Side form travel and mold adjustment system for bridge builder and bridge builder

Abstract

The application relates to the technical field of beam pouring equipment, and provides a side mold walking and mold adjusting system of a bridge building machine and the bridge building machine. The side mold walking and mold adjusting system of the bridge building machine comprises a track assembly extending along the length direction of a beam body; a trolley assembly movably installed on the track assembly; a sliding block installed on the trolley assembly and capable of sliding relative to the trolley assembly in a horizontal plane along a direction perpendicular to the length direction of the track assembly; a lifting assembly installed on the sliding block and moving with the sliding block; the lifting assembly is height-adjustable; and a supporting beam assembly installed on the lifting assembly and used for supporting a side mold. The side mold walking and mold adjusting system of the bridge building machine provided by the application can effectively solve the problems of difficult movement and low movement precision of the side mold in the prior art, and improves the bridge construction efficiency.

Description

Technical Field

[0001] This application relates to the field of beam casting equipment technology, and in particular to a side formwork travel and adjustment system for a bridge-building machine and the bridge-building machine itself. Background Technology

[0002] In the side formwork movement operation of bridge-building machines, existing technologies mainly rely on two methods, both of which have obvious drawbacks: One approach is the overall lifting and translation scheme. This scheme uses multiple hydraulic cylinders working together to lift the side formwork, and then a drive system on the beam surface drives the main truss and side formwork to move synchronously. However, the core problem with this scheme is the high difficulty in controlling synchronous movement. Because the lifting force output of multiple hydraulic cylinders is prone to deviation, and the drive system cannot achieve absolute synchronization when moving the main truss and side formwork, the side formwork is prone to trajectory deviation during movement. In severe cases, this can cause the side formwork and main truss to jam, which not only interrupts the construction process but may also damage the equipment structure, increasing maintenance costs and the risk of project delays. Secondly, the suspended translation scheme. This scheme uses multiple anchor points above the beam surface to suspend and move the guide beam and side formwork. However, this scheme has several drawbacks: First, the suspension stability is poor, the force distribution of multiple anchor points is prone to imbalance, and the suspension structure has weak resistance to external disturbances (such as wind and construction vibration), causing the side formwork to sway during movement; second, positioning is difficult and time-consuming, precise positioning of the side formwork after movement requires multiple manual adjustments, the operation process is cumbersome, and construction efficiency is greatly reduced; third, there are significant safety hazards, the anchor points are prone to loosening under long-term load, which may cause the guide beam and side formwork to fall, posing a serious threat to the safety of construction personnel and equipment. Utility Model Content

[0003] This application provides a side formwork travel and adjustment system for a bridge-building machine to solve the problems of difficult side formwork movement and low movement accuracy in the prior art, thereby improving bridge construction efficiency.

[0004] This application also provides a bridge-building machine.

[0005] According to an embodiment of the first aspect of this application, a side formwork traveling and adjusting system for a bridge-building machine includes: Track assembly, extending along the length of the beam; 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 installed on the lifting assembly to support the side formwork.

[0006] 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.

[0007] 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.

[0008] According to one embodiment of this application, the side formwork traveling and adjusting system of the bridge building machine 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.

[0009] 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.

[0010] According to one embodiment of this application, the side formwork traveling and adjusting system of the bridge building machine 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.

[0011] 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.

[0012] A bridge-building machine according to a second aspect of this application includes: The main truss system includes a crossbeam assembly that extends along the width of the beam; the main body of the crossbeam assembly is located above the beam, and the end of the crossbeam assembly in the length direction bends along the flange of the beam and extends to form a C-shaped limiting end below the flange of the beam; The aforementioned side formwork traveling and adjusting system of the bridge-building machine has its track assembly installed on the limiting end.

[0013] According to one embodiment of this application, along the length of the beam, the crossbeam assembly includes three crossbeam bars spaced apart.

