Self-balancing modular fully-prefabricated elevated station transition structure construction method and structure

Abstract

The present invention relates to the technical field of prefabricated elevated stations. Disclosed are a self-balancing modular fully-prefabricated elevated station transition structure construction method and a structure. The construction method comprises the following steps: constructing precast pipe piles and a precast pile cap; executing concrete backfilling; installing a pier column and connecting same to the pile cap; installing a Y-pier cap for executing a connection; installing a precast middle cap beam and precast side cap beams; installing precast steel tubular columns; installing top overhanging precast reinforced concrete cap beams and a precast reinforced concrete middle cross beam; hoisting and installing precast platform slabs and precast arched platform headwalls; installing precast straddle monorail track beams; and installing a precast steel structure canopy. By using the dual columns to achieve an overhead layer and an upper structure, the present invention reduces the absolute overhanging length, improves the performance of the structure under stress, and reduces the sectional dimensions of components, thus saving the floor area of the pier column to the utmost extent, enhancing the applicability of station structures in a wider range of various urban environments, and improving the universality of the structure.

Description

Construction Method and Structure of Self-Balancing Modular Fully Prefabricated Elevated Station Transfer Structure Technical Field

[0001] This invention relates to the field of prefabricated elevated railway station technology, and more specifically, to a construction method and structure for a self-balancing modular fully prefabricated elevated railway station conversion structure. Background Technology

[0002] (I) Overview of the existing structural system and construction technology of elevated stations:

[0003] (1) Existing rail transit systems are divided into various types based on station location: they are usually divided into roadside stations (as shown in Figure 10) and roadside stations (as shown in Figure 11). Among them, the cast-in-place concrete structure of "single pier cantilever cap beam for roadside stations" is the most commonly used. This structure can be used for both roadside and roadside stations, and is a general-purpose structure with the widest range of applications.

[0004] (2) According to the structural system, it is divided into: station-bridge separation type and station-bridge integrated type. The station-bridge integrated type has the widest application scenarios and can replace the station-bridge separation type.

[0005] (3) According to the functional form of the station platform, it is divided into island platform and side platform. Among the two types of platforms, considering the through alignment between the elevated section bridge and the station, ensuring the interface between the double track of the section and the station, providing a universal standardized design and operation conditions for the section structure, and avoiding the increase in structural volume caused by the large eccentric load of the train located on both sides of the station, the side platform elevated station with the train located in the middle of the station is the most commonly used.

[0006] (4) The above-mentioned elevated stations are distinguished by architectural form: "first floor single pier cantilever cap beam + second floor three column type" (as shown in Figure 12) i.e. "Zhong" shaped station, and "single pier to top double layer cantilever cap beam" (as shown in Figure 13) i.e. "Gan" shaped station, basic structural system.

[0007] (5) The existing construction technology of elevated station structures is mostly cast-in-place concrete construction. A small number of structures use partial prefabrication and assembly. The components of the prefabricated and assembled structures are mostly steel-concrete composite structures or steel-concrete composite nodes. The fully assembled construction technology of reinforced concrete prefabricated structures has not been realized.

[0008] Based on the above four points, the most widely used elevated station system is the cast-in-place single-pier cantilever side-mounted three-story station (as shown in Figure 12). However, regardless of the structural form of the elevated rail transit station, the existing station construction technology has not yet achieved fully prefabricated construction technology for concrete structures.

[0009] (II) Problems and shortcomings of existing construction technology and structural systems for elevated stations:

[0010] (1) Problems with existing elevated structure forms: In such structural systems, the load of double-track trains at the top is borne by a single pier, resulting in an excessively long cantilever of the cap beam structure, leading to an excessively large load on the cantilever cap beam and making the structural components too bulky, which is not conducive to the construction of modular prefabricated elevated station structures. The existing elevated station structural systems correspond to fully cast-in-place construction and semi-prefabricated semi-cast-in-place construction technologies, and cannot yet achieve full prefabricated technology.

[0011] (2) Problems in the correlation between construction technology and structural system: The vast majority of existing elevated rail transit station structures are constructed using cast-in-place concrete, failing to achieve fully modular prefabricated construction technology. This indicates insufficient development of prefabricated technology, a low prefabrication rate, and a need for improvement in assembly methods. The use of cast-in-place concrete construction has failed to realize a fully prefabricated construction technology for both the elevated station structure and building installation, which is closely related to the aforementioned technical aspects of the existing elevated structures and elevated station structural systems.

[0012] (3) Problems with the existing application of prefabricated technology in elevated stations: Currently, there are occasional applications of prefabricated elevated structure construction technology and structural systems that use partial steel structure components and steel-concrete composite structures. However, their structural systems and construction processes are only semi-prefabricated construction technologies, that is, some components are prefabricated structures. There are still a large number of on-site construction steps such as tying steel bars, casting formwork and pouring concrete, which does not reach the level of fully prefabricated technology in on-site construction. Semi-prefabricated construction has low efficiency, low standardization, and requires a lot of on-site work. The structural system that uses prefabricated component manufacturing and connection technology is also destined to be unsuitable for assembly using reinforced concrete prefabricated components. Moreover, the semi-prefabricated structural components and node connections of existing elevated stations still require large-scale secondary concrete pouring construction in the later stage.

[0013] (4) Problems with the structural system and main structural materials used in prefabricated elevated stations: Currently, the semi-prefabricated structures of elevated stations all use steel structures or steel-concrete composite structures. In the structural engineering of elevated rail transit stations, the exposed steel structure's rust and corrosion prevention, durability, maintenance, temperature shrinkage, fire resistance, and weather resistance all lead to excessively high costs for structural maintenance. This also results in excessive steel consumption in these semi-prefabricated elevated stations, leading to excessively high overall construction costs and expenses. Excessive steel consumption also results in excessive steel and energy consumption.

[0014] Existing prefabricated elevated structures have not yet achieved the "self-balancing" installation technology for horizontally cantilevered components. This results in the need for long-term auxiliary hoisting or the use of temporary ground-based support for components during assembly and installation, leading to long site occupation times, difficulties in hoisting, and construction risks such as overturning and falling of components during hoisting and installation.

[0015] (5) Problems with the existing elevated station structure system and construction technology regarding environmental damage and interference with the surrounding environment: The existing elevated station construction technology involves cast-in-place concrete structures or post-cast concrete structures with steel box girders. These structures occupy excessive space and require extensive on-site construction work, such as scaffolding, rebar tying, concrete pouring, curing, formwork erection and dismantling, hoisting, etc., necessitating significant and prolonged occupation of ground space for construction. Furthermore, basic modifications to on-site water and electricity supply, construction waste disposal, and construction noise all damage the environment and impact the surrounding area. The prolonged occupation of large amounts of construction site land significantly affects land acquisition, demolition, and current ground traffic conditions.

[0016] (6) Environmental impact issues of the existing structural system and construction technology: The industrialization rate and assembly rate are too low, resulting in excessive labor costs due to the low level of industrialization. The discharge of construction waste and building debris is large, causing significant damage and disturbance to the environment. Construction energy consumption is high, and the multi-point, decentralized construction sites along the entire line create a strip-like disturbance that will directly affect a large area along the line, causing considerable inconvenience to surrounding residents. Construction quality is greatly affected by external site conditions and the technical capabilities of construction workers, resulting in numerous potential hazards and risks related to construction quality and safety.

[0017] (7) Problems with the existing elevated rail transit station structure: The first-floor landing piers (single or double piers) extend to the platform level (top of the second floor above ground), which creates two unfavorable situations. For single-pier structures, the cantilever length of the cantilever cap beam is too large, and the volume of the structural components increases accordingly. For double-pier structures (as shown in Figure 14), although the length of the cantilever structure can be reduced, the double piers result in a large land area at the ground level, and the foundation and abutment are too large, which is not conducive to saving land and controlling costs, nor is it conducive to the universal application of double-pier structures.

[0018] (8) Problems compared to prefabricated structures: For cast-in-place structures, the construction period cannot be effectively controlled, and there is a significant amount of land occupation for construction. In terms of on-site concrete pouring, multiple construction sequences are involved, resulting in high labor costs and requiring a large amount of manual labor. The quality of the structure, from formwork and supports to rebar tying, concrete pouring, and curing strength, is affected by the skill level of the workers, making it impossible to achieve uniform quality assurance.

[0019] (III) Problems with the prefabricated construction technology currently used in elevated stations:

[0020] (1) Low prefabrication rate: Only some structural components of the main body are prefabricated using steel structures. That is, prefabricated connections are used at the intersection of piers and cap beams. In other structural sections above the cap beams, on-site casting or steel-concrete composite structures are still mostly used, and on-site construction operations using concrete casting technology are also frequently carried out.

[0021] (2) Semi-prefabricated structures using steel structures as external formwork for prefabricated components: Steel box girders are filled with concrete to form a steel-concrete composite structure. This type of structure and construction technology increases the later maintenance costs of the steel structure, requires excessive steel, and increases the later concrete pouring and curing processes within the steel box girders, thus increasing overall construction costs and time costs. Construction also occupies road space for a long period. This type of structural system experiences secondary stress during the construction phase, which is not conducive to controlling the quality of structural components, and construction is greatly affected by various factors.

[0022] (3) Semi-prefabricated components with precast steel boxes and on-site secondary concrete pouring: The construction quality of the components depends on the quality of the concrete poured in the box on-site. Semi-prefabricated components cannot achieve the mass production and quality inspection control standards of factory production, and also cause the same component to have inconsistent quality standards due to changes in external factors.

