A trestle bridge suitable for TBM construction tunnel

Abstract

The utility model discloses a trestle suitable for TBM construction tunnel, including main bridge and fore bridge, the main bridge is equipped with main bridge running mechanism, the fore bridge includes first subsection and second subsection, the first subsection is equipped with fore bridge running mechanism, the second subsection rear end with first subsection front end articulates, the first subsection is equipped with first swing drive part for driving the up and down swing of second subsection, the utility model discloses be used for the TBM construction tunnel, even if the length of fore bridge and main bridge is increased greatly than the existing trestle, and fore bridge and main bridge can pass through the turning section of TBM construction tunnel respectively, and fore bridge need not follow main bridge and advance, also mean that need not connect fore bridge and main bridge into an integral whole, when the normal traffic of trestle, the second subsection then swing down and lap on the pipe piece of complete installation, so that the pipe piece transport car or other vehicles, equipment smoothly go up and down main bridge, and the structure is reasonable, effective.

Description

Technical Field

[0001] This utility model relates to the field of tunnel construction equipment technology, and in particular to a trestle suitable for TBM construction tunnels. Background Technology

[0002] TBM (Tunnel Boring Machine) tunneling technology represents a revolutionary breakthrough in tunnel engineering, its development promoting the feasibility of tunnel construction under deep, long-distance, and complex geological conditions. With the deep integration of intelligent and green technologies, TBM tunneling technology will further evolve towards high efficiency, adaptability, and sustainability, becoming a core support for tunnel construction.

[0003] While significant progress has been made in TBM tunnel excavation technology, its supporting trestle technology is still in its infancy. Many key technologies are not yet mature, and existing trestle bridges suitable for drill-and-blast tunnel excavation are not suitable for TBM tunnel construction. The main reasons are: 1) The segment transport vehicles used in TBM construction have a large load capacity, resulting in limited climbing ability. Therefore, the slope of the front and rear approach bridges of the trestle bridge needs to be designed to be very small, and correspondingly, the length of the front and rear approach bridges needs to be designed to be very long. At the same time, tunnels are often designed with a certain curvature, and the existing front and rear approach bridges of the trestle bridge cannot meet the slope requirements. If the slope requirements are met, it will result in an excessively long overall length, making it difficult to turn when passing through curves; 2) Unlike drill-and-blast tunneling, the excavated soil from the front end of a TBM tunnel is directly transported to the rear end, where it is immediately installed with segmented concrete for support. The approach bridge is directly connected to the installed segments, and the traveling mechanism also travels on the segments. However, the segments are arc-shaped, and the existing trestle support structure and traveling mechanism are suitable for relatively flat surfaces, making it difficult to adapt to the arc-shaped segments. 3) The TBM's single-stage inverted arch construction is very long, which requires a large clear span of the main bridge. Furthermore, due to the large load of the segment transport vehicle, the load-bearing capacity of the main bridge is required to be very high. The trestle spans suitable for drill-and-blast tunneling are relatively small and do not match the requirements. Simply increasing the span will not meet the load-bearing capacity requirements. Utility Model Content

[0004] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide a trestle bridge that is not limited by length and can flexibly pass through turning sections and is suitable for TBM construction tunnels.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0006] A trestle bridge suitable for TBM construction tunnels includes a main bridge and a front approach bridge. The main bridge is equipped with a main bridge traveling mechanism. The front approach bridge includes a first segment and a second segment. The first segment is equipped with a front approach bridge traveling mechanism. The rear end of the second segment is hinged to the front end of the first segment. The first segment is equipped with a first swing drive for driving the second segment to swing up and down.

[0007] As a further improvement to the above technical solution, it also includes a rear approach bridge, which includes a bridge lifting beam, a bridge body, and a bridge body swing seat. The bridge lifting beam is located below the bridge body. The bridge body swing seat is hinged to the rear end of the main bridge to swing left and right. The bridge body is hinged to the bridge body swing seat to swing up and down. The main bridge is provided with a second swing drive for driving the bridge body to swing up and down and a third swing drive for driving the bridge body to swing left and right. The second swing drive is connected to the bridge lifting beam, and the third swing drive is connected to the bridge body swing seat.

