CN212295791U - Overhead station structure that bridge was built and is combined - Google Patents
Overhead station structure that bridge was built and is combined Download PDFInfo
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- CN212295791U CN212295791U CN202021798546.3U CN202021798546U CN212295791U CN 212295791 U CN212295791 U CN 212295791U CN 202021798546 U CN202021798546 U CN 202021798546U CN 212295791 U CN212295791 U CN 212295791U
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Abstract
The utility model discloses an elevated station structure combining bridge construction, wherein the joint positions of a station end and an interval bridge are provided with pier-sharing columns, the ends at two sides of a station are provided with pier-sharing columns, and the tops of the pier-sharing columns are provided with sliding support structures for connecting a station prestress capping beam and an interval bridge; the sliding support of the sliding support structure is used for releasing longitudinal restraint along a station and limiting transverse displacement restraint along the station; the prestressed capping beam is provided with a track carrying platform and a building carrying platform, the track carrying platform is provided with a first reinforced concrete beam, the first reinforced concrete beam is used for mounting a track, the building carrying platform is provided with a second reinforced concrete beam, and the second reinforced concrete beam is used for bearing a platform building. The utility model discloses an elevated station structure system that "bridge-built" combined, this station structure system do not set up the temperature expansion joint, solve the temperature stress that construction stage concrete shrinkage that the station overlength brought, creep arouse.
Description
Technical Field
The utility model relates to an urban rail transit elevated station structure system field, concretely relates to elevated station structure that bridge was built and is combined.
Background
The construction and operation of urban rail transit can promote the development of industries related to industry, transportation, real estate and the like, stimulate employment, promote the promotion of land upgrading along the way, expand urban development space, and have obvious external economy, namely, the total social economic benefit generated by a project is far more than the financial income generated by the project.
When urban rail transit forms networking operation, it can be used as a comprehensive network platform to carry various other networks (such as transportation network, service network, business network, etc.). The strong gathering and releasing effect of the rail transit network enables resources and services such as passenger flow, logistics, fund flow, information flow and the like in the network to rapidly circulate in various areas of a city and even among cities, changes the consumption, life and production modes of the society, and has profound influence on the economic operation of the city. Therefore, the urban rail transit network has the property of an economy of scale circle, and the radiation influence range covers most areas and peripheral areas in the network.
In the construction of track traffic in China, suburban routes mostly adopt ground elevated stations. The elevated station structure serves station function requirements, although the platform and station hall layer structures are complex in stress, the elevated station structure can be classified into two major types of 'bridge-building combination' and 'bridge-building separation' according to the relationship between the station hall and the platform structure and the travelling rail structure, namely whether a rail beam structure bearing vehicle load and other major structures bearing non-vehicle load are separated in the elevated station.
The length of the 'bridge-building combined' ground elevated station can reach about 120m, the length of the station exceeds the limit value of the expansion joint required by the specification, and the internal force of the station structure generated by temperature stress is large no matter in the construction stage or the later use stage. But set up the structure expansion joint, the effect of vehicle repeated load is directly born in this position, and the expansion joint is fragile, difficult position of repairing, often takes place the defect of various different degrees. Simultaneously, set up the expansion joint and need divide into a plurality of monomer structures with whole station structure, lead to the engineering investment increase. Therefore, there is a need for a new type of elevated station structure to overcome the problems associated with expansion joints.
SUMMERY OF THE UTILITY MODEL
To the above problem, an object of the utility model is to provide a do not set up the expansion joint and can reduce the station structure of temperature stress to the adverse effect of structure.
The purpose of the utility model is realized through the following technical scheme:
a common pier column is arranged at the position of a station end and an inter-zone bridge interface, common pier columns are arranged at the two side ends of a station, a sliding support structure is arranged at the top of each common pier column, one side of each sliding support structure is connected with a pre-stressed capping beam of the station, and the other side of each sliding support structure is connected with an inter-zone bridge;
each pier sharing column is provided with one sliding support structure, the number of the sliding supports of each sliding support structure is one, two or at least three, and the sliding supports are used for releasing longitudinal restraint along a station and limiting transverse displacement restraint along the station;
the prestressed capping beam is provided with a track carrying platform and a building carrying platform, the track carrying platform is provided with a first reinforced concrete beam, the first reinforced concrete beam is used for mounting a track, the building carrying platform is provided with a second reinforced concrete beam, and the second reinforced concrete beam is used for bearing a platform building.