[0014] According to one embodiment of this application, the three crossbeams are a first crossbeam, a second crossbeam, and a third crossbeam. The first crossbeam is located at the front end of the beam body along its length, the third crossbeam is located at the rear end of the beam body along its length, and the second crossbeam is located between the first crossbeam and the third crossbeam. The bottom of the third crossbeam is provided with a connecting seat, and the connecting seat and the bottom of the second crossbeam are connected by a first support rod.

[0015] According to one embodiment of this application, when the rear end of the track assembly is located behind the third crossbeam, the connecting seat and the rear end of the track assembly are connected by a second strut.

[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 side formwork traveling and adjusting system of this application is applicable to upper-bearing bridge construction machines. It achieves position adjustment of the side formwork along the length of the beam by setting up a track assembly and a pulley assembly, adjusts the position of the side formwork along the width of the beam on the horizontal plane by sliding the slider relative to the pulley, and adjusts the position of the side formwork in the vertical height direction by a lifting assembly. The above components work together to decouple the three degrees of freedom of the side formwork. The structure is simple and stable, improves the accuracy of side formwork position adjustment, and ensures the smooth movement of the side formwork along the length of the beam during construction, avoiding skew and jamming, and greatly improving the efficiency of bridge construction.

[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 side formwork travel and adjustment system of the bridge-building machine in this application. Figure 1 .

[0020] Figure 2 for Figure 1 Enlarged view of the structure of section A in the middle.

[0021] Figure 3 This is a schematic diagram of the side formwork travel and adjustment system of the bridge-building machine in this application. Figure 2 (Front view).

[0022] Figure 4 for Figure 3 Enlarged view of the structure of section B in the middle.

[0023] Figure 5 This is a schematic diagram of the side formwork travel and adjustment system of the bridge-building machine in this application. Figure 3 (Side view).

[0024] Figure 6 for Figure 5 Enlarged view of the C-section structure.

[0025] Figure 7 This is a schematic diagram of the side formwork travel and adjustment system of the bridge-building machine in this application. Figure 4 .

[0026] Figure 8This is a schematic diagram of the side formwork travel and adjustment system of the bridge-building machine in this application. Figure 5 (To address the issue of block 0 being too short, only one first strut is installed).

[0027] Figure 9 This is a schematic diagram of the side formwork travel and adjustment system of the bridge-building machine in this application. Figure 6 (and Figure 8 (Corresponding front view).

[0028] Figure 10 This is a schematic diagram of the side formwork travel and adjustment system of the bridge-building machine in this application. Figure 5 (If the length of block 0 is appropriate, or if the main truss system has moved a certain distance away from block 0, a first strut and a second strut can be installed).

[0029] Figure 11 This is a structural schematic diagram of the track assembly in this application (single-layer beam).

[0030] Figure 12 This is a schematic diagram of the bridge-building machine in this application. Figure 1 .

[0031] Figure 13 This is a schematic diagram of the bridge-building machine in this application. Figure 2 (Pouring state).

[0032] Figure 14 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).

[0033] Figure 15 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).

[0034] Figure 16 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).

[0035] Figure 17 This is a schematic diagram of the bridge-building machine in this application. Figure 6 (Block 0 is too short; initial pouring state).

[0036] Figure 18 This is a schematic diagram of the bridge-building machine in this application. Figure 7 (Block 0 is too short; both the track assembly and the side mold are fixed; among them,) Figure 18 The upper middle diagram shows the fixing of the track components and side molds; the lower diagram shows the corresponding status of the main truss system (the main truss system is not moving forward).

[0037] Figure 19This is a schematic diagram of the bridge-building machine in this application. Figure 8 (The side formwork and bottom basket system are fixed, while the main truss system moves forward).

[0038] Figure 20 This is a schematic diagram of the bridge-building machine in this application. Figure 9 (The main truss system is secured by the installation of the rear anchoring device, and the side formwork and bottom basket system are advanced.)

[0039] Figure 21 This is a flowchart illustrating the bridge manufacturing method described in this application. Figure 1 .

[0040] Figure 22 This is a flowchart illustrating the bridge manufacturing method described in this application. Figure 2 .

