CN114293414A - Viaduct transition section structure and construction method thereof - Google Patents
Viaduct transition section structure and construction method thereof Download PDFInfo
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- CN114293414A CN114293414A CN202111468101.8A CN202111468101A CN114293414A CN 114293414 A CN114293414 A CN 114293414A CN 202111468101 A CN202111468101 A CN 202111468101A CN 114293414 A CN114293414 A CN 114293414A
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Abstract
The application relates to the technical field of magnetic suspension traffic engineering, and provides a viaduct transition section structure and a construction method thereof. The viaduct transition section structure comprises a pier supporting beam, a first transition pier, a transition track plate assembly and a plurality of adjusting supports. The pier bearing beam is arranged on the foundation, the pier bearing beam is arranged below the first transition pier, the transition track plate assembly is located between the roadbed track plate assembly of the low structure and the elevated track plate assembly of the viaduct, and the upper end of the adjusting support can move vertically and/or transversely. At least one adjusting support is arranged between one end, close to the transition track plate assembly, of the roadbed track plate assembly and the first transition buttress, and at least one adjusting support is arranged between the first transition buttress, close to one end, of the transition track plate assembly, of the roadbed track plate assembly. One end of the roadbed track plate component and one end of the transition track plate component share the first transition buttress, so that the smoothness of butt joint between the low-mounted structure and the viaduct transition section structure can be effectively guaranteed, and the dislocation differential settlement is avoided.
Description
Technical Field
The application relates to the technical field of magnetic suspension traffic engineering, and provides a viaduct transition section structure and a construction method thereof.
Background
In normal temperature and normal conducting magnetic levitation traffic engineering, a low-positioned line structure is defined as a line structure with a track beam being low and close to a ground line and between an overhead line and an underground line. The existing low-mounted line structure is applied to the technical field of medium and low speed magnetic suspension traffic engineering with the speed per hour of not more than 120km/h in China, but the low-mounted line structure for medium and low speed magnetic suspension has low requirement on the smoothness of a track beam and cannot be applied to normal temperature and normal conduction high-speed magnetic suspension traffic engineering with the speed per hour of 600 km/h.
Disclosure of Invention
In view of this, the embodiments of the present application provide a viaduct transition section structure with high smoothness and good deformation adjustment capability, and a construction method thereof.
An aspect of the embodiments of the present application provides an overpass changeover portion structure, overpass changeover portion structure is used for low circuit of putting of high-speed magnetic suspension, overpass changeover portion structure includes:
the pier bearing beam is arranged on the foundation;
the lower part of the first transition buttress is provided with the buttress beam;
the transition track plate assembly is positioned between the roadbed track plate assembly of the low structure and the elevated track plate assembly of the viaduct;
a plurality of regulation supports, vertical and/or lateral shifting can be followed to the upper end of adjusting the support, the road bed track board subassembly is close to the one end of transition track board subassembly with be provided with at least one between the first transition buttress adjust the support, the transition track board subassembly is close to the one end of road bed track board subassembly is provided with at least one between the first transition buttress adjust the support.
In some embodiments, the transition track slab assembly includes a track slab and functional components fixed to both lateral ends of the track slab, two of the functional components along both lateral ends of the track slab are in one group, a plurality of groups of the functional components are arranged longitudinally along the track slab, and the functional components are used for realizing suspension, start-stop and guidance of a magnetic levitation train.
In some embodiments, the lower end surface of the rail plate is formed with a holder interfacing part protruding downward, and the upper end of the adjusting holder is connected with the holder interfacing part.
In some embodiments, the first transition pier comprises two pillars arranged at intervals in the transverse direction, and the upper end surface of each pillar is provided with two adjusting supports arranged at intervals in the longitudinal direction.
In some embodiments, the pillar includes an upper support part and a lower support part connected to a lower end of the upper support part, the lower support part being disposed on the pier beam, and a horizontal sectional area of the upper support part is not smaller than a horizontal sectional area of the lower support part.
In some embodiments, two of the adjusting supports are a group, two groups of the adjusting supports are arranged above the first transition buttress, two groups of the adjusting supports are respectively arranged at two ends of the first transition buttress along the longitudinal direction, and two of the adjusting supports in a group are arranged at intervals along the transverse direction of the first transition buttress.
