CN113089464A - Method for controlling bridge deformation in road under-crossing high-speed rail bridge engineering - Google Patents
Method for controlling bridge deformation in road under-crossing high-speed rail bridge engineering Download PDFInfo
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- CN113089464A CN113089464A CN202110470903.6A CN202110470903A CN113089464A CN 113089464 A CN113089464 A CN 113089464A CN 202110470903 A CN202110470903 A CN 202110470903A CN 113089464 A CN113089464 A CN 113089464A
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/02—Piers; Abutments ; Protecting same against drifting ice
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
- E01B29/16—Transporting, laying, removing, or replacing rails; Moving rails placed on sleepers in the track
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
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Abstract
The invention provides a method for controlling bridge deformation in a road down-crossing high-speed rail bridge project, which comprises the steps of calculating the lengths of U-shaped grooves of a down-jacking section and a cast-in-place section of an existing high-speed rail bridge, the distance between a foundation pit and the existing high-speed rail bridge, and the number and the lengths of ground down-crossing road protection piles on two sides of the U-shaped groove in the range of the existing high-speed rail bridge; excavating a foundation pit in layers, prefabricating a U-shaped groove structure of a jacking section, arranging a temporary U-shaped groove jacking rigid frame on the U-shaped groove structure of the jacking section, constructing a back pile and installing a jack jacking system; constructing a road protection pile while excavating the foundation pit; solidifying soil mass below the bottom plate of the U-shaped groove structure of the jacking section; gradually jacking the U-shaped groove of the jacking section towards the existing high-speed railway bridge along the designed gradient, and excavating soil at the front end of the U-shaped groove of the jacking section while jacking; in the jacking process, dynamically controlling a weight pressing measure; after the U-shaped groove of the jacking section is in place, constructing a U-shaped groove of a cast-in-place section; the ballast measures are reduced step by step. The invention can control the deformation of the abutment top to meet the requirements of new regulations.
Description
Technical Field
The invention belongs to the technical field of bridge engineering, and particularly relates to a method for controlling bridge deformation in the engineering of passing a high-speed railway bridge under a road.
Background
With the rapid development of the high-speed railway in China, the situation that existing high-speed railway bridges are worn under newly-built roads is more and more. The technical regulation of highway and municipal engineering for passing through high-speed railway (TB 10182-: and in the underpass project, under the condition that the high-speed rail is not limited, the transverse displacement limit value, the longitudinal displacement limit value and the vertical displacement limit value of the pier top are respectively 3mm and 2mm for the ballast track and the ballastless track. The scheme of constructing a roadbed, a cast-in-place pile plate structure or a cast-in-place U-shaped groove after excavating the ground is applied to the implementation of the new regulations, except for the application under the conditions of shallow ground excavation and better geological conditions, the limit value requirement on pier top displacement in the regulations is difficult to meet under general conditions.
The scheme that the high-speed railway bridge is penetrated under the horizontal slope jacking frame mechanism after the bridge outer prefabricated frame mechanism is adopted when the high-speed railway bridge section is penetrated to excavate the ground deeply under the newly-built road, but when the road longitudinal section penetrating the high-speed railway is large under the newly-built road, the excavation depth is large in the jacking process caused by the long-distance horizontal slope jacking frame mechanism, the deformation of the high-speed railway pier top is correspondingly increased by the increased soil disturbance, and the position control of the bridge pier top is difficult to control within the range of the standard requirement. How to reduce the influence of the newly-built road on the displacement of the abutment top of the high-speed railway bridge as much as possible and meet the strict requirements of the specification is a difficult problem faced by designers.
