (5) located between the lower support steel plate (2) and the pad stone (31) is a steel box structure, and the steel box structure is provided with at least one transverse reinforcing rib.

6. The bridge abutment matching an existing railway bridge of claim 1, wherein, In the indirect height adjustment structure of the height adjustment system, a positioning pin or guide key is provided between the pad (4) or the box (5) and the pad stone (31) for quick alignment and limiting horizontal displacement during installation.

7. The bridge abutment matching an existing railway bridge of claim 1, wherein, The installation height of the upper support steel plate (1) and the lower support steel plate (2) is consistent with the height of the existing plate rubber bearing or pot rubber bearing.

8. The bridge abutment matching an existing railway bridge of claim 1, wherein, The contact surface between the spherical crown liner and the spherical sliding plate is coated with a self-lubricating coating, the coating material being polytetrafluoroethylene or graphite composite material.

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