CN219951575U - Road structure of underpass railway bridge - Google Patents

Road structure of underpass railway bridge Download PDF

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Publication number
CN219951575U
CN219951575U CN202320169376.XU CN202320169376U CN219951575U CN 219951575 U CN219951575 U CN 219951575U CN 202320169376 U CN202320169376 U CN 202320169376U CN 219951575 U CN219951575 U CN 219951575U
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China
Prior art keywords
railway bridge
railway
construction groove
groove
construction
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CN202320169376.XU
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Chinese (zh)
Inventor
吴平
朱武权
马国纲
张明军
方业明
李黎
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CSCEC Aecom Consultant Co Ltd
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CSCEC Aecom Consultant Co Ltd
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Abstract

The utility model discloses a road structure of a downward-penetrating railway bridge, belongs to the field of civil engineering, and solves the problem that the safety of the bridge is easily endangered when a newly-built road adopts a traditional roadbed to downward-penetrate an existing railway bridge. The utility model comprises a construction groove, wherein the construction groove is arranged between adjacent railway piers, a roadbed structure layer is arranged in the construction groove, and a pavement structure layer is arranged above the roadbed structure layer. According to the utility model, the construction groove is arranged between the piers, and the roadbed structure layer and the pavement structure layer are constructed in the construction groove, so that the disturbance to soil bodies around the railway bridge bearing platform and the railway bridge pile foundation is reduced. The construction groove has the function of slope retraction and supporting, and roadbed slope releasing is not needed in the railway bridge range, loading or unloading is not carried out on the existing railway bridge bearing platform, and the operation safety of a railway is ensured.

