CN205062647U - Track top overpass abutment structure - Google Patents
Track top overpass abutment structure Download PDFInfo
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- CN205062647U CN205062647U CN201520824361.8U CN201520824361U CN205062647U CN 205062647 U CN205062647 U CN 205062647U CN 201520824361 U CN201520824361 U CN 201520824361U CN 205062647 U CN205062647 U CN 205062647U
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- bridge
- pier
- viaduct
- abutment structure
- overpass
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Abstract
The utility model discloses a track top overpass abutment structure, overpass abutment structure is the pier, the pier sets up usefully in bearing the banket horizontal shelves cob wall of lateral pressure of either end of a bridge outward, the pier still is provided with outward and is used for bearing banket vertical grade of cob wall of lateral pressure of either end of a bridge, overpass abutment structure is still including being used for connecting the bridge both ends of overpass and the supporting superstructure of road bed, supporting superstructure is equipped with the extension section, the extension section is cantilever structure. Adopt the utility model discloses, when can guarantee that the subway interval is avoided on the pier basis, certain safe distance also can be guaranteed apart from the interval structure edge of subway to its lower part pile foundation.
Description
Technical field
The utility model relates to a kind of rail line erecting structure, particularly viaduct bridge abutment structure above a kind of track.
Background technology
Along with developing rapidly of city, track traffic is large as a kind of freight volume, speed is fast, safety on schedule, protection of the environment, the mode of transportation of saving the area, more and more approve by the public.Increasing people recognizes that solving that the outlet of urban transport problems is to first develop with track traffic is the urban public transportation system of backbone.
From rail line erection mode, there are underground, overhead and three kinds, ground.By the impact of urban development restriction and environmental protection, overhead utilization rate is not high in practice with underground two profiles formula, and Underground Rail Transit pattern i.e. iron rule widely adopts.
But subway is often positioned at below or the road green line of urban road, and along with the development of the traffic volume, above arterial road, often there is urban viaduct.There is the face that overlaps that projects in the interval or the station which results in viaduct and subway.If urban viaduct planning construction is front, subway is dodged urban viaduct ratio and is easier to; If subway planning construction is front, and urban viaduct is by the impact of road alignment, plotted line position, and infrastructure is often difficult to the interval avoiding subway.
Abutment refers to the supporting superstructure that bridge two ends are connected with roadbed and bears the structure of bridgehead filled soil lateral pressure.Conventional abutment pattern has: gravity water wheel, light-weight abutment, frame type abutment, composite abutment, bears abutment etc., and the bridge abutment structure 1 ' of urban viaduct 2 ' generally adopts pile foundation structure (as shown in Figure 1).
According to " city track traffic engineering Specifications of Monitoring Technology " requirement, for ensureing structure of the subway safety, the interval structure edge of the pile foundation distance subway of pier must meet certain distance requirement.On the one hand, when both distances are too small, if subway work is rear, then during metro shield jacking, pile foundation stress can be caused to change to perturbing of soil layer.Then the displacement of pile foundation will strengthen, and Pile Bearing Capacity will lower than design load simultaneously, and it is stressed that pile foundation can not carry top, and structure exists risk of collapsing.On the other hand, if subway work is front, then during pile foundation construction, the acting in conjunction of itself and soil layer can cause interval structure to produce negative friction, and the displacement of interval structure exceeds specification permissible value, there is security risk.
Usually, pier footing is avoided Subway Tunnel ratio and is easier to realization.And adopting conventional type abutment, the clear distance of its underpart pile foundation and subway is difficult to the safety requirements meeting specification.This is because pile foundation of bridge pier plinth quantity is often less than abutment, bridge pier place can strengthen the clear distance with subway by the adjustment vertical and horizontal direction of pile foundation; And abutment keeps out soil pressure after platform due to needs, the vertical horizontal direction of pile foundation cannot be adjusted, cause pile foundation laterally nearer apart from subway.Therefore, there is certain security risk.