[0041] Figure label: 1. Track assembly; 11. First track; 12. Second track; 121. Horizontal support plate; 122. Vertical connecting plate; 13. Top roller; 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; 7 11. First crossbeam; 712. Second crossbeam; 713. Third crossbeam; 7131. Connecting seat; 714. Limiting end; 715. First strut; 716. Second strut; 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. Hanging 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

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] A side formwork traveling and adjusting system for a bridge-building machine according to an embodiment of the first aspect of this application, such as... Figure 1 and Figure 2 As shown, the side formwork traveling and adjusting system of the bridge-building machine 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 supporting beam assembly 5 mounted on the lifting assembly 4 to support the side formwork system 85 and form a rigid whole with the side formwork system 85, ensuring that the side formwork system 85 does not deform during movement and adjustment. The side formwork system 85 includes a side formwork back frame 851 and a side formwork template 852. The supporting beam assembly 5 supports the side formwork back frame 851, and the side formwork back frame 851 supports the side formwork template 852.

[0049] 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".

[0050] like Figure 8 As shown, the track assembly 1 extends along the length of the beam 81, forming a motion mechanism along the length of the beam 81 with the trolley assembly 2 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 mold system 85 along the length of the beam 81.

[0051] The coordinated 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] According to one embodiment of this application, such as Figures 2 to 4 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.

[0056] The car body 21 can be a box girder structure. For example... Figure 2 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] According to one embodiment of this application, such as Figure 2 and Figure 7 As 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).

[0062] In practical applications, such as Figure 1 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.

[0063] like Figure 4 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.

[0064] 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.

[0065] 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.

[0066] like Figure 2 As shown, 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.

[0067] According to one embodiment of this application, such as Figure 3 As shown, the side formwork traveling and adjustment system of the bridge building machine 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.

[0068] 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 3 As shown, this is the state where the support assembly 61 has not yet touched the upper surface of the vehicle body 21.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] According to one embodiment of this application, such as Figure 2 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.

[0073] 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.

[0074] 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.

[0075] According to one embodiment of this application, such as Figure 7 As shown, the side formwork traveling and adjustment system of the bridge-building machine also includes a drive unit 62; see [link / reference] Figure 2The 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).

[0076] 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.

[0077] Building upon this, a connecting rod can be further installed to connect the two sliders moving 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. The connecting rod prevents jamming or incoordination when the two sliders drive the same support beam assembly 5.

[0078] According to one embodiment of this application, such as Figure 8 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.

[0079] like Figure 8 and Figure 10 As shown, the anti-top wheel 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-top wheel 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.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] A bridge-building machine according to a second aspect embodiment of this application, such as Figure 12 As shown, the bridge-building machine includes: a main truss system 7, including a crossbeam assembly 71, which extends along the width direction of the beam body 81; the main body of the crossbeam assembly 71 is located above the beam body 81, and the end of the crossbeam assembly 71 in the length direction bends along the flange 812 of the beam body 81 and extends to below the flange 812 of the beam body 81 to form a C-shaped limiting end 714; the aforementioned side formwork traveling and adjusting system of the bridge-building machine, wherein the track assembly 1 of the side formwork traveling and adjusting system of the bridge-building machine is installed on the limiting end 714.

[0084] like Figure 12 As shown, the crossbeam assembly 71 of the main truss system 7 extends along the width direction 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.

[0085] The track assembly 1 of the side formwork traveling and adjusting system of the bridge-building machine 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 formwork 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 formwork system 85 is under load, thereby improving the position adjustment accuracy of the side formwork traveling and adjusting system, and ensuring that the side formwork 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.

[0086] In addition to the structures described above, bridge-building machines may also include other structures. The following examples illustrate some of the structures of a bridge-building machine: like Figure 12 As shown, the upper-bearing bridge-building machine includes: a main truss system 7, including a main rod assembly 72 extending along the length of the beam 81, and a crossbeam assembly 71 extending perpendicular to the length of the main rod assembly 72; the main body of the crossbeam assembly 71 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 lower part of the beam 81 to form a limiting end 714, which cooperates with the lower surface of the flange 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; and a traveling system is installed below the main rod assembly 72 and 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 includes 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.