[0008] As a further improvement to the above technical solution: the front approach bridge traveling mechanism includes a front approach bridge traveling mechanism located at the front end of the first segment, the front approach bridge traveling mechanism includes a front approach bridge traveling wheel set that can be raised, lowered and swung left and right, and the front approach bridge traveling wheel set is located on the left and right sides of the first segment.

[0009] As a further improvement to the above technical solution: the first segment is provided with a support leg, the support leg is provided with a lifting guide and a first lifting drive for driving the front axle front traveling wheel set to rise and fall, the lifting guide is provided with a fourth swing drive for driving the front axle front traveling wheel set to swing left and right, and the lifting guide and the fourth swing drive are both hinged to the front axle front traveling wheel set.

[0010] As a further improvement to the above technical solution: the front approach bridge traveling mechanism also includes a front approach bridge rear traveling mechanism located at the rear end of the first segment. The front approach bridge rear traveling mechanism includes a front approach bridge rear traveling wheel set located in the middle of the left-right direction of the first segment. The first segment is provided with a second lifting drive component for driving the front approach bridge rear traveling wheel set to rise and fall.

[0011] As a further improvement to the above technical solution: the main bridge traveling mechanism is located at both ends of the main bridge. The main bridge traveling mechanism includes a main bridge traveling wheel set. The front end of the main bridge traveling wheel set is located in the middle of the main bridge in the left-right direction, and the rear end of the main bridge traveling wheel set is located on the left and right sides of the main bridge. The main bridge is provided with a first lifting connecting member for driving the main bridge traveling wheel set to rise and fall.

[0012] As a further improvement to the above technical solution: both the main bridge and the front approach bridge are provided with a lateral movement mechanism for left and right movement. The lateral movement mechanism includes a lateral movement base and a lateral movement drive member disposed on the lateral movement base. The main bridge and the front approach bridge are provided with a second lifting connector. The lateral movement drive member is connected to the second lifting connector.

[0013] As a further improvement to the above technical solution: the transverse drive component is located on the left and right sides of the transverse base, and the second lifting connector is located on the left and right sides of the main bridge and the front approach bridge, with the transverse drive component on the same side connected to the second lifting connector.

[0014] As a further improvement to the above technical solution: the main bridge is provided with multiple supporting crossbeams at intervals along its length and crossbeam adjusting components for driving the supporting crossbeams to move left and right, and the two ends of the supporting crossbeams abut against the tunnel segments installed inside the tunnel.

[0015] As a further improvement to the above technical solution: the front end of the main bridge is provided with a transition bridge that can swing up and down, and the rear end of the first segment is provided with a groove for docking with the transition bridge.

[0016] Compared with the prior art, the advantages of this utility model are:

[0017] This utility model discloses a trestle bridge suitable for TBM construction tunnels. The main bridge and the approach bridge are respectively equipped with a main bridge traveling mechanism and a approach bridge traveling mechanism. The second segment at the front end of the approach bridge can be driven upward by a first swing drive component to detach from the ground. When used in TBM construction tunnels, even if the length of the approach bridge and the main bridge is significantly increased compared to existing trestle bridges, the approach bridge and the main bridge can still pass through the turning section of the TBM construction tunnel separately. The approach bridge does not need to move forward with the main bridge, which means that it does not need to be connected to the main bridge as one unit. When the trestle bridge is in normal operation, the second segment swings downward and overlaps the installed tunnel segments, so that the tunnel segment transport vehicle or other vehicles and equipment can smoothly go up and down the main bridge. The structure is reasonable and effective.

[0018] Other features and advantages of this invention will be described in detail in the following detailed description section. Attached Figure Description

[0019] Figure 1 This is a front view structural diagram of the trestle bridge of this utility model applicable to the use of TBM construction tunnels.

[0020] Figure 2 This is a top view schematic diagram of the trestle structure applicable to TBM construction tunnels according to this utility model.

[0021] Figure 3 This is a top view of the structure of this utility model located at the bend of a tunnel.

[0022] Figure 4 yes Figure 1 AA view in the middle.

[0023] Figure 5 yes Figure 1 BB view in the middle.

[0024] Figure 6 yes Figure 1 The CC view in the middle.

[0025] Figure 7 yes Figure 1 DD view in the middle.

[0026] Figure 8 yes Figure 1 The EE view in the middle.

[0027] Figure 9 yes Figure 1 The FF view in the game.