As preferred mode, set up to the single bracing pier stud between the pier stud of station both sides, set up the crossbeam on the single bracing pier stud, the crossbeam is used for supporting first reinforced concrete roof beam and second reinforced concrete roof beam.
Preferably, two sliding supports are arranged for each sliding support structure, and the two sliding supports are respectively used for supporting the station prestressed cover beam and the inter-section bridge.
As a preferred mode, the middle part of the prestressed capping beam is provided with a track carrying platform, the two sides of the prestressed capping beam are provided with building carrying platforms, and the whole prestressed capping beam is of a bilateral symmetry structure.
As a preferred mode, two second reinforced concrete beams are arranged on the building carrying platforms on two sides of the prestressed capping beam respectively, and four first reinforced concrete beams are arranged on the track carrying platform in the middle of the prestressed capping beam.
Preferably, the length of the prestressed capping beam on the abutment is at least 1/3 times the thickness of the abutment.
Preferably, the length of the interval bridge on the pier is at least 1/3 of the thickness of the pier.
As an optimal mode, a plurality of first reinforced concrete beams are arranged in the length direction of a station, the first reinforced concrete beams in the same longitudinal direction form a first longitudinal structure, and a post-cast strip is arranged on the first longitudinal structure.
As a preferred mode, a plurality of second reinforced concrete beams are arranged in the length direction of the station, the second reinforced concrete beams in the same longitudinal direction form a second longitudinal structure, and a post-cast strip is arranged on the second longitudinal structure.
The utility model has the advantages that: the utility model discloses a bridge-building combined elevated station structure system, which is a ground elevated station structure in urban rail transit. The station structure system is not provided with temperature expansion joints, and the temperature stress caused by concrete shrinkage and creep at the construction stage caused by over-length of the station is solved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
Fig. 1 is a longitudinal section of the station structure of the present invention;
fig. 2 is a cross section of the prestressed capping beam structure at the end of the station structure of the present invention;
FIG. 3 is a connection structure diagram of the station structure end and the inter-zone bridge interface position of the present invention;
FIG. 4 is a schematic structural view of an embodiment of the sliding support of the present invention;
in the figure, 1-post-cast strip, 2-pier sharing column, 3-prestressed capping beam, 4-interval bridge, 5-sliding support, 5.1-upper matching seat, 5.2-rolling ball, 5.3-upper supporting piece, 5.4-guide plate, 5.5-lower supporting piece, 5.6-lower matching seat and 6-first reinforced concrete beam.
Detailed Description
The technical solution of the present invention is described in further detail below with reference to the accompanying drawings, but the scope of the present invention is not limited to the following description.
To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the drawings of the embodiments of the present invention are combined to clearly and completely describe the technical solutions of the embodiments of the present invention, and obviously, the described embodiments are some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention. Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
In the description of the present invention, it is to be understood that the terms indicating orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplification of description, and do not indicate or imply that the equipment or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
In the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," "fixed," and the like are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrated; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
In the present application, unless expressly stated or limited otherwise, the presence of a first feature above or below a second feature may encompass direct contact of the first and second features, and may also encompass contact of the first and second features not being in direct contact, but via additional features between them. Also, the first feature being above, on or above the second feature includes the first feature being directly above and obliquely above the second feature, or merely means that the first feature is at a higher level than the second feature. Including a first feature being directly below and obliquely below a second feature, or simply indicating that the first feature is at a lesser elevation than the second feature, if present below, under or below the second feature.
As described in the background section, in the field of elevated station structures, an expansion joint is generally installed, and the position of the expansion joint directly bears the repeated load of the vehicle, and the expansion joint is a part which is easy to damage and difficult to repair, and various defects of different degrees often occur.
As shown in fig. 1, in the elevated station structure combined with bridge construction, a common pier 2 is arranged at the interface position of a station end and an interval bridge 4, and the common pier 2 is a common pier for connection and is used for supporting a prestressed capping beam 3 and the interval bridge 4; the end heads of two sides of the station are respectively provided with a common pier column 2, the top of the common pier column 2 is provided with a sliding support 5 structure, one side of the sliding support 5 structure is connected with a station prestressed capping beam 3, and the other side of the sliding support 5 structure is connected with an interval bridge 4; both sides all set up pier stud 2 altogether, all can effectively support prestressing force bent cap 3 and interval bridge 4. The joint common pier is arranged at the interface position of a station and an interval bridge 4, a sliding support 5 such as a spherical support is arranged at the top of a pier column, one side of the sliding support is connected with the station prestressed capping beam 3, and the other side of the sliding support is connected with the interval bridge 4. The spherical support adopts the sliding support 5, so that the longitudinal restraint along the station is released, the transverse displacement restraint along the station is limited, and the adverse effect of temperature stress in the use stage of the station structure is effectively reduced.