Disclosure of Invention
In order to solve the technical problems, the invention provides a method for controlling bridge deformation in a road down-crossing high-speed railway bridge engineering, which overcomes the defect that the existing scheme is difficult to meet the requirement of severe displacement limitation on the abutment top in a new regulation, and can control the deformation of the abutment top to meet the requirement of the new regulation, namely the down-crossing engineering is under the condition of no speed limitation of high-speed railway, and the horizontal, longitudinal and vertical displacement limits of the abutment top are respectively 3mm and 2mm for a ballast track and a ballastless track.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
the embodiment of the invention provides a method for controlling bridge deformation in a road under-crossing high-speed rail bridge project, which comprises the following steps:
and step S1, calculating the lengths of the U-shaped groove of the lower jacking section and the U-shaped groove of the cast-in-place section of the existing high-speed railway bridge by taking pier top deformation as a control condition. Calculating and determining the distance between the foundation pit and the existing high-speed rail bridge and the number and the length of the ground underpass protection piles penetrating through two sides of the U-shaped groove in the range of the existing high-speed rail bridge according to the depth and the size of the prefabricated foundation pit of the jacking section U-shaped groove;
step S2, excavating foundation pits in layers, prefabricating a U-shaped groove structure of the jacking section, arranging a temporary U-shaped groove jacking rigid frame on the U-shaped groove structure of the jacking section, constructing a back pile and installing a jack jacking system;
s3, constructing a road protection pile according to the calculation result of the S1 while excavating a foundation pit;
step S4, after the construction of the road protection pile is completed, solidifying the soil body under the bottom plate of the U-shaped groove structure of the jacking section;
step S5, the jack jacking system is adopted to jack the U-shaped groove of the jacking section gradually towards the existing high-speed railway bridge along the designed gradient, and soil at the front end of the U-shaped groove of the jacking section is excavated while being jacked;
step S6, in the jacking process, according to simulation calculation and abutment top deformation monitoring point data which take the pier top deformation limit value in the specification as the control condition, the weight pressing measure is dynamically controlled in a mode that the weight pressing measure of the U-shaped groove of the jacking section is mainly adjusted and the weight pressing measure of the ground surface of the high-speed railway bridge is adjusted as an auxiliary measure, and the requirement that the pier top deformation of the bridge in the jacking process meets the limit value of the specification is ensured;
step S7, after the U-shaped groove of the jacking section is in place, a cast-in-situ U-shaped groove outside the U-shaped groove of the jacking section is formed; according to simulation calculation and high-speed rail bridge deformation monitoring data, reducing the weight step by step; after all the operations are finished, the weight-bearing measures are all eliminated.
Preferably, in step S3, the road fender pile is symmetrically constructed by a plurality of piles in groups on both sides of the road in sections, and is synchronously constructed by coordinating with the structure of the U-shaped groove of the layered excavation foundation pit and the prefabricated jacking section.
The invention has the following beneficial effects:
the method for controlling the deformation of the bridge in the engineering of passing the high-speed railway bridge under the road provided by the invention has the following beneficial effects:
(1) when the ground is dug deeply, the conventional method is a method of constructing a roadbed, a cast-in-place pile plate structure or a cast-in-place U-shaped groove after the ground is dug greatly, but the excavation amount of a soil body under a bridge is large, the construction operation time is long, and the deformation of a high-speed railway bridge is difficult to control within a standard limit value; the method can reduce the construction operation time, effectively control the deformation value of the high-speed rail bridge, and has small influence value and short influence time on the high-speed rail bridge by jacking operation.
(2) Compared with the existing flat slope roof frame structure mode, under the condition that the deformation of the high-speed rail bridge is guaranteed to meet the requirement of regulation limit values, the optimal target of the roof stroke is realized by synchronously and coordinately constructing the foundation pit, the prefabricated structure, the cast-in-place structure and the protective pile, and the defect that the existing roof pit is far away from the high-speed rail bridge is overcome.
(3) Compared with the existing flat slope jacking frame structure mode, the jacking channel formed among the protective piles is jacked in a slope mode, the design gradient of a road is met, the excavation volume of foundation pits and the soil body of the jacking channel is reduced, the corresponding weight pressing measures are reduced, the jacking difficulty and time are reduced, the protective piles guarantee the stability of the high-iron foundation side soil body, and the weight pressing is increased by correspondingly replacing the soil body; the temporary rigid frame arranged on the top of the U-shaped groove can dynamically adjust the weight according to monitoring data and calculation requirements, and the difficulty and the construction operation risk of controlling the deformation of the high-speed rail bridge in the construction process are effectively reduced.
