Bridge builder

Abstract

The application relates to the technical field of beam pouring equipment, and provides a bridge building machine. The bridge building machine comprises a main truss system, a first cross beam and a second cross beam which are arranged at intervals and form a C-shaped limiting end along the length direction of a beam body, and a side mold walking and adjusting system which is installed on the limiting end. The bridge building machine can effectively solve the problems of unreasonable hanging basket structure and inconvenient side mold movement in the prior art, and can optimize the truss structure and improve the bridge pouring quality and efficiency.

Description

Technical Field

[0001] This application relates to the field of beam casting equipment technology, and in particular to a bridge building machine. Background Technology

[0002] In the cantilever construction of bridges, existing technical solutions have many prominent problems. When the length of the poured segment exceeds 6 meters, only steel box-type hanging baskets can be used. The hanging basket structure is redundant, and the main truss steel box design contains unnecessary structures, which not only wastes materials but also significantly increases the self-weight and the burden of construction load. Its complex structure also leads to cumbersome on-site installation and commissioning procedures, and the time required from steel box manufacturing to on-site assembly is long, which seriously restricts construction efficiency. At the same time, the increasingly complex working conditions of the beam surface due to the arrangement of steel boxes, tracks and anchoring systems further exacerbate the difficulty of alignment control and operational inconvenience.

[0003] Furthermore, the adjustment of the side formwork system of various existing hanging baskets and bridge-building equipment is significantly inconvenient. As a key component in the casting and shaping of the beam, the existing equipment mostly uses rigid connections or multiple sets of bolts to fix the side formwork. During adjustment, it is necessary to disassemble the connecting parts one by one and then rely on manual or simple equipment for fine-tuning. This process is not only time-consuming and labor-intensive, but also makes it difficult to ensure the precise fit between the side formwork and the design outline of the beam. Especially during the segmented casting process, the position of the side formwork needs to be dynamically adjusted according to the beam's shape. The existing adjustment methods are not precise enough and are inefficient, which not only affects the construction quality, but also further prolongs the construction time of a single segment and exacerbates the pressure on the overall construction period. Utility Model Content

[0004] This application provides a bridge-building machine to solve the problems of unreasonable hanging basket structure and inconvenient side formwork movement in the prior art, thereby optimizing the truss structure and improving the quality and efficiency of bridge casting.

[0005] A bridge-building machine according to a first aspect of this application includes: The main truss system includes a main strut assembly extending along the length of the beam and a crossbeam assembly extending perpendicular to the length of the main strut assembly; along the length of the beam, the crossbeam assembly consists of a first crossbeam and a second crossbeam spaced apart; the main body portions of the first crossbeam and the second crossbeam are located above the beam, and the ends of the first crossbeam and the second crossbeam in the length direction are bent along the flange of the beam and extend to form C-shaped limiting ends below the flange of the beam; The side mold travel and adjustment system is installed on the limiting end.

[0006] According to one embodiment of this application, the main truss system further includes a traveling mechanism mounted on the main truss assembly and movable relative to the main truss assembly along the length of the beam.

[0007] According to one embodiment of this application, the main rod assembly includes a first main rod, a second main rod, and a third main rod arranged sequentially at intervals along the width direction of the beam, and the traveling mechanism includes a crossbeam rail and a suspension assembly, wherein the crossbeam rail is slidably connected to the main rod assembly; The suspension assembly includes a first suspension assembly and a second suspension assembly. The first suspension assembly is connected to the portion of the crossbeam track located between the first main rod and the second main rod, and the second suspension assembly is connected to the portion of the crossbeam track located between the second main rod and the third main rod. Both the first suspension assembly and the second suspension assembly can slide along the length of the crossbeam track.

[0008] According to one embodiment of this application, the side mold traveling and adjusting system includes: The track assembly extends along the length of the beam and is fixedly connected to the limiting end; A trolley assembly is movably mounted on the track assembly; A slider is mounted on the trolley assembly and can slide relative to the trolley assembly in a horizontal plane in a direction perpendicular to the length of the track assembly; A lifting assembly is mounted on the slider and moves with the slider; the height of the lifting assembly is adjustable. A support beam assembly is mounted on the lifting assembly to support the side formwork system.

[0009] According to one embodiment of this application, the track assembly includes at least an upper beam and a lower beam arranged vertically along the height direction of the beam body. The upper beam and the lower beam are connected by vertical rods and diagonal rods to improve the bending stiffness of the track assembly.

[0010] According to one embodiment of this application, the trolley assembly includes: The vehicle body is equipped with the aforementioned slider; The wheels are mounted on the bottom of the vehicle body and cooperate with the track assembly; A limiting component is installed on the traveling wheel and cooperates with the track assembly to prevent the trolley assembly from separating from the track assembly.

[0011] According to one embodiment of this application, the track assembly includes a first track and a second track arranged side by side along the width direction of the beam, wherein the first track is located between the second track and the main body of the beam; The limiting component includes two adjacent clamping wheels, with a vertical gap between the two clamping wheels and a transverse gap between the two clamping wheels and the traveling wheel; The second track includes a connected transverse support plate and a vertical connecting plate, the transverse support plate being located in the transverse gap and the vertical connecting plate being located in the vertical gap, to restrict the lifting of the trolley assembly on the side away from the main body of the beam.

[0012] According to one embodiment of this application, the side formwork traveling and adjusting system further includes a support column assembly, the upper end of which is connected to the lower part of the supporting beam assembly, and the height of the support column assembly is adjustable; The support column assembly is configured such that, after the lifting assembly is adjusted to a preset height, the lower end of the support column assembly extends and abuts against the upper surface of the vehicle body to provide support.

[0013] According to one embodiment of this application, the supporting beam assembly further includes: First mounting base, the upper end of the support assembly is connected to the first mounting base; The second mounting base is connected to the upper end of the lifting assembly.

[0014] According to one embodiment of this application, the side mold traveling and adjusting system further includes a drive unit; The vehicle body is provided with a horizontally penetrating sliding hole. The slider is installed in the sliding hole and extends out of the sliding hole at both ends to install the lifting assembly. The drive unit is installed in the sliding hole and drives the slider to slide; or The vehicle body is provided with a horizontally penetrating sliding hole. The slider is installed in the sliding hole and both ends extend out of the sliding hole to install the lifting assembly. The drive unit is installed in the sliding hole and drives the slider to slide. At least two sliders are provided along the traveling direction of the vehicle body, and adjacent two sliders are connected by a connecting rod to slide synchronously.

[0015] According to one embodiment of this application, the track assembly is provided with an anti-top wheel at the rear end of the beam along its length. The anti-top wheel abuts against the lower surface of the wing plate of the beam to restrict the lifting of the rear end of the main truss system of the bridge-building machine.

[0016] The above-described one or more technical solutions in the embodiments of this application have at least one of the following technical effects: The bridge-building machine of this application forms the main truss structure through main strut assemblies and crossbeam assemblies. The crossbeam assemblies are bent and extended at their edges to form limiting ends, thereby improving the overall stability of the main truss system and preventing it from tipping forward. The upper-bearing bridge-building machine of this application has a relatively simple structure, high overall reliability, and improves the efficiency of bridge casting. It can be applied to bridges with segment lengths of 6 meters or more, demonstrating strong practicality. The two crossbeams (first and second crossbeams) reduce the weight of the main truss system and optimize the stress distribution, preventing the main truss system from tipping forward during casting. Furthermore, the C-shaped limiting ends formed by the bending at the ends of the crossbeam assemblies support the side formwork travel and adjustment system, facilitating the adjustment of the side formwork position and improving bridge casting efficiency.

[0017] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the bridge-building machine in this application. Figure 1 .

[0020] Figure 2 This is a schematic diagram of the side mold travel and adjustment system in this application. Figure 1 .

[0021] Figure 3 for Figure 1 Enlarged view of the structure of section A in the middle.

[0022] Figure 4 This is a schematic diagram of the side mold travel and adjustment system in this application. Figure 2 (Front view).

[0023] Figure 5 for Figure 4 Enlarged view of the structure of section B in the middle.

[0024] Figure 6 This is a schematic diagram of the side mold travel and adjustment system in this application. Figure 3 (Side view; traveling mechanism not shown).

[0025] Figure 7 for Figure 6 Enlarged view of the C-section structure.

[0026] Figure 8 This is a schematic diagram of the side mold travel and adjustment system in this application. Figure 4 .

[0027] Figure 9 This is a schematic diagram of the driving mechanism in this application. Figure 1 .

[0028] Figure 10 This is a schematic diagram of the driving mechanism in this application. Figure 2 .

[0029] Figure 11 This is a schematic diagram of the structure of the track assembly in this application. Figure 1 (Upper beam + lower beam).

[0030] Figure 12 This is a schematic diagram of the structure of the track assembly in this application. Figure 2 (Upper beam + lower beam).