[0087] 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.

[0088] 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.

[0089] According to one embodiment of this application, the crossbeam assembly 71 includes three crossbeam bars spaced apart along the length of the beam body 81.

[0090] The number of 3 beams can be adapted to different beam lengths and construction scenarios: the spacing of the 3 beams can improve the support strength.

[0091] According to one embodiment of this application, the crossbeam assembly 71 includes three spaced-apart crossbeams, and the track assembly 1 includes a single-layer beam along the height direction of the beam body 81, such as... Figure 11 As shown.

[0092] When three crossbeams are spaced apart along the length of beam 81, the crossbeam assembly 71 forms multi-point support along the length of beam 81. The support points are evenly distributed and of moderate density, providing a stable load-bearing foundation for track assembly 1. Therefore, a single-layer beam can meet the load-bearing requirements for track assembly 1. This adaptive design simplifies the overall structure of track assembly 1, reduces material usage and processing steps, and reduces the load pressure on the main truss system 7, preventing stress imbalance in the main truss system 7 due to excessive weight of track assembly 1, thus ensuring the structural stability of the main truss system 7. The single-layer beam structure is simple, shortens the installation cycle of track assembly 1, facilitates maintenance operations, and maintains the smooth movement of trolley assembly 2 along track assembly 1.

[0093] According to one embodiment of this application, such as Figure 10 and Figure 12 As shown, the crossbeam assembly 71 includes three crossbeams spaced apart. The three crossbeams are a first crossbeam 711, a second crossbeam 712, and a third crossbeam 713. The first crossbeam 711 is located at the front end of the beam body 81 along its length, the third crossbeam 713 is located at the rear end of the beam body 81 along its length, and the second crossbeam 712 is located between the first crossbeam 711 and the third crossbeam 713. A connecting seat 7131 is provided at the bottom of the third crossbeam 713, and the connecting seat 7131 is connected to the bottom of the second crossbeam 712 by a first support rod 715.

[0094] The first crossbeam 711, the second crossbeam 712, and the third crossbeam 713 are distributed at intervals along the length of the beam 81. The first crossbeam 711 is located at the front end, the third crossbeam 713 at the rear end, and the second crossbeam 712 in between. This distribution forms a multi-point support foundation for the crossbeam assembly 71 along the length of the beam 81, distributing the load transmitted by the track assembly 1 to different locations and avoiding stress concentration on a single crossbeam. The connecting seat 7131 at the bottom of the third crossbeam 713 provides a stable connection carrier for the first strut 715. The first strut 715 connects the connecting seat 7131 to the bottom of the second crossbeam 712, which is equivalent to constructing a bridging support structure between the second crossbeam 712 and the third crossbeam 713, directly strengthening the rigidity of the connection position between the third crossbeam 713 and the rear end of the track assembly 1.

[0095] The rear end of track assembly 1 is installed using the third crossbeam 713. During construction, the front end of the main truss system 7 is heavier, causing the rear end of track assembly 1 to tend to lift upwards. The first strut 715, through the supporting force of the second crossbeam 712, forms a downward constraint on the third crossbeam 713, limiting the upward lifting of the third crossbeam 713. This prevents the rear end of track assembly 1 from lifting due to deformation of the third crossbeam 713, ensuring the overall straightness of track assembly 1. The stable straightness of track assembly 1 ensures the accurate trajectory of trolley assembly 2 when moving along track assembly 1, avoiding jamming or deviation of trolley assembly 2 due to track deformation. This further ensures the accuracy of the position adjustment of the side formwork system 85 along the length of beam 81, reducing positional deviation of the side formwork system 85 caused by deformation of the rear end of the track, and lowering construction risks.