(4) Compared with the existing flat slope jacking frame structure mode, the method realizes the jacking of the structure with the slope for the first time by solidifying the soil body according to the geological condition. Soil mass in the jacking channel range formed by the protective piles is solidified according to geological conditions, horizontal and vertical displacement deviation in the jacking process and footage deviation in the jacking process are effectively controlled, and the problem that precision is difficult to control in slope jacking, particularly downhill jacking, is solved.
(5) Compared with the existing flat slope roof frame structure mode, the method reduces the influence on the deformation of the high-speed rail as much as possible, ensures that the uncertainty of the influence on the deformation of the pier table is changed into the determination, is flexible in engineering auxiliary measure adjustment, and saves the engineering investment.
(6) Compared with the existing design scheme of a low-speed rail, the specific construction grouping of the guard piles is given in detail through the coordination calculation of the positions of the foundation pits, the number of the guard piles, the weight adjustment, the construction steps and the like, the specific steps of jacking the foundation pits for layered excavation, the matching of structure jacking and process weight, and the construction time sequence of the cast-in-place segments, so that the settlement and deformation of the existing high-speed rail bridge are completely controllable in any flow rhythm of the whole construction process, and the optimal target of the construction period is realized from the design aspect, thereby ensuring that the influence time of the construction operation on the high-speed rail is greatly reduced.
The invention can control the deformation of the abutment top to meet the requirements of new regulations, namely, the horizontal displacement limit, the longitudinal displacement limit and the vertical displacement limit of the abutment top are respectively 3mm and 2mm for a ballasted track and a ballastless track under the condition that the underpass project is not limited by a high-speed rail.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a plan view of a structure adopted by the method for controlling bridge deformation in a road underpass high-speed railway bridge project according to an embodiment of the invention;
FIG. 2 is a longitudinal sectional view of a structure adopted by the method for controlling bridge deformation in a road underpass high-speed railway bridge project according to the embodiment of the invention;
FIG. 3 is a cross-sectional view of a structure adopted by the method for controlling bridge deformation in the engineering of a high-speed railway bridge passing under a road according to the embodiment of the invention;
fig. 4 is a longitudinal sectional view of the U-shaped groove in the embodiment of the present invention after it is pushed into place.
Description of reference numerals:
1. existing high-speed rail bridges; 2. a foundation pit; 3. a U-shaped groove of the jacking section; 4. back piles; 5. a jack jacking system; 6. a road fender post; 7. solidifying the soil body; 8. the ground under the high-speed rail bridge is pressed; 9, a U-shaped groove top rigid frame; pressing weight of the top of the U-shaped groove; 10. a U-shaped groove of the cast-in-place section; 11. and (5) deformation monitoring points.
Detailed Description
In order to make the technical solutions of the present invention better understood, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.
The embodiment provides a method for controlling bridge deformation in a road underpass high-speed railway bridge project, and as shown in fig. 1 to 4, the method comprises the following steps:
and step S1, calculating the lengths of the U-shaped groove 3 at the lower jacking section and the U-shaped groove 10 at the cast-in-place section of the existing high-speed railway bridge 1 by taking the pier top deformation as a control condition. According to the depth and the size of the prefabricated foundation pit 2 of the jacking section U-shaped groove 3, the distance between the foundation pit 2 and the existing high-speed railway bridge 1 and the number and the length of the underground road protection piles 6 penetrating through the two sides of the U-shaped groove in the range of the existing high-speed railway bridge 1 are calculated and determined.
And S2, excavating the foundation pit 2 in layers, prefabricating a U-shaped groove 3 structure of the jacking section, structurally arranging a temporary U-shaped groove jacking rigid frame 9 on the U-shaped groove 3 of the jacking section, constructing the back pile 4 and installing a jack jacking system 5.
S3, excavating the foundation pit 2, and constructing a road protection pile 6 according to the calculation result of the S1;
and step S4, solidifying 7 the soil body under the bottom plate of the U-shaped groove 3 structure of the jacking section after the construction of the road protection pile 6 is completed.
And step S5, the jack jacking system 5 is adopted to jack the U-shaped groove 3 of the jacking section gradually towards the existing high-speed railway bridge 1 along the designed gradient, and the soil body at the front end of the U-shaped groove 3 of the jacking section is excavated while being jacked.