[0031] Figure 13 This is a schematic diagram of the side mold travel and adjustment system in this application. Figure 5 (The track assembly adopts the form of upper beam + lower beam).

[0032] Figure 14 This is a schematic diagram of the bridge-building machine in this application. Figure 2 (Pouring state).

[0033] Figure 15 This is a schematic diagram of the bridge-building machine in this application. Figure 3 (The side mold and bottom basket system are moved back).

[0034] Figure 16 This is a schematic diagram of the bridge-building machine in this application. Figure 4 (Remove the rear anchoring device and advance the main truss system).

[0035] Figure 17 This is a schematic diagram of the bridge-building machine in this application. Figure 5 (Install the rear anchoring device, side formwork and bottom basket system forward).

[0036] Figure 18 This is a flowchart illustrating the bridge manufacturing method described in this application. Figure 1 .

[0037] Figure 19 This is a flowchart illustrating the bridge manufacturing method described in this application. Figure 2 .

[0038] Figure label: 1. Track assembly; 11. First track; 12. Second track; 121. Horizontal support plate; 122. Vertical connecting plate; 123. Upper beam; 124. Lower beam; 13. Anti-top wheel; 14. Connecting beam; 2. Trolley assembly; 21. Car body; 211. Sliding hole; 22. Traveling wheel; 23. Limiting assembly; 231. Clamping wheel; 232. Vertical gap; 233. Horizontal gap; 3. Slider; 4. Lifting assembly; 5. Support beam assembly; 51. First mounting base; 52. Second mounting base; 61. Column assembly; 62. Drive unit; 7. Main truss system 71. Crossbeam assembly; 711. First crossbeam; 712. Second crossbeam; 713. Traveling mechanism; 7131. Crossbeam track; 7132. Suspension assembly; 714. Limiting end; 72. Main rod assembly; 721. First main rod; 722. Second main rod; 723. Third main rod; 81. Beam body; 811. Main body; 812. Wing plate; 82. Anchoring device; 83. Suspension system; 84. Base basket system; 85. Side formwork system; 851. Side formwork back frame; 852. Side formwork template; 86. Beam body already poured; 87. Beam body to be poured. Detailed Implementation

[0039] The embodiments of this application will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this application, but should not be used to limit the scope of this application.

[0040] In the description of the embodiments of this application, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "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 the embodiments of this application 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 the embodiments of this application. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0041] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0042] In the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0043] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples. The term "multiple" in the embodiments of this application should be understood as two or more.

[0044] Current side formwork movement schemes, which use overall suspension or multi-point jacking, have inaccurate motion control, rely heavily on manual operation and mechanical adjustments (such as jacks and chain hoists), resulting in high labor intensity, low automation, and limited bridge segment length.

[0045] A bridge-building machine according to an embodiment of the first aspect of this application, such as Figure 1 As shown, the main truss system 7 includes a main rod assembly 72 extending along the length direction of the beam 81, and a crossbeam assembly 71 extending perpendicular to the length direction of the main rod assembly 72. Along the length direction of the beam 81, the crossbeam assembly 71 consists of a first crossbeam 711 and a second crossbeam 712 spaced apart (i.e., there are two crossbeams in the crossbeam assembly 71). The main body of the crossbeam assembly 71 (the first crossbeam 711 and the second crossbeam 712) is located above the beam 81, and the edge of the crossbeam assembly 71 bends along the flange 812 of the beam 81 and extends to the bottom of the beam 81 to form a C-shaped limiting end 714. The side formwork traveling and adjusting system is installed on the limiting end 714.

[0046] The crossbeam assembly 71 of the main truss system 7 extends along the width of the beam 81, with its main body located above the beam 81, providing a stable top support foundation for the entire bridge-building machine. The end of the crossbeam assembly 71 in the length direction bends along the flange 812 of the beam 81 and extends below the flange 812, forming a C-shaped limiting end 714. This structural design effectively solves the limitation that the end of the traditional main truss can only cover the top of the beam 81 and cannot extend to the bottom of the flange 812. This allows the support range of the crossbeam assembly 71 to cover both the top of the beam 81 and the bottom of the flange 812, forming a wrapping support trend for the beam 81. This improves the structural compatibility between the main truss system 7 and the beam 81 and reduces the risk of the main truss system 7 shifting outwards from the flange 812 during construction.

[0047] The crossbeam assembly 71 employs a first crossbeam 711 and a second crossbeam 712 spaced apart. Compared to a three-beam structure, the design of the two crossbeams optimizes the stress state of the second crossbeam 712 located at the rear end. When the overall center of gravity of the side formwork system 85 and the bottom basket system 84 is located slightly behind the middle of the main truss system 7, the spaced distribution of the two crossbeams alters the load transfer path, distributing more load to the second crossbeam 712 at the rear end. This allows the second crossbeam 712 to bear a larger portion of the pressure, thus creating a natural counterweight effect at the rear end of the main truss system 7. This stress distribution effectively balances the weight difference between the front and rear ends of the main truss system 7, offsetting the downward load generated at the front end due to the support of the side formwork, construction equipment, etc., preventing the main truss system 7 from shifting or tipping due to forward tilting of the center of gravity, and providing structural stability support for the bridge-building machine's movement, pouring, and other construction processes.

[0048] The first crossbeam 711 and the second crossbeam 712 are respectively located at the front and rear ends of the main truss system 7, with no additional crossbeam in the middle, forming a "supported at both ends, open in the middle" crossbeam assembly 71 layout. This design avoids the problem of interference between the middle crossbeam and other components in traditional multi-crossbeam (such as three crossbeam) layouts from the structural root. During bridge construction, the side formwork installation components, bottom basket connecting components, and sliders 3 of the side formwork traveling and adjusting system need to move along the length of the beam 81 or adjust their positions in the horizontal plane. The front and rear crossbeam layout ensures that the middle area of ​​the main truss system 7 is unobstructed, and sliders 3 can slide directly along the preset trajectory. The formwork system components do not need to change their original structural form to avoid the crossbeams, greatly simplifying the sliding path design of sliders 3 and the connection structure of the formwork system, and reducing the use of complex components such as irregular fittings and folding mechanisms. The structural simplification directly reduces the processing difficulty and manufacturing cost of components, while also reducing the debugging steps during installation (eliminating the need for repeated calibration of the relative positions of the avoidance structure and crossbeams), shortening the construction preparation time. The absence of a crossbeam in the middle also reduces the difficulty of later maintenance, avoids component jamming caused by structural wear and deformation, further ensures construction efficiency, and achieves a synergistic effect of "structural optimization - cost saving - efficiency improvement".

[0049] The side mold traveling and adjusting system is installed on the C-shaped limiting end 714 (the track assembly 1 of the side mold traveling and adjusting system is installed on the C-shaped limiting end 714), so that the track assembly 1 obtains a stable installation position close to the outside of the wing plate 812, avoiding the problem of excessively long force transmission path caused by the installation foundation of the traditional track assembly 1 being far away from the working area of ​​the side mold system 85. The C-shaped limiting end 714 can directly provide rigid support for the track assembly 1, reducing the swaying of the track assembly 1 when the trolley assembly 2 moves or the side mold system 85 is under load, thereby improving the position adjustment accuracy of the side mold traveling and adjusting system, and ensuring that the side mold system 85 remains stable when moving along the length direction of the beam 81 or adjusting perpendicular to the width direction of the beam 81.

[0050] The limiting end 714 engages with the lower surface of the wing plate 812 to restrict the separation of the main truss system 7 from the beam 81; the main rod assembly 72 is located above the beam 81, and the main rod assembly 72 and the crossbeam assembly 71 are fixedly connected; the traveling system is installed below the main rod assembly 72 and is used to abut against the beam 81. The main rod assembly 72 includes a first main rod 721 and a second main rod 722 spaced apart along the width direction of the beam 81; the crossbeam assembly 71 consists of a first crossbeam 711 and a second crossbeam 712 spaced apart along the length direction of the beam 81; the main rod assembly 72 is disposed between the crossbeam assembly 71 and the beam 81.

[0051] In this embodiment of the bridge-building machine, the main truss system 7 is formed by the main rod assembly 72 and the crossbeam assembly 71. The edge of the crossbeam assembly 71 bends and extends along the wing plate 812 of the beam body 81 to form a limiting end 714 below the beam body 81. The limiting end 714 cooperates with the lower surface of the wing plate 812 to construct a limiting constraint between the main truss system 7 and the beam body 81, effectively restricting the separation of the main truss system 7 and the beam body 81, avoiding the risk of the main truss system 7 overturning due to front-end load, and significantly improving the overall stability of the main truss system 7. The engagement between the limiting end 714 and the lower surface of the wing plate 812 can be either that the limiting end 714 directly abuts against the lower surface of the wing plate 812, or that an anti-top wheel 13 is further provided on the limiting end 714 to abut against the lower surface of the wing plate 812 (i.e., the anti-top wheel 13 can be provided on the C-shaped limiting end 714 or at the rear end of the track assembly 1), or that a connecting structure is provided between the limiting end 714 and the lower surface of the wing plate 812 for fixing.