[0028] Figure 10 yes Figure 1 GG view in the middle.

[0029] Figure 11 yes Figure 1 The HH view in the middle.

[0030] Figure 12 This is a schematic diagram of the front approach bridge structure in this utility model.

[0031] Figure 13 This is a front view structural diagram of the main bridge and the rear approach bridge in this utility model.

[0032] Figure 14 yes Figure 2 Enlarged view of point I in the middle, where (a) is in the straight section of the tunnel and (b) is in the turning section of the tunnel.

[0033] Figure 15 This is a schematic diagram of the front traveling mechanism of the front axle in this utility model, wherein (a) the front traveling wheel assembly of the front axle is in a vertical state, and (b) the front traveling wheel assembly of the front axle is in an inclined state.

[0034] Figure 16 This is a schematic diagram of the internal structure of the front traveling mechanism of the front approach bridge in the utility model.

[0035] The labels in the diagram represent:

[0036] 1. Main bridge; 11. Main bridge traveling mechanism; 111. Main bridge traveling wheel set; 112. First lifting connector; 12. Second swing drive; 13. Support beam; 14. Beam adjusting component; 15. Transition bridge; 16. Third swing drive; 2. Front approach bridge; 21. First segment; 22. Second segment; 23. Front approach bridge traveling mechanism; 231. Outrigger; 232. Front approach bridge front traveling wheel set; 233. First lifting drive; 234. Fourth swing drive; 235. Front approach bridge rear traveling wheel set; 236. Second lifting drive; 237. Lifting guide; 24. First swing drive; 25. Groove; 3. Rear approach bridge; 31. Bridge body lifting beam; 32. Bridge body; 33. Bridge body swing seat; 4. Lateral movement mechanism; 41. Lateral movement base; 42. Lateral movement drive; 43. Second lifting connector; 5. Segment. Detailed Implementation

[0037] In the description of this utility model, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0038] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0039] In this utility model, unless otherwise explicitly specified and limited, the terms "assembly," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0040] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0041] Figures 1 to 16This illustration shows an embodiment of the trestle for a TBM construction tunnel, which includes a main bridge 1 and a front approach bridge 2. The main bridge 1 is equipped with a main bridge traveling mechanism 11. The front approach bridge 2 includes a first segment 21 and a second segment 22. The first segment 21 is equipped with a front approach bridge traveling mechanism 23. The rear end of the second segment 22 is hinged to the front end of the first segment 21. The first segment 21 is equipped with a first swing drive member 24 for driving the second segment 22 to swing up and down. Here, "front" refers to the tunnel excavation direction, "left and right" refers to the width or transverse direction of the tunnel, and "up and down" refers to the height direction of the tunnel.

[0042] The trestle bridge in this embodiment, applicable to TBM construction tunnels, has a main bridge 1 and a front approach bridge 2 respectively equipped with a main bridge traveling mechanism 11 and a front approach bridge traveling mechanism 23. The second segment 22 at the front end of the front approach bridge 2 can be driven upward by the first swing drive 24 to detach from the ground. When used for TBM construction tunnels, even if the length of the front approach bridge 2 and the main bridge 1 is significantly increased compared to existing trestle bridges (the front approach bridge 2 needs to be set longer to reduce the slope and facilitate the climbing of the segment transport vehicle; since the inverted arch construction length of TBM is very long, the clear span of the main bridge 1 also needs to be increased), the front approach bridge 2 and the main bridge 1 can still pass through the turning section of the TBM construction tunnel. The front approach bridge 2 does not need to move forward with the main bridge 1, which means that the front approach bridge 2 does not need to be connected to the main bridge 1 as one unit. When the trestle bridge is in normal operation, the second segment 22 swings downward and overlaps on the installed segment 5 so that the segment transport vehicle or other vehicles and equipment can smoothly go up and down the main bridge 1. The structure is reasonable and effective. Preferably, the second segment 22 can also be further divided into multiple segments, with adjacent segments hinged together and able to be bent relative to each other; each driving component can be a hydraulic cylinder, pneumatic cylinder or electric push rod, which drives the corresponding component to move by extension or retraction.