In some embodiments, the overpass transition segment structure comprises a second transition pier and an abutment; the bridge abutment is arranged on the foundation, and the second transition buttress and the beam body of the viaduct are arranged on the bridge abutment;
at least one adjusting support is arranged between one end, close to the elevated track plate assembly, of the transition track plate assembly and the second transition buttress.
In some embodiments, the viaduct transition section structure includes a mid-span buttress, the buttress beam is disposed below the mid-span buttress, and the mid-span buttress is disposed at a longitudinally intermediate position of the transition track slab assembly to support the transition track slab assembly.
In some embodiments, the foundation is a pile foundation, and the pier bearing beam is arranged on the pile foundation.
Another aspect of the embodiments of the present application provides a construction method for a viaduct transition section structure, where the construction method is used for a high-speed magnetic levitation overhead line, and the construction method includes:
constructing a pier bearing beam on the foundation;
a first transition buttress is arranged on the pier bearing beam;
erecting a prefabricated transition track slab assembly on the first transition buttress through an adjusting support;
adjusting the adjusting support to enable the transition track slab assembly to generate vertical displacement and/or transverse displacement.
The embodiment of the application provides a viaduct changeover portion structure, the one end of roadbed track board subassembly and the one end of transition track board subassembly share first transition buttress on the one hand, can effectively guarantee to put the ride comfort of butt joint between structure and the viaduct changeover portion structure, avoids producing the wrong platform difference and subsides. On the other hand, the transition track slab assembly can be subjected to displacement adjustment through the adjusting support so as to meet the requirement of high smoothness of the high-speed magnetic suspension line. Thereby improving the comfort and the safety of the magnetic suspension train running at high speed. On the other hand, the adjusting support is arranged, the processing and mounting precision of other structures which are expected to be matched can be reduced, the mounting difficulty and cost are reduced, and after the foundation is subjected to settlement deformation, the settlement deformation of the foundation can be repaired by adjusting the adjusting support.
Drawings
Fig. 1 is a schematic longitudinal sectional view of a viaduct transition section structure in an embodiment of the present application;
FIG. 2 is a schematic cross-sectional view of the structure shown in FIG. 1;
fig. 3 is a schematic view illustrating a construction method of a viaduct transition section structure according to an embodiment of the present application.
Description of the reference numerals
A viaduct transition section structure 1; a low structure 2; a viaduct 3; a horizon 4; a pile foundation 11; a first transition pier 12; a transition track slab assembly 13; an adjusting support 14; a pier beam 15; a second transition pier 16; an abutment 17; a mid-span buttress 18; a roadbed track plate assembly 21; an elevated track plate assembly 31; a beam body 32; an overhead supporter 33; a track plate 131; a functional element 132; a connecting member 133; a support column 121; a cradle interface 1311; an upper support portion 1211; a lower support portion 1212; stator face 1321.
Detailed Description
It should be noted that, in the present application, technical features in examples and embodiments may be combined with each other without conflict, and the detailed description in the specific embodiment should be understood as an explanation of the gist of the present application and should not be construed as an improper limitation to the present application.
In the description of the embodiments of the present application, the "horizontal", "vertical" orientation or positional relationship is the orientation or positional relationship when the low-position line structure of high-speed magnetic levitation is normally arranged, for example, the orientation or positional relationship in fig. 1 and 2. The term "first/second" merely distinguishes between different objects and does not denote the same or a relationship between the two. It is to be understood that such directional terms are merely for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the present application.
The normal temperature normal conduction high speed magnetic suspension traffic engineering has less research results at home and abroad at present. At present, domestic high-speed magnetic suspension transportation only has a magnetic suspension train demonstration operation line in Shanghai China, the highest operation speed is 430km/h, and all the high-speed magnetic suspension transportation is of an overhead structure. In order to realize the strategic goal of 'strong transportation country', China is organizing and developing the research of a high-speed magnetic suspension transportation system with the speed of 600 kilometers per hour, and the research and the application of the structure of a high-speed magnetic suspension low-level line are few, particularly the high-speed magnetic suspension with the speed of 600 kilometers per hour.
In one aspect of the embodiment of the present invention, a viaduct transition section structure 1 of a high-speed magnetic levitation overhead line is provided, please refer to fig. 1 and 2, and the viaduct transition section structure 1 includes a pier supporting beam 15, a first transition pier 12, a transition track plate assembly 13, and a plurality of adjusting supports 14. The pier bearing beam 15 is arranged on the foundation, the pier bearing beam 15 is arranged below the first transition pier 12, the transition track plate assembly 13 is located between the roadbed track plate assembly 21 of the low structure 2 and the elevated track plate assembly 31 of the viaduct 3, and the upper end of the adjusting support 14 can move vertically and/or transversely.