[0052] The upper-bearing bridge-building machine in this embodiment can overcome the limitations of existing hanging baskets in terms of the length of the casting segments. It can be applied to the casting of bridge segments longer than 6 meters, reducing the construction cycle loss caused by complex structures and improving the efficiency of bridge casting. The novel structure solves the problems of heavy weight, difficult alignment control, and inconvenient operation of traditional hanging baskets, and has strong practicality and technical advantages. In the upper-bearing bridge-building machine in this embodiment, the main truss system 7 is arranged above the beam 81. The limiting end 714 formed by the bending of the edge of the crossbeam assembly 71 directly or indirectly abuts against the lower surface of the wing plate 812. Compared with the lower-bearing structure that relies on the support below the beam 81, it avoids the problem of insufficient anti-overturning moment caused by the support point being located below the beam 81. Especially when the front end is loaded, the limiting end 714 and the traveling system form a coordinated constraint mechanism, which significantly improves the anti-overturning stability. The main truss system 7 of the upper-bearing bridge-building machine is located above the beam 81, with the space below the beam 81 completely open, not occupying the working area under the bridge. Compared to the lower-bearing type, which requires a support structure to be arranged below the beam 81, this design is more suitable for construction across complex terrains such as rivers and canyons, avoiding the impact of the support below on navigation and road traffic. It also provides unobstructed operating space for concrete pouring and prestressing tensioning of the bottom surface of the beam 81, improving construction convenience. The main strut assembly 72 and the crossbeam assembly 71 of the upper-bearing bridge-building machine form a truss structure, with the load-bearing members concentrated above the beam 81. Unlike the lower-bearing hanging basket, there is no need for a complex support frame below the beam 81, reducing structural redundancy and overall weight. The design of its limiting end 714 directly acting on the lower surface of the flange 812 eliminates the need for the bottom anchoring system or counterweight structure required by the lower-bearing type, simplifying the beam structure and significantly reducing the number of pre-drilled holes and embedded parts on the beam surface, simplifying the construction while enhancing reliability.

[0053] According to one embodiment of this application, the main truss system 7 further includes a traveling mechanism 713, which is mounted on the main strut assembly 72 and is movable relative to the main strut assembly 72 along the length direction of the beam 81.

[0054] The traveling mechanism 713 is installed on the main strut assembly 72, directly acting on the connection structure of the main strut assembly 72, forming a lateral tie effect on the main strut assembly 72. The main strut assemblies 72 of the main truss system 7 extend along the length of the beam 81 and are spaced apart. When connected only by the crossbeam assemblies 71, the main strut assemblies 72 are prone to relative displacement due to construction vibration or load fluctuations. The traveling mechanism 713 spans between each main strut assembly 72, providing additional lateral constraints to each main strut assembly 72 through its own rigid structure, reducing the swaying of the main strut assemblies 72, strengthening the connection stability between the main strut assemblies 72, thereby improving the overall strength of the main truss system 7, avoiding structural deformation caused by weak local connections, and adapting to the scenario in bridge construction where the main truss system 7 needs to bear heavy loads such as side formwork and bottom basket system 84 for a long time. Furthermore, the traveling mechanism 713 is set above the main strut assembly 72 and does not extend below the surface of the beam 81, so it will not interfere with the structures below (such as: side formwork travel and adjustment system, side formwork system 85).

[0055] Along the length of the beam 81, the traveling mechanism 713 is located between the first crossbeam 711 and the second crossbeam 712. The traveling mechanism 713 can move relative to the main strut assembly 72 along the length of the beam 81. Its mobility allows it to cover the entire construction section of the main truss system 7, providing flexible hoisting and transportation capabilities. In bridge construction, materials such as side formwork installation accessories, small concrete pouring equipment, and construction workers' tools traditionally rely on external cranes or manual labor for transport. This is not only limited by the construction site but also prone to affecting the construction period due to low transport efficiency. The traveling mechanism 713 is integrated into the main truss system 7, requiring no additional construction space. It can move directly on the main strut assembly 72 to the required material location, quickly completing hoisting and transportation, reducing reliance on external equipment, and improving the continuity of the construction process.

[0056] The installation of the crane mechanism 713 can improve the construction safety of the main truss system 7. After the connection stability between the main rod components 72 is enhanced, the displacement of auxiliary components (such as track components 1 and trolley components 2) caused by the swaying of the main rod components 72 can be reduced, and the positional deviation of the side formwork travel and formwork adjustment system due to unstable foundation can be avoided. At the same time, the materials are hoisted and transported by the crane mechanism 713, reducing the risk of high-altitude operations during manual handling and providing a safer working environment for construction personnel.

[0057] The dual functions of the crane mechanism 713 (structural reinforcement and material transportation) also optimize the allocation of construction resources. In traditional construction, temporary tie rods are required to reinforce the main truss assembly 72, and dedicated transportation equipment is also needed, resulting in high equipment investment costs and cumbersome site layout. The crane mechanism 713 integrates the two functions, eliminating the need for additional tie rod structures and transportation equipment, simplifying the auxiliary facilities of the main truss system 7, and reducing construction costs. At the same time, its mobility can adapt to the needs of different construction stages—it can transport side formwork components before pouring, transfer small tools during pouring, and assist in the dismantling of temporary components after pouring, improving equipment utilization and further ensuring construction efficiency.

[0058] During actual pouring operations, the front end of the main truss system 7, bearing the side formwork, concrete, and related construction equipment, is prone to generating a large downward load, causing the center of gravity of the main truss system 7 to shift forward, resulting in the risk of forward tilting or even overturning. The traveling mechanism 713 can slide along the main rod assembly 72 to the rear end of the main truss system 7, and by suspending a pre-set weight of counterweight (or other heavy objects), the gravity of the counterweight applies downward pressure to the rear end of the main system, achieving a smooth downward pressure on the rear end of the main truss system 7. The traveling mechanism 713 can effectively balance the weight distribution between the front and rear ends of the main truss system 7, counteracting the forward tilting tendency caused by the heavy load at the front end, and preventing the main truss system 7 from shifting or overturning due to imbalance of the center of gravity. At the same time, the traveling mechanism 713 can adapt to the changes in the front load at different pouring stages by adjusting the weight of the counterweight and its own position on the main rod assembly 72, continuously maintaining the horizontal stability of the main truss system 7, providing a stable operating foundation for the side formwork travel and adjustment system, ensuring the accurate positioning of the side formwork during the pouring process, and improving the pouring quality and construction safety of the beam 81.

[0059] According to one embodiment of this application, the main rod assembly 72 includes a first main rod 721, a second main rod 722, and a third main rod 723 arranged sequentially at intervals along the width direction of the beam 81, such as... Figure 9 As shown, the traveling mechanism 713 includes a crossbeam rail 7131 and a suspension assembly 7132. The crossbeam rail 7131 is slidably connected to the main rod assembly 72; the suspension assembly 7132 includes a first suspension assembly and a second suspension assembly (i.e., Figure 9 The beam 81 has two suspension components (left and right). The first suspension component is connected to the portion of the crossbeam track 7131 located between the first main rod 721 and the second main rod 722, and the second suspension component is connected to the portion of the crossbeam track 7131 located between the second main rod 722 and the third main rod 723. Both the first and second suspension components can slide along the length of the crossbeam track 7131. The length of the crossbeam track 7131 is also the width direction of the beam 81.

[0060] The crossbeam track 7131 can be set as a single piece, such as... Figure 9As shown, a crossbeam track 7131 is slidably connected to the first main rod 721, the second main rod 722, and the third main rod 723 respectively, forming a transverse tie structure spanning multiple main rods, which directly strengthens the connection stability between the main rod assemblies 72.

[0061] The crossbeam track 7131 can also be configured as two tracks, such as... Figure 10 As shown, one of the crossbeam rails 7131 is slidably connected to the first main rod 721 and the second main rod 722, and the other crossbeam rail 7131 is slidably connected to the second main rod 722 and the third main rod 723. The two crossbeam rails 7131 can slide independently back and forth without affecting each other, which facilitates precise adjustment of the counterweight provided by the gantry mechanism 713 to the main truss system, and also facilitates the two sets of "crossbeam rails 7131 + hanging components 7132" to carry out hoisting and transportation operations respectively, thereby improving work efficiency.

