CN114561880A - Method for modifying loading dock - Google Patents
Method for modifying loading dock Download PDFInfo
- Publication number
- CN114561880A CN114561880A CN202210198820.0A CN202210198820A CN114561880A CN 114561880 A CN114561880 A CN 114561880A CN 202210198820 A CN202210198820 A CN 202210198820A CN 114561880 A CN114561880 A CN 114561880A
- Authority
- CN
- China
- Prior art keywords
- width
- bridge
- beams
- piers
- track
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D22/00—Methods or apparatus for repairing or strengthening existing bridges ; Methods or apparatus for dismantling bridges
-
- 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
- E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A10/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE at coastal zones; at river basins
- Y02A10/11—Hard structures, e.g. dams, dykes or breakwaters
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Bridges Or Land Bridges (AREA)
Abstract
The invention relates to the technical field of wharf loading modification, in particular to a loading wharf modification method. The method for modifying the loading wharf comprises the following steps: dismantling an existing bridge floor with a set width between two bridge piers in the transverse bridge direction; erecting a rack between every two piers in the longitudinal direction of the bridge, and enabling the difference between the height of a construction surface of the rack and the height of a cross beam between the two piers in the transverse direction of the bridge to be a set distance; and pouring a track beam on the construction surface of the rack and the cross beam. The scheme can solve the problems that the prior bridge is directly transformed in the prior art, and the track arranged on the bridge floor can not adapt to the load requirements of trains and traction locomotives.
Description
Technical Field
The invention relates to the technical field of wharf loading transformation, in particular to a method for transforming a loading wharf.
Background
In a conventional port mode of operation, cargo is shipped to a car, then transported from the car to a port yard, then transported by car to a train yard, and then loaded onto a train by train. The transportation process is complicated, the operation efficiency is low, the transportation cost is high, and the transportation requirement is difficult to be well met in a 'gold water channel' with high handling capacity. Therefore, a transportation mode which simplifies the transportation process and improves the transportation efficiency needs to be designed. The 'molten iron combined transportation' is realized by the method, the railway line is led to the existing loading wharf, the vehicles and ships can directly take the molten iron, and the containers cannot fall to the ground, so that the operation efficiency is greatly improved, and precious experience is provided for improving the traditional operation mode.
However, the railway line is introduced into the existing loading wharf, the train track beam is newly added in the original structure, and no reference technical case exists. In dock reconstruction, the following problems exist: the existing bridge is directly transformed, and the track arranged on the bridge floor can not meet the load requirements of trains and traction locomotives.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a loading wharf transformation method, which can solve the problem that the existing bridge is directly transformed in the prior art, and the track arranged on the bridge floor can not meet the load requirements of trains and traction locomotives.
In order to achieve the above purposes, the technical scheme adopted by the invention is as follows:
the invention provides a method for modifying a loading dock, which comprises the following steps:
dismantling the existing bridge deck with a set width between two bridge piers in the transverse bridge direction;
erecting a rack between every two piers in the longitudinal direction of the bridge, and enabling the difference between the height of a construction surface of the rack and the height of a cross beam between the two piers in the transverse direction of the bridge to be a set distance;
and pouring a track beam on the construction surface of the rack and the cross beam.
In some optional schemes, the dismantling of the existing bridge deck with the set width between two bridge piers comprises the following steps:
removing the existing bridge deck between two bridge piers in the transverse bridge direction to the initial removal width;
and (4) continuing to chive the existing bridge deck from the existing bridge deck dismantling position to two sides for setting the distance to the set width.
In some alternatives, the set width is a designed width of the rail beam, or a width between set positions on two piers,
when the set width is the design width of the track beam, the initial disassembly width is smaller than the design width of the track beam by a first width;
when the set width is a width between the set positions on the two piers, the initial removal width is smaller than a width between the set positions on the two piers by a second width.