Utility model content
Because the above-mentioned defect of prior art, the utility model provides viaduct bridge abutment structure above a kind of track that effectively can ensure structure of the subway safety, its feature is, described viaduct bridge abutment structure is bridge pier, and described bridge pier is outside equipped with the horizontal shelves cob wall for bearing bridgehead filled soil lateral pressure.
In certain embodiments, described bridge pier from top to bottom comprises successively: bridge pad, pier stud, cushion cap and pile foundation; Described horizontal shelves cob wall is sticked mutually with cushion cap.Like this, the load-bearing of the body of a bridge first through bridge pad, then can pass to cushion cap through pier stud, then through cushion cap, passes to pile foundation equably.
In certain embodiments, described bridge pier is also provided with the longitudinal shelves cob wall for bearing bridgehead filled soil lateral pressure outward.
In certain embodiments, described viaduct bridge abutment structure also comprises the supporting superstructure for the bridge two ends and roadbed connecting viaduct, and described supporting superstructure is provided with lengthening section, and described lengthening section is cantilever construction.
In certain embodiments, along the longitudinal direction of the bridge of described viaduct, the justified margin of described lengthening section and cushion cap (also i.e. lengthening section extend longitudinally to transverse gear cob wall place).Why so arrange, be because, gear soil is needed after abutment platform, and transverse gear cob wall is arranged near cushion cap, and (not so there is conflict in the two, cannot arrange), therefore lengthening section need with cushion cap justified margin, namely nearer apart from transverse gear cob wall, otherwise the spacing of leading the way after bridge and platform is excessive, cannot be connected.
On the basis meeting this area general knowledge, above-mentioned each optimum condition, can be combined, and obtains each preferred embodiment of the utility model.
The beneficial effects of the utility model: adopt the utility model, while guaranteeing that pier footing avoids Subway Tunnel, its underpart pile foundation is apart from the interval structure edge of subway, also certain safe distance can be guaranteed, elevated structure is implemented, simultaneously do not affect subway, no matter overhead or subway all can meet respective functional requirement.
Be described further below with reference to the technique effect of accompanying drawing to design of the present utility model, concrete structure and generation, to understand the purpose of this utility model, characteristic sum effect fully.
Accompanying drawing explanation
Fig. 1 is the facade structures figure of the viaduct abutment of prior art.
Fig. 2 is the facade structures figure of the viaduct abutment of a preferred embodiment of the present utility model.
Fig. 3 is the top view of Fig. 2.
Description of reference numerals:
Prior art: 1 ' bridge abutment structure, 2 ' viaduct;
The utility model: Bridge 1 pier, 11 cushion caps, 12 pile foundations, 2 viaduct, 3 superstructure lengthening sections, 4 transverse gear cob walls, 5 longitudinal retaining walls, 6 above-ground routes
Detailed description of the invention
Lift preferred embodiment below, and come by reference to the accompanying drawings clearlyer intactly the utility model to be described.
Embodiment
The purpose of this utility model is achieved through the following technical solutions: the viaduct bridge abutment structure that the present embodiment provides is the structure of bridge pier 1 or bridge pier type.The different bridge abutment structure of the prior art of bridge pier type structure of the present utility model.As shown in Figures 2 and 3, in abutment position, abutment is replaced to support the load of superstructure with bridge pier type.
Described bridge pier 1 from top to bottom comprises successively: bridge pad, pier stud, cushion cap 11 and be embedded in the pile foundation 12 of above-ground route less than 6; Described horizontal shelves cob wall 4 is sticked with cushion cap 11.Like this, the load-bearing of the body of a bridge first through bridge pad, then can pass to cushion cap 11 through pier stud, then through cushion cap 11, passes to the pile foundation 12 of bottom equably.
In addition, as shown in Figures 2 and 3, for bearing the needs of bridgehead filled soil lateral pressure, be also provided with transverse gear cob wall 4 at abutment rear, or transverse gear cob wall 4 and longitudinal retaining wall 5 are set simultaneously, be used for the lateral pressure of banketing of the bridge of keeping out viaduct 2.Wherein, the section of transverse gear cob wall 4 is L-type.