[0062] The main pole assemblies 72 are spaced apart along the width of the beam 81. When connected solely by the crossbeam assemblies 71, they are prone to lateral displacement due to construction vibration or load fluctuations. The crossbeam track 7131 spans the three main poles, providing uniform lateral constraint to each main pole through its own rigidity, reducing the relative sway of the main pole assemblies 72, thereby improving the overall structural strength of the main truss system 7 and preventing deformation caused by weak local connections. This is suitable for scenarios where the main truss system 7 bears heavy loads such as the side formwork system 85 and the bottom basket system 84 for extended periods during bridge construction. At the same time, the crossbeam track 7131 can slide relative to the main pole assemblies 72 along the length of the beam 81. Its sliding characteristics allow the traveling mechanism 713 to cover the entire construction section of the main truss system 7, breaking the operating range limitations of traditional fixed hoisting equipment and providing support for material transportation at different construction locations.

[0063] The first suspension assembly is connected to the portion of the crossbeam track 7131 located between the first main rod 721 and the second main rod 722, and the second suspension assembly is connected to the portion of the crossbeam track 7131 located between the second main rod 722 and the third main rod 723. Both can slide along the crossbeam track 7131 (in the width direction of the beam 81), forming a two-dimensional movement system of "beam length direction + beam width direction". This design allows the hoisting range of the traveling mechanism 713 to cover different areas in the width direction of the beam 81, solving the problem that the traditional single suspension assembly 7132 can only operate at a fixed width position and is difficult to adapt to the construction needs of beams 81 with different widths. When it is necessary to hoist the side formwork segment components (distributed along the width direction of the beam 81), the positions of the two hoisting components 7132 on the crossbeam track 7131 can be adjusted to align with the hoisting points of different segments, thereby achieving synchronous hoisting and avoiding component tilting due to single-point hoisting, thus improving hoisting stability. At the same time, the two hoisting components 7132 can work individually or in concert. When hoisting small materials, a single component can be used to save energy, while when hoisting heavy materials, both components can be used to distribute the load, reduce the local stress on the crossbeam track 7131 and the main rod component 72, and protect the equipment structure.

[0064] In the pouring construction scenario, this structure further optimizes the balance adjustment capability of the main truss system 7. During pouring, the front end of the main truss system 7 is prone to forward tilting due to the load of side formwork and concrete. At this time, the crossbeam track 7131 can be slid along the main rod assembly 72 to the rear end of the main truss system 7. Then, based on the load difference between the front and rear ends, the positions of the first and second hanging assemblies on the crossbeam track 7131 are adjusted (e.g., symmetrically distributed or emphasizing one side according to the direction of the center of gravity shift), and a pre-set weight of balance block is hung. The independent sliding characteristics of the two hanging assemblies 7132 can more accurately control the distribution of the balance block in the width direction of the beam 81, so that the rear end of the main truss system 7 is evenly stressed and achieves stable downward pressure. Compared with a single hanging assembly 7132, which can only hang balance blocks at a fixed width position, the balance effect is more stable, effectively counteracting the forward tilting tendency caused by the heavy load at the front end. This provides a stable operating foundation for the side formwork movement and adjustment system, ensures the accurate position of the side formwork during the pouring process, and improves the pouring quality of the beam 81.

[0065] According to one embodiment of this application, such as Figure 2 and Figure 3As shown, the side mold traveling and adjusting system includes: a track assembly 1 extending along the length of the beam 81; a trolley assembly 2 movably mounted on the track assembly 1; a slider 3 mounted on the trolley assembly 2 and capable of sliding relative to the trolley assembly 2 in a horizontal plane in a direction perpendicular to the length of the track assembly 1; a lifting assembly 4 mounted on the slider 3 and moving with the slider 3; the height of the lifting assembly 4 is adjustable; and a support beam assembly 5 mounted on the lifting assembly 4 to support the side mold system 85 and form a rigid whole with the side mold system 85, ensuring that the side mold system 85 does not deform during movement and adjustment. The side mold system 85 includes a side mold back frame 851 and a side mold template 852. The support beam assembly 5 supports the side mold back frame 851, and the side mold back frame 851 supports the side mold template 852.

[0066] In conjunction with the aforementioned "the crossbeam assembly 71 is composed of a first crossbeam 711 and a second crossbeam 712 arranged at intervals", since only the first crossbeam 711 and the second crossbeam 712 are provided, there is no crossbeam structure between them. The structure and size of the vehicle body 21 are not limited, there is no need to avoid the crossbeam setting, and there will be no interference. The slider 3 can extend a longer distance, making the demolding distance longer (when demolding, the side mold system 85 can be farther away from the beam 81), and the vehicle body 21 can move a longer distance along the length direction of the track assembly 1 without being hindered or interfered with by the intermediate crossbeam structure.

[0067] The slider 3 can slide relative to the trolley assembly 2 in a horizontal plane along a direction perpendicular to the length of the track assembly 1. It should be understood that in actual engineering, due to factors such as force, the lower part of the C-shaped limiting end 714 may be slightly tilted and not completely horizontal. In this case, the relative movement direction of the slider 3 will have a certain angle with the horizontal plane, but it should be understood that this situation is still included in the scope defined above as "the slider 3 can slide relative to the trolley assembly 2 in a horizontal plane along a direction perpendicular to the length of the track assembly 1".

[0068] The track assembly 1 extends along the length of the beam 81, forming a motion mechanism along the length of the beam 81 together with the trolley assembly 2, which is movably mounted on it. The trolley assembly 2 moves along the fixed trajectory of the track assembly 1, ensuring a stable power transmission path and smooth movement of the side formwork system 85 along the length of the beam 81.

[0069] The arrangement of slider 3 and trolley assembly 2 enables the side formwork system 85 to be positioned in the horizontal plane along the length direction perpendicular to the track assembly 1 (i.e., the width direction of the beam 81). Slider 3 can slide smoothly relative to trolley assembly 2, allowing for direct fine-tuning of the beam 81's position in the side formwork system 85 across the width direction. This eliminates the need for multiple manual disassemblies or adjustments to the lifting points, significantly reducing positioning time and improving positioning accuracy. Furthermore, the connection structure between slider 3 and trolley assembly 2 is stable, with no significant shaking during sliding, avoiding the inefficiency caused by cumbersome positioning operations and reducing safety risks during manual operation.

[0070] The lifting component 4 can be a hydraulic cylinder, mounted on the slider 3 and with adjustable height. Together with the slider 3 and the trolley component 2, it forms a three-dimensional position adjustment system, decoupling the three-degree-of-freedom motion of the side formwork system 85 and forming an independent and controllable length, width, and height adjustment mechanism. This allows for precise control of the different positional requirements of the side formwork system 85, ensuring the compatibility accuracy between the side formwork system 85 and the beam structure 81, reducing construction rework caused by positional deviations, and further improving the quality of bridge construction.

[0071] The support beam assembly 5 is installed on the lifting assembly 4 and supports the side formwork system 85, forming a stable support structure for the side formwork system 85. This effectively improves the problems of poor stability and prominent safety hazards in existing suspended translation schemes. Compared with the force-bearing method of suspension at lifting points, the support beam assembly 5 is connected to the side formwork system 85 through surface contact or multi-point support, resulting in more even force distribution. This can disperse the weight load of the side formwork system 85 and avoid deformation of the side formwork system 85 or loosening of the support structure caused by local load concentration. At the same time, the support beam assembly 5 is reliably connected to the lifting assembly 4, and can maintain the stability of the side formwork system 85 under construction vibration or external disturbance, reducing the safety risk of the side formwork system 85 falling or shifting, and providing protection for the safety of construction personnel and equipment.

[0072] The synergistic effect of each component also enhances the system's construction adaptability and structural reliability. The track component 1 can be flexibly extended according to the construction length of the beam 81, and the travel of the trolley component 2 can cover the entire construction section. The sliding stroke of the slider 3 and the height adjustment range of the lifting component 4 can be adapted to the width and height specifications of the beam 81, eliminating the need for separate dedicated equipment for beams 81 of different sizes. This forms a universal side formwork system 85 adjustment system, reducing equipment investment and replacement costs. The entire system has a simple component structure, clear and reliable connections between components, and the movement of the trolley on the track, the sliding of the slider 3, and the height adjustment of the lifting component 4 all maintain a stable state, reducing frictional wear and jamming between components, extending equipment lifespan, further ensuring the continuity of the construction process, and improving overall construction efficiency.

[0073] According to one embodiment of this application, the track assembly 1 includes at least an upper beam 123 and a lower beam 124 arranged vertically along the height direction of the beam body 81. The upper beam 123 and the lower beam 124 are connected by vertical and diagonal braces to improve the bending stiffness of the track assembly 1. Figure 11 and Figure 12 As shown; here, the upper beam 123 and the lower beam 124 are relative to the height direction of the beam body 81, and the aforementioned first track 11 and second track 12 are relative to the horizontal direction of the beam body 81. In other words, the first track 11 may include the upper beam 123 and the lower beam 124; the second track 12 may have the same structure as the first track 11, and also include the upper beam 123 and the lower beam 124.