In some alternatives, the gantry comprises:
the two bearing beams are arranged transversely to the bridge direction, and two ends of each bearing beam are used for being erected on an existing bridge deck which is not dismantled;
the bottom cross beams corresponding to the bearing beams are respectively connected with the corresponding bearing beams through deformed steel bars;
at least two bottom longitudinal beams, which are all arranged on the bottom cross beam in the longitudinal direction,
and the distribution beams are arranged on the bottom cross beam in the transverse bridge direction and are used for paving a construction surface.
In some optional schemes, the step of erecting a rack between every two piers in the longitudinal direction and enabling the height of a construction surface of the rack to be different from the height of a cross beam between two piers in the transverse direction by a set distance comprises the following steps:
two ends of all bearing beams are erected on an existing bridge floor which is not dismantled, and all bottom cross beams are placed under a bridge and correspond to the bearing beams;
connecting the corresponding bearing beam with the bottom cross beam through the deformed steel bars, and lifting the bottom cross beam to a set height through the deformed steel bars;
all the longitudinal bridge directions of the bottom longitudinal beams are arranged on the bottom cross beams;
and all the distribution beams are transversely arranged on the bottom cross beam in the bridge direction, and a construction surface is paved.
In some alternatives, the track beam comprises:
the base layer concrete is in a channel steel shape, has a downward opening and is arranged on the cross beam;
and the surface layer concrete is wider than the base layer concrete, is poured above the base layer concrete, and has two ends connected with the undetached existing bridge deck and capable of being erected on the two piers.
In some optional schemes, the step of pouring the track beam on the construction surface of the rack and the cross beam comprises the following steps:
binding steel bars of the track beam on the construction surface of the rack and the cross beam;
and pouring the concrete of the track beam on the steel bars of the track beam.
In some optional solutions, the step of binding the steel bars of the track beam with concrete of the track beam includes:
pouring base layer concrete on the steel bars of the track beam;
performing chiseling treatment on the surface layer of the base layer concrete, and installing train steel rail embedded parts, bolt holes, edge protection angle steels and gear rail car embedded parts of the track beam;
and pouring surface concrete.
In some alternatives, after the placement of the surface concrete, the train rail is installed on the train rail embedment, and the cogged rail car rail is installed on the rail beam cogged rail car embedment.
In some optional schemes, before the step of pouring the track beam on the construction surface of the cross beam and the rack, the cross beam is also subjected to roughening and bar planting treatment.
Compared with the prior art, the invention has the advantages that: the existing bridge deck with the set width between two bridge piers in the transverse bridge direction is removed; erecting a rack between every two piers in the longitudinal direction of the bridge, and enabling the difference between the height of a construction surface of the rack and the height of a cross beam between the two piers in the transverse direction of the bridge to be a set distance; and finally, pouring a track beam on the construction surface of the rack and the cross beam. The track beam is arranged on the cross beam after being poured, and the cross beam provides supporting force for the track beam so that the track beam can have the capacity of bearing a train. The method does not need to completely dismantle the existing bridge, only needs to partially reform to meet the bearing capacity of the train, can save reforming capital and can save working hours.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, 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 application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a longitudinal schematic view illustrating pouring of a track beam between two piers in a longitudinal direction of a bridge according to an embodiment of the present invention;
FIG. 2 is a schematic longitudinal bridge structure of a track beam according to an embodiment of the present invention;
FIG. 3 is a longitudinal schematic view illustrating pouring of a track beam between two bridge piers in a transverse direction according to an embodiment of the present invention;
fig. 4 is a schematic diagram of a transverse bridge structure of the gantry in the embodiment of the invention.
In the figure: 1. a bridge pier; 11. a cross beam; 12. existing bridge decks are available; 2. a track beam; 21. base layer concrete; 22. surface layer concrete; 23. embedded parts of train steel rails; 24. bolt holes; 25. edge-protecting angle steel; 26. pre-embedded parts of the rack rail vehicle; 27. a drain pipe; 3. a rack; 31. a spandrel girder; 32. a bottom cross member; 33. deformed steel bar; 34. a bottom stringer; 35. a distribution beam; 36. an anchorage device.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.
As shown in fig. 1-4, the present invention provides a loading dock reforming method, comprising the following steps:
s1: and (3) removing the existing bridge deck 12 with the set width between the two piers 1 in the transverse bridge direction.