At least one adjusting support 14 is arranged between one end, close to the transition track slab assembly 13, of the roadbed track slab assembly 21 and the first transition buttress 12, and at least one adjusting support 14 is arranged between one end, close to the roadbed track slab assembly 21, of the transition track slab assembly 13 and the first transition buttress 12. That is, the first transition pier 12 is disposed below between the roadbed track plate assembly 21 and the transition track plate assembly 13, and the first transition pier 12 simultaneously supports one end of the roadbed track plate assembly 21 and one end of the transition track plate assembly 13 through at least two adjusting brackets 14, respectively.
The upper end of the adjusting bracket 14 can be vertically and/or laterally moved, that is, the adjusting bracket 14 can adjust vertical displacement and/or lateral displacement of the roadbed track plate assembly 21 and the transition track plate assembly 13 supported on the upper end of the adjusting bracket 14, and displacement adjustment can be performed on the roadbed track plate assembly 21 and the transition track plate assembly 13.
For a medium-low speed magnetic suspension line structure, such as China Long Sand magnetic suspension traffic engineering, the line is formed by splicing a section of F-shaped short rail on site, a gap is reserved between the rails, the F-shaped short rail is fixed on a rail beam by a fastener, and the F-shaped short rail is adjusted by the adjusting capacity of the fastener, so that the requirement of the medium-low speed magnetic suspension line on the smoothness of the line is met. However, this kind of structure has following not enough, and all link to each other by the fastener mode between rail, the track roof beam, and in operational environment, the bolted connection of fastener is not hard up easily and is come off, makes the holistic fault rate of track increase, and the short rail longitudinal dimension of F type is short simultaneously, need adjust a plurality of connection fasteners when adjusting the circuit smoothness nature, and is very inconvenient. Therefore, the circuit structure in this form cannot meet the requirements of high-speed magnetic suspension circuit on high smoothness and high stability of the circuit.
Consequently this application sets up the regulation support 14 that has vertical displacement and/or lateral displacement's regulating power between transition track board subassembly 13 and buttress, and on the one hand, the one end of road bed track board subassembly 21 and the first transition buttress 12 of one end sharing of transition track board subassembly 13 can effectively guarantee the ride comfort of butt joint between low structure 2 and the overpass changeover portion structure 1, avoids producing the wrong platform difference and subsides. On the other hand, the transition track slab assembly 13 can be subjected to displacement adjustment through the adjusting support 14 so as to meet the requirement of high smoothness of the high-speed magnetic suspension line. Thereby improving the comfort and the safety of the magnetic suspension train running at high speed. On the other hand, the arrangement of the adjusting support 14 can reduce the machining and installation precision of other structures which are expected to be matched, the installation difficulty and the installation cost are reduced, and after the foundation is subjected to settlement deformation, the settlement deformation of the foundation can be repaired by adjusting the adjusting support 14.
In one embodiment, referring to fig. 2, the transition track slab assembly 13 includes a track slab 131 and functional components 132 fixed to both lateral ends of the track slab 131, the two functional components 132 at both lateral ends of the track slab 131 are a group, a plurality of groups of functional components 132 are arranged longitudinally along the track slab 131, and the functional components 132 are used for realizing suspension, start-stop and guidance of a magnetic levitation train. Specifically, the lower end surface of the functional element 132 is a stator surface 1321, and when the normally-conducting magnetic levitation train works, the electromagnetic force generated between the stator surface 1321 and the magnetic levitation train realizes levitation of the magnetic levitation train, and simultaneously transmits the load of the magnetic levitation train to the functional element 132.
For high-speed magnetic levitation, the functional element 132 of high-speed magnetic levitation is completely fixed on the track plate 131, and the smoothness of the F-shaped short track cannot be adjusted by adjusting the fastener of the F-shaped short track as in the medium-low speed magnetic levitation structure. The track plate 131 assembly is subjected to displacement adjustment through the adjusting support 14, so that indirect adjustment of the functional part 132 fixedly connected to the track plate 131 can be realized, and high smoothness of the stator surface 1321 of the functional part 132 by the high-speed magnetic levitation line structure is met. Thereby improving the comfort and the safety of the magnetic suspension train running at high speed.