[0074] In this embodiment, the number of crossbeams is optimized to two (i.e., the first crossbeam 711 and the second crossbeam 712). Based on stress analysis, it can be seen that the load borne by the C-shaped limiting ends 714 at the ends of the two crossbeams is not significantly increased compared to the case of "three ordinary crossbeams" (i.e., there is no need to strengthen the crossbeams or limiting ends 714), effectively reducing the overall weight of the main truss system 7. In actual construction, the weight reduction can reach 3 to 5 tons. However, since the support for the middle part of the track assembly 1 is reduced, the deformation of the track needs to be considered more. In this embodiment, the structure of the track assembly 1 is simultaneously optimized to better adapt to the main truss system 7 with two crossbeams.

[0075] like Figure 11 and Figure 12 As shown, the crossbeam assembly 71 includes two crossbeams spaced apart. The track assembly 1 includes at least an upper beam 123 and a lower beam 124. That is, the track assembly 1 may also include three or more layers of beams arranged vertically. Furthermore, when there are two crossbeams, to avoid excessive stress or deformation on the C-shaped limiting end 714 at the end of one of the crossbeams, the C-shaped limiting end 714 on one of the crossbeams can be replaced with an existing suspension and hoisting connection method. That is, one of the crossbeams is provided with a C-shaped limiting end 714 (one on each side, these two form a set); the other crossbeam is not provided with a C-shaped limiting end 714, and the crossbeam is fixed by an existing suspension and hoisting method. At the same time, the end of the track assembly 1 is suspended and fixed by a suspension and hoisting method.

[0076] When two crossbeams are spaced apart along the length of beam 81, the number of support points is reduced compared to the ordinary case of three crossbeams. When the track assembly 1 bears loads from the trolley assembly 2 and the side formwork system 85, the larger spacing between support points can easily cause bending deformation, affecting the positional accuracy of the side formwork system 85 and the movement stability of the trolley assembly 2. By setting upper beams 123 and lower beams 124 distributed vertically along the height of beam 81, and connecting them with vertical and diagonal braces, a stable frame structure is formed. This effectively improves the bending stiffness of the track assembly 1, prevents deformation under load, ensures the accuracy of the trajectory of the trolley assembly 2 along the track assembly 1, and thus ensures the accuracy of the position adjustment of the side formwork system 85. Simultaneously, the vertical and diagonal braces can construct multi-path load transfer channels, evenly distributing the load borne by the track assembly 1 to the two crossbeams, preventing overload damage to a single crossbeam due to concentrated stress, and protecting the structural integrity of the crossbeam assembly 71. The combined structure of the upper and lower beams 124 with the vertical and diagonal bars can also improve the torsional resistance of the track assembly 1, reduce the impact of construction vibration on the track assembly 1, and adapt to complex construction environments.

[0077] According to one embodiment of this application, such as Figures 2 to 5 As shown, the trolley assembly 2 includes: a body 21 with a slider 3 mounted on it; a traveling wheel 22 mounted on the bottom of the body 21 and cooperating with the track assembly 1; and a limiting assembly 23 mounted on the traveling wheel 22 and cooperating with the track assembly 1 to prevent the trolley assembly 2 from separating from the track assembly 1. The traveling wheel 22 can have various driving methods, such as: the traveling wheel 22 can be connected to a drive mechanism, which drives the traveling wheel 22 to rotate; or, a drive mechanism connected to the traveling wheel 22 may not be provided, and the trolley assembly 2 can be driven by a traction device or a pushing device connected to it.

[0078] The car body 21 can be a box girder structure. For example... Figure 3 As shown, the vehicle body 21 serves as the basic load-bearing structure of the trolley assembly 2, directly mounting the slider 3 and providing a stable mounting reference and support platform for the slider 3. The vehicle body 21 adapts to the sliding requirements of the slider 3 and simultaneously bears the combined load of the slider 3, lifting assembly 4, support beam assembly 5, and side mold system 85. The stable structural form ensures that the upper components will not experience significant deformation or displacement during movement, avoiding positional deviation of the side mold system 85 due to instability of the load-bearing structure.

[0079] The traveling wheels 22 are installed at the bottom of the vehicle body 21 and cooperate with the track assembly 1, converting the sliding friction between the vehicle body 21 and the track assembly 1 into rolling friction. This reduces the resistance when the trolley assembly 2 moves along the track assembly 1, ensuring the smooth movement of the trolley assembly 2 along the length of the beam 81. Simultaneously, the cooperation between the traveling wheels 22 and the track assembly 1 forms a clear motion trajectory, limiting the lateral displacement of the trolley assembly 2 during movement and improving the accuracy of the side mold system 85's position adjustment along the length of the beam 81.

[0080] The limiting component 23 is installed on the traveling wheel 22 and cooperates with the track component 1 to form an anti-derailment protection structure for the trolley component 2, effectively improving the problems of poor stability and prominent safety hazards in the existing suspended translation scheme. Through its cooperation with the track component 1, the limiting component 23 restricts the displacement of the trolley component 2 in the direction perpendicular to the track plane, preventing derailment during movement and ensuring the safe movement of the trolley component 2. Simultaneously, the synergistic effect of the limiting component 23 and the traveling wheel 22 further enhances the stability of the cooperation between the traveling wheel 22 and the track component 1, preventing lateral deviation of the traveling wheel 22 during rolling, indirectly improving the accuracy of the side formwork system 85 position adjustment, reducing the risk of damage to the side formwork system 85 and construction accidents caused by derailment or deviation of the trolley component 2, and providing support for the safety of construction personnel and equipment.

[0081] The coordinated action of the vehicle body 21, the traveling wheels 22, and the limiting components 23 forms a stable, precise, and reliable trolley assembly 2. This not only solves the problems of poor synchronization, insufficient stability, and prominent safety hazards in the two existing solutions, but also provides key support for the three-dimensional adjustment function of the entire side formwork traveling and adjusting system. Through the load-bearing capacity of the vehicle body 21, the smooth movement of the traveling wheels 22, and the safety protection of the limiting components 23, the side formwork system 85 can maintain a precise trajectory and avoid structural separation or jamming when moving along the length of the beam 81. At the same time, in conjunction with the slider 3, the lifting components 4, and the supporting beam components 5, the decoupled adjustment of the three degrees of freedom of the side formwork system 85 can be achieved, further improving the accuracy of the position adjustment of the side formwork system 85 and the construction efficiency, and ensuring the quality and safety of bridge construction.

[0082] The traveling wheel 22 can be replaced with a polyurethane wheel instead of the existing metal wheel. The polyurethane wheel has better elasticity and wear resistance, which can reduce the impact noise when the traveling wheel 22 and the track assembly 1 are in contact. At the same time, it can reduce the wear on the surface of the track assembly 1, extend the service life of the track assembly 1 and the traveling wheel 22, and the anti-slip performance of the polyurethane wheel is better than that of the metal wheel, which can further improve the stability of the movement of the trolley assembly 2.

[0083] According to one embodiment of this application, such as Figure 2 , Figure 3 and Figure 8As shown, the track assembly 1 includes a first track 11 and a second track 12 arranged side-by-side along the width direction of the beam 81. The first track 11 is located between the second track 12 and the main body 811 of the beam 81. The limiting assembly 23 includes two adjacent clamping wheels 231, forming a vertical gap 232 between the two clamping wheels 231 and a transverse gap 233 between the two clamping wheels 231 and the traveling wheel 22. The second track 12 includes a connected transverse support plate 121 and a vertical connecting plate 122. The transverse support plate 121 is located in the transverse gap 233, and the vertical connecting plate 122 is located in the vertical gap 232, to limit the lifting of the trolley assembly 2 away from the main body 811 of the beam 81. The first track 11 and the second track 12 can be reinforced by a connecting beam 14 (or a connecting plate).

[0084] In practical applications, such as Figure 2 As shown, the side of the vehicle body 21 closest to the beam 81 (i.e., the side of the vehicle body 21 near the first track 11) is suspended by a suspension system 83 (such as a suspension rope or sling). Because the suspension system 84 bears a large load on the side of the vehicle body 21 closest to the first track 11, there is a risk of lifting and tipping on the side of the vehicle body 21 closest to the second track 12 (away from the main body of the beam 81). The first track 11 and the second track 12 are arranged side-by-side along the width of the beam 81, with the first track 11 located between the second track 12 and the main body 811 of the beam 81. This arrangement is adapted to the load distribution characteristics of the vehicle body 21 and provides a reasonable structural foundation for the subsequent limiting structure to function.