In this embodiment, since the existing bridge deck 12 is used for bearing the running of the automobile, the weight capacity of the existing bridge deck is limited, and the train track directly modified on the existing bridge deck 12 cannot meet the bearing requirement of the train, so the existing bridge deck 12 needs to be modified after being removed.
In some optional embodiments, step S1 specifically includes the following steps:
s11: and (3) removing the existing bridge deck 12 between the two piers 1 in the transverse bridge direction to the initial removal width.
In this example, when the existing bridge deck 12 is cut to the initial width, the existing bridge deck 12 is cut off regularly by using a diamond rope saw or a diamond disk saw for static cutting. In order that the bridge deck to be subsequently poured can be well combined with the original existing bridge deck 12 which is not removed, the width of the existing bridge deck 12 cannot be removed in place at one time, and roughening treatment needs to be carried out to form a good connection relation between the subsequent new bridge deck (track beam) and the existing bridge deck 12 which is not removed.
S12: and continuing to scabble the existing bridge deck 12 from the demolition position of the existing bridge deck 12 to both sides for a set distance to a set width.
Referring to fig. 3 again, in this example, the existing bridge deck 12 is roughened from the existing bridge deck 12 removal position to both sides by a set distance to a set width, the existing bridge deck 12 removal position is roughened from the existing bridge deck 12 removal position to both sides by the same set distance to the existing bridge deck 12 removal position by a set width, the set distance is determined according to design requirements, and the interface agent coating treatment is performed after the roughening. The method can be used for fully preparing the connection between a subsequent new bridge deck (track beam) and the undetached existing bridge deck 12 to form a better connection relation, so that cracking in the subsequent use process is avoided, and the structure safety is ensured.
In some alternative embodiments, the set width is the designed width of the track beam 2, or the width between the set positions on the two piers 1, and when the set width is the designed width of the track beam 2, the initial dismantling width is smaller than the designed width of the track beam 2 by a first width; when the set width is a width between the set positions on the two piers 1, the initial removal width is smaller than the width between the set positions on the two piers 1 by a second width.
In this example, the set width of the demolition site of the existing bridge deck 12 should be the minimum design width of the track beam 2, so that the track beam 2 can be poured to the demolition site, and the first width is twice of the set distance for continuously chiseling the existing bridge deck 12 from the demolition site of the existing bridge deck 12 to both sides.
In order to improve the load-bearing capacity of the track girder 2, the track girder 2 may be installed on two piers 1 in the lateral direction at both ends of the upper portion thereof. Therefore, when removing the existing bridge deck 12, the bridge deck is roughened to a set position on the pier 1 so that the track beam 2 can be placed on the two piers 1 in the lateral direction at both ends of the upper part when a new track beam 2 is subsequently cast. In general, the existing deck 12 is roughened to a position set on the pier 1 at the middle of the pier 1, and the second width is twice the set distance from the removed position of the existing deck 12 to the side of the existing deck 12, so that the new track beam 2 can be well combined with the existing deck 12 that is not removed when being poured.
S2: a rack 3 is erected between every two piers 1 in the longitudinal direction, and the difference between the height of a construction surface of the rack 3 and the height of a cross beam 11 between the two piers 1 in the transverse direction is set.
Referring to fig. 1 and 4, in some alternative embodiments, the gantry 3 comprises: at least two spandrel girders 31, a bottom cross beam 32 corresponding to the spandrel girders 31, at least two bottom longitudinal beams 34, and a plurality of distribution beams 35.
Wherein, at least two bearing beams 31 are arranged in the transverse direction of the bridge, and two ends of the bearing beams are used for being lapped on the existing bridge deck 12 which is not dismantled; the bottom cross beams 32 corresponding to the bearing beams 31 are respectively connected with the corresponding bearing beams 31 through deformed steel bars 33; at least two bottom longitudinal beams 34 are longitudinally arranged on the bottom cross beam 32; the distribution beams 35 are all arranged on the bottom transverse beam 32 in the transverse bridge direction and are used for laying construction surfaces.