In one embodiment, referring to fig. 2, the transition track slab assembly 13 further includes a connecting member 133, the connecting member 133 is disposed at both lateral ends of the transition track slab 131, and the functional member 132 is fixed at both lateral ends of the track slab 131 through the connecting member 133. That is, the functional member 132 may be directly connected to the track slab 131, or a connecting member 133 may be disposed at both lateral ends of the transition track slab assembly 13 according to actual conditions, and the functional member 132 is connected to the track slab 131 through the connecting member 133. In this way the dimension of the rail in the transverse direction can be adjusted.
The connection manner of the functional member 132 and the track plate 131 is not limited, and includes, but is not limited to, a bolt connection.
The connection manner of the functional element 132 and the connecting element 133 is not limited, and includes, but is not limited to, a bolt connection.
The connection manner of the track plate 131 and the functional element 132 is not limited, and includes, but is not limited to, bolt connection.
In one embodiment, the track slab 131 is a factory fabricated component, a length of the track slab 131 is 6.192m, 6 sets of functional components 132 with a length of 1.032m are disposed along two longitudinal ends, the 6 sets of functional components 132 are fixedly connected to the track slab 131 through the connecting component 133, and the track slab 131 with the functional components 132 and the connecting component 133 installed thereon is finely adjusted in a factory, so that installation errors of the track slab 131, the connecting component 133 and each functional component 132 are controlled within a design range.
In one embodiment, referring to fig. 1, the overpass transition piece structure 1 includes a second transition pier 16 and an abutment 17. The abutment 17 is arranged on the foundation, and the second transition buttress 16 and the body 32 of the overpass 3 are arranged on the abutment 17. That is to say, the beam body 32 of the viaduct 3 and the second transition pier 16 share the same abutment 17, so that the smoothness of the butt joint between the viaduct 3 and the viaduct transition section structure 1 can be effectively ensured, and the occurrence of dislocation differential settlement is avoided. At least one adjustment bracket 14 is disposed between an end of the transition track plate assembly 13 adjacent the elevated track plate assembly 31 and the second transition pier 16. The adjusting support 14 can perform displacement adjustment on one end of the transition track plate assembly 13 close to the viaduct 3 so as to meet the requirement of high smoothness of the magnetic suspension train running at high speed. Therefore, the two longitudinal ends of the transition track slab assembly 13 are smoothly butted with the roadbed track slab assembly 21 and the elevated track slab assembly 31 respectively, so that the staggered differential settlement among three structural sections is avoided, and the smooth transition of the overall rigidity of the line is realized.
In one embodiment, an elevated support 33 is further disposed between the body 32 and the abutment 17 of the viaduct 3. The elevated support 33 may be a fixed support or an adjustable support as desired.
In one embodiment, referring to fig. 1, the viaduct transition section structure 1 includes a midspan pier 18, a pier supporting beam 15 is disposed below the midspan pier 18, and the midspan pier 18 is disposed at a middle position of the transition track slab assembly 13 along the longitudinal direction to support the transition track slab assembly 13. The mid-span buttress 18 can further improve the stability of the track slab 131, and the maximum bending moment borne by the transition track slab assembly 13 is smaller, so that the structure is more stable. Specifically, at least one adjustment mount 14 is provided between midspan pier 18 and transition track plate assembly 13.
That is to say, when the maglev train works, the load of the train is firstly transmitted to the functional parts 132 at the two transverse ends of the transition track slab assembly 13 through electromagnetic force, the load of the functional parts 132 is transmitted to the track slab 131 through the connecting part 133, and the load transmitted to the track slab 131 is sequentially transmitted to the first transition buttress 12, the second transition buttress 16 and the mid-span buttress 18, then is transmitted to the buttress beam 15, and finally is transmitted to the foundation.
In one embodiment, referring to fig. 1, a lower end surface of the rail plate 131 is formed with a support abutment 1311 protruding downward, and an upper end of the adjusting support 14 is connected to the support abutment 1311. Specifically, the support butting portion 1311 is a downward-protruding trapezoidal boss gradually closing up in the vertical direction, the lower end face of the trapezoidal boss is provided with an adjusting support 14 top plate, and the adjusting support 14 is connected with the trapezoidal boss through the adjusting support 14 top plate. The support butting part 1311 and the top plate of the adjusting support 14 are arranged to ensure the connection precision of the adjusting support 14, the manufacturing precision of the support butting part 1311 is only required to be ensured in the processing of the track plate 131, the processing difficulty of other parts of the track plate 131 is reduced, and the manufacturing cost is reduced.