[0096] The first strut 715 establishes a load transfer path between the second crossbeam 712 and the third crossbeam 713, allowing part of the load borne by the third crossbeam 713 to be transferred to the second crossbeam 712 through the first strut 715. This enables the second crossbeam 712 to participate in load sharing, changing the situation where only the third crossbeam 713 bears the load at the rear end of the track assembly 1, and optimizing the overall stress distribution of the crossbeam assembly 71. This load sharing method reduces local stress in the third crossbeam 713, prevents structural damage to the third crossbeam 713 due to long-term concentrated loads, extends the service life of the third crossbeam 713, and improves the overall load-bearing stability of the crossbeam assembly 71, providing support for the safe operation of the bridge-building machine's main truss system 7.

[0097] According to one embodiment of this application, such as Figure 10 As shown, when the rear end of the track assembly 1 is located behind the third crossbeam 713, the connecting seat 7131 and the rear end of the track assembly 1 are connected by the second strut 716.

[0098] like Figure 8 As shown, when the size of block 0 is small, a single first strut 715 is used for reinforcement connection, which ensures the rigidity of the beam assembly 71 and avoids interference.

[0099] like Figure 10As shown, when the rear end of track assembly 1 is behind the third crossbeam 713, the third crossbeam 713 cannot provide direct support to the rear end of track assembly 1. The rear end of track assembly 1 is prone to becoming a cantilever structure due to lack of support, which is prone to upward deformation, affecting the smoothness of movement of trolley assembly 2 and the stability of the position of side mold system 85. The connecting seat 7131 and the rear end of track assembly 1 are connected by the second strut 716, which can provide targeted support to the rear end of track assembly 1, fill the support gap behind the third crossbeam 713, and form a force transmission path from the connecting seat 7131 (fixed to the bottom of the third crossbeam 713) to the rear end of track assembly 1. This effectively prevents excessive deformation of the rear end of track assembly 1 due to lack of support, ensures the overall straightness of track assembly 1, and ensures that trolley assembly 2 maintains a stable trajectory when moving along the entire length of track assembly 1, avoiding trolley jamming or displacement of the position of side mold system 85 due to track deformation.

[0100] Meanwhile, the second strut 716 can share the load borne by the rear end of the track assembly 1, transferring part of the load to the connecting seat 7131, and then from the connecting seat 7131 to the third crossbeam 713. This prevents the track assembly 1 from relying solely on its own structure to transfer the rear load to the connection point with the third crossbeam 713, reducing stress concentration at the connection between the track assembly 1 and the third crossbeam 713. This load-dispersing effect protects the connection structure between the track assembly 1 and the third crossbeam 713, preventing loosening or structural damage caused by long-term stress concentration, extending the service life of the track assembly 1 and the crossbeam assembly 71, and reducing construction safety risks caused by connection failure.

[0101] Furthermore, the second strut 716 and the first strut 715 (connecting the connecting seat 7131 and the bottom of the second crossbeam 712) can form a collaborative support system. The first strut 715 strengthens the rigidity of the connection position between the third crossbeam 713 and the rear end of the track assembly 1, while the second strut 716 focuses on supporting the part of the track assembly 1 that extends beyond the third crossbeam 713. The two work together from the two dimensions of "strengthening the rigidity of the connection position" and "supplementing the support at the extension end" to further improve the overall structural stability and deformation resistance of the track assembly 1. This ensures that even when the track assembly 1 is extended at the rear end, it can still adapt to the normal operation of the side formwork travel and formwork adjustment system, thus guaranteeing the reliability of the bridge-building machine under different construction conditions (such as when the track assembly 1 needs to be extended to cover a wider construction range).

[0102] like Figure 21As shown, a bridge manufacturing method according to a third aspect 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 using the side formwork traveling and adjusting system of the bridge-building machine; and performing a second pour. The above steps are then repeated to achieve segmented pouring of the beam 81.

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] According to one embodiment of this application, adjusting the position of the side formwork system 85 via the side formwork travel and adjustment system of the bridge-building machine 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] The pouring state of the upper-bearing bridge-building machine provided in this application embodiment is as follows: Figure 13 As shown; at this time, the left side of the figure is the already poured part 86 of the beam, and the right side is the part of the beam to be poured 87 (that is, not yet poured).