In some optional embodiments, step S2 specifically includes the following steps:
s21: and (3) erecting two ends of all the bearing beams 31 on the existing bridge deck 12 which is not dismantled, and placing all the bottom cross beams 32 under the bridge at positions corresponding to the bearing beams 31.
S22: the corresponding bearing beam 31 and the bottom beam 32 are connected through the deformed steel bars 33, and the bottom beam 32 is lifted up to a set height through the deformed steel bars 33.
S23: all the bottom longitudinal beams 34 are longitudinally arranged on the bottom transverse beam 32.
S24: all the distribution beams 35 are arranged on the bottom beam 32 in the transverse direction, and a construction surface is laid.
In this embodiment, a bracket for supporting the bottom cross beam 32 is provided under the bridge, after both ends of all the load-bearing beams 31 are placed on the existing bridge deck 12 which is not removed, the load-bearing beams 31 and the bottom cross beam 32 are connected by the deformed steel bars 33, fixed by the anchors 36, lifted to a set height, the bottom longitudinal beams 34 are hoisted to the bottom cross beam 32, the distribution beams 35 are laid on the bottom longitudinal beams 34, and the wood boards are laid on the distribution beams 35 to form a construction surface. The height difference of the cross beam 11 between the construction surface and the two piers 1 in the transverse bridge direction is set according to design requirements, and the height of the general construction surface is larger than that of the cross beam 11.
S3: and pouring the track beam 2 on the construction surface of the rack 3 and the cross beam 11.
Referring again to fig. 2, in some alternative embodiments, the track beam 2 includes a base concrete 21 and a surface concrete 22.
Wherein, the base concrete 21 is in a channel steel shape, has a downward opening, and is arranged on the beam 11; the width of the surface layer concrete 22 is larger than that of the base layer concrete 21, the surface layer concrete is poured above the base layer concrete 21, and two ends of the surface layer concrete are used for being connected with the existing bridge deck 12 which is not dismantled and can be erected on two piers 1.
In this embodiment, both the base concrete 21 and the surface concrete 22 are also provided with reinforcing bars. The base layer concrete 21 which is in a channel steel shape and has a downward opening and the surface layer concrete 22 which is wider than the base layer concrete 21 are combined to form the track beam 2 with the section shape of 'pi', the section shape can well meet the load requirement, the self weight can be reduced, and the influence on the existing structure of the wharf is reduced to the maximum extent. The base concrete 21 is in a channel steel shape and is arranged on the cross beam 11, and the cross beam 11 can provide supporting force for the track beam 2, so that the track beam 2 can have the capacity of bearing a train. The two ends of the surface concrete 22 are connected with the existing bridge deck 12 which is not removed, so that the track beam 2 can be well combined with the existing bridge deck 12; the two ends of the surface layer concrete 22 can be erected on the two piers 1, so that the track beam 2 has better bearing capacity.
Train rail grooves and tooth rail grooves are also arranged on the surface layer concrete 22, and train rail embedded parts 23, bolt holes 24 and edge protection angle steel 25 are arranged in the train rail grooves; the train rail groove is internally provided with a tooth rail car embedded part 26. And the base layer concrete 21 and the surface layer concrete 22 are also internally provided with communicated drain pipes 27 which are communicated with the embedded positions of the embedded parts 26 of the rack car and used for draining accumulated water in the track of the rack car.
In some alternative embodiments, before the step of pouring the track beam 2 on the construction surface of the beam 11 and the rack 3, the beam 11 is also subjected to a roughening and bar planting treatment.
At the joint surface of the track beam 2 and the cross beam 11, in order to ensure the structural safety, the chiseling operation is firstly carried out on the existing structural surface, then the drilling and the bar planting are carried out, and then the interface agent is coated on the joint surface, so as to ensure the structural strength of the joint surface.
In some alternative embodiments, step S3 includes the following steps:
s31: and binding the steel bars of the track beam 2 on the construction surface of the rack 3 and the cross beam 11.