[0023] (4) The modular division of prefabricated station structural components is simple, and the volume of precast concrete components is too large: Existing elevated station projects involve the prefabrication and transportation of entire cap beams or piers. Most precast components are divided and manufactured as whole modules according to their parts. The overall manufacturing, transportation and hoisting of precast components increases the difficulty of production operations in the component manufacturing process, causes the precast components to deform due to their own weight, and requires too much space for manufacturing and storage. It is also difficult to control the manufacturing precision. In addition, the transportation of large components results in excessive transportation costs and excessive difficulty in transportation and hoisting construction. It is also constrained by urban road conditions and the load of urban bridges. These are all drawbacks of large single-unit whole-module prefabrication.

[0024] The existing station structure has a transverse width of 18m-22m, and its transverse cap beams are all prefabricated in whole spans, meaning that the length of the overall prefabricated cap beam module is 18m-22m. The existing prefabrication and assembly technology of elevated rail transit structure system cannot form horizontal prefabricated component modules. This is because the local horizontal prefabricated modules after the horizontal components are split cannot achieve self-balancing. Moreover, the existing technology uses horizontal steel bars and horizontal sleeves to connect the split modules. The connection requires hoisting or ground lifting, which cannot guarantee accuracy, has a long construction period, or requires the addition of auxiliary measures, resulting in increased costs, extended construction period, and long occupation of ground space. Therefore, the current prefabrication technology adopts the whole span cap beam structure prefabrication and hoisting technology.

[0025] (5) Existing prefabricated component modules for elevated stations lack flexible assembly capabilities: that is, standardized, universal, and miniaturized component module technology has not yet been realized. This results in a low level of universality of prefabricated components in rail transit station engineering. A single project uses a set of component classification and construction standards, which fails to leverage the advantages of industrialization, mass production, standardization, and universality. The reuse rate of prefabricated structures is also low, leading to slightly higher costs.

[0026] (6) Problems with "wet" connection nodes between precast components: For vertical component connection nodes, the upper component needs to be hoisted and positioned to the lower reserved reinforcement, which can still achieve the connection between modules. However, for the connection between horizontal component modules, the existing "wet connection node" cannot use the horizontal reserved sleeve and dowel bar connection process. Therefore, a connection gap is reserved, and the horizontal component connection is carried out by casting concrete in the later stage. This means that new connection node technology needs to be invented for horizontal components, while also ensuring the self-balance of the component after it is positioned. Otherwise, ground support and scaffolding measures need to be added. The technology is essentially the same as the engineering construction technology of cast-in-place structure, losing the advantages of precast assembly.

[0027] Existing technologies mostly employ "secondary on-site concrete pouring" for construction, which involves a large proportion of pouring work and a long construction period. This invention effectively solves the aforementioned connection problems and provides a technical solution for the modular disassembly of horizontal components. Through a series of technologies such as high-efficiency connection technology and self-balancing of components after they are in place, it solves the interconnected problems in existing prefabricated structures and construction processes.

[0028] (7) Problems in transportation, hoisting and installation caused by the excessive size of prefabricated components in the station: The lightweight design of prefabricated components is not ideal, resulting in excessive transportation costs, increased manufacturing and processing difficulties, excessive storage space, and increased construction risks of hoisting and installation. At the same time, the choice of route, road and bridge load-bearing capacity, and bridge and culvert clearance all affect the transportation costs and construction efficiency of large components during transportation.

[0029] (8) The standardization and reusability of prefabricated components are not high. After structural assembly and on-site secondary pouring, the rigid integral connection nodes formed can affect the overall structure and cause repair difficulties when a single structural component is damaged later. It is impossible to achieve a fast and efficient standardized "disassembly and replacement" maintenance technology.

[0030] (9) With the negative growth of my country’s population, prefabricated construction technology will solve the long-standing dependence on a large number of manual laborers in the field of engineering construction, effectively solve the problem of protecting the construction environment, and is an inevitable technological trend for high-quality development of industrialization.

[0031] Currently, existing prefabricated construction technologies have not yet proposed effective solutions to the problems in related technologies. Summary of the Invention

[0032] In response to the problems in related technologies, this invention proposes a construction method and structure for a self-balancing modular fully prefabricated elevated station conversion structure, in order to overcome the aforementioned technical problems existing in the existing related technologies.

[0033] Therefore, the specific technical solution adopted by the present invention is as follows:

[0034] According to one aspect of the present invention, a construction method for a self-balancing modular fully prefabricated elevated station conversion structure is provided. This construction method includes the following steps: temporarily enclosing the construction area with road barriers and constructing precast pipe piles and precast foundations; placing precast pipe piles, hoisting and installing precast foundations, and completing concrete backfilling; hoisting piers and connecting them to the precast foundations, and installing the ram's horn pier tops to complete the connection; installing precast central cap beams and precast side cap beams to achieve a self-balancing state; installing precast steel pipe columns and performing horizontal fine-tuning; installing top cantilevered precast steel-concrete cap beams and precast steel-concrete central crossbeams to form a rigid force transmission structure; utilizing nighttime construction to install precast pedestrian bridges and cantilever beams, completing the hoisting and installation of precast platform slabs and precast arched platform end walls; installing precast straddle-type monorail beams, completing the installation of precast steel structure canopies, and installing the remaining structures at the entrances and exits.

[0035] Furthermore, the installation of precast pipe piles, hoisting and installing precast foundations, and concrete backfilling includes the following steps: installing precast pipe piles using dry pile driving technology; excavating pits, hoisting the precast foundations to the pit, and installing them by inserting them into the precast pipe pile tops through the pre-reserved pile holes in the precast foundations; after installation, backfilling concrete into the precast foundations and the pre-reserved pile holes until the strength requirements are met.

[0036] Furthermore, the connection between the hoisted pier and the precast foundation, and the installation of the ram's horn pier top to complete the connection, includes the following steps: hoisting the pier, connecting the pier to the precast foundation using the first tenon and the first mortise and tenon joint, and fixing it by post-grouting; hoisting the precast ram's horn pier, connecting the pier to the ram's horn pier top using the second tenon and the second mortise and tenon joint, and fixing it by post-grouting.

[0037] Furthermore, the installation of precast middle cap beams and precast side cap beams to achieve self-balancing includes the following steps: positioning the precast middle cap beam on the ram's horn pier top platform and connecting it to the ram's horn pier top through prestressed steel bar ducts and shear-resistant tooth grooves, and achieving fine-tuning of component positioning through prestressed fastening; hoisting the precast side cap beams into position, centering and positioning them through pre-tightened high-strength steel bar bolt ducts and prestressed ducts, and embedding the tenons at the ends of the precast side cap beams into the tenons on both sides of the precast middle cap beams to form a limiting position and achieve gravity self-balancing.

[0038] Furthermore, the installation of precast steel pipe columns and the fine-tuning of their horizontal alignment include: pre-setting studs at the bottom of the precast steel pipe columns, pre-assembling annular flange steel bracket components at the top, and fixing and fine-tuning them with pre-embedded anchor bolts.

[0039] Furthermore, the installation of the top cantilever precast steel-concrete cap beam and the precast steel-concrete central cross beam, forming a rigid force transmission structure, includes the following steps: hoisting the top cantilever precast steel-concrete cap beam and the precast steel-concrete central cross beam, and splicing them with precast steel pipe columns by bolts; assembling them using steel structure flanges and web bolt groups, and pouring concrete joints to form a rigid force transmission structure.

[0040] According to another aspect of the present invention, a self-balancing modular fully prefabricated elevated station transfer structure is also provided. This structure includes piers, the top of which is connected to a ram's horn pier top. A prefabricated central cap beam is connected to the top of the ram's horn pier top. Prefabricated side cap beams are symmetrically connected to the top of the prefabricated central cap beam. Prefabricated steel pipe columns, which cooperate with the ram's horn pier tops, are interspersed on the inner side of the top of the prefabricated side cap beams. Each prefabricated steel pipe column has an annular flange steel bracket member at its top. Between two annular flange steel bracket members... The structure is connected to a precast steel-concrete central crossbeam. One side of each of the two annular flange steel corbel members is connected to a top cantilevered precast steel-concrete cap beam that matches the precast steel-concrete central crossbeam. The top of each top cantilevered precast steel-concrete cap beam is connected to a precast arched platform end wall. The top of each precast arched platform end wall is connected to a precast platform slab. The bottom of each pier is connected to a precast foundation. Several precast pipe piles are installed at the inner bottom of the precast foundation. The top of each annular flange steel corbel member is connected to a precast straddle-type monorail track beam.

[0041] Furthermore, the bottom end of the precast pier cap has several pile holes that mate with the precast pipe piles, and the top center of the precast pier cap has a first tenon and mortise joint, while the bottom center of the pier column has a first mortise groove that mates with the first tenon and mortise joint. The bottom center of the ram's horn pier top has a second tenon and mortise joint, and the top center of the pier column has a second mortise groove that mates with the second tenon and mortise joint. Several protruding tenons are provided on the inner wall of one side of the bottom of the precast side cap beam, and recessed tenons that mate with the protruding tenons are provided on both sides of the precast middle cap beam. Beneficial effects:

[0042] 1. This invention enables fully prefabricated technology to achieve simpler and more flexible component transportation and hoisting, higher connection and installation efficiency, less construction impact on the surrounding environment, and lower construction and maintenance costs. Simultaneously, it allows for the disassembly of the structure, facilitating rapid component repair, maintenance, and replacement, resulting in more comprehensive functionality and applicability. Adopting industrial standards for fully prefabricated factory production better meets overall quality control requirements. This significantly reduces existing construction costs, achieving industrial low-carbon cost reduction and efficiency improvement goals, meeting high-quality development requirements. Furthermore, it realizes a special conversion prefabricated station structure system that transforms the upper double-column structure into a single-pier structure. The use of double columns reduces the absolute cantilever length of the elevated layer and upper structure, improves structural stress performance, and reduces component cross-sectional dimensions, thereby maximizing the saving of pier footprint and increasing the applicability of the station structure in various urban environments, enhancing the structure's versatility.