And step S6, in the jacking process, according to the simulation calculation taking the pier top deformation limit value in the specification as the control condition and the data of the pier top deformation monitoring point 11, dynamically controlling the ballast weight measures in a mode of mainly adjusting the jacking segment U-shaped groove ballast weight 91 and secondarily adjusting the ground ballast weight 8 under the high-speed rail bridge to ensure that the pier top deformation in the jacking meets the limit value requirement of the specification.
Step S7, after the U-shaped groove 3 of the jacking section is in place, a cast-in-situ U-shaped groove 10 of the section outside the U-shaped groove 3 of the jacking section is constructed; according to simulation calculation and high-speed rail bridge deformation monitoring data, reducing the weight step by step; after all the operations are finished, the weight-bearing measures are all eliminated.
Further, in step S3, the road fender pile 6 is symmetrically constructed by a plurality of piles in groups on both sides of the road in sections, and is synchronously constructed in coordination with the structure of the layered excavation foundation pit 2 and the prefabricated jacking section U-shaped groove 3.
When the ground is dug deeply, the existing method for constructing a roadbed, a cast-in-place pile plate structure or a cast-in-place U-shaped groove after the ground is dug deeply is large, the excavation amount of a soil body under a bridge is large, the construction operation time is long, the deformation of a high-speed rail bridge is difficult to control within a standard limit value, the construction operation time is reduced, the deformation value of the high-speed rail bridge can be effectively controlled, and the influence value of jacking operation on the high-speed rail bridge is small and the influence time is short.
Compared with the existing flat slope roof frame structure mode, under the condition that the deformation of the high-speed rail bridge is guaranteed to meet the requirement of regulation limit values, the optimal target of the roof stroke is realized by synchronously and coordinately constructing the foundation pit, the prefabricated structure, the cast-in-place structure and the protective pile, and the defect that the existing roof pit is far away from the high-speed rail bridge is overcome.
Compared with the existing flat slope jacking frame structure mode, the jacking channel formed among the protective piles is jacked in a slope mode, the design gradient of a road is met, the excavation volume of foundation pits and the soil body of the jacking channel is reduced, the corresponding weight pressing measures are reduced, the jacking difficulty and time are reduced, the protective piles guarantee the stability of the high-iron foundation side soil body, and the weight pressing is increased by correspondingly replacing the soil body; the temporary rigid frame arranged on the top of the U-shaped groove can dynamically adjust the weight according to monitoring data and calculation requirements, and the difficulty and the construction operation risk of controlling the deformation of the high-speed rail bridge in the construction process are effectively reduced.
Compared with the existing flat slope jacking frame structure mode, the method realizes the jacking of the structure with the slope for the first time by solidifying the soil body according to the geological condition. Soil mass in the jacking channel range formed by the protective piles is solidified according to geological conditions, horizontal and vertical displacement deviation in the jacking process and footage deviation in the jacking process are effectively controlled, and the problem that precision is difficult to control in slope jacking, particularly downhill jacking, is solved.
Compared with the existing flat slope roof frame structure mode, the method reduces the influence on the deformation of the high-speed rail as much as possible, ensures that the uncertainty of the influence on the deformation of the pier table is changed into the determination, is flexible in engineering auxiliary measure adjustment, and saves the engineering investment.
Compared with the existing design scheme of a low-speed rail, the specific construction grouping of the guard piles is given in detail through the coordination calculation of the positions of the foundation pits, the number of the guard piles, the weight adjustment, the construction steps and the like, the specific steps of jacking the foundation pits for layered excavation, the matching of structure jacking and process weight, and the construction time sequence of the cast-in-place segments, so that the settlement and deformation of the existing high-speed rail bridge are completely controllable in any flow rhythm of the whole construction process, and the optimal target of the construction period is realized from the design aspect, thereby ensuring that the influence time of the construction operation on the high-speed rail is greatly reduced.
According to the technical scheme, the method for controlling the deformation of the bridge in the engineering of the high-speed railway bridge passing through the road can control the deformation of the abutment top to meet the new regulation requirement, namely, the horizontal displacement limit, the longitudinal displacement limit and the vertical displacement limit of the abutment top are respectively 3mm and 2mm for the ballasted track and the ballastless track under the condition that the high-speed railway is not limited in speed in the underpass engineering.