In this example, in order to meet the requirement of the bearing capacity of the track beam 2, a pouring formwork of the track beam 2 is erected on the construction surface of the platform 3 and the cross beam 11, steel bars are bound in the formwork, and a drain pipe 27 is preset.
S32: and pouring concrete of the track beam 2 on the steel bars of the track beam 2.
In some optional embodiments, step S32 specifically includes: pouring base layer concrete 21 on the steel bars of the track beam 2; performing chiseling treatment on the surface layer of the base layer concrete 21, and installing a train steel rail embedded part 23, a bolt hole 24, edge protection angle steel 25 and a tooth rail vehicle embedded part 26 of the track beam 2; the surface concrete 22 is poured.
In the embodiment, the train steel rail embedded part 23, the bolt holes 24 and the edge protection angle steel 25 are arranged above the joint of the base layer concrete 21 and the cross beam 11 of the track beam 2 in the shape of the section of the pi shape, namely, the train track is arranged above the joint of the base layer concrete 21 and the cross beam 11 of the track beam 2, so that the track beam 2 can bear the weight of a train in a more reasonable structure.
In some alternative embodiments, after the placement of the surface concrete 22, the train rails are installed on the train rail embedments 23 and the rack car rails are installed on the rail beam rack car embedments 26.
In conclusion, after the existing bridge deck 12 is cut off, the cut surface is manually chiseled, the original structural steel bars are exposed, the lap joint length of the newly-built track beam 2 is reserved, the integrity of the newly-built track beam 2 and the original structure is ensured, and the existing structure is fully utilized. Aiming at the stress characteristics of a train track and a tooth rail lane, the section form of the track beam 2 adopts a pi-shaped section form, the section form can well meet the load requirement, the dead weight can be reduced, and the influence on the existing structure of the wharf is reduced to the maximum extent. At the joint surface of the track beam 2 and the cross beam 11, in order to ensure the structural safety, the roughening operation is firstly carried out on the existing structural surface, then the drilling is carried out, and then the interface agent is smeared on the joint surface, so as to ensure the structural strength of the joint surface. Aiming at meeting the precision requirement of the train steel rail embedded part 23, the track beam 2 is poured in layers. Because the embedded parts of the rack and the steel rail have high requirements on the type and the precision, and accurate positioning cannot be realized, the base concrete 21 needs to be poured first, and positioning conditions are provided for the embedded parts of the surface layer. After the base layer concrete 21 is poured, the top layer of the pouring area needs to be roughened to ensure good bonding with the surface layer concrete 22.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in this application, relational terms such as "first" and "second," and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210198820.0A CN114561880A (en) | 2022-03-02 | 2022-03-02 | Method for modifying loading dock |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210198820.0A CN114561880A (en) | 2022-03-02 | 2022-03-02 | Method for modifying loading dock |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114561880A true CN114561880A (en) | 2022-05-31 |
Family
ID=81714974
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210198820.0A Pending CN114561880A (en) | 2022-03-02 | 2022-03-02 | Method for modifying loading dock |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114561880A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115404788A (en) * | 2022-07-12 | 2022-11-29 | 中铁大桥勘测设计院集团有限公司武汉分公司 | Bridge reconstruction method |