[0085] like Figure 5 As shown, the second track 12 includes a connected transverse support plate 121 and a vertical connecting plate 122. The transverse support plate 121 is embedded in the transverse gap 233 formed by the two clamping wheels 231 and the traveling wheel 22, and the vertical connecting plate 122 is embedded in the vertical gap 232 formed by the two clamping wheels 231. The vertical gap 232 provides vertical constraint on the vertical connecting plate 122, limiting the left and right displacement of the vehicle body 21 in the horizontal direction, ensuring that the second track 12, the traveling wheel 22, and the clamping wheels 231 always remain in contact, and preventing the second track 12 side of the vehicle body 21 from becoming unbalanced.

[0086] A transverse gap 233 is formed between the traveling wheel 22 and the two clamping wheels 231. The transverse support plate 121 of the second track 12 is located within this transverse gap 233. This mating structure directly addresses the risk of the vehicle body 21 lifting on the second track 12 side. Because the first track 11 side of the vehicle body 21 is subjected to a large load pressing downwards, the second track 12 side is prone to lifting upwards. The two clamping wheels 231 abut against the lower surface of the transverse support plate 121 to prevent the vehicle body 21 on the second track 12 side from lifting upwards, thus preventing the vehicle body 21 from tipping over due to uneven load. This solves the problem of insufficient stability caused by excessive load on one side of the vehicle body 21, provides vertical safety constraints for the smooth movement of the trolley assembly 2 along the track assembly 1, and ensures the safety of equipment and personnel during construction.

[0087] The cooperation between track assembly 1 and limiting assembly 23 can also enhance the overall stability of the movement of trolley assembly 2. The vertical gap 232 provides vertical constraint on the vertical connecting plate 122, and the horizontal gap 233 provides horizontal constraint on the horizontal support plate 121, forming a two-way limiting on the side body 21 of the second track 12. This prevents both lifting and deviation, allowing the body 21 to maintain a horizontal posture even under uneven loads. This avoids poor contact between the traveling wheel 22 and track assembly 1 due to the tilting of the body 21, thereby reducing the possibility of the traveling wheel 22 getting stuck or experiencing accelerated wear.

[0088] The first track 11 can adopt the same structure as the second track 12, so that the track assembly 1 can maintain the same fitting accuracy under different load scenarios. There is no need to design a separate adaptation structure for the first track 11, which improves the structural versatility and construction adaptability of the system and reduces the equipment manufacturing and maintenance costs.

[0089] According to one embodiment of this application, such as Figure 4 As shown, the side mold traveling and adjusting system also includes a support column assembly 61. The upper end of the support column assembly 61 is connected to the lower part of the supporting beam assembly 5, and the height of the support column assembly 61 is adjustable. The support column assembly 61 is configured such that after the lifting assembly 4 is adjusted to the preset height, the lower end of the support column assembly 61 extends and abuts against the upper surface of the vehicle body 21 to provide support.

[0090] After the lifting assembly 4 adjusts the side formwork system 85 to the preset height, the support column assembly 61 can be adjusted in height so that its lower end just touches the upper surface of the vehicle body 21, forming additional support for the supporting beam assembly 5. This support method directly addresses the scenario where the side formwork system 85 bears a large load during the pouring process, effectively solving the problem of the lifting assembly 4 being prone to damage due to long-term heavy loads: the core function of the lifting assembly 4 is to achieve flexible adjustment of the height of the side formwork system 85, and its structural design focuses more on adjustment accuracy than long-term load-bearing capacity. The support column assembly 61, through its cooperation with the supporting beam assembly 5 and the vehicle body 21, transfers the load during pouring from the lifting assembly 4 to itself, significantly reducing the load pressure on the lifting assembly 4, reducing component wear or functional failure caused by overload, and extending the service life of the lifting assembly 4. Figure 4 As shown, this is the state where the support assembly 61 has not yet touched the upper surface of the vehicle body 21.

[0091] Meanwhile, the supporting function of the support column 61 also prevents the lifting assembly 4 from experiencing a decrease in adjustment accuracy under heavy loads. The accuracy of the lifting assembly 4 depends on the stable operation of its internal transmission structure (such as lead screws and hydraulic cylinders). If it is subjected to loads exceeding the design range for a long period of time, it is easy to cause an increase in internal transmission clearance or component deformation, which in turn affects the accuracy of subsequent height adjustments. The support column 61 intervenes to provide support in a timely manner after the side formwork system 85 reaches the preset height, so that the lifting assembly 4 does not need to bear the load continuously during the pouring stage, maintaining the stable state of its internal transmission structure. This ensures that the height adjustment of the side formwork system 85 can still maintain high accuracy, guaranteeing the consistency of the position of the side formwork system 85 at different construction stages and reducing construction rework caused by accuracy deviations.

[0092] The design of the lower end of the support component 61 abutting against the upper surface of the vehicle body 21 also optimizes the force and load transmission path of the entire system. The vehicle body 21, as the core load-bearing structure of the trolley component 2, has a structural strength and stability far superior to the sliding slider 3—the core function of the slider 3 is to enable the side formwork system 85 to slide and adjust along the width of the beam 81; its cooperation with the trolley component 2 focuses more on flexibility than load bearing. The support component 61 directly transmits the load to the vehicle body 21, distributing the load through this main structure to the traveling wheels 22 and the track component 1, forming a stable transmission path of "side formwork system 85 - supporting beam component 5 - support component 61 - vehicle body 21 - track component 1." This avoids load concentration on vulnerable components such as the slider 3 or lifting component 4, reduces local structural overload caused by unreasonable force paths, further improves the structural stability of the entire side formwork traveling and adjusting system during construction, reduces swaying or displacement of the side formwork system 85 during pouring, ensures the dimensional accuracy of the beam 81 after pouring, and improves the quality of bridge construction.

[0093] Meanwhile, the height-adjustable feature of the support component 61 gives it good adaptability. No matter what preset height the lifting component 4 adjusts the side formwork system 85 to, it can achieve effective support through its own height adjustment. There is no need to design a separate support structure for different height requirements, and it does not affect the height adjustment of the lifting component 4 to the supporting beam component 5. There will be no interference, which enhances the adaptability of the whole system to different construction scenarios.

[0094] According to one embodiment of this application, such as Figures 2 to 4 As shown, the supporting beam assembly 5 also includes: a first mounting base 51, the upper end of the support column assembly 61 being connected to the first mounting base 51; and a second mounting base 52, the upper end of the lifting assembly 4 being connected to the second mounting base 52.

[0095] The first mounting base 51 serves as the connection medium between the support column assembly 61 and the supporting beam assembly 5, effectively solving the problem that the support column assembly 61 is difficult to directly adapt and connect to various beams in the supporting beam assembly 5. The beam structures in the supporting beam assembly 5 may be designed with different cross-sectional shapes or materials due to functional requirements. If the support column assembly 61 is directly connected to these beams, mismatched connection interfaces and uneven force transmission may easily occur. The first mounting base 51 can be adapted to the connection end structure of the support column assembly 61 and the surface morphology of the beams in the supporting beam assembly 5, forming a stable transition connection structure. This ensures that the upper end of the support column assembly 61 can be firmly connected to the supporting beam assembly 5, thereby guaranteeing the reliability of force transmission of the support column assembly 61 during the support stage and preventing the support force of the support column assembly 61 from failing due to unstable connection, thus affecting the structural stability of the side formwork system 85 during casting. The second mounting base 52 works similarly and will not be described further.

[0096] The first mounting base 51 and the second mounting base 52 together form a standardized installation foundation, further improving the assembly efficiency and maintenance convenience of the entire side formwork travel and adjustment system. During system assembly, there is no need for on-site adaptation processing for every connection between the support column assembly 61, the lifting assembly 4, and the supporting beam assembly 5. Assembly can be quickly completed simply by connecting the pre-manufactured first mounting base 51 and second mounting base 52, reducing on-site adjustment time. Furthermore, the two mounting bases optimize the force transmission path, evenly distributing the supporting force of the support column assembly 61 and the adjusting force of the lifting assembly 4 to the beam of the supporting beam assembly 5 through the mounting bases. This prevents localized force concentration that could cause deformation of the beam in the supporting beam assembly 5, extending its service life.

[0097] According to one embodiment of this application, such as Figure 8 As shown, the side mold traveling and adjusting system also includes a drive unit 62; see [link / reference] Figure 3The vehicle body 21 is provided with a horizontally penetrating sliding hole 211. The opening of the sliding hole 211 is formed on the side of the vehicle body 21. The slider 3 is installed in the sliding hole 211 and both ends extend out of the sliding hole 211 to install the lifting assembly 4. The drive unit 62 is installed in the sliding hole 211 and drives the slider 3 to slide. Alternatively, the vehicle body 21 is provided with a horizontally penetrating sliding hole 211. The slider 3 is installed in the sliding hole 211 and both ends extend out of the sliding hole 211 to install the lifting assembly 4. The drive unit 62 is installed in the sliding hole 211 and drives the slider 3 to slide. At least two sliders 3 are provided along the traveling direction of the vehicle body 21. Adjacent sliders 3 are connected by a connecting rod to slide synchronously (not shown in the figure).