[0043] 2. This invention employs advanced prefabricated component design to achieve structural lightweighting and size reduction. By using hollow thin-walled high-strength prefabricated structures and steel-concrete composite components, the strength and deformation resistance of the components are significantly improved, making the components more refined and lightweight. Furthermore, the lightweight design of the components optimizes the transportation and hoisting of large components, significantly reducing lifting weight, improving hoisting efficiency and safety, and ensuring the precision and quality of joints during the construction phase.

[0044] 3. This invention simplifies hoisting operations and accelerates construction speed by adopting a weight-limited design concept and a dry connection system, enabling the hoisting and installation of single components to be completed in a very short time. Through mortise and tenon interlocking, prestressed tensioning and leveling, and high-strength bolt splicing, not only is structural stability improved, but the construction cycle is also significantly shortened, avoiding complex post-pouring procedures.

[0045] 4. This invention, through the application of a fully prefabricated structural system, not only meets the requirements of green environmental protection, but also effectively controls and optimizes the stress problem of the cantilever structure through meticulous structural design and high-precision manufacturing process, reducing the risk of deformation and cracking at the cantilever end, thereby improving the flexibility and safety of construction, while ensuring the stability and assembly accuracy of the structure, opening up more possibilities for the widespread application of prefabricated rail transit technology.

[0046] 5. The overall structural system of the present invention has clear force distribution and force transmission, which solves the technical problems of unreasonable force distribution in structural systems with large eccentric components and large cantilever structures. By adding structural local nodes, the absolute length of the cantilever is effectively controlled and reduced, the influence of internal forces in the cantilever cap beam is reduced, and technical problems such as deformation at the cantilever end of the cantilever cap beam, cracking at the beam end, and large deformation are reduced. The overall structural system achieves the optimal fully assembled assembly structure.

[0047] 6. This invention adopts a prefabricated elevated station with a vertical structure of "one pier supporting two columns conversion structure". It also features fully modular prefabricated construction, dry and efficient connection technology, and self-balancing ability after the cantilever components are hoisted. At the same time, it shortens the length of the cantilever beam and solves the passenger boarding and alighting needs of the station by using the box-type platform to extend outward. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 is a flowchart of the construction method of the self-balancing modular fully prefabricated elevated station conversion structure in this invention;

[0050] Figure 2 is a schematic diagram of the self-balancing modular fully assembled elevated station conversion structure in this invention;

[0051] Figure 3 is a partial schematic diagram of the self-balancing modular fully assembled elevated station conversion structure in this invention;

[0052] Figure 4 is a schematic diagram of the prefabricated cap beam in this invention;

[0053] Figure 5 is a schematic diagram of the prefabricated side cap beam in this invention;

[0054] Figure 6 is a front view of the top of the ram's horn mound in this invention;

[0055] Figure 7 is a top view of the top of the ram's horn mound in this invention;

[0056] Figure 8 is a bottom view of the top of the ram's horn mound in this invention;

[0057] Figure 9 is a side view of the top of the ram's horn mound in this invention;

[0058] Figure 10 is a cross-sectional view of the cast-in-place frame-type station-bridge combined road side double-layer elevated station structure;

[0059] Figure 11 is a cross-sectional view of the double-layer elevated station structure of the cast-in-place single-pier bridge-type station-bridge-integrated road;

[0060] Figure 12 is a cross-sectional view of the three-story elevated station structure in the middle of the steel box-concrete road single-pier bridge semi-assembled station-bridge-integrated road;

[0061] Figure 13 is a cross-sectional view of the single-pier bridge-type station in the middle of the road - a three-story elevated station in the middle of the road where the bridge and the road meet.

[0062] Figure 14 is a cross-sectional view of the three-story elevated station structure in the middle of the steel box-concrete road with double piers, a semi-assembled station and a bridge.

[0063] Figure 15 is a schematic diagram of the gravity self-balancing principle of the prefabricated side cover beam resisting overturning and rotation in this invention;

[0064] Figure 16 is a schematic diagram of the anti-overturning and anti-rotation principle of the prefabricated side cover beam in this invention;

[0065] Figure 17 is a schematic diagram of a box-type assembly platform.

[0066] In the diagram: 1. Pier column; 2. Ram's horn pier top; 3. Precast central cap beam; 4. Precast side cap beam; 5. Precast steel pipe column; 6. Circular flange steel corbel component; 7. Precast steel-concrete central crossbeam; 8. Top cantilever precast steel-concrete cap beam; 9. Precast arched platform end wall; 10. Precast platform slab; 11. Precast pile cap; 12. Precast pipe pile; 13. Precast straddle-type monorail track beam; 14. Pile hole; 15. First mortise and tenon joint; 16. First tenon groove; 17. Second mortise and tenon joint; 18. Second tenon groove; 19. Tenon; 20. Tenon; 21. Vehicle. Detailed Implementation

[0067] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the drawings are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0068] The present invention will now be further described with reference to the accompanying drawings and specific embodiments. As shown in Figure 1, the construction method for a self-balancing modular fully prefabricated elevated station transfer structure according to an embodiment of the present invention includes the following steps:

[0069] S1. Temporarily close off the construction area with road barriers and carry out construction on the precast pipe piles 12 and precast foundation 11;

[0070] S2. Install precast pipe piles 12, hoist and install precast pile caps 11, and complete concrete backfilling;

[0071] S3. Hoist the pier column 1 and connect it to the precast bearing platform 11, and install the precast bearing platform 11 to complete the connection;

[0072] It needs to be explained that the upper top surface (openwork area) of the ram's horn pier top 2 adopts the linear principle of "reasonable arch axis" for component shape optimization design. A reasonable arch axis refers to a linear design where, under external forces, the arch (or similar arch) structure only generates axial pressure within the component itself, without generating bending moments. In other words, the vertical force generated by the precast steel pipe column 5 on the ram's horn pier top 2, and the pressure generated by the bottom surface of the precast steel pipe column 5 on the ram's horn pier top 2, do not generate bending moments in the "ram's horn" of the precast steel pipe column 5. This linear angle can optimize the upper part... The vertical force is converted into axial pressure on the top 2 of the ram's horn pier to the maximum extent, giving full play to the compressive strength of the concrete and avoiding bending moment and shear failure. At the same time, after the support point of the top 2 of the ram's horn pier is turned downwards to a single support point, the upper force can be transferred to the axial pressure at the bottom of the precast ram's horn pier. This is more conducive to the connection performance and overall stability of the pier column 1 and the top 2 of the ram's horn pier, and achieves the goal of converting the root bending moment into the "horn" axially compressed component of the Y-shaped "ram's horn pier" to the maximum extent.

[0073] S4. Install the precast middle cap beam 3 and the precast side cap beam 4 to achieve self-balancing state;

[0074] It should be explained that the precast cap beam 3 and the ram's horn pier top 2 are vertically assembled and connected via the Y-shaped top platform of the ram's horn pier top 2. The assembly and mating surfaces are equipped with toothed shear grooves, positioning shear grooves, vertical high-strength steel reinforcement fixing holes, and pre-stressed tensioning ducts for fastening and leveling after assembly. At the top of the ram's horn pier top 2, a longitudinal double-sided limiting retaining wall is installed on the connecting and mating surfaces to achieve initial positioning during assembly and seismic limiting measures during use. At the junction of the inner wall of the double-sided limiting retaining wall on the top surface of the ram's horn pier top 2 and the double-sided facade of the precast cap beam 3, a synthetic polymer caulking and sealing strip is used for fine-tuning. Simultaneously, special shims and jacks are used for horizontal positioning and fine-tuning during fine-tuning.

[0075] It should be explained that the entire cap beam is divided into three modules (A+B+A) using standard precast reinforced concrete components. The precast cap beam consists of a central cap beam (3) and two precast side cap beams (4*2). The central cap beam (3) is a standard module, not limited by the total cantilever length of the structure, allowing for mass production and standardized application. The use of lightweight precast components significantly reduces the weight of individual components, facilitating transportation and hoisting, and greatly reducing the risks associated with lifting.

[0076] It should be explained that the precast side cap beam 4 and the precast middle cap beam 3 are vertically assembled and connected, with the assembly and contact surfaces being the top surface and the inclined side surface of the cantilevered platform of the precast middle cap beam 3. A tenon 20 is provided on the top surface of the cantilevered platform of the precast middle cap beam 3 for positioning and installation, and for limiting horizontal shear displacement. A stepped toothed shear limiting groove is provided on the inclined end surface of the cantilevered platform of the precast middle cap beam 3. Simultaneously, the high-strength steel reinforcement fastening and positioning reserved holes and the prestressed steel reinforcement fine-tuning and locking holes, located at the root of the cantilevered platform of the precast middle cap beam 3 for connection with the ram's horn pier top 2, are connected to the precast side cap beam 4. That is, the alignment of the ducts after the precast side cap beam 4 is assembled and positioned corresponds to the ducts of the lower precast middle cap beam 3 and ram's horn pier top 2. The ram's horn pier top 2, the precast middle cap beam 3, and the precast side cap beam 4 are assembled and spliced ​​in a vertical sequence. After initial adjustment using the high-strength steel reinforcement fastening and positioning key, the final prestressed steel reinforcement fine-tuning and locking is performed.