Each pier sharing column 2 is provided with a sliding support 5 structure, each sliding support 5 structure is composed of one sliding support 5, the number of the sliding supports 5 of each sliding support 5 structure is one, two or at least three, and the sliding supports 5 are used for releasing longitudinal restraint along a station and limiting transverse displacement restraint along the station; it should be noted that the longitudinal movement and the lateral fixation are only functional descriptions, and all structures capable of implementing the functions belong to the protection scope of the present invention.
The station main part adopts twin columns reinforced concrete frame structure, and the station room layer adopts the prestressing force roof beam of encorbelmenting at both ends, and prestressing force bent cap 3 sets up the roof beam and goes up the post with the structure more than the supporting station platform layer. The floor plates of the station platform and the station hall floor are arranged by adopting thin and dense steel bars, so that the adverse influence of temperature stress on the cracks generated on the structure is reduced.
As shown in fig. 2, the prestressed capping beam 3 is provided with a track loading platform and a building loading platform, the track loading platform is provided with a first reinforced concrete beam 6, the first reinforced concrete beam 6 is used for installing a track, the building loading platform is provided with a second reinforced concrete beam, and the second reinforced concrete beam is used for bearing a platform building. The track stage and the building stage are functionally divided, and do not mean that the structure is clearly divided, and the two functional areas may be connected together.
The concept of the common pier columns 2 is mentioned in the foregoing, and in order to make a distinction, the single-support pier columns are arranged between the common pier columns 2 on two sides of the station, and the cross beams are arranged on the single-support pier columns and used for supporting the first reinforced concrete beam 6 and the second reinforced concrete beam. Whole braced system includes pier stud 2 altogether and singly supports the pier stud, and the prestressing force bent cap 3 and the crossbeam that set up above can be used for supporting first reinforced concrete roof beam 6 and second reinforced concrete roof beam.
Further, the utility model discloses a connection structure of prestressing force bent cap 3 and ordinary reinforced concrete roof beam (first reinforced concrete roof beam 6 and second reinforced concrete roof beam). The prestressed capping beam 3 at the interface position of the station and the interval bridge 4 is used as a supporting point of a common reinforced concrete beam on the station platform layer along the longitudinal direction of the station, namely the common reinforced concrete beam is used as a secondary beam, and the prestressed capping beam 3 is used as a main beam.
The prestressed capping beam 3 is provided with an upper beam column to support the platform layer structure, and the upper beam column can effectively support the platform layer structure, so that the platform layer structure is more stable; as shown in fig. 3, two sliding supports 5 are provided for each sliding support 5 structure, and the two sliding supports 5 are respectively used for supporting the station prestressed capping beam 3 and the inter-zone bridge 4.
An embodiment of the present invention provides a concrete structure of the sliding support 5. As shown in fig. 4, the sliding support 5 includes an upper fitting seat 5.1, an upper support 5.3, a lower support 5.5 and a lower fitting seat 5.6, the upper fitting seat 5.1 and the upper support 5.3 are fixed, and the lower support 5.5 and the lower fitting seat 5.6 are fixed. The upper support 5.3 may be made of a rectangular plate, the lower support 5.5 may also be made of a rectangular plate, the upper support 5.3 and the lower support 5.5 may also be circular or have other shapes, and it should be noted that the upper support 5.3 and the lower support 5.5 are made of stainless steel plates.
Go up cooperation seat 5.1 and use with cooperation seat 5.6 down mutually supporting, its characteristics lie in, set up a bellied arc portion above going up cooperation seat 5.1, set up one on the cooperation seat 5.6 down with arc portion complex recess, arc portion can slide on the recess. The direction of the groove is consistent with the longitudinal direction of the station, namely, the release of the displacement constraint along the longitudinal direction of the station is realized, and the transverse displacement along the station is limited.
In use, lateral movement is sometimes inevitable due to the fit of the arcuate portion and the groove, and therefore, this is to be avoided. The utility model discloses set up deflector 5.4 between upper support piece 5.3 and lower support piece 5.5, the station longitudinal movement can be followed to deflector 5.4, but can not follow station lateral shifting. Further, the guide plate 5.4 is bolted to the upper support 5.3 and the lower support 5.5, respectively.