As shown in Figure 2, and be avoid retaining wall structure to conflict mutually with the suspended deck structure of abutment, along the longitudinal direction of bridge, the long section 3 of superstructure lengthens, after bridge pad, extend to and the position of cushion cap justified margin (also namely lengthening section extends longitudinally to transverse gear cob wall place).Why like this, be because need landfill to keep off soil after abutment platform, therefore transverse gear cob wall is normally arranged near cushion cap, not so the two exists conflict, cannot arrange.Therefore superstructure lengthening section need with cushion cap justified margin, namely nearer apart from transverse gear cob wall, otherwise the spacing of leading the way after bridge and platform is excessive, cannot be connected.
As shown in Figure 3, superstructure lengthening section 3 is cantilever construction.
Adopt the utility model, while guaranteeing that pier footing avoids Subway Tunnel, the pile foundation of its underpart, apart from the interval structure edge of subway, ensure that certain safe distance.
In addition, the utility model replaces abutment with bridge pier, then, while making body of a bridge elevated structure be implemented, do not affect again the erection of subway.Like this, no matter overhead or subway all can meet respective erection functional requirement.
More than describe each preferred embodiment of the present utility model in detail.Should be appreciated that those of ordinary skill in the art just can make many modifications and variations according to design of the present utility model without the need to creative work.Therefore, all technician in the art according to design of the present utility model on the basis of existing technology by the available technical scheme of logical analysis, reasoning, or a limited experiment, all should by the determined protection domain of claims.
Claims (3)
1. a viaduct bridge abutment structure above track, is characterized in that, described viaduct bridge abutment structure is bridge pier, and described bridge pier is outside equipped with the horizontal shelves cob wall for bearing bridgehead filled soil lateral pressure; Described bridge pier is also provided with the longitudinal shelves cob wall for bearing bridgehead filled soil lateral pressure outward; Described viaduct bridge abutment structure also comprises the supporting superstructure for the bridge two ends and roadbed connecting viaduct, and described supporting superstructure is provided with lengthening section, and described lengthening section is cantilever construction.
2. viaduct bridge abutment structure above track as claimed in claim 1, it is characterized in that, described bridge pier from top to bottom comprises successively: bridge pad, pier stud, cushion cap and pile foundation; Described horizontal shelves cob wall is sticked mutually with cushion cap.
3., as viaduct bridge abutment structure above the track in claim 1 ~ 2 as described in any one, it is characterized in that, along the longitudinal direction of the bridge of described viaduct, the justified margin of described lengthening section and cushion cap.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520824361.8U CN205062647U (en) | 2015-10-20 | 2015-10-20 | Track top overpass abutment structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520824361.8U CN205062647U (en) | 2015-10-20 | 2015-10-20 | Track top overpass abutment structure |
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| Publication Number | Publication Date |
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| CN205062647U true CN205062647U (en) | 2016-03-02 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201520824361.8U Active CN205062647U (en) | 2015-10-20 | 2015-10-20 | Track top overpass abutment structure |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106759490A (en) * | 2017-03-22 | 2017-05-31 | 中铁第四勘察设计院集团有限公司 | It is a kind of to justify pile foundation counterfort wall station road structure close to bridge pier |
-
2015
- 2015-10-20 CN CN201520824361.8U patent/CN205062647U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106759490A (en) * | 2017-03-22 | 2017-05-31 | 中铁第四勘察设计院集团有限公司 | It is a kind of to justify pile foundation counterfort wall station road structure close to bridge pier |
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| Date | Code | Title | Description |
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| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C56 | Change in the name or address of the patentee | ||
| CP03 | Change of name, title or address |
Address after: 230041 Anhui province Hefei City Yingshang Road West, Yi Jing Road South colorful 16 storey office building, 17 floor, 18 floor Patentee after: Hefei municipal engineering design and Research Institute Co. Ltd. Address before: 230041 Anqing Road, Anhui, China, No. 85, No. Patentee before: HEFEI MUNICIPAL DESIGN INSTITUTE CO., LTD. |