[0115] 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 14 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 86 of the beam is released, and the main truss system 7 is moved forward using the drive device to the position shown. Figure 15The position shown is then indicated; the anchoring device 82 is then fixedly connected to the already cast portion 86 of the beam. 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 16 At 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 14 to 16 All of these are the walking process, so the beam 81 in the figure refers to the already poured part 86 of the beam, and the part 87 of the beam to be poured is not shown.

[0116] like Figure 22 As shown, a bridge manufacturing method according to a fourth aspect of this application, the bridge manufacturing method using the aforementioned bridge-building machine, includes: like Figure 17 As shown, the first pour is carried out at the initial position; like Figure 18 As shown, the side mold system 85 and the track assembly 1 are fixed respectively; like Figure 19 As shown, the traveling system drives the main truss system 7 forward to the second pouring position; Adjust the side formwork system to position 85 using the side formwork travel and adjustment system of the bridge-building machine. This step includes: Figure 20 As shown, the side formwork system 85 moves along the track assembly 1 to the preset position of the template during the second pour; then the position of the side formwork system 85 is finely adjusted by the side formwork travel and adjustment system.

[0117] The second pour is performed; the side formwork system 85 and the bottom basket system 84 are moved 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 of the bridge building machine; the third pour is performed; the steps between the second pour and the third pour are repeated.

[0118] If the length of block 0 is too small, the steps for the initial and second pouring need to be adjusted, i.e., as follows: Figures 17 to 20 As shown. Specifically, the side formwork system 85 and the bottom basket system 84 cannot be moved backward during this process to avoid interference with the bridge-building machine in the opposite direction.

[0119] 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".

[0120] 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.

[0121] 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 side formwork traveling and adjusting system for a bridge-building machine, characterized in that, include: The track assembly (1) extends along the length of the beam (81); 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).

2. The side formwork traveling and adjusting system of the bridge-building machine according to claim 1, 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).

3. The side formwork traveling and adjusting system of the bridge-building machine according to claim 2, 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).

4. The side formwork traveling and adjusting system of the bridge-building machine according to claim 2, characterized in that, It 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.

5. The side formwork traveling and adjusting system of the bridge-building machine according to claim 4, 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).

6. The side formwork traveling and adjusting system of the bridge-building machine according to claim 2, characterized in that, It 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.

7. The side formwork traveling and adjusting system of the bridge-building machine according to claim 6, characterized in that, At least two sliders (3) are provided along the travel direction of the vehicle body (21), and adjacent sliders (3) are connected by a connecting rod to slide synchronously.

8. The side formwork traveling and adjusting system of the bridge-building machine according to any one of claims 1 to 7, 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.

9. A bridge-building machine, characterized in that, include: The main truss system (7) includes a crossbeam assembly (71) that extends along the width direction of the beam body (81); the main body of the crossbeam assembly (71) is located above the beam body (81), and the end of the crossbeam assembly (71) in the length direction bends along the flange (812) of the beam body (81) and extends to form a C-shaped limiting end (714) below the flange (812) of the beam body (81). The side formwork traveling and adjusting system of the bridge-building machine as described in any one of claims 1 to 8, wherein the track assembly (1) of the side formwork traveling and adjusting system of the bridge-building machine is installed on the limiting end (714).

10. The bridge-building machine according to claim 9, characterized in that, Along the length of the beam (81), the crossbeam assembly (71) includes three crossbeam bars spaced apart.

11. The bridge-building machine according to claim 10, characterized in that, The three crossbeams are a first crossbeam (711), a second crossbeam (712), and a third crossbeam (713). The first crossbeam (711) is located at the front end of the beam body (81) along its length, the third crossbeam (713) is located at the rear end of the beam body (81) along its length, and the second crossbeam (712) is located between the first crossbeam (711) and the third crossbeam (713). The bottom of the third crossbeam (713) is provided with a connecting seat (7131), and the bottom of the second crossbeam (712) is connected by a first support rod (715).

12. The bridge-building machine according to claim 11, characterized in that, When the rear end of the track assembly (1) is located behind the third crossbeam (713), the connecting seat (7131) and the rear end of the track assembly (1) are connected by a second strut (716).

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