In order to avoid the clamping stagnation generated when the upper matching seat 5.1 and the lower matching seat 5.6 move relatively, the ball 5.2 is embedded on the lower matching seat 5.6, and the ball 5.2 can be made of steel balls or other high-strength materials. At least 2/3 volume of the ball 5.2 is embedded into the lower matching seat 5.6, and the ball 5.2 has a clearance with the mounting groove on the lower matching seat 5.6, and the clearance is generally 0.1mm-0.5 mm.
Because the deformation and the displacement distance of deflector 5.4 are limited, consequently, more preferred design is, set up deflector 5.4 as two connecting plates, articulated between two connecting plates, through increasing the connecting piece, realize upper cooperation seat 5.1 and lower cooperation seat 5.6 at the longitudinal greater distance relative displacement of platform in the mode of enlarging the clearance between the connecting plate.
The middle part of the prestressed capping beam 3 is provided with a track carrying platform, the two sides of the prestressed capping beam 3 are provided with building carrying platforms, and the whole prestressed capping beam 3 is of a bilateral symmetry structure. Two second reinforced concrete beams are respectively arranged on the building carrying platforms on two sides of the prestressed capping beam 3, and four first reinforced concrete beams 6 are arranged on the track carrying platform in the middle of the prestressed capping beam 3.
The length of the prestressed capping beam 3 on the abutment 2 is at least 1/3 of the thickness of the abutment 2. The length of the interval bridge 4 (prefabricated bridge) on the co-pier column 2 is at least 1/3 of the thickness of the co-pier column 2. The limitation of the installation length is to make the whole structure more firm and avoid the prestressed capping beam 3 or the interval bridge 4 from slipping off.
The utility model discloses owing to do not set up the temperature expansion joint, consequently, solved a series of problems that the expansion joint brought. But consider phenomenons such as concrete shrink, the elevated station structure of combination is built for better adaptation bridge, the utility model discloses be provided with a plurality of first reinforced concrete roof beams 6 on station length direction, same vertical first reinforced concrete roof beam 6 constitutes longitudinal structure one, sets up post-cast strip 1 on the longitudinal structure one. And a plurality of second reinforced concrete beams are arranged in the length direction of the station, the second reinforced concrete beams in the same longitudinal direction form a longitudinal structure II, and a post-cast strip 1 is arranged on the longitudinal structure II. The post-cast strip 1 is arranged in the length direction of the station, so that the temperature stress caused by concrete shrinkage and creep in the construction stage caused by over-length of the station is thoroughly solved.
The utility model discloses an embodiment provides an overhead station structure construction method that bridge construction combines, include:
a. constructing a main body foundation and a single-support pier stud of the station, pouring a cross beam on the single-support pier stud and a second reinforced concrete beam on the cross beam, and reserving a post-cast strip 1; pouring an upper concrete structure except the prestressed capping beam 3 at the end part interface position of the station, reserving two post-cast strips 1 with the width of 700 plus 1000mm (preferably 800mm) at the one third and two thirds positions along the length direction of the station, wherein the post-cast strips 1 are selected at the positions with smaller structural stress;
b. constructing a common pier column 2 connected with an interval bridge 4 at a station, constructing a support base stone on the top of the common pier column 2, installing a sliding support 5, releasing the displacement constraint along the longitudinal direction of the station by the sliding support 5, and limiting the transverse displacement along the station;
c. pouring a platform layer prestressed cover beam 3 and a first reinforced concrete beam 6 at the end part of the station and reserving a corresponding post-pouring belt 1;
d. erecting a prefabricated bridge at the 4 ends of the interval bridge on the upper part of the common pier stud 2, and installing a sliding support 5 at a corresponding position;
e. after the main structure of the station is finished for 50-70 days (for example, 60 days), the post-cast strip 1 of the station is finished by adopting micro-expansion concrete with the strength higher than that of the concrete of the station structure by one level, and the longitudinal stress steel bars of the position structure of the post-cast strip 1 are communicated and reinforced steel bars are adopted.
A "bridge-build" combined elevated station structure system, for the ground elevated station structure in urban rail transit. The station structure system is not provided with expansion joints, and two post-cast strips 1 are arranged at the positions of one third and two thirds of the length direction of the station. Meanwhile, the sliding support 5 is arranged at the interface position of the station and the inter-zone bridge 4, so that the adverse effect of temperature stress in the use stage of the station structure is effectively reduced.