The embodiments of the present invention have been described in detail through the embodiments, but the description is only exemplary of the embodiments of the present invention and should not be construed as limiting the scope of the embodiments of the present invention. The scope of protection of the embodiments of the invention is defined by the claims. In the present invention, the technical solutions described in the embodiments of the present invention or those skilled in the art, based on the teachings of the embodiments of the present invention, design similar technical solutions to achieve the above technical effects within the spirit and the protection scope of the embodiments of the present invention, or equivalent changes and modifications made to the application scope, etc., should still fall within the protection scope covered by the patent of the embodiments of the present invention.
Claims (2)
1. A method for controlling bridge deformation in a road under-crossing high-speed rail bridge project is characterized by comprising the following steps:
step S1, calculating the lengths of a U-shaped groove (3) at the lower jacking section and a U-shaped groove (10) at the cast-in-place section of the existing high-speed rail bridge (1) by taking pier top deformation as a control condition; according to the depth and the size of a prefabricated foundation pit (2) of the U-shaped groove (3) at the jacking section, calculating and determining the distance between the foundation pit (2) and the existing high-speed rail bridge (1) and the number and the length of underground road protection piles (6) penetrating through the two sides of the U-shaped groove in the range of the existing high-speed rail bridge (1);
step S2, excavating a foundation pit (2) in layers, prefabricating a U-shaped groove (3) structure of the jacking section, arranging a temporary U-shaped groove jacking rigid frame (9) on the U-shaped groove (3) structure of the jacking section, constructing a back pile (4) and installing a jack jacking system (5);
s3, excavating the foundation pit (2), and constructing the road protection pile (6) according to the calculation result of the S1;
step S4, after the construction of the road protection pile (6) is completed, solidifying (7) soil under the structural bottom plate of the jacking section U-shaped groove (3);
step S5, the jack jacking system (5) is adopted to jack the jacking section U-shaped groove (3) towards the existing high-speed rail bridge (1) step by step along the design gradient, and soil at the front end of the jacking section U-shaped groove (3) is excavated while being jacked;
step S6, in the jacking process, according to simulation calculation taking the pier top deformation limit value in the specification as the control condition and data of a pier top deformation monitoring point (11), the weight pressing measure is dynamically controlled in a mode that the measure of adjusting the jacking section U-shaped groove top weight pressing (91) is main and the measure of adjusting the ground weight pressing (8) under the high-speed rail bridge is auxiliary, so that the jacking middle pier top deformation meets the limit value requirement of the regulation;
step S7, after the U-shaped groove (3) of the jacking section is in place, a cast-in-place section U-shaped groove (10) outside the U-shaped groove (3) of the jacking section is formed; according to simulation calculation and high-speed rail bridge deformation monitoring data, reducing the weight step by step; after all the operations are finished, the weight-bearing measures are all eliminated.
2. The method for controlling deformation of a bridge in a road underpass high-speed railway bridge engineering according to claim 1, wherein in step S3, the road guard piles (6) are symmetrically constructed by a plurality of piles in groups of sections on both sides of a road, and the foundation pit (2) is excavated in layers and the U-shaped groove (3) of the jacking section is prefabricated in a coordinated and synchronous manner.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113605445A (en) * | 2021-08-09 | 2021-11-05 | 南京同力建设集团股份有限公司 | Bidirectional pushing construction method for U-shaped channel of underpass subway overhead bridge |
| CN114197477A (en) * | 2021-12-13 | 2022-03-18 | 中铁四局集团第四工程有限公司 | Construction method for zero-distance crossing of high-speed rail viaduct under construction deep foundation pit |
| WO2024250781A1 (en) * | 2023-10-10 | 2024-12-12 | 中交二航局第一工程有限公司 | Construction method for constructing gateway in limited space underneath bridge |
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| WO2024250781A1 (en) * | 2023-10-10 | 2024-12-12 | 中交二航局第一工程有限公司 | Construction method for constructing gateway in limited space underneath bridge |
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