In one embodiment, referring to fig. 1 and 2, the first transition pier 12 includes two support columns 121 arranged at intervals in the transverse direction, and two adjusting supports 14 arranged at intervals in the longitudinal direction are provided on the upper end surface of each support column 121. Specifically, each of the support columns 121 supports one end of the transition track slab assembly 13 and one end of the roadbed track slab assembly 21, respectively, in the longitudinal direction.
With such an arrangement, on one hand, the arrangement of the two support columns 121 at intervals along the transverse direction is equivalent to the arrangement of the at least two adjusting supports 14 at intervals along the transverse direction, the transition track plate assembly 13 has good stability along the transverse direction, and meanwhile, the inclination angle of the transition track plate assembly 13 along the transverse direction can be adjusted, so that the inclination angle can provide a centripetal force for the magnetic suspension train to run on a curve, and the magnetic suspension train can be assisted to run on the curve. On the other hand, the first transition pier 12 is provided in the form of the double column 121, which can reduce the structural cost. On the other hand, the height difference of the double support columns 121 is changed, so that the curve running of the magnetic suspension train can be further assisted, the adjustment amount of the adjusting support 14 is reduced, and the problem of ultrahigh control of a curve section is solved.
Illustratively, in one embodiment, the lower end surface of the track plate 131 is provided with two support abutments 1311 arranged at intervals in the transverse direction, which corresponds to the transverse section of the track plate 131 having a "pi" shape. The two adjustment abutments 14 are each connected to two abutment abutments 1311.
In one embodiment, referring to fig. 1 and 2, the support 121 includes an upper support portion 1211 and a lower support portion 1212 connected to a lower end of the upper support portion 1211, the lower support portion 1212 is disposed on the buttress beam 15, and a horizontal cross-sectional area of the upper support portion 1211 is not smaller than a horizontal cross-sectional area of the lower support portion 1212. The adjustment support 14 is provided on the upper support portion 1211. This arrangement ensures, on the one hand, a large bearing surface for the upper support 1211, so that at least 2 adjusting abutments 14 can be arranged above the upper support 1211. On the other hand, the smaller size of the lower support portion 1212 reduces the overall structural material of the support post 121.
The structural shapes of the upper support portion 1211 and the lower support portion 1212 include, but are not limited to, a rectangular column structure.
In one embodiment, referring to fig. 1 and 2, two adjusting brackets 14 are a group, two groups of adjusting brackets 14 are disposed above the first transition abutment 12, the two groups of adjusting brackets 14 are disposed at two longitudinal ends of the first transition abutment 12, respectively, and two adjusting brackets 14 of the group of adjusting brackets 14 are disposed at intervals along the transverse direction of the first transition abutment 12. That is, the first transition pier 12 is of a unitary structure, and four adjustment supports 14 are provided on the upper end surface, two of which are supported below both lateral ends of the roadbed track plate assembly 21, and the other two of which are supported below both lateral ends of the transition track plate assembly 13.
In one embodiment, referring to fig. 1 and 2, the foundation uses a pile foundation 11, and the pier supporting beam 15 is disposed on the pile foundation 11. When the foundation adopts the pile foundation 11, the reinforcement depth of the foundation is large, and the foundation can be used in deep soft soil areas. Specifically, in one embodiment, pile foundation 11 is a bored pile foundation 11.
In one embodiment, the foundation is an enlarged foundation, and the pier bearing beams 15 are laid on the enlarged foundation.
In one embodiment, referring to fig. 1 and 2, the viaduct transition section structure 1 is applied to a road bridge environment with a gentle terrain and small height change of the horizon 4. Under the condition that the terrain is gentle, the viaduct transition section structure 1 is directly butted with the viaduct 3, the whole line structure is simple and compact, and the construction cost can be reduced.