Description

Road structure of underpass railway bridge
Technical Field
The utility model belongs to the field of civil engineering, and particularly relates to a road structure of a underpass railway bridge.
Background
With the rapid development of social economy and town, the railway network is gradually perfected, the urban space is gradually enlarged, the railway passing through the city is already a barrier for further expansion of the city, and the number of the intersections between the road and the railway is also increased.
When a newly built road crosses an existing railway bridge, a crossing scheme of penetrating the existing railway bridge is generally adopted. Practice shows that when an existing railway bridge is penetrated down, if a new road adopts a conventional roadbed, the following problems can occur: firstly, limited by the span of the railway bridge, the spacing between the newly-built road side line and the railway bridge bearing platform is extremely small, and road filling or excavation and slope releasing construction is positioned on the railway bridge bearing platform, so that the existing load of the railway bridge bearing platform is extremely easily increased or reduced, and the influence on railway operation safety is extremely large. Secondly, the soil pressure of the roadbed can be transferred to the railway bridge pile foundation under the limitation of the span of the railway bridge, so that the railway bridge pile foundation is easily caused to have insufficient bearing capacity or horizontal displacement, and the safety of the bridge is endangered. Thirdly, due to the limitation of the span of the railway bridge, municipal pipelines are laid along with roads, and sidewalks distributed on two sides of the roads, the trench excavation close to the bearing platform of the railway bridge is extremely unfavorable for railway safety operation due to the fact that part of pipelines are buried deep; moreover, the water leakage phenomenon of the wading municipal pipeline occurs at times, the waterproof performance of the pipeline is insufficient, and the requirement of railway departments on the waterproof aspect is difficult to meet. Fourthly, in order to protect the railway bridge piers, the anti-collision guardrail space is reserved on two sides of the road, the transverse width of the road is increased, and the road bridge span limit section is difficult to meet.
Based on the above, it is necessary to invent a completely new road structure of the underpass railroad bridge.
Disclosure of Invention
The utility model aims to provide a road structure for downwards penetrating a railway bridge, which aims to solve the problem that the safety of the bridge is easily endangered when a newly-built road downwards penetrates an existing railway bridge by adopting a traditional roadbed.
The technical scheme of the utility model is as follows: the utility model provides a road structure of underpass railway bridge, includes the construction groove, and the construction groove sets up between adjacent railway pier, is equipped with the road bed structural layer in the construction groove, and road bed structural layer top is equipped with the road surface structural layer.
As a further improvement of the utility model, the top of the side wall of the construction groove is provided with an anti-collision structure.
As a further improvement of the utility model, a stress isolation layer is arranged between the construction groove and the railway pier.
As a further improvement of the present utility model, the stress isolation layer is a steel pipe pile.
As a further improvement of the utility model, the bottom of the construction tank is provided with a lower groove along the length direction thereof.
As a further improvement of the utility model, the lower groove is embedded with the municipal pipeline which is involved in water.
As a further improvement of the utility model, the construction tank is embedded with non-wading municipal pipes.
As a further improvement of the utility model, a first steel sleeve is sleeved outside the wading municipal pipeline, and concrete is filled between the first steel sleeve and the wading municipal pipeline; the second steel sleeve is sleeved outside the non-wading municipal pipeline, and concrete is filled between the second steel sleeve and the non-wading municipal pipeline.
The beneficial effects of the utility model are as follows:
according to the utility model, the construction groove is arranged between the piers, and the roadbed structure layer and the pavement structure layer are constructed in the construction groove, so that the disturbance to soil bodies around the railway bridge bearing platform and the railway bridge pile foundation is reduced. The construction groove has the function of slope retraction and supporting, and roadbed slope releasing is not needed in the railway bridge range, loading or unloading is not carried out on the existing railway bridge bearing platform, and the operation safety of a railway is ensured.
The lower groove is arranged at the middle end of the bottom of the construction groove and is used for accommodating the municipal pipeline involved in water with deeper burial depth, so that the influence of undisturbed landforms among the railway piers excavated at equal depths on the railway operation safety is avoided, backfill materials in the construction groove are saved, and the engineering investment is reduced.
According to the utility model, the stress isolation layer is arranged between the construction groove and the railway bridge pier, and prevents load from being transmitted to the railway bridge bearing platform and the railway bridge pile foundation, so that the operation safety of a railway is ensured.
The utility model has firm structure and small influence on the existing railway bridge, and is particularly suitable for the newly built road to pass under the existing railway bridge span limit road section. The utility model reduces the influence on railway operation during road construction and construction, avoids the influence on the additional load of the railway bearing platform during road operation, ensures the waterproof performance of municipal pipelines and the whole life cycle of roads, has multiple purposes and obvious effect, and is a road structure worthy of popularization and use.
Drawings
Fig. 1 is a schematic structural view of the present utility model.
In the figure: 1-a railroad bridge; 2-railway bridge piers; 3-a railway bridge bearing platform; 4-railway bridge pile foundations; 5-stress isolation layer; 6, a construction groove; 7-a first steel sleeve; 8-a second steel sleeve; 9-a lower groove; 10-a roadbed structure layer; 11-wading municipal pipes; 12-non-wading municipal pipes; 13-pavement structural layer; 14-an anti-collision structure; 15-original shape and topography.
Detailed Description
The present utility model will be described in detail with reference to the accompanying drawings.
As shown in fig. 1, a road structure of a downward passing railway bridge comprises a construction groove 6, wherein the construction groove 6 is arranged between adjacent railway piers 2 and downward passes through the railway bridge 1, a roadbed structure layer 10 is arranged in the construction groove 6, and a pavement structure layer 13 is arranged above the roadbed structure layer 10.
The top of the side wall of the construction tank 6 is provided with an anti-collision structure 14.
A stress isolation layer 5 is arranged between the construction groove 6 and the railway pier 2.
The stress isolation layer 5 is a row of steel pipe piles arranged along the length direction of the construction groove 6. The stress isolation layer 5 is not less than 1m away from the edge of the railway bridge bearing platform 3, not less than 0.5m away from the outer edge of the construction groove 6, the lower end of the stress isolation layer 5 is not less than 1m beyond the bottom of the lower groove 9, and the upper end is leveled with the undisturbed landform 15.
The center of the bottom of the construction groove 6 is provided with a lower groove 9 along the length direction. The lower groove 9 adopts an inverted isosceles trapezoid structure, and the waist slope of the trapezoid is 1:1. The lower groove 9 is internally embedded with a municipal pipeline 11 which is deeply buried and is involved in water.
The construction tank 6 is internally embedded with a non-wading municipal pipeline 12 with a shallower burial depth.
The first steel sleeve 7 is sleeved outside the wading municipal pipeline 11, C20 concrete is filled between the first steel sleeve 7 and the wading municipal pipeline 11 for encapsulation, so that a protection effect is achieved, and the water leakage prevention performance of the wading municipal pipeline 11 is improved; the second steel sleeve 8 is sleeved outside the non-wading municipal pipeline 12, C20 concrete is filled between the second steel sleeve 8 and the non-wading municipal pipeline 12 for encapsulation, so that a protection effect is achieved, and municipal pipeline maintenance is facilitated.
The construction groove 6 is cast in situ by reinforced cement concrete.
The roadbed structure layer 10 is poured by adopting light fillers in a layered manner, the height of each pouring is 0.5-1.0 m, and the upper pouring is performed after initial setting. The weight of the light filler is only 1/5-1/3 of that of the common roadbed soil, so that the load of the road structure is greatly reduced, and the vibration rolling is avoided by adopting a pouring construction process. The construction groove 6 facilitates the control of the casting of the roadbed structure layer 10.
The pavement structure layer 13 can adopt a cement concrete pavement structure or an asphalt pavement structure, and adopts a static pressure construction mode, so that soil disturbance on the periphery of the railway bridge bearing platform 3 and the railway bridge pile foundation 4 is greatly reduced.
The width of the bottom of the anti-collision structure 14 is consistent with the width of the top of the side wall of the construction groove 6, the anti-collision structure 14 is connected with the steel bars of the side wall of the construction groove 6, the anti-collision structure 14 and the construction groove 6 are integrated through cast-in-situ cement concrete, the internal clear width of the construction groove 6 is guaranteed, the span limit of the railway bridge 1 is met, the anti-collision structure 14 blocks the vehicle from colliding with the railway bridge pier 2, and the railway safety is further guaranteed.