[0077] In addition, grouting holes are set at the straight section of the root of the precast side cap beam 4 to fill the joint between the precast side cap beam 4 and the precast middle cap beam 3. These holes are used to fill uneven gaps after fine-tuning and to assist in bonding. They also supplement minor unevenness of the joint surface caused by the manufacturing precision of the components, further controlling and reducing the occurrence of micro-vibrations. After the precast side cap beam 4 is hoisted into place, the rotational overturning moment around the end face of the precast middle cap beam 3 generated by the gravity of the precast side cap beam 4 is less than the self-weight of the precast side cap beam 4 and the anti-overturning moment at the center position. This ensures that the precast side cap beam 4 is in gravity stable after being in place and before the high-strength bolts are used for positioning and tightening. Compared to the extended section structure of the precast middle cover beam 3, the precast side cover beam 4 adopts a thin-walled cavity structure, which reduces the structural self-weight of the extended section and can obtain the required stiffness and strength. At the same time, it ensures that the overall center of the precast side cover beam 4 is located within the extended cantilever length of the precast middle cover beam 3, so as to meet the gravity self-balancing of the precast side cover beam 4 during installation.

[0078] It should be explained that a tenon 19 is provided at the straight section of the end of the precast side cap beam 4 with a uniform cross section. This tenon 19 interlocks with the pre-reserved tenon 20 at the root of the cantilever platform of the precast middle cap beam 3, forming a positioning limit supplementary control between the two components. It also serves as an anti-fall structure to prevent the precast side cap beam 4 from overturning due to gravity after it is in place. Under accidental loading, if additional loads are applied to the precast side cap beam 4, resulting in a rotational moment greater than the overturning resistance, the embedded boundary formed by the outer side facade of the upper step of the precast middle cap beam 3 and the side facade of the concave platform after the lower recessed platform at the root of the precast middle cap beam 3 is attached to the lower protrusion of the precast side cap beam 4 will control the overturning rotation of the precast side cap beam 4, restricting the horizontal translational displacement and vertical rotational displacement of the precast side cap beam 4, that is, restricting the two degrees of freedom displacement of the precast side cap beam 4 around the end of the precast middle cap beam 3, forming a rotational limiting structure for the cantilever self-balancing member, and transferring the overturning moment to the precast middle cap beam 3 as a compressive force through the high platform facade of the precast middle cap beam 3, forming surface pressure to share the local stress concentration.

[0079] It should be explained that at the straight section at the root of the precast side cap beam 4, a downward-curving limiting flange is installed along the length of the precast side cap beam 4 in the straight section to control the horizontal and longitudinal displacement between the precast side cap beam 4 and the precast middle cap beam 3. The inner wall of the limiting flange and the contact surface with the precast middle cap beam 3 are embedded with synthetic polymer material, serving as a finely adjusted caulking and sealing structure, and reducing the micro-vibration effect between the components.

[0080] It needs to be explained that, at the straight section at the root of the precast side cap beam 4, a reserved insertion hole for the precast steel pipe column 5 is set. During the installation of the precast steel pipe column 5, it is connected to the precast middle cap beam 3 via the reserved insertion hole of the precast side cap beam 4 and the precast middle cap beam 3 with high-strength bolts. The root of the precast steel pipe column 5 passes through the reserved column channel of the precast side cap beam 4 and is bolted to the precast middle cap beam 3. After the precast steel pipe column 5 is connected and installed, a smooth force transmission path for the upper structure is achieved. After the precast steel pipe column 5 is installed, ultra-high strength concrete is used to fill the reserved insertion hole of the precast side cap beam 4 to compensate for shrinkage performance, forming a semi-rigid connection node between the complete precast steel pipe column 5 and the precast side cap beam 4. The vertical weight is transmitted through the lateral frictional gripping force between the precast steel pipe column 5 and the precast side cap beam 4, and additional end vertical force is provided to the precast side cap beam 4, further generating an anti-overturning moment. For the precast side cap beam 4, the upper force transmission can further increase the overturning moment and restrict the rotational displacement degree of freedom of the precast components. The vertical force transmitted by the upper structure borne by the precast steel pipe column 5 is transmitted through the precast side cap beam 4 and the precast steel pipe column 5, and finally to the "horn top" (horn pier) of the horn pier top 2. The overall strength balance of the horn pier top 2 and the smooth transmission of vertical force are formed by the tensioning of the "U"-shaped prestressed high-strength steel bars connecting the horn pier top 2 and the precast middle cap beam 3.

[0081] It should be explained that a double-support structure system consisting of the first-floor precast side cap beam 4, the precast middle cap beam 3, and the ram's horn pier top 2 is used as the transfer structure. This structural system can bear the train running load transmitted from the upper two columns, and through the ram's horn pier top 2, the vertical forces of the two axes are transferred to the lower pier column 1 through an optimal resultant force angle structure, minimizing the impact of the vertical forces on the bending moment and shear force of the horizontal structure. The lower end face of the ram's horn pier top 2 is designed with a steel-concrete composite structure tenon 19, which serves as a positioning and socket structure for connection with the pier column 1, and also provides shear force between the ram's horn pier top 2 and the pier column 1. The connection method adopts the sleeve insertion method, and the sleeve duct is grouted afterward to meet the connection strength. The connection part is equipped with positioning and pre-tightening high-strength steel bar ducts with built-in threaded sleeves.

[0082] It needs to be explained that high-strength steel bars are used as the key component in the phased fastening, tensioning, and positioning connection technology. Specifically, after the precast middle cap beam 3 is hoisted to the top of the pier 2, the first stage of high-strength steel bar pre-tightening is performed on the pier top 2 and the precast middle cap beam 3 after initial positioning. Pre-stressing is applied using special nuts on the top surface of the precast middle cap beam 3 for leveling and tightening. Then, the second stage of high-strength steel bar pre-tightening is performed on the precast side cap beam 4, located above the middle cap beam 3. Special nuts on the top surface of the precast side cap beam 4 are used for overall leveling and tightening of the precast side cap beam 4, making the pier top 2, precast middle cap beam 3, and precast side cap beam 4 a tightly integrated unit. Finally, the prestressed steel bars installed between the three components are used for final tandem prestressing tensioning and grouting for anchoring and locking.

[0083] It should be explained that the gravity self-balancing principle of the precast side cap beam 4 against overturning rotation is shown in Figure 16, where GB(x, y, z) is the center of gravity of the precast side cap beam 4. Its center of gravity is located within the outer edge of the third-stage platform of the precast middle cap beam. Therefore, after the component is hoisted into place, the overturning moment generated by its own weight is less than the anti-overturning moment around the rotation point under its own weight.

[0084] In addition, as shown in Figure 17, the ends of the precast side cap beam 4 are treated with an embedded rectangular tenon structure (the rectangular shaded part in the figure). After the precast side cap beam 4 is installed in place, the rotational freedom is limited, and the precast side cap beam 4 cannot be displaced in the horizontal or vertical rotational direction.

[0085] It should be explained that the precast side cap beam 4 adopts a balanced positioning force with the anti-overturning moment being greater than the overturning moment generated by the self-weight of the module, and an anti-overturning safety factor is considered. In addition, the vertical force of the precast steel pipe column 5 of the upper structure provides an additional anti-overturning moment and cancels the negative bending moment at the cantilever support end generated by the precast steel pipe column 5. This can significantly reduce the cross-section and reinforcement of the component and improve the overall stress and deformation resistance of the precast steel pipe column 5.

[0086] It should be explained that, as shown in Figure 17, the single-compartment modular assembly and combination container platform includes three-compartment "A+B+C", two-compartment "A+C", and two-compartment "B+C".

[0087] It needs to be explained that the innovative design of the curved arch end wall of the cantilevered platform is as follows: by designing the curved arch on the end wall of the box-type platform "A" in Figure 17, the vertical load on the platform slab can be transferred to the bottom slab of the overall box-type platform through the arch wall, forming a pressure transmission structure on the bottom slab, thereby providing axial compressive force between the boxes of the platform, which is more conducive to the overall stability of the structure.

[0088] The cantilever length of the main cantilever beams of the station structure was optimized, reducing the cantilever length of the outward-extending beams of the platform floor main structure, improving the load-bearing performance of the cantilever beams, and optimizing and reducing the cross-section of the components. This achieved miniaturization and lightweighting of the prefabricated components of the overall station structure, while still meeting the overall usable width requirements. This resulted in several technical advantages, including optimized cost control, more efficient space utilization, and miniaturization and lightweighting of prefabricated components.

[0089] The box-type platforms are assembled and connected using high-strength connecting bolts and mortise and tenon joints pre-installed in the end walls, top, and bottom plates of each box. This not only satisfies the force transmission requirements of each compartment but also achieves efficient connection and installation. This platform assembly technology allows for modular and standardized universal combination. Furthermore, this invention offers the technical advantage of rapid disassembly and replacement of prefabricated components during maintenance, realizing the technological advantages of prefabricated component disassembly, removal, and rapid replacement for repair.