In an exemplary embodiment, the transition track slab 131 is a C60 prestressed reinforced concrete structure, the first transition buttress 12, the second transition buttress 16, the midspan buttress 18 and the buttress beam 15 are reinforced concrete structures of C35-C45, the foundation is made of plain concrete of C25-C30 when the foundation is an enlarged foundation, and the foundation is made of reinforced concrete structures of C30-C40 when the foundation is a pile foundation 11.
Another aspect of the embodiments of the present application provides a construction method of a viaduct transition section structure, please refer to fig. 3, the construction method is used for a high-speed magnetic levitation overhead line, and the construction method includes:
s1, constructing a pier bearing beam on the foundation;
s2, setting up a first transition buttress on the buttress beam;
s3, erecting a prefabricated transition track slab assembly on the first transition buttress through an adjusting support;
and S4, adjusting the adjusting support to enable the transition track plate assembly to generate vertical displacement and/or transverse displacement.
The following specifically describes each step of the construction method of the overpass transition section structure according to the embodiment of the present application.
In one embodiment, prior to step S1, the construction site is leveled and the foundation is treated according to geological conditions. An enlarged foundation or pile foundation 11 is selected as a foundation according to geological conditions. And after the foundation is qualified through inspection, constructing the pier bearing beam 15. When the foundation adopts the bored cast-in-place foundation, the construction of the bored cast-in-place pile is completed by lofting, drilling, manufacturing of a reinforcement cage, descending of the reinforcement cage, pouring of concrete, maintenance and pile head cutting, and a main rib extending into the pier beam 15 is reserved at the upper end of the bored cast-in-place pile.
In one embodiment, step S1: and constructing the pier bearing beam 15 on the foundation. Specifically, the formwork is erected according to the size of the pier beam 15, concrete is poured after reinforcing steel bars are bound, meanwhile, connecting reinforcing steel bars with the first transition pier 12 are reserved on the pier beam 15, concrete maintenance is carried out according to design requirements, and the formwork is removed after the design strength is reached.
In one embodiment, step S2: the first transition pier 12 is set up on the pier beam 15. Specifically, after the first transition buttress 12 reaches the design strength, a bottom plate of an adjusting support 14 is installed at the upper end of the first transition buttress 12, and then the adjusting support 14 is installed on the bottom plate of the adjusting support 14. The preset adjusting support 14 bottom plate is beneficial to more stable installation of the adjusting support 14.
In one embodiment, in step S2, a midspan buttress 18 is set up on the pier-supporting beam 15 and a second transition buttress 16 is set up on the abutment 17, after the second transition buttress 16 and the midspan buttress 18 reach the design strength, a bottom plate of the adjusting support 14 is installed on the second transition buttress 16 and the upper end, and then the adjusting support 14 is installed on the bottom plate of the adjusting support 14.
In one embodiment, the track slab 131 is prefabricated in a prefabrication workshop, and the track slab 131 is provided with prestressed steel strands by a post-tensioning method. The post-tensioning method can be well suitable for producing large prestressed concrete members on construction sites. It should be noted that the prefabrication of the track slab 131 can be performed synchronously in any step of the construction method of the viaduct transition section structure of the high-speed magnetic levitation overhead line, so as to improve the construction efficiency.
In one embodiment, the connecting member 133, the functional member 132 and the top plate of the adjusting bracket 14 are previously installed on the track plate 131 to form the integrated transition track plate assembly 13. The top plate of the adjusting support 14 is used for connecting with the upper end surface of the adjusting support 14 to ensure that the adjusting support 14 is stably connected. It should be noted that the installation of the transition track slab assembly 13 can be performed synchronously in any step of the construction method of the viaduct transition section structure of the high-speed magnetic levitation overhead line, so as to improve the construction efficiency.
In one embodiment, step S3; and erecting a prefabricated transition track slab assembly 13 on the first transition buttress 12 through an adjusting support 14. The method specifically comprises the following steps: hoisting one end, close to the roadbed track plate assembly 21, of the transition track plate assembly 13 with the top plate of the adjusting support 14 installed onto the first transition buttress 12 with the adjusting support 14 installed; further, at the same time of step S3, hoisting the end of the transition track plate assembly 13, on which the top plate of the adjusting support 14 is mounted, close to the elevated track plate assembly 31 onto the second transition buttress 16, on which the adjusting support 14 is already mounted; further, at the same time as step S3, the transition rail plate assembly 13 with the top plate of the adjustment support 14 installed is hoisted to the midspan pier 18 with the adjustment support 14 installed. That is, transition track slab assembly 13 may be hoisted onto first transition pier 12, second transition pier 16, and midspan pier 18 simultaneously.