[0098] The drive unit 62 can be a hydraulic cylinder. The drive unit 62 is installed in the sliding hole 211, which can make full use of the internal space of the sliding hole 211 on the side of the vehicle body 21, avoid the drive unit 62 occupying the external space of the vehicle body 21, reduce the overall space occupancy rate of the system, and is especially suitable for scenarios with limited space during the construction of the beam 81.

[0099] Building upon this, a connecting rod can be further installed to connect the two sliders 3 in the direction of travel, allowing them to move synchronously to the left or right, ensuring smooth movement of the support beam assembly 5 mounted on the two sliders 3. The connecting rod prevents jamming or incoordination when the two sliders drive the same support beam assembly 5.

[0100] According to one embodiment of this application, such as Figure 13 As shown, the track assembly 1 is provided with an anti-top wheel 13 at the rear end of the beam 81 along its length. The anti-top wheel 13 abuts against the lower surface of the wing plate 812 of the beam 81 to restrict the lifting of the rear end of the main truss system 7 of the bridge-building machine.

[0101] The anti-roller 13 is located at the rear end of the track assembly 1 along the length of the beam 81. It forms a reverse support structure by abutting against the lower surface of the flange 812 of the beam 81, addressing the issue of the rear end of the main truss system 7 easily lifting during bridge construction. When the bridge construction machine performs operations such as moving the side formwork system 85 and pouring concrete, the front end of the main truss system 7 often bears the combined load of the side formwork system 85, the supporting beam assembly 5, and the construction materials, easily leading to an imbalance where the front end of the main truss system 7 sinks and the rear end tilts upwards. The anti-roller 13, through contact with the lower surface of the flange 812 of the beam 81, effectively limits the lifting of the rear end of the main truss system 7, maintaining the overall horizontal posture of the main truss system 7 and reducing the risk of structural damage or safety accidents caused by load imbalance.

[0102] The anti-top wheel 13 is installed based on the track assembly 1. There is no need to open up a complicated installation structure on the beam 81 or the main truss system 7. It can be arranged by simply using the existing space at the rear end of the track assembly 1, avoiding damage to the structural integrity of the beam 81. At the same time, it does not interfere with the normal movement of the trolley assembly 2 on the track assembly 1, ensuring that the adjustment of the side formwork system 85 along the length of the beam 81 is not affected.

[0103] The rear-end constraint structure formed by the anti-jacking wheel 13 compensates for the shortcomings of existing bridge-building machines in load balance design. Compared to relying on the strength of the main truss system 7 itself to resist rear-end lifting, the anti-jacking wheel 13 directly disperses the force on the rear end of the main truss system 7 through external support, reducing stress concentration in the main truss system 7 and extending its service life. At the same time, the supporting effect of the anti-jacking wheel 13 is immediate. Regardless of how the load at the front end of the main truss system 7 changes, as long as there is a lifting trend at the rear end, the anti-jacking wheel 13 can quickly make contact with the lower surface of the wing plate 812 and provide support, avoiding the support lag problem caused by load fluctuations and providing stable protection for the safety of equipment and personnel during construction.

[0104] In some cases, limiting devices may be installed at the front and rear ends of the track assembly 1 to prevent the trolley assembly 2 from sliding off the track assembly 1.

[0105] like Figure 18 As shown, a bridge manufacturing method according to a second aspect embodiment of this application, using the aforementioned bridge-building machine, includes: performing a first pour at an initial position; retracting the side formwork system 85 and the bottom basket system 84 to the rear end of the main truss system 7; using a traveling system to advance the main truss system 7 to a second pouring position; advancing the side formwork system 85 and the bottom basket system 84 to the front end of the main truss system 7; adjusting the position of the side formwork system 85 through a side formwork traveling and adjusting system; and performing a second pour. The above steps are then repeated to achieve segmented pouring of the beam 81.

[0106] The first pour is completed at the initial position, which forms the foundation section for the bridge structure. This ensures that the beam 81 poured later has a stable benchmark when it is connected to the initial structure, and avoids problems such as structural misalignment and insufficient strength in the subsequent pours due to the absence or instability of the initial structure.

[0107] After the first pour is completed at the initial position, the side formwork system 85 and the bottom basket system 84 are moved back to the rear end of the main truss system 7. This operation can directly adjust the overall weight distribution of the bridge-building machine—by reducing the load weight at the front end of the main truss system 7 and increasing the weight at the rear end of the main truss system 7, the center of gravity position of the main truss system 7 is optimized, effectively preventing the main truss system 7 from tilting forward due to the center of gravity being forward during subsequent forward movement, thus providing key protection for the structural safety and stable operation of the bridge-building machine.

[0108] The traveling system drives the main truss system 7 forward to the second pouring position. Through the power output and guiding effect of the traveling system, the main truss system 7 is ensured to move along a precise trajectory, so that the main truss system 7 can accurately connect with the extension position of the beam 81 required for the second pouring, providing a reliable position reference for the subsequent repositioning of the side formwork system 85 and the bottom basket system 84.

[0109] After the side formwork system 85 and the bottom basket system 84 advance to the front end of the main truss system 7, the side formwork system 85 forms a closed and stable pouring space, which meets the requirements of secondary pouring for mold support and structural sealing, ensuring that the secondary poured concrete can be formed in the preset space and form a seamless connection with the initially poured beam 81, thereby improving the overall structural strength and quality of the bridge.

[0110] The entire method, through an orderly cycle of "pouring - component retraction - main truss movement - component reset - re-pouring", not only solves the safety hazard of the main truss system 7 tilting forward, but also ensures construction accuracy and process continuity, adapts to the construction requirements of segmented bridge pouring, and reduces additional damage to the main truss system 7, thus extending the service life of the bridge building machine.

[0111] According to one embodiment of this application, before the traveling system drives the main truss system 7 forward to the second pouring position, the method further includes: the traveling mechanism 713 retracting along the main rod assembly 72 to the rear end of the main truss system 7.

[0112] The traveling mechanism 713 retracts along the main strut assembly 72 to the rear end of the main truss system 7. Utilizing its own structural weight, the traveling mechanism 713 adds load to the rear end of the main system, directly optimizing the weight distribution between the front and rear ends of the main truss system 7. When the traveling system propels the main truss system 7 forward and during pouring, the front end of the main truss system 7 typically bears the side formwork system 85, the basket system 84, and some construction equipment, creating a significant downward load. This can easily cause the center of gravity of the main truss system 7 to shift forward, leading to a risk of forward tilting or even displacement. After the traveling mechanism 713 retracts to the rear end of the main truss system 7, its weight acts on the rear end of the main truss system 7, creating a rearward counterweight effect. This effectively counteracts the forward tilting tendency caused by the heavy load at the front end, making the force on the front and rear ends of the main truss system 7 more balanced. This prevents the main truss system 7 from deviating from its trajectory or tilting during travel due to an unbalanced center of gravity, providing a fundamental guarantee for the stable operation of the traveling system.

[0113] According to one embodiment of this application, adjusting the position of the side mold system 85 via the side mold travel and adjustment system includes: Adjust the front and rear positions of the side mold system 85 by moving the trolley assembly 2; Adjust the left and right positions of the side mold system 85 using slider 3; The vertical position of the side mold system 85 is adjusted by the lifting component 4.

[0114] According to one embodiment of this application, after adjusting the front-rear position of the side mold system 85 by moving the trolley assembly 2, the method further includes: After the side mold system 85 is adjusted to the preset position, the locking mechanism is activated to restrict the movement of the trolley assembly 2. In practical applications, the left and right movement of the slider 3 and the up and down extension and retraction of the lifting assembly 4 can also be locked.

[0115] According to one embodiment of this application, before the second pouring, the method further includes: The strut assembly 61 extends to abut against the upper surface of the vehicle body 21 to provide support.

[0116] According to one embodiment of this application, after the second pouring, the method further includes: The strut assembly 61 shortens and separates from the upper surface of the vehicle body 21. Of course, the aforementioned locking mechanism should also be released to avoid affecting the next forward movement of the main truss system 7.

[0117] According to one embodiment of this application, before the side formwork system 85 and the bottom basket system 84 retract to the rear end of the main truss system 7, the method further includes: the anti-top wheel 13 on the track assembly 1 abutting against the bridge flange (i.e., the wing plate 812); after the side formwork system 85 and the bottom basket system 84 advance to the front end of the main truss system 7, the method further includes: the anti-top wheel 13 on the track assembly 1 separating from the bridge flange.

[0118] According to one embodiment of this application, before the side formwork system 85 and the bottom basket system 84 advance to the front end of the main truss system 7, the method further includes: fixing the main truss system 7 to the already poured beam segment through the anchoring device 82; before the traveling system drives the main truss system 7 to advance to the second pouring position, the method further includes: releasing the fixing connection of the anchoring device 82.