[0090] To address the lack of a horizontal base structure at the bottom of the box-type platform's outer end compartments, the box-type platform employs pre-assembled assembly and hoisting to ensure overall self-balancing performance against overturning. Achieving self-balancing requires first assembling and installing the intermediate boxes, or using an "A+B" pre-assembly combination followed by hoisting. This technology allows for the interchange of similar standard components, on-site assembly, pre-assembly, and other processes, offering flexible construction options that can be tailored to specific site conditions.

[0091] The precast edge cap beam 4 employs a semi-thin-walled, hollow, semi-solid concrete component design technology. The component's center of gravity shifts towards the solid, straight section at the root of the cantilever member, with the center located within the solid concrete section. This design satisfies both gravity and rotational balance, meets the cross-sectional requirements for negative bending moment reinforcement at the cantilever end, and addresses the structural and strength requirements at the assembly joints. Two cavities at the cantilever end further reduce the component's weight. The cantilevered cavity section utilizes a trapezoidal variable cross-section design, further optimizing the component's lightweight design. The transverse diaphragm beams between the cavities serve as supports for the longitudinal connecting beams or simply supported beams between each structural segment.

[0092] The precast middle cap beam 3 is provided with embedded slot beams for the precast side cap beam 4, which can provide rotational displacement restriction for the precast side cap beam 4 after it is in place, that is, form a rotational restriction precision control technology for horizontal and vertical end displacement compression. It serves as the "second line of defense" for the self-balancing structure.

[0093] (3) Self-balancing technology for assembly, installation, and hoisting of "arched" box-type (single-box combined) platforms:

[0094] S5. Install precast pipe piles 12 and perform horizontal fine-tuning;

[0095] S6. Install the top cantilever precast steel-concrete cap beam 8 and the precast steel-concrete middle cross beam 7 to form a rigid force transmission structure.

[0096] It should be explained that the top cantilever precast steel-concrete cap beam 8 is a transverse cantilever beam of the bottom plate structure of the top layer (track layer and rail bearing layer) of the elevated structure. It can be precast with steel-concrete composite (or steel box concrete). The steel (rigid skeleton, or steel box girder node) is bolted together through the research and development of the annular flange steel bracket component 6 at the top of the precast steel pipe column 5 to achieve efficient connection.

[0097] It should be explained that during the construction of the top floor of the elevated structure, the assembly of the precast steel-concrete central beam 7 between the two precast steel pipe columns 5 should be carried out first, followed by the assembly of the top cantilever precast steel-concrete cap beam 8. When constructing the top-floor precast steel pipe columns 5, the top cantilever precast steel-concrete cap beam 8, and the precast steel-concrete central beam 7, the structural area below them that has already been assembled can be used as a construction platform. On the floor containing the precast edge cap beam 4, the longitudinal precast secondary beams are used to connect the various transverse main structural members. Subsequently, precast floor slab technology is used for floor slab assembly. The floor slab assembly technology can adopt fully prefabricated assembly or prefabricated composite floor slab assembly technology. After the formation of the layered structure, it can serve as a construction platform for the upper-level structure construction phase. The connections between the top-floor precast steel pipe column 5, the top cantilever precast steel-concrete cap beam 8, and the precast steel-concrete intermediate crossbeam 7 are all made using the nodes of the ring flange steel corbel component 6, and the nodes are assembled and fastened with high-strength bolts. (For non-rail transit structures, when deformation accuracy control is not strict, a secondary overlay technique can be used for construction).

[0098] It should be explained that the top of the precast steel pipe column 5 and the annular flange steel bracket component 6 are manufactured and processed as a whole. After the components are assembled, high-grade shrinkage-compensating concrete is poured a second time for the high-strength bolt fastening joints.

[0099] S7. Utilize nighttime construction to install prefabricated pedestrian bridges and cantilever beams, and complete the hoisting and installation of prefabricated platform slabs 10 and prefabricated arched platform end walls 9;

[0100] It should be explained that the prefabricated arched platform end wall 9 and the prefabricated platform slab 10 are combined and connected to form an "arched" box-type structure (single-box combination). The prefabricated arched platform end wall 9 is an arched cantilevered single-box platform wall component, which is connected to the platform top and bottom slabs by mortise and tenon joints and bolts. The box-type combination platform can be arbitrarily combined, and all components and connections are detachable. The components are assembled from general standardized prefabricated components. The prefabricated arched platform end wall 9 adopts a "reasonable arch axis" linear design, which converts the vertical force of the platform surface into a horizontal axial thrust at the lower end through the "arched linearity" of the prefabricated arched platform end wall 9. This provides an additional "second" connection pressure for the overall assembly and connection of the box-type platform, which is beneficial to the overall connection of the components.

[0101] S8. Install the prefabricated straddle-type monorail track beam 13, complete the installation of the prefabricated steel structure canopy, and install the remaining structures at the entrance and exit.

[0102] It should be explained that the overall assembly and construction sequence of a single main structure is as follows:

[0103] Process a: Dry pile driving of precast pipe piles.

[0104] Procedure b: Excavate the pit for the precast foundation 11, hoist it to the foundation pit, and install the precast foundation 11 with the reserved pile holes and the top of the driven foundation piles in place. After completion, pour concrete back into the precast foundation 11 and the pile holes 14 until the strength is sufficient.

[0105] Procedure c: Hoist the pier column 1, and connect the pier column 1 to the precast bearing platform 11 after positioning with the first tenon 16. Use the precast bearing platform 11 with pre-reserved reinforcing bars for post-grouting.

[0106] Procedure d: The top 2 of the ram's horn mound is hoisted into place, the second concave-convex tenon 17 is positioned, the reinforcing bars are connected to the holes, and grouting is performed after the reinforcing bar ducts are completed.

[0107] Process e: The precast cap beam 3 is hoisted into place and placed on the top platform 2 of the ram's horn pier. Its prestressed steel bar ducts are aligned with the steel bar ducts of the lower ram's horn pier top 2, and the shear grooves are aligned.

[0108] Process f: The precast side cap beam 4 is hoisted into place, the steel reinforcement ducts are aligned with the prestressing ducts, and the end tenons 19 are embedded into the tenons 20 on both sides of the precast middle cap beam 3 to form a "limiting position". After being in place, the side cap beam achieves "self-balancing". The components are positioned and fastened with special high-strength steel bolts. At the same time, the "U" prestressed high-strength steel bars of the ram's horn top 2, the precast middle cap beam 3, and the precast side cap beam 4 are connected in series, and the prestressing is tensioned. The horizontal and vertical positioning of the components is finely adjusted by laser positioning to lock the prestressing steel bars. The special high-strength steel bolts are further tightened, and the steel bolts and prestressing tendons are sealed and anchored. The main cap beam assembly construction is thus completed.

[0109] Step g: Pre-install studs at the bottom of the precast steel pipe column 5, pre-assemble the annular flange steel bracket component 6 at the top, and vertically hoist it into place by aligning it with the pre-drilled holes for the steel column insertion of the precast side cap beam 4. Tighten and finely adjust the horizontal position using the pre-embedded anchors pre-installed in the precast middle cap beam 3 (for extension). After the precast steel-concrete crossbeam 7 with components and the top cantilevered precast steel-concrete cap beam 8 are assembled and bolted to the steel column (i.e., steps h and i), backfill the pre-drilled holes at the column base with self-compacting high-strength concrete. Alternatively, concrete can be poured into the top of the precast steel pipe column 5, and the pre-drilled holes in the precast side cap beam 4 can be filled through the grouting holes on the side wall of the steel pipe at the column base.

[0110] Process ih: Hoist the precast steel-concrete composite beam top cantilever precast steel-concrete cap beam 8 and precast steel-concrete crossbeam 7, and bolt them to the precast steel pipe column 5. After assembling with steel structure flange and web bolt group, the suspended basket is used to pour concrete joints to form a rigid force transmission structure, which makes it easier to control the impact of vibration on the joint connection.

[0111] It needs to be explained that the key connection technology of the "dry" connection system is the threaded galvanized steel pipe "male-female" bolt system connector and the post-bolt hole chemical grouting process.

[0112] It should be explained that the prefabricated components are assembled and connected by prefabricated high-strength steel bolts (and pre-embedded bolt sleeves), which not only meets the requirements for force transmission but also achieves efficient connection and installation. Furthermore, it allows for modular and standardized universal free combination. This invention provides the technical conditions for rapid disassembly and replacement of prefabricated components during structural maintenance, offering technical advantages for the disassembly, removal, and rapid replacement of prefabricated components.

[0113] It should be explained that high-strength steel bar bolt connections can be quickly established using a fixed-torque high-strength steel bar bolt installer, while also allowing for disassembly and maintenance of the high-strength steel bar bolts. A vibration-damping polymer gasket is filled between the high-strength steel bar bolt and a specially designed nut / screw to achieve vibration reduction and ensure the connection's force transmission capability. A pre-embedded special bolt sleeve is filled with a polymer curing agent between the bolt and the bolt, ensuring the corrosion resistance and weather durability of the high-strength connection bolts, while also providing vibration reduction and allowing for fine-tuning control of the high-strength steel bar bolts' positioning accuracy within the component.