[0043] In this embodiment, the trestle suitable for TBM construction tunnels also includes a rear approach bridge 3. The rear approach bridge 3 includes a bridge lifting beam 31, a bridge body 32, and a bridge body swing seat 33. The bridge lifting beam 31 is located below the bridge body 32. The bridge body swing seat 33 is hinged to the rear end of the main bridge 1 to swing left and right. The bridge body 32 is hinged to the bridge body swing seat 33 to swing up and down. The main bridge 1 is provided with a second swing drive 12 for driving the bridge body 32 to swing up and down and a third swing drive 16 for driving the bridge body 32 to swing left and right. The second swing drive 12 is connected to the bridge lifting beam 31, and the third swing drive 16 is connected to the bridge body swing seat 33. See details. Figure 1 and Figure 13After the installation of segment 5 at the rear end of the tunnel, the invert layer concrete needs to be poured to reduce the height difference with the main bridge 1. Since the surface of the invert layer is flat, the length of the rear approach bridge 3 is shorter than that of the front approach bridge 2 (the invert layer concrete has not yet been poured at the front end of the tunnel). Therefore, the rear approach bridge 3 can connect to the main bridge 1, move forward with the main bridge 1, and pass through the tunnel's turning section without requiring a dedicated rear approach bridge traveling mechanism. This simplifies the structure of the rear approach bridge 3 and reduces costs. See details... Figure 14 When in the turning section of the tunnel, the third swing drive 16 can drive the bridge body swing seat 33 of the rear approach bridge 3 to swing left and right. The bridge body 32 swings left and right with the bridge body swing seat 33, so that the bridge body 32 is in the center position in the left and right direction of the tunnel. The second swing drive 12 can drive the bridge body 32 of the rear approach bridge 3 to swing up and down through the bridge body lifting beam 31. The bridge body swing seat 33 will not hinder the up and down swing of the bridge body 32. The structure is reasonable and effective.

[0044] See details Figure 15 and Figure 16 In this embodiment, the front approach bridge traveling mechanism 23 includes a front approach bridge traveling mechanism located at the front end of the first segment 21. The front approach bridge traveling mechanism includes a front approach bridge traveling wheel set 232 that can be raised, lowered, and swayed left and right. The front approach bridge traveling wheel set 232 is located on the left and right sides of the first segment 21. See details... Figure 5 and Figure 15 Since the invert arch concrete has not yet been poured at the tunnel front end, and the bottom surface is an arc-shaped structure, front approach bridge wheel sets 232 are installed on both the left and right sides of the first section 21. These front approach bridge wheel sets 232 can swing left and right to an inclined state, thus better adapting to the arc shape of the tunnel bottom surface and providing reliable support for the front approach bridge 2, enabling it to move forward smoothly. Of course, the front approach bridge wheel sets 232 can also swing to a vertical state to adapt to conditions where the tunnel bottom surface is flat.

[0045] Furthermore, in this embodiment, the first segment 21 is provided with a support leg 231, and the support leg 231 is provided with a lifting guide 237 (such as a guide post, guide sleeve, etc.) and a first lifting drive 233 for driving the lifting guide 237 to rise and fall. The lifting guide 237 is provided with a fourth swing drive 234 for driving the front axle front travel wheel set 232 to swing left and right. The lifting guide 237 and the fourth swing drive 234 are both hinged to the front axle front travel wheel set 232. When the front approach bridge 2 needs to move forward, the first lifting drive component 233 drives the lifting guide component 237 and the front approach bridge front travel wheel assembly 232 to descend as a whole. The outrigger 231 cooperates with the lifting guide component 237 to guide and prevent swaying and deviation, so that the front approach bridge front travel wheel assembly 232 contacts the ground. The fourth swing drive component 234 then drives the front approach bridge front travel wheel assembly 232 to swing to an inclined state, which matches the arc of the tunnel bottom surface. The bottom surface of the front approach bridge 2 then detaches from the tunnel bottom surface, thereby driving the front approach bridge 2 to move forward. When the front approach bridge 2 needs to move left or right, the first lifting drive component 233 drives the lifting guide component 237 and the front approach bridge front travel wheel assembly 232 to rise as a whole, detaching from the ground, so as not to hinder the left or right movement of the front approach bridge 2. The structure is reasonable and effective. Preferably, both the first lifting drive component 233 and the fourth swing drive component 234 are hydraulic cylinders. The upper end of the first lifting drive component 233 is hinged to the upper end of the outrigger 231, and the lower end is hinged to the lower end of the lifting guide component 237. The upper end of the fourth swing drive component 234 is hinged to the lifting guide component 237, and the lower end is hinged to the front axle front travel wheel assembly 232. The front axle front travel wheel assembly 232 can be driven to lift and swing left and right by means of extension and retraction. The structure is reasonable and effective.