While the preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the appended claims be interpreted as including the preferred embodiment and all such alterations and modifications as fall within the scope of the invention. The above description is only exemplary of the present invention and should not be taken as limiting, and all changes, equivalents, and improvements made within the spirit and principles of the present invention should be understood as being included in the scope of the present invention.
Claims (9)
1. The utility model provides an overhead station structure that bridge was built and is combined which characterized in that: the joint position of the end of the station and the inter-zone bridge is provided with a common pier stud, the end of two sides of the station is provided with a common pier stud, the top of the common pier stud is provided with a sliding support structure, one side of the sliding support structure is connected with a prestressed capping beam of the station, and the other side of the sliding support structure is connected with the inter-zone bridge;
each pier sharing column is provided with one sliding support structure, the number of the sliding supports of each sliding support structure is one, two or at least three, and the sliding supports are used for releasing longitudinal restraint along a station and limiting transverse displacement restraint along the station;
the prestressed capping beam is provided with a track carrying platform and a building carrying platform, the track carrying platform is provided with a first reinforced concrete beam, the first reinforced concrete beam is used for mounting a track, the building carrying platform is provided with a second reinforced concrete beam, and the second reinforced concrete beam is used for bearing a platform building.
2. A bridge and erection combined elevated station structure according to claim 1, wherein: set up to the single-support pier stud between the pier stud of station both sides, set up the crossbeam on the single-support pier stud, the crossbeam is used for supporting first reinforced concrete roof beam and second reinforced concrete roof beam.
3. A bridge and erection combined elevated station structure according to claim 1, wherein: the sliding support of each sliding support structure is two, and the two sliding supports are respectively used for supporting the station prestressed capping beam and the interval bridge.
4. A bridge and erection combined elevated station structure according to claim 1, wherein: the middle part of the prestressed capping beam is provided with a track carrying platform, the two sides of the prestressed capping beam are provided with building carrying platforms, and the whole prestressed capping beam is of a bilateral symmetry structure.
5. The bridge construction combined elevated station structure of claim 4, wherein: two second reinforced concrete beams are respectively arranged on the building carrying platforms on two sides of the prestressed capping beam, and four first reinforced concrete beams are arranged on the track carrying platform in the middle of the prestressed capping beam.
6. A bridge and erection combined elevated station structure according to claim 1, wherein: the length of the prestressed capping beam on the pier is at least 1/3 of the thickness of the pier.
7. A bridging-integrated elevated station structure according to claim 1 or 6, wherein: the length of the interval bridge on the pier stud is at least 1/3 of the thickness of the pier stud.
8. A bridge and erection combined elevated station structure according to claim 1, wherein: a plurality of first reinforced concrete beams are arranged in the length direction of a station, the first reinforced concrete beams in the same longitudinal direction form a longitudinal structure I, and a post-cast strip is arranged on the longitudinal structure I.
9. A bridging-integrated elevated station structure according to claim 1 or 8, wherein: and a plurality of second reinforced concrete beams are arranged in the length direction of the station, the second reinforced concrete beams in the same longitudinal direction form a longitudinal structure II, and a post-cast strip is arranged on the longitudinal structure II.
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| CN202021798546.3U CN212295791U (en) | 2020-08-25 | 2020-08-25 | Overhead station structure that bridge was built and is combined |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113431375A (en) * | 2021-07-14 | 2021-09-24 | 山东大学 | Shear wall replacement support limiting device and method |
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2020
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113431375A (en) * | 2021-07-14 | 2021-09-24 | 山东大学 | Shear wall replacement support limiting device and method |
| CN113431375B (en) * | 2021-07-14 | 2022-06-21 | 山东大学 | Shear wall replacement support limiting device and method |
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Address after: 100160 701, 7th floor, building 3, yard 10, Automobile Museum East Road, Fengtai District, Beijing Patentee after: China Power Construction Railway Construction Investment Group Co.,Ltd. Patentee after: POWERCHINA CHENGDU CONSTRUCTION INVESTMENT Co.,Ltd. Address before: 100044 No. 22 West Zhuang Road, Beijing, Haidian District Patentee before: POWERCHINA RAILWAY CONSTRUCTION Co.,Ltd. Patentee before: POWERCHINA CHENGDU CONSTRUCTION INVESTMENT Co.,Ltd. |