[0114] It should be explained that the use of vertical prefabricated columns arranged along the centerline of the train track for load transfer changes the previous structural system of only "single column to the top" in the middle of the station. This invention adopts a prefabricated elevated station with a vertical structure of "one pier supporting two columns". This invention also features fully modular prefabricated construction of the station, dry and efficient connection technology, self-balancing ability after cantilever component hoisting, and shortened cantilever beam length. The box-type platform can be extended to meet the needs of passengers getting on and off the train.

[0115] It needs to be explained that the impact of the train's dynamic load on the horizontal components of the overall structure is minimized, ensuring that the static and live load bearing capacity of the components is the normal stress condition of the components. The train's vertical force transmission and conversion structure system and the assembly module bonding (plug-in) technology are used. The horizontal spacing between the two precast steel pipe columns 5 depends on the track spacing determined by the type of rail transit vehicle above. The axial positioning of the precast steel pipe columns 5 is completely aligned with the center of the track layer above, so as to achieve the effect of vehicle load transmitting force downward to the column axis, reduce the eccentric bending of the precast steel pipe columns 5, and ensure structural strength and smooth force transmission.

[0116] It needs to be explained that the entire construction process is arranged in sequence as follows:

[0117] 1) Temporary partial road closures will be carried out, and precast pipe piles 12 and precast foundations 11 will be constructed, including the station main body and entrance / exit passages.

[0118] 2) Hoist the first-floor pier 1, install the connection node between pier 1 and precast foundation 11, construct the precast foundation 11, and restore the central divider after the strength has stabilized.

[0119] 3) Road restoration and removal of all road barriers have restored full traffic. The first-floor cantilever beam construction and installation were carried out at night, with road closures implemented during the night to avoid disrupting daytime traffic. After initial tightening of the self-balancing precast central cap beam 3 and precast side cap beam 4, the cantilever can be achieved. Temporary road closures were implemented at night to construct a precast pedestrian bridge between the entrance / exit and the station, eliminating the need for ground supports or scaffolding.

[0120] 4) After the pedestrian overpass is completed, minimized construction can be carried out through the entrances and exits on both sides of the road, without occupying ground traffic resources. When constructing multi-span structures longitudinally, temporary road closures can be used at night to install the top-level rigid precast structure.

[0121] 5) Once the main substructure of the station is assembled and the joints are tightened and fine-tuned to meet the requirements, the prefabricated components of the platform will be hoisted and installed at night. During installation, a pre-assembly method can be used on the roadside temporary site, or components can be hoisted to the top of the station and then assembled and connected. The construction method can be flexibly selected depending on the specific site conditions.

[0122] 6) After the entire structure is completed, the track beams and track system will be transported using the elevated section for installation within the station. Simultaneously, prefabricated steel canopies will be installed on the platform. Once all prefabricated structures are completed, the remaining entrance and exit structures will be installed.

[0123] It should be clarified that the precast straddle-type monorail track beam 13 refers to the track beam system of the elevated station. The term "track beam system of the elevated station" generally refers to this type of precast straddle-type monorail track beam 13, whose beam length is the same as the grid spacing of the elevated station and equal to the spacing between each transverse column structure. The precast straddle-type monorail track beam 13 is connected to the top of the precast steel pipe columns 5 of the station's main structure using a rubber hinge connection.

[0124] Preferably, the process of installing precast pipe piles, hoisting and installing precast foundations, and completing concrete backfilling includes the following steps:

[0125] S21. Precast pipe piles 12 are installed using dry pile driving technology;

[0126] S22. Excavate the pit, hoist the precast pile cap to the pit, and install it by inserting it into the pile top of the precast pipe pile 12 after driving through the precast pile hole 14 reserved in the precast pile cap.

[0127] S23. After installation, concrete is backfilled into the precast foundation 11 and the reserved pile hole 14 until the strength requirements are met.

[0128] Preferably, the connection between the hoisted pier column 1 and the precast foundation 11, and the installation of the precast ram's horn pier 2 to complete the connection, includes the following steps:

[0129] S31. Hoist the pier column 1, connect the pier column 1 to the precast foundation 11 using the first tenon 16 and the first mortise and tenon joint 15, and fix it by post-grouting.

[0130] S32. Hoist the precast ram's horn pier 2, and use the second tenon 18 and the second mortise and tenon 17 to connect the pier column 1 to the top of the ram's horn pier 2, and fix it by post-grouting.

[0131] Preferably, the installation of the precast middle cap beam 3 and the precast side cap beam 4 to achieve a self-balancing state includes the following steps:

[0132] S41. Position the precast intermediate cap beam 3 on the platform of the top of the ram's horn pier 2, and connect it to the top of the ram's horn pier 2 through the prestressed steel reinforcement duct and the shear tooth groove;

[0133] S42. The precast side cap beam 4 is hoisted into place, and centered and positioned by pre-tightening the high-strength steel bolt holes and prestressed holes. The tenon 19 at the end of the precast side cap beam 4 is embedded into the tenon 20 on both sides of the precast middle cap beam 3 to form a limiting position and achieve gravity self-balancing state.

[0134] Preferably, the installation of the precast steel pipe column 5 and the fine-tuning of its level include:

[0135] Pre-installed studs at the bottom of the precast steel pipe column 5, and pre-assembled annular flange steel bracket component 6 at the top, which is then fixed and finely adjusted by pre-embedded anchor bolts.

[0136] Preferably, the installation of the top cantilever precast steel-concrete cap beam 8 and the precast steel-concrete central crossbeam 7 to form a rigid force transmission structure includes the following steps:

[0137] S61. Hoist the top cantilevered precast steel-concrete cap beam 8 and the precast steel-concrete middle cross beam 7, and connect them to the precast steel pipe column 5 with bolts;

[0138] S62 adopts steel structure flanges and web plate bolt groups for assembly, and forms a rigid force transmission structure by pouring concrete joints.

[0139] It should be explained that the prefabricated components used in this invention, compared to previous prefabricated station structures, shorten the pier column length by more than 20%, and achieve component weight reduction along with the component length. The cap beam components are divided into two types of modules: prefabricated central cap beam 3 and prefabricated side cap beam 4. Compared to the previous "two-part method" and integral cap beam components, a single component can achieve a weight reduction ratio of 20%-30%. At the same time, the use of a hollow thin-walled high-strength prefabricated structure further increases the weight reduction ratio by more than 30%. The prefabricated steel pipe column 5 uses steel pipe concrete components. Because the steel pipe forms a circumferential bond and is made of high-strength steel, it can significantly improve the strength and deformation resistance of the upper column, greatly reduce the component cross-sectional size, and further achieve component weight reduction, achieving a weight reduction ratio of more than 10%. Through a series of lightweight technologies, the entire structure achieves an overall weight reduction of more than 20%, and the component length is reduced by more than 20%. During component hoisting and construction, due to the innovative lightweight and miniaturized design of the components, the lifting weight is reduced by more than 20% compared to previous components, which can improve lifting efficiency, improve hoisting safety, and make component installation more precise. Precast components manufactured using high-precision templates can achieve a processing accuracy within ±1mm, ensuring better control over installation margins and joint precision during the installation phase. Furthermore, the use of various lightweight technologies in the components avoids the adverse conditions associated with template deformation and pouring control common in large components, facilitating the manufacturing and processing of high-precision precast component templates. This achieves the goal of further enhancing the manufacturing and installation precision of precast components by upgrading their lightweight structures and manufacturing control.

[0140] It should be explained that the application of the technology of this invention can improve the speed and efficiency of on-site assembly construction. Through research on existing prefabricated hoisting construction methods, using existing truck cranes for lifting, this invention introduces a "weight limit design concept" in the design of the structural system and components. This means that the maximum component weight is less than 32t (or even larger and heavier), which can be completed by a single truck crane. This makes hoisting construction more flexible, reduces the lifting weight, and allows for smaller prefabricated component transport flatbed trucks, making it easier to store prefabricated components in the prefabrication plant and construction site. Based on general hoisting equipment and construction processes, the hoisting, placement, and assembly of a single component takes less than 1 hour, significantly reducing installation time and eliminating the need for concrete pouring at joints. Compared to similar structures, the hoisting and installation time for a single component is reduced by more than 2 hours. For assembled structures that require concrete pouring after joints, the structure achieves self-stability after initial tightening and the self-balancing ability of the components, shortening the total time by more than 3-5 days compared to using formwork, pouring, and early concrete completion methods. In summary, from the hoisting and installation process to the node connection, there is a significant effect in shortening the construction period.

[0141] Because the entire structure is constructed using precast components, and the first floor construction requires no post-cast concrete for joint connections, the time spent on concrete formwork, pouring, and achieving the required strength is significantly reduced. This technology, through self-balancing component design and high-strength, fastening steel bolt connections, achieves stability upon installation, allowing for rapid completion of the first floor construction and facilitating the restoration of site and road traffic. During the installation of other components, the hoisting and assembly time for each individual component is less than one hour, enabling the hoisting and installation of the superstructure at any time. Due to the miniaturization and lightweight of the components, hoisting machinery can be positioned entirely on the roadside, avoiding obstruction of ground-level traffic. In summary, this invention significantly reduces road occupancy time during construction, saving substantial construction costs associated with secondary on-site pouring and material preparation, including manpower, site space, and construction process costs.