In one embodiment, step S4: the adjustment abutments 14 are adjusted to produce a vertical displacement and/or a lateral displacement of the transition track plate assembly 13. The method specifically comprises the following steps: the vertical displacement of the transition track plate assembly 13 is finely adjusted by utilizing the adjusting support 14, or the transverse displacement of the transition track plate assembly is finely adjusted, or the vertical displacement and the transverse displacement of the transition track plate assembly are finely adjusted together, so that the installation error of each functional surface of the transition track plate assembly 13 is within 1mm, and the dislocation error of each functional surface of the adjacent roadbed track plate assembly 21 and the elevated track plate assembly 31 is controlled within the allowable range of the system.
The various embodiments/implementations provided herein may be combined with each other without contradiction. The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (10)
1. A viaduct transition section structure, characterized in that, the viaduct transition section structure is used for high-speed magnetic levitation low-lying line, the viaduct transition section structure includes:
the pier bearing beam is arranged on the foundation;
the lower part of the first transition buttress is provided with the buttress beam;
the transition track plate assembly is positioned between the roadbed track plate assembly of the low structure and the elevated track plate assembly of the viaduct;
a plurality of regulation supports, vertical and/or lateral shifting can be followed to the upper end of adjusting the support, the road bed track board subassembly is close to the one end of transition track board subassembly with be provided with at least one between the first transition buttress adjust the support, the transition track board subassembly is close to the one end of road bed track board subassembly is provided with at least one between the first transition buttress adjust the support.
2. The overpass transition segment structure of claim 1, wherein the transition track slab assembly comprises a track slab and functional components fixed at two transverse ends of the track slab, two functional components at two transverse ends of the track slab form a group, multiple groups of functional components are arranged longitudinally along the track slab, and the functional components are used for realizing suspension, start-stop and guidance of a magnetic levitation train.
3. The overpass transition piece structure of claim 2, wherein the lower end surface of the track plate is formed with a downwardly protruding pedestal docking portion, and the upper end of the adjusting pedestal is connected with the pedestal docking portion.
4. The overpass transition segment structure of claim 1, wherein the first transition pier comprises two pillars spaced apart in the transverse direction, and an upper end surface of each pillar is provided with two adjusting seats spaced apart in the longitudinal direction.
5. The overpass transition piece structure of claim 4, wherein the strut comprises an upper support part and a lower support part connected to a lower end of the upper support part, the lower support part being provided on the pier beam, the upper support part having a horizontal sectional area not smaller than a horizontal sectional area of the lower support part.
6. The overpass transition section structure of claim 1, wherein the two adjusting seats are a set, two sets of adjusting seats are arranged above the first transition pier, two sets of adjusting seats are respectively arranged at two ends of the first transition pier in the longitudinal direction, and two adjusting seats of one set of adjusting seats are arranged at intervals in the transverse direction of the first transition pier.
7. The overpass transition structure of claim 1, wherein the overpass transition structure comprises a second transition pier and abutment; the bridge abutment is arranged on the foundation, and the second transition buttress and the beam body of the viaduct are arranged on the bridge abutment;
at least one adjusting support is arranged between one end, close to the elevated track plate assembly, of the transition track plate assembly and the second transition buttress.
8. The overpass transition structure of claim 1, comprising a mid-span pier, the pier-supporting beam being disposed below the mid-span pier, the mid-span pier being disposed at a longitudinally intermediate position of the transition track plate assembly to support the transition track plate assembly.
9. The overpass transition segment structure of claim 1, wherein the foundation is a pile foundation, and the pier supporting beam is disposed on the pile foundation.
10. A construction method of a viaduct transition section structure is characterized in that the construction method is used for a high-speed magnetic suspension low-lying line, and comprises the following steps:
constructing a pier bearing beam on the foundation;
a first transition buttress is arranged on the pier bearing beam;
erecting a prefabricated transition track slab assembly on the first transition buttress through an adjusting support;
adjusting the adjusting support to enable the transition track slab assembly to generate vertical displacement and/or transverse displacement.
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| CN202111468101.8A CN114293414A (en) | 2021-12-03 | 2021-12-03 | Viaduct transition section structure and construction method thereof |
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| CN (1) | CN114293414A (en) |
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