[0046] See details Figure 6 In this embodiment, the front abutment traveling mechanism 23 further includes a rear abutment traveling mechanism located at the rear end of the first segment 21. This rear abutment traveling mechanism includes a rear abutment traveling wheel set 235 located in the middle of the left-right direction of the first segment 21. The first segment 21 is provided with a second lifting drive member 236 for driving the rear abutment traveling wheel set 235 to rise and fall. The rear abutment traveling wheel set 235 located in the middle cooperates with the front abutment traveling wheel sets 232 located on the left and right sides, providing reliable support for the front abutment 2 and thus driving the front abutment 2 to move forward smoothly. Compared to also placing the rear abutment traveling wheel set 235 on the left and right sides, this simplifies the structure and reduces costs. When the front abutment 2 needs to move left or right, the second lifting drive member 236 drives the rear abutment traveling wheel set 235 to rise and detach from the ground, avoiding obstruction of the left-right movement of the front abutment 2. The structure is reasonable and effective.

[0047] See details Figure 9In this embodiment, the main bridge traveling mechanism 11 is located at both the front and rear ends of the main bridge 1. The main bridge traveling mechanism 11 includes a main bridge traveling wheel set 111. The front end of the main bridge traveling wheel set 111 is located in the middle of the main bridge 1 in the left-right direction, and the rear end of the main bridge traveling wheel set 111 is located on the left and right sides of the main bridge 1. The main bridge 1 is provided with a first lifting connector 112 (such as a lifting column, lifting rod, etc.) for driving the main bridge traveling wheel set 111 to rise and fall. Since the front end of the main bridge traveling wheel set 111 is located on the arc surface of the segment 5, and the rear end of the main bridge traveling wheel set 111 is located on the flat ground, setting the front end of the main bridge traveling wheel set 111 in the middle of the main bridge 1 and the rear end of the main bridge traveling wheel set 111 on the left and right sides of the main bridge 1 can also provide reliable support for the main bridge 1, thereby driving the main bridge 1 to move forward smoothly. When the main bridge 1 needs to move left or right, the first lifting connector 112 drives the main bridge traveling wheel assembly 111 to rise and leave the ground, thus avoiding obstructing the left and right movement of the main bridge 1. The structure is reasonable and effective.

[0048] See details Figure 4 , Figure 7 and Figure 8 In this embodiment, both the main bridge 1 and the front approach bridge 2 are equipped with a lateral movement mechanism 4 for left and right movement. The lateral movement mechanism 4 includes a lateral movement base 41 and a lateral movement drive member 42 mounted on the lateral movement base 41. The main bridge 1 and the front approach bridge 2 are equipped with a second lifting connector 43 (e.g., a lifting column, lifting rod, etc.). The lateral movement drive member 42 is connected to the second lifting connector 43. When the lateral movement drive member 42 extends or retracts left or right, it can drive the main bridge 1 and the front approach bridge 2 to move left or right through the second lifting connector 43, thereby adjusting the main bridge 1 and the front approach bridge 2 to a centered position. When the main bridge 1 and the front approach bridge 2 need to move forward, the second lifting connector 43 needs to drive the lateral movement drive member 42 and the lateral movement base 41 to rise and lift off the ground, avoiding obstruction of the forward movement of the main bridge 1 and the front approach bridge 2. The structure is reasonable and effective.

[0049] In a preferred embodiment, the lateral movement drive 42 is located on the left and right sides of the lateral movement base 41, and the second lifting connector 43 is located on the left and right sides of the main bridge 1 and the front approach bridge 2. The lateral movement drive 42 on the same side is connected to the second lifting connector 43, which has good symmetry and balance and can provide greater driving force to drive the main bridge 1 and the front approach bridge 2 to move left and right.