[0142] This invention employs a dry connection system, utilizing a high-precision initial tightening connection system, a series of connection systems including "mortise and tenon" type structural component interlocking and extrusion connection, prestressed tensioning and leveling and pre-compression connection, high-strength bolt connection plate splicing, and limiting slot shear force transfer structure, thus achieving full-structure assembly and construction. The above connection methods require prefabricated components with a manufacturing error within ±1.0mm, a positioning accuracy within 5mm, and a component connection accuracy of 3mm after extrusion and tightening. This achieves highly efficient assembly accuracy (non-load-bearing joint width +2mm), with a joint width of 1mm after extrusion and tightening of force transmission joints. High-polymer rubber bonding and extrusion tape is applied to the component contact surfaces, and pressure is applied to compress the adhesive strip to achieve the required component installation accuracy. This technology requires the manufacturing and processing of prefabricated components to reach the manufacturing precision of shield tunnel segments, which further improves the overall assembly structure quality compliance rate and develops an innovative modular new structural system for the fully prefabricated design and construction of elevated structures and rail transit structures.

[0143] It should be explained that this invention employs a dry connection system, utilizing a high-precision initial tightening connection system, a series of connection systems including "mortise and tenon" type structural component interlocking and extrusion connection, prestressed tensioning and leveling and pre-compression connection, high-strength bolt connection plate splicing, and limiting slot shear force transfer structure, achieving full-structure assembly and construction. The above connection methods require prefabricated components with a manufacturing error within ±1.0mm, a positioning accuracy within 5mm, and a component connection accuracy of 3mm after extrusion tightening. This achieves highly efficient assembly accuracy (non-load-bearing joint width +2mm), with a joint width of 1mm after extrusion tightening of force transmission joints. High-polymer rubber bonding and extrusion tape is applied to the component contact surfaces, and pressure is applied to compress the tape to achieve the required component installation control accuracy. The manufacturing and processing of prefabricated components must reach the manufacturing precision of shield tunnel segments.

[0144] It should be explained that the "original technical solution" referred to below is: a prefabricated construction structure system with non-standardized components prefabricated as a whole and then poured after steel reinforcement connection.

[0145] Lightweight indicators for prefabricated components: 80%-85% of the weight of components in the same part of the same type of structure; the overall volume of the prefabricated station structure is 70%-85% of the original structural system.

[0146] The lifting weight of a single module of the cap beam is 30% of the lifting weight under the original technical conditions, resulting in lightweight structural installation.

[0147] The maximum length of the prefabricated components is 50% of the length of similar components in the original technical solution, making manufacturing and installation more convenient.

[0148] The turning radius of prefabricated structure transportation is 30% of that of existing assembly station structure transportation, making transportation more flexible.

[0149] Compared to cast-in-place construction, the on-site construction time for connecting and installing components can be reduced by 70%-80%.

[0150] By adopting a new type of prefabricated platform module technology, the total width of the standard section of the station is reduced by more than 20% compared with other stations of the same type that are also side platforms.

[0151] The road occupancy time for station structure construction is 20% of that for existing prefabricated construction methods; the total on-site construction period is approximately 20% of that for cast-in-place construction methods.

[0152] Because it uses self-balancing prefabricated standardized modular components, the ground enclosure can be removed after the prefabricated components are hoisted and installed.

[0153] The construction site area, including storage and hoisting areas, is 50%-60% of the existing land area used for prefabricated construction technology.

[0154] On-site construction discharge (wastewater, construction waste) is about 10% of that of cast-in-place construction technology and 20% of that of existing prefabricated wet-jointing (post-casting) technology.

[0155] On-site construction can save more than 80% of labor compared to cast-in-place construction; at the same construction speed, it can save more than 30% of labor compared to existing prefabricated construction technology.

[0156] On-site hoisting, installation and other construction work are affected by seasons and climate, with an impact of 40% compared to the original technical solution.

[0157] It should be explained that the initial implementation scheme of this invention (using a straddle-type monorail elevated station as an example of track and vehicle systems) is a modular, fully prefabricated elevated station structure system with a single pier, large cantilever, and side platform, consisting of three above-ground levels (the first level being elevated). The number of levels in the prefabricated elevated station transfer structure of this invention can be expanded and varied, such as single-layer cantilever, double-layer cantilever, and multi-layer cantilever structures. The platform layout of the prefabricated structure system described in this invention can be expanded, such as island platforms, side platforms, and island-side combined platforms. The practical operating train and track system of the prefabricated elevated station transfer structure of this invention can be expanded and varied, such as steel wheel and rail systems, straddle-type monorail structures, and guide rail rubber-tired systems. The lower load-bearing piers of the prefabricated elevated station transfer structure of this invention can be expanded and varied, such as double-pier structures, portal pier structures, and even three (or more) pier structures. The components with detachable properties in various parts of the prefabricated elevated station transfer structure of this invention can be expanded and modified, such as eliminating the cantilevered structure and transforming it into a section cap beam structure system, a section highway bridge, etc. Certain prefabricated modular components of the prefabricated elevated station transfer structure of this invention can be locally modified in form, such as eliminating the upper boss of the prefabricated cap beam 3 and transforming it into a single-stage platform structure, or a multi-stage platform structure. The cantilever modules extend their root lengths and are directly overlapped and connected. The connecting component technology between the components shown in this invention can be deformed and adjusted.

[0158] It should be explained that the main connection technologies used in this invention fall into three categories: high-strength steel bar threaded sleeve coarse adjustment and fastening connection technology, prestressed fine adjustment series component fastening technology, and pre-adhesion of polymer rubber extrusion material to the bonding surfaces between components. Any combination of these three connection methods to form a prefabricated elevated station transfer structure falls under the connection technology solutions of this invention. The prestressed fine adjustment series component fastening technology used for component connection allows for flexible arrangement of the prestressing according to specific circumstances.

[0159] It should be explained that Figure 10 is a structural cross-sectional diagram of existing elevated station construction technologies at home and abroad, used to illustrate the characteristics of existing construction technologies. It is a cast-in-place frame structure, which occupies a large area and is used as a roadside station, making it impossible to further achieve generalization and standardization.

[0160] It should be noted that Figure 11 is a structural cross-sectional diagram of existing elevated railway station construction technologies both domestically and internationally, with the first floor being an elevated ground level. This is used to illustrate the characteristics of existing construction technologies, which are cast-in-place cantilever structures.

[0161] It should be noted that Figure 12 is a structural cross-sectional diagram of existing elevated railway station construction technologies both domestically and internationally, showcasing a semi-prefabricated steel-concrete structure system (double piers to the top, no structural transition), with excessively large double-layer cantilevered sections. It is used for comparison with the structural system of this invention to highlight the innovation and performance advantages of the present invention's structural system.

[0162] It should be explained that Figure 13 is a structural cross-sectional diagram of existing elevated station construction technologies both domestically and internationally. It shows a structural system where the first-floor cantilevered cap beam supports the upper station structure. Figure 13 is primarily used to point out structural systems with excessively large cantilevered cap beams, resulting in overly large cross-sections for the first-floor cap beams and piers. Excessive cantilevered cap beams create a feeling of confinement, making the components heavy and hindering rapid and efficient prefabricated construction (single pier to top, no structural transition). It is used to compare with the structural system of this invention, highlighting the innovation and performance advantages of the present invention's structural system.

[0163] It should be noted that Figure 14 is a structural cross-sectional diagram of existing elevated railway station construction technologies both domestically and internationally, showcasing a semi-prefabricated steel-concrete structure system (double piers to the top, no structural transition), which occupies a significant portion of the ground-level road space. This is used to compare with the structural system of this invention, highlighting the innovation and performance advantages of the present invention's structural system.

[0164] It should be explained that Figure 15 illustrates gravity balance, meaning the component design must satisfy the requirement of center-of-gravity stability. The "black arrow" in the figure represents the mass of the component's center of gravity. Through the cavity design of the precast side cap beam 4, the center of gravity of the precast side cap beam 4 is positioned at its horizontal end. Once in place, it provides mechanical balance under its own weight, preventing rotational instability of the precast side cap beam 4 under gravity and the moment of inertia of the center of gravity. These two principles ensure that the precast side cap beam 4 achieves a stable equilibrium state after being in place—a new technology.

[0165] It needs to be explained that Figure 16 is used to illustrate the anti-overturning and anti-rotation principle of the precast side cap beam 4. That is, the end filling end of the construction acts as an "embedded" tenon. When hoisted, it is located in the groove of the middle cap beam, forming a peripheral limiting rotational degree of freedom constraint after embedding, so as to illustrate the limiting degree of freedom principle in the concept of "limiting self-balancing".

[0166] It should be explained that Figure 17 shows a box-type assembled platform. Besides employing the basic mechanical principle of "reasonable arch axis" to transform vertical loads into axial forces on the end components, which facilitates pre-compression and tightening of the prefabricated overall structure, the assembled box-type platform also possesses gravity-self-balancing mechanical properties to meet the requirements of rapid installation. That is, after hoisting into place, the overall platform is gravity-self-balancing, requiring no additional construction assistance measures. These technologies constitute a series of structural system and component design techniques that ensure rapid installation and minimize the impact on the surrounding environment.

[0167] According to another embodiment of the present invention, as shown in Figures 2-9, a self-balancing modular fully prefabricated elevated station conversion structure is also provided. The structure includes a pier 1, the top of the pier 1 is connected to a ram's horn pier top 2, the top of the ram's horn pier top 2 is connected to a prefabricated middle cap beam 3, the top of the prefabricated middle cap beam 3 is symmetrically connected to the two sides of the top of the prefabricated middle cap beam 3, and a prefabricated steel pipe column 5 that cooperates with the ram's horn pier top 2 is inserted through the inner side of the top of the prefabricated side cap beam 4. The top of the prefabricated steel pipe column 5 is provided with an annular flange steel bracket component 6.