Claims (7)

1. The utility model provides a road structure of underpass railway bridge which characterized in that: the construction method comprises the steps of constructing a groove (6), wherein the construction groove (6) is arranged between adjacent railway piers (2), a roadbed structure layer (10) is arranged in the construction groove (6), and a pavement structure layer (13) is arranged above the roadbed structure layer (10); a stress isolation layer (5) is arranged between the construction groove (6) and the railway pier (2).
2. The road structure of a underpass railway bridge according to claim 1, wherein: an anti-collision structure (14) is arranged at the top of the side wall of the construction groove (6).
3. A road structure for a underpass railway bridge according to claim 1 or 2, characterized in that: the stress isolation layer (5) is a steel pipe pile.
4. A road structure for a underpass railway bridge as claimed in claim 3, wherein: the bottom of the construction groove (6) is provided with a lower groove (9) along the length direction.
5. The road structure of a underpass railway bridge as claimed in claim 4, wherein: the lower groove (9) is internally embedded with a municipal pipeline (11) which is involved in water.
6. The road structure of a underpass railway bridge as claimed in claim 5, wherein: the construction groove (6) is internally embedded with a non-wading municipal pipeline (12).
7. The road structure of a underpass railway bridge of claim 6, wherein: the first steel sleeve (7) is sleeved outside the wading municipal pipeline (11), and concrete is filled between the first steel sleeve (7) and the wading municipal pipeline (11); the second steel sleeve (8) is sleeved outside the non-wading municipal pipeline (12), and concrete is filled between the second steel sleeve (8) and the non-wading municipal pipeline (12).
CN202320169376.XU 2023-02-09 2023-02-09 Road structure of underpass railway bridge Active CN219951575U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202320169376.XU CN219951575U (en) 2023-02-09 2023-02-09 Road structure of underpass railway bridge

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202320169376.XU CN219951575U (en) 2023-02-09 2023-02-09 Road structure of underpass railway bridge

Publications (1)

Publication Number Publication Date
CN219951575U true CN219951575U (en) 2023-11-03

Family

ID=88541084

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202320169376.XU Active CN219951575U (en) 2023-02-09 2023-02-09 Road structure of underpass railway bridge

Country Status (1)

Country Link
CN (1) CN219951575U (en)

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