Citations (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU53302U1 (en) * | 2005-12-21 | 2006-05-10 | Федеральное государственное учреждение "61 Научно-исследовательский испытательный институт (Железнодорожных войск)" МО РФ | DIGITAL MOUNTING FOR MOUNTING OF TOWER SUPPORTS OF FOLLOWING RAILWAY TAPE BRIDGE |
| CN2797423Y (en) * | 2004-12-06 | 2006-07-19 | 上海中交水运设计研究有限公司 | Steel reinforced concrete precast railway beam containing water draining pass |
| CN101298756A (en) * | 2008-06-19 | 2008-11-05 | 大连理工大学 | Technique for widening concrete box girder without increasing foot stall steel component |
| CN101613997A (en) * | 2009-07-21 | 2009-12-30 | 清华大学 | A steel-concrete composite widening method |
| CN202247713U (en) * | 2011-09-14 | 2012-05-30 | 中铁四局集团第一工程有限公司 | Combined protective shed frame |
| CN203188121U (en) * | 2013-03-01 | 2013-09-11 | 浙江省交通工程建设集团有限公司 | Cast-in-place bridge floor suspending mold of half-through or through arch bridge |
| CN203247506U (en) * | 2013-04-28 | 2013-10-23 | 中铁十二局集团第二工程有限公司 | Bridge high-pier construction creeping formwork internal formwork lifting frame |
| JP2014066007A (en) * | 2012-09-24 | 2014-04-17 | Nexco-East Engineering Co Ltd | Removal method of existent bridge and renewal method of existent bridge |
| CN106894347A (en) * | 2017-03-03 | 2017-06-27 | 苏交科集团股份有限公司 | A kind of splicing bridge and bridge reorganization and expansion method based on cast-in-place united layer supertronic |
| CN108842891A (en) * | 2018-08-10 | 2018-11-20 | 杭州市交通规划设计研究院 | A kind of the rain sewage collection system and construction method of high-pile beam Wharf Platform |
| CN210529818U (en) * | 2019-04-29 | 2020-05-15 | 安徽省交通勘察设计院有限公司 | Beam-slab wharf rail groove rainwater collection system |
| CN111945657A (en) * | 2020-09-21 | 2020-11-17 | 中交第四航务工程局有限公司 | A kind of wharf upgrading and transformation structure and wharf upgrading and transformation construction method |
| CN112267703A (en) * | 2020-10-30 | 2021-01-26 | 中交第四航务工程局有限公司 | Construction method and structure for reconstruction and expansion of mixed-structure old wharf |
| CN213013969U (en) * | 2020-06-24 | 2021-04-20 | 中铁广州工程局集团深圳工程有限公司 | Construction platform of bridge structure |
| CN214365119U (en) * | 2020-10-30 | 2021-10-08 | 中交第四航务工程局有限公司 | Mixed structure old wharf reconstruction and extension structure |
| CN113481768A (en) * | 2021-07-28 | 2021-10-08 | 中铁大桥局武汉桥梁特种技术有限公司 | Method for adding railway line to existing wharf trestle |
-
2022
- 2022-03-02 CN CN202210198820.0A patent/CN114561880A/en active Pending
Patent Citations (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2797423Y (en) * | 2004-12-06 | 2006-07-19 | 上海中交水运设计研究有限公司 | Steel reinforced concrete precast railway beam containing water draining pass |
| RU53302U1 (en) * | 2005-12-21 | 2006-05-10 | Федеральное государственное учреждение "61 Научно-исследовательский испытательный институт (Железнодорожных войск)" МО РФ | DIGITAL MOUNTING FOR MOUNTING OF TOWER SUPPORTS OF FOLLOWING RAILWAY TAPE BRIDGE |
| CN101298756A (en) * | 2008-06-19 | 2008-11-05 | 大连理工大学 | Technique for widening concrete box girder without increasing foot stall steel component |
| CN101613997A (en) * | 2009-07-21 | 2009-12-30 | 清华大学 | A steel-concrete composite widening method |
| CN202247713U (en) * | 2011-09-14 | 2012-05-30 | 中铁四局集团第一工程有限公司 | Combined protective shed frame |
| JP2014066007A (en) * | 2012-09-24 | 2014-04-17 | Nexco-East Engineering Co Ltd | Removal method of existent bridge and renewal method of existent bridge |
| CN203188121U (en) * | 2013-03-01 | 2013-09-11 | 浙江省交通工程建设集团有限公司 | Cast-in-place bridge floor suspending mold of half-through or through arch bridge |
| CN203247506U (en) * | 2013-04-28 | 2013-10-23 | 中铁十二局集团第二工程有限公司 | Bridge high-pier construction creeping formwork internal formwork lifting frame |
| CN106894347A (en) * | 2017-03-03 | 2017-06-27 | 苏交科集团股份有限公司 | A kind of splicing bridge and bridge reorganization and expansion method based on cast-in-place united layer supertronic |
| CN108842891A (en) * | 2018-08-10 | 2018-11-20 | 杭州市交通规划设计研究院 | A kind of the rain sewage collection system and construction method of high-pile beam Wharf Platform |