[0168] A precast steel-concrete central crossbeam 7 is connected between two annular flange steel bracket components 6. One side of each of the two annular flange steel bracket components 6 is connected to a top cantilever precast steel-concrete cap beam 8 that matches the precast steel-concrete central crossbeam 7. The top of the top cantilever precast steel-concrete cap beam 8 is connected to a precast arched platform end wall 9. The top of the precast arched platform end wall 9 is connected to a precast platform slab 10.

[0169] The bottom end of the pier 1 is connected to a precast foundation 11, and the inner bottom end of the precast foundation 11 is provided with several precast pipe piles 12. The top of the annular flange steel bracket component 6 is connected to a precast straddle-type monorail beam 13, and the top of the precast straddle-type monorail beam 13 is connected to a vehicle 21.

[0170] Preferably, the bottom end of the precast pile cap 11 is provided with a plurality of pile holes 14 that cooperate with the precast pipe piles 12, the top center of the precast pile cap 11 is provided with a first mortise and tenon joint 15, and the bottom center of the pier column 1 is provided with a first mortise groove 16 that cooperates with the first mortise and tenon joint 15.

[0171] Preferably, the bottom center of the ram's horn mound top 2 is provided with a second concave-convex tenon 17, and the top center of the pier column 1 is provided with a second mortise 18 that cooperates with the second concave-convex tenon 17.

[0172] Preferably, the bottom side inner wall of the precast side cover beam 4 is provided with several protruding tenons 19, and the two sides of the precast middle cover beam 3 are provided with concave tenons 20 that cooperate with the protruding tenons 19.

[0173] In summary, by utilizing the above-mentioned technical solutions of this invention, the present invention innovatively develops a modular division method for prefabricated structures and a design for prefabricated components. This enables the use of lighter prefabricated assembly modules in cap-beam structures and elevated station structures, solving the problem that similar structural systems cannot utilize large cap beams and large components for assembly construction due to site limitations. This enriches the technical application scenarios of fully prefabricated elevated structures. For on-site assembly construction, the lighter weight of the prefabricated components allows for the use of smaller lifting and hoisting equipment, reducing the need for more construction space, decreasing the turning radius, and making construction organization and procedures more flexible, thus improving construction safety and assembly accuracy. The fully prefabricated structure, employing a self-balancing mechanics concept, will be more stable and safer during construction. The fully prefabricated component connection technology used in the structural system of this invention avoids the existing post-cast concrete (wet joint) process, making the construction site more compliant with green and environmentally friendly requirements. By employing new technologies such as node fastening connection technology, mortise and tenon interlocking technology, toothed shear grooves, precision control of polymer adhesive strip caulking and extrusion, and secondary counterweighting of upper prefabricated components, the overall stability of the structure and the efficiency of assembly and splicing construction are improved. The overall structural system of this invention has clear force distribution and precise force transmission, solving the technical problems of unreasonable force distribution in structural systems with large eccentric components and large cantilever structures. Through the added structural local node construction, the absolute length of the cantilever is effectively controlled and reduced, minimizing the influence of internal forces in the cantilever cap beam, and reducing technical problems such as cantilever end deformation, beam end cracking, and large deformation. The overall structural system achieves an optimized fully prefabricated assembly structure. Using the results of this invention, the overall structure can be further optimized for lightweight performance, with smaller prefabricated component modules, making it easier to manufacture, process, transport in urban areas, and hoist on-site, while ensuring higher precision in hoisting and fine-tuning operations. This provides more application scenarios for prefabricated rail transit technology.

[0174] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "setting," "connection," "fixing," "screw connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0175] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A construction method for a self-balancing, modular, fully prefabricated elevated station transfer structure, characterized in that: The construction method includes the following steps: S1. Temporarily close off the construction area with road barriers and carry out construction on precast pipe piles and precast foundations; S2. Install precast pipe piles, hoist and install precast pile caps, and complete concrete backfilling; S3. Hoist the pier column and connect it to the precast foundation, and install the ram's horn pier top to complete the connection; S4. Install the precast middle cap beam and precast side cap beam to achieve self-balancing state; S5. Install precast steel pipe columns and perform fine-tuning of the level; S6. Install the top cantilevered precast steel-concrete cap beam and the precast steel-concrete middle cross beam to form a rigid force transmission structure. S7. Utilize nighttime construction to install prefabricated pedestrian bridges and cantilever beams, and complete the hoisting and installation of prefabricated platform slabs and prefabricated arched platform end walls; S8. Install the prefabricated straddle-type monorail track beam, complete the installation of the prefabricated steel structure canopy, and install the remaining structures at the entrance and exit.

2. The construction method for the self-balancing modular fully prefabricated elevated station transfer structure according to claim 1, characterized in that, The process of installing precast pipe piles, hoisting and installing precast foundations, and completing concrete backfilling includes the following steps: S21. Precast pipe piles are installed using dry pile driving technology; S22. Excavate the pit, hoist the precast foundation to the pit, and install it by inserting it into the top of the precast pipe pile after driving through the pre-reserved pile hole in the precast foundation. S23. After installation, concrete is backfilled into the precast foundation and the reserved pile holes until the strength requirements are met.

3. The construction method for the self-balancing modular fully prefabricated elevated station transfer structure according to claim 1, characterized in that, The connection between the hoisted pier and the precast foundation, and the installation of the ram's horn pier top to complete the connection, includes the following steps: S31. Hoist the pier column, connect the pier column to the precast foundation using the first tenon and the first mortise and tenon joint, and fix it by post-grouting. S32. Hoist the precast ram's horn pier, use the second tenon and the second mortise and tenon joint to connect the pier column to the top of the ram's horn pier, and fix it by post-grouting.

4. The construction method for the self-balancing modular fully prefabricated elevated station transfer structure according to claim 1, characterized in that, The installation of precast middle cap beams and precast side cap beams to achieve a self-balancing state includes the following steps: S41. Position the precast intermediate cap beam on the top platform of the ram's horn pier, and connect it to the top of the ram's horn pier through high-strength steel bolt holes and shear-resistant toothed grooves, and achieve fine-tuning of component positioning through prestressed fastening. S42. The precast side cap beam is hoisted into place, and the high-strength steel bar bolt holes and prestressed holes are used for centering and positioning. The tenon at the end of the precast side cap beam is inserted into the tenon on both sides of the precast middle cap beam to form a limiting position and achieve gravity self-balancing state.

5. The construction method for the self-balancing modular fully prefabricated elevated station transfer structure according to claim 1, characterized in that, The installation of prefabricated steel pipe columns and the subsequent leveling include: Pre-installed studs at the bottom of the precast steel pipe column, pre-assembled ring flange steel bracket components at the top, and fixed and finely adjusted by pre-embedded anchor bolts.

6. The construction method for the self-balancing modular fully prefabricated elevated station transfer structure according to claim 1, characterized in that, The installation of the top cantilever precast steel-concrete cap beam and the precast steel-concrete central cross beam, forming a rigid force transmission structure, includes the following steps: S61. Hoist the top cantilevered precast steel-concrete cap beam and the precast steel-concrete middle cross beam, and splice them with the precast steel pipe columns by bolts; S62 adopts steel structure flanges and web plate bolt groups for assembly, and forms a rigid force transmission structure by pouring concrete joints.

7. A self-balancing modular fully prefabricated elevated station transfer structure, implemented based on the construction method of the self-balancing modular fully prefabricated elevated station transfer structure according to any one of claims 1-6, characterized in that, The structure includes piers, the top of which is connected to a ram's horn pier top, the top of which is connected to a precast middle cap beam, and precast side cap beams symmetrically connected to the top of the precast middle cap beam. Precast steel pipe columns that cooperate with the ram's horn pier top are interspersed on the inner side of the top of the precast side cap beams, and each precast steel pipe column is provided with an annular flange steel bracket component at its top. A precast steel-concrete crossbeam is connected between the two annular flange steel bracket members. One side of each of the two annular flange steel bracket members is connected to a top cantilevered precast steel-concrete cap beam that matches the precast steel-concrete crossbeam. The top of the top cantilevered precast steel-concrete cap beam is connected to a precast arched platform end wall. The top of the precast arched platform end wall is connected to a precast platform slab. The bottom end of the pier is connected to a precast bearing platform, and the inner bottom end of the precast bearing platform is provided with several precast pipe piles. The top of the annular flange steel bracket is connected to a precast straddle-type monorail beam.

8. The self-balancing modular fully prefabricated elevated station transfer structure according to claim 7, characterized in that, The bottom end of the precast pier has several pile holes that cooperate with the precast pipe piles. The top center of the precast pier has a first mortise and tenon joint. The bottom center of the pier has a first tenon groove that cooperates with the first mortise and tenon joint.

9. The construction method and structure of the self-balancing modular fully prefabricated elevated station transfer structure according to claim 8, characterized in that, The bottom center of the ram's horn mound is provided with a second concave-convex tenon and a convex tenon, and the top center of the mound column is provided with a second mortise that matches the second concave-convex tenon and a convex tenon.

10. The self-balancing modular fully prefabricated elevated station transfer structure according to claim 9, characterized in that, The bottom side inner wall of the precast side cap beam is provided with several protruding tenons, and the two sides of the precast middle cap beam are provided with concave tenons that cooperate with the protruding tenons.

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