[0119] The pouring state of the upper-bearing bridge-building machine provided in this application embodiment is as follows: Figure 14 As shown; at this time, the left side of the figure is the part of beam 81 that has been poured, and the right side is the part of beam 81 that is yet to be poured (i.e., it has not yet been poured).

[0120] During travel, the hydraulic cylinder cooperating with the anti-jacking wheel 13 extends, causing the anti-jacking wheel 13 to press against the bridge flange (lower surface of the flange 812). The drive device then retracts the side formwork system 85 and the bottom basket system 84 along the track assembly 1 to a position similar to... Figure 15 The position is shown to reduce the front-end load of the main truss system 7 during travel. Then, the connection between the anchoring device 82 and the already cast portion of the beam 81 is released, and the main truss system 7 is moved forward to the position indicated by the drive device. Figure 16 The position shown is then indicated; the anchoring device 82 is then fixedly connected to the already cast portion of the beam 81. Finally, the side formwork system 85 and the bottom basket system 84 are moved along the track assembly 1 to the position indicated by the drive device. Figure 17At the indicated position, the travel is complete; then, separate the anti-roll wheel 13 at the rear end of track assembly 1 from the bridge flange; prepare for pouring. Because... Figures 15 to 17 All of these are the traveling process, so the beam 81 in the figure refers to the part of beam 81 that has been poured, and does not show the part of beam 81 that is to be poured.

[0121] like Figure 19 As shown, a bridge manufacturing method according to a third aspect of this application, the bridge manufacturing method using the aforementioned bridge-building machine, includes: The first pour is made at the initial position; The side mold system 85 and the track assembly 1 are fixed respectively; The traveling system drives the main truss system 7 forward to the second pouring position; The position of the side formwork system 85 is adjusted by the side formwork travel and adjustment system. This step includes: the side formwork system 85 moves along the track assembly 1 to the preset position of the template during the second pour; and then the position of the side formwork system 85 is finely adjusted by the side formwork travel and adjustment system.

[0122] Perform the second pour; the side formwork system 85 and the bottom basket system 84 move back to the rear end of the main truss system 7; the traveling system moves the main truss system 7 forward to the third pour position; the side formwork system 85 and the bottom basket system 84 move forward to the front end of the main truss system 7; the position of the side formwork system 85 is adjusted by the side formwork traveling and adjusting system; perform the third pour; repeat the steps between the second pour and the third pour.

[0123] If the length of block 0 is too small, the steps for the initial and second pouring need to be adjusted. Specifically, the side formwork system 85 and the bottom basket system 84 cannot be moved back during this process to avoid interference with the bridge-building machine in the opposite direction.

[0124] After the second pour is completed, the bridge-building machines in the two directions have been separated by a certain distance, and the construction can be carried out in a cycle according to the aforementioned steps of "pouring - component retraction - main truss movement - component reset - re-pouring".

[0125] According to one embodiment of this application, before the side formwork system 85 moves along the track assembly 1 to the preset position of the formwork during the second pour, the method further includes: fixing the main truss system 7 to the already poured beam segment by means of the anchoring device 82.

[0126] Finally, it should be noted that the above embodiments are only used to illustrate this application and are not intended to limit this application. Although this application has been described in detail with reference to the embodiments, those skilled in the art should understand that various combinations, modifications, or equivalent substitutions of the technical solutions of this application do not depart from the spirit and scope of the technical solutions of this application and should be covered within the scope of the claims of this application.

Claims

1. A bridge-building machine, characterized in that, include: The main truss system (7) includes a main rod assembly (72) extending along the length direction of the beam (81) and a crossbeam assembly (71) extending perpendicular to the length direction of the main rod assembly (72); along the length direction of the beam (81), the crossbeam assembly (71) consists of a first crossbeam (711) and a second crossbeam (712) spaced apart; the main body portions of the first crossbeam (711) and the second crossbeam (712) are located above the beam (81), and the ends of the first crossbeam (711) and the second crossbeam (712) in the length direction bend along the flange (812) of the beam (81) and extend to form a C-shaped limiting end (714) below the flange (812) of the beam (81). The side mold travel and adjustment system is installed on the limiting end (714).

2. The bridge-building machine according to claim 1, characterized in that, The main truss system (7) also includes a traveling mechanism (713), which is mounted on the main truss assembly (72) and can move relative to the main truss assembly (72) along the length of the beam (81).

3. The bridge-building machine according to claim 2, characterized in that, The main rod assembly (72) includes a first main rod (721), a second main rod (722) and a third main rod (723) arranged sequentially at intervals along the width direction of the beam (81). The traveling mechanism (713) includes a crossbeam rail (7131) and a suspension assembly (7132). The crossbeam rail (7131) is slidably connected to the main rod assembly (72). The suspension assembly (7132) includes a first suspension assembly and a second suspension assembly. The first suspension assembly is connected to the portion of the crossbeam track (7131) located between the first main rod (721) and the second main rod (722). The second suspension assembly is connected to the portion of the crossbeam track (7131) located between the second main rod (722) and the third main rod (723). Both the first suspension assembly and the second suspension assembly can slide along the length of the crossbeam track (7131).

4. The bridge-building machine according to claim 1, characterized in that, The side mold traveling and adjusting system includes: The track assembly (1) extends along the length of the beam (81) and is fixedly connected to the limiting end (714); The trolley assembly (2) is movably mounted on the track assembly (1); The slider (3) is mounted on the trolley assembly (2) and can slide relative to the trolley assembly (2) in a direction perpendicular to the length of the track assembly (1) in the horizontal plane; A lifting assembly (4) is mounted on the slider (3) and moves with the slider (3); the height of the lifting assembly (4) is adjustable. The support beam assembly (5) is mounted on the lifting assembly (4) to support the side formwork system (85).

5. The bridge-building machine according to claim 4, characterized in that, The track assembly (1) includes at least an upper beam (123) and a lower beam (124) arranged vertically along the height direction of the beam body (81). The upper beam (123) and the lower beam (124) are connected by vertical and diagonal rods to improve the bending stiffness of the track assembly (1).

6. The bridge-building machine according to claim 4, characterized in that, The trolley assembly (2) includes: The vehicle body (21) is equipped with the slider (3); The traveling wheels (22) are installed at the bottom of the vehicle body (21) and cooperate with the track assembly (1); A limiting component (23) is installed on the traveling wheel (22) and cooperates with the track component (1) to restrict the separation of the trolley component (2) from the track component (1).

7. The bridge-building machine according to claim 6, characterized in that, The track assembly (1) includes a first track (11) and a second track (12) arranged side by side along the width direction of the beam (81), with the first track (11) located between the second track (12) and the main body (811) of the beam (81); The limiting component (23) includes two adjacent clamping wheels (231), a vertical gap (232) is formed between the two clamping wheels (231), and a transverse gap (233) is formed between the two clamping wheels (231) and the traveling wheel (22). The second track (12) includes a connected transverse support plate (121) and a vertical connecting plate (122), the transverse support plate (121) being located in the transverse gap (233) and the vertical connecting plate (122) being located in the vertical gap (232) to restrict the lifting of the trolley assembly (2) away from the main body (811) of the beam (81).

8. The bridge-building machine according to claim 6, characterized in that, The side formwork traveling and adjusting system also includes a support column assembly (61), the upper end of which is connected to the lower part of the supporting beam assembly (5), and the height of the support column assembly (61) is adjustable; The support assembly (61) is configured such that after the lifting assembly (4) is adjusted to a preset height, the lower end of the support assembly (61) extends and abuts against the upper surface of the vehicle body (21) to provide support.

9. The bridge-building machine according to claim 8, characterized in that, The supporting beam assembly (5) also includes: First mounting base (51), the upper end of the support assembly (61) is connected to the first mounting base (51); The upper end of the lifting assembly (4) is connected to the second mounting base (52).

10. The bridge-building machine according to claim 6, characterized in that, The side mold traveling and adjusting system also includes a drive unit (62); The vehicle body (21) is provided with a horizontally penetrating sliding hole (211). The slider (3) is installed in the sliding hole (211) and both ends extend out of the sliding hole (211) to install the lifting assembly (4). The drive unit (62) is installed in the sliding hole (211) and drives the slider (3) to slide.

11. The bridge-building machine according to claim 10, characterized in that, At least two sliders (3) are provided along the travel direction of the vehicle body (21), and adjacent two sliders (3) are connected by a connecting rod to slide synchronously.

12. The bridge-building machine according to any one of claims 4 to 11, characterized in that, The track assembly (1) is provided with an anti-top wheel (13) at the rear end of the beam (81) along its length. The anti-top wheel (13) abuts against the lower surface of the wing plate (812) of the beam (81) to restrict the lifting of the rear end of the main truss system (7) of the bridge-building machine.

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