[0050] See details Figure 2 , Figure 10 and Figure 13In this embodiment, the main bridge 1 is provided with multiple supporting crossbeams 13 spaced along its length and crossbeam adjusting members 14 for driving the supporting crossbeams 13 to move left and right. The two ends of the supporting crossbeams 13 abut against the tunnel segments 5 installed inside the tunnel. Due to the significant increase in the clear span of the main bridge 1 and the large load of the tunnel segment transport vehicle, after the main bridge 1 is in place, the supporting crossbeams 13 are moved left and right by the crossbeam adjusting members 14, so that the two ends of the supporting crossbeams 13 abut against the tunnel segments 5 installed inside the tunnel. The supporting crossbeams 13 can improve the load-bearing capacity of the main bridge 1, and the structure is reasonable and effective. When the main bridge 1 needs to move forward, the main bridge traveling mechanism 11 contacts the ground and raises the supporting crossbeams 13 with the main bridge 1, thereby disengaging from the tunnel segments 5 and avoiding obstruction.

[0051] See details Figure 12 and Figure 13 In this embodiment, the front end of the main bridge 1 is provided with a transition bridge 15 that can swing up and down (for example, the transition bridge 15 is hinged to the main bridge 1 and is driven to swing up and down by a hydraulic cylinder, etc.), and the rear end of the first segment 21 is provided with a groove 25 for docking with the transition bridge 15. When the transition bridge 15 swings into the groove 25, it can maintain the same slope as the first segment 21, avoiding the formation of steps, and the transport vehicle can smoothly move between the main bridge 1 and the first segment 21. When the front approach bridge 2 needs to move forward, the transition bridge 15 swings upward to disengage from the groove 25, avoiding obstruction to the forward movement of the front approach bridge 2. The structure is reasonable and effective.

[0052] The method of using the trestle bridge applicable to TBM construction tunnels in this embodiment is as follows:

[0053] 1. The transition bridge 15 swings upward and disengages from the groove 25;

[0054] Second, the first swing drive component 24 drives the second segment 22 of the front axle 2 to swing upward and lift off the ground;

[0055] 3. The front walking wheel set 232 and the rear walking wheel set 235 of the front approach bridge touch the ground, and the transverse base 41 of the transverse mechanism 4 corresponding to the front approach bridge 2 rises and leaves the ground.

[0056] Fourth, after the front approach bridge 2 is driven to its position by the front approach bridge wheel set 232 and the rear approach bridge wheel set 235, the lateral base 41 of the lateral movement mechanism 4 descends and touches the ground. The front approach bridge wheel set 232 and the rear approach bridge wheel set 235 are retracted and detached from the ground. The lateral movement mechanism 4 adjusts the lateral position of the front approach bridge 2 so that it is placed in the middle of the tunnel.

[0057] 5. The second swing drive component 12 drives the bridge body 32 of the rear approach bridge 3 to swing upward and lift off the ground through the bridge body lifting beam 31;

[0058] VI. The main bridge traveling wheel assembly 111 descends and touches the ground, while the corresponding lateral movement mechanism 4 and supporting crossbeam 13 of the main bridge 1 rise and leave the ground;

[0059] 7. After the main bridge traveling wheel assembly 111 drives the main bridge 1 to its position, it retracts and leaves the ground, and the transverse base 41 of the transverse mechanism 4 descends and touches the ground.

[0060] 8. The lateral movement mechanism 4 adjusts the lateral position of the main bridge 1 so that it is placed in the middle of the tunnel, and the crossbeam adjustment component 14 adjusts the left and right positions of the supporting crossbeam 13 so that its two ends abut against the segment 5.

[0061] 9. Finally, the third swing drive 16 is used to swing the tip of the bridge body 32 of the rear approach bridge 3 to the center line of the tunnel. The second swing drive 12 drives the bridge body 32 to swing downward through the bridge body lifting beam 31 until the rear end of the bridge body 32 contacts the ground.

[0062] Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make many possible variations and modifications to the present invention, or modify it into equivalent embodiments, without departing from the scope of the present invention. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention, without departing from the content of the present invention, should fall within the protection scope of the present invention.

Claims

1. A trestle bridge suitable for TBM construction tunnels, comprising a main bridge (1) and a front approach bridge (2), wherein the main bridge (1) is provided with a main bridge traveling mechanism (11), characterized in that: The front approach bridge (2) includes a first segment (21) and a second segment (22). The first segment (21) is provided with a front approach bridge traveling mechanism (23). The rear end of the second segment (22) is hinged to the front end of the first segment (21). The first segment (21) is provided with a first swing drive member (24) for driving the second segment (22) to swing up and down.