| CN210529818U (en) * | 2019-04-29 | 2020-05-15 | 安徽省交通勘察设计院有限公司 | Beam-slab wharf rail groove rainwater collection system |
| CN213013969U (en) * | 2020-06-24 | 2021-04-20 | 中铁广州工程局集团深圳工程有限公司 | Construction platform of bridge structure |
| CN111945657A (en) * | 2020-09-21 | 2020-11-17 | 中交第四航务工程局有限公司 | A kind of wharf upgrading and transformation structure and wharf upgrading and transformation construction method |
| CN112267703A (en) * | 2020-10-30 | 2021-01-26 | 中交第四航务工程局有限公司 | Construction method and structure for reconstruction and expansion of mixed-structure old wharf |
| CN214365119U (en) * | 2020-10-30 | 2021-10-08 | 中交第四航务工程局有限公司 | Mixed structure old wharf reconstruction and extension structure |
| CN113481768A (en) * | 2021-07-28 | 2021-10-08 | 中铁大桥局武汉桥梁特种技术有限公司 | Method for adding railway line to existing wharf trestle |
Non-Patent Citations (1)
| Title |
|---|
| 严恺主编: "《水利词典》", 31 October 1994, pages: 724 * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115404788A (en) * | 2022-07-12 | 2022-11-29 | 中铁大桥勘测设计院集团有限公司武汉分公司 | Bridge reconstruction method |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN106436591B (en) | A kind of steel cantilever combined bridge deck widens reconstruction structure and its construction method | |
| CN105019357B (en) | The installation method of abnormity prefabricated bridge on a kind of arch bridge uncovered lattice girder steel | |
| CN113931077A (en) | Construction method for erecting prefabricated box girder bridge girder erection machine in limited construction space | |
| CN111877182A (en) | Novel construction method for upper structure of multi-chamber continuous UHPC box girder bridge | |
| CN118911023B (en) | An integrated demolition and construction method for rebuilding a suspension bridge on the same site after demolishing an old rigid frame bridge. | |
| CN101298756A (en) | Technique for widening concrete box girder without increasing foot stall steel component | |
| WO2024041054A1 (en) | Prefabricated track structure for built-in pump house section in rail transportation and construction method | |
| JP7368685B2 (en) | Bridge reconstruction method and bridge superstructure | |
| CN105442457B (en) | Construction structure and method for extending bridge floor plate bridge filled with fine sand | |
| CN203065951U (en) | Joint structure of precast hollow slab girders | |
| CN113481768B (en) | Method for adding railway line to existing wharf trestle | |
| CN112049001A (en) | Prefabricated assembled type protective wall connecting structure for bridge and construction method | |
| CN116240808A (en) | Steel box girder falling construction device and method | |
| CN204919341U (en) | Installing the system of prefabricated decking of dysmorphism on uncovered lattice formula girder steel of arched bridge | |
| CN117188332B (en) | Construction process for synchronously constructing and assembling bridge deck crane by using tower beams | |
| CN118773958A (en) | Limiting structure for ballastless track, ballastless track assembly with the limiting structure and construction method | |
| CN218345930U (en) | Bridge structure | |
| CN116479776A (en) | Suspended formwork support and construction method for concrete rigid frame bridge in water area | |
| CN116479765A (en) | A construction method for lifting beams on gantry crane beams | |
| CN115058960A (en) | Bridge structure and construction method thereof | |
| CN113174872A (en) | River-crossing concrete box girder old bridge dismantling method based on floating bridge | |
| CN107893376B (en) | Method and device for erecting container type railway overhead longitudinal beam | |
| CN208167496U (en) | Cable-stayed bridge π type concrete girder combined type cast-in-place support | |
| CN221681655U (en) | Railway overpass bridge demolishs construction supporting platform | |
| CN112854013A (en) | Large-area thin-wall steel truss girder bridge deck prefabricating and installing construction method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20220531 |
|
| RJ01 | Rejection of invention patent application after publication |