2. The trestle bridge for TBM construction tunnels according to claim 1, characterized in that: It also includes a rear approach bridge (3), which includes a bridge body lifting beam (31), a bridge body (32) and a bridge body swing seat (33). The bridge body lifting beam (31) is located below the bridge body (32). The bridge body swing seat (33) is hinged to the rear end of the main bridge (1) to swing left and right. The bridge body (32) is hinged to the bridge body swing seat (33) to swing up and down. The main bridge (1) is provided with a second swing drive (12) for driving the bridge body (32) to swing up and down and a third swing drive (16) for driving the bridge body (32) to swing left and right. The second swing drive (12) is connected to the bridge body lifting beam (31), and the third swing drive (16) is connected to the bridge body swing seat (33).

3. The trestle bridge for TBM construction tunnels according to claim 1, characterized in that: The front approach bridge traveling mechanism (23) includes a front approach bridge traveling mechanism located at the front end of the first segment (21). The front approach bridge traveling mechanism includes a front approach bridge traveling wheel set (232) that can be raised, lowered, and swung left and right. The front approach bridge traveling wheel set (232) is located on the left and right sides of the first segment (21).

4. The trestle bridge suitable for TBM construction tunnels according to claim 3, characterized in that: The first segment (21) is provided with a support leg (231), and the support leg (231) is provided with a lifting guide (237) and a first lifting drive (233) for driving the lifting guide (237) to rise and fall. The lifting guide (237) is provided with a fourth swing drive (234) for driving the front axle front travel wheel set (232) to swing left and right. The lifting guide (237) and the fourth swing drive (234) are both hinged to the front axle front travel wheel set (232).

5. The trestle bridge for TBM construction tunnels according to claim 3, characterized in that: The front approach bridge traveling mechanism (23) further includes a front approach bridge rear traveling mechanism located at the rear end of the first segment (21). The front approach bridge rear traveling mechanism includes a front approach bridge rear traveling wheel set (235) located in the middle of the left-right direction of the first segment (21). The first segment (21) is provided with a second lifting drive member (236) for driving the front approach bridge rear traveling wheel set (235) to rise and fall.

6. The trestle bridge for TBM construction tunnels according to claim 1, characterized in that: The main bridge traveling mechanism (11) is located at both ends of the main bridge (1). The main bridge traveling mechanism (11) includes a main bridge traveling wheel assembly (111). The front end of the main bridge traveling wheel assembly (111) is located in the middle of the main bridge (1) in the left-right direction, and the rear end of the main bridge traveling wheel assembly (111) is located on the left and right sides of the main bridge (1). The main bridge (1) is provided with a first lifting connector (112) for driving the main bridge traveling wheel assembly (111) to rise and fall.

7. The trestle bridge for TBM construction tunnels according to any one of claims 1 to 6, characterized in that: Both the main bridge (1) and the front approach bridge (2) are provided with a lateral movement mechanism (4) for left and right movement. The lateral movement mechanism (4) includes a lateral movement base (41) and a lateral movement drive (42) provided on the lateral movement base (41). The main bridge (1) and the front approach bridge (2) are provided with a second lifting connector (43). The lateral movement drive (42) is connected to the second lifting connector (43).

8. The trestle bridge for TBM construction tunnels according to claim 7, characterized in that: The transverse drive (42) is located on the left and right sides of the transverse base (41), and the second lifting connector (43) is located on the left and right sides of the main bridge (1) and the front approach bridge (2). The transverse drive (42) on the same side is connected to the second lifting connector (43).

9. A trestle bridge suitable for TBM construction tunnels according to any one of claims 1 to 6, characterized in that: The main bridge (1) is provided with multiple supporting crossbeams (13) and crossbeam adjustment components (14) for driving the supporting crossbeams (13) to move left and right along the length direction. The two ends of the supporting crossbeams (13) abut against the segments (5) installed in the tunnel.

10. A trestle bridge suitable for TBM construction tunnels according to any one of claims 1 to 6, characterized in that: The main bridge (1) has a transition bridge (15) that can swing up and down at the front end, and the first segment (21) has a groove (25) at the rear end for connecting the transition bridge (15).

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