WO2021078309A1 - 路桥预制小箱梁式隐盖梁临时支承体系及其施工方法 - Google Patents

路桥预制小箱梁式隐盖梁临时支承体系及其施工方法 Download PDF

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Publication number
WO2021078309A1
WO2021078309A1 PCT/CN2020/137473 CN2020137473W WO2021078309A1 WO 2021078309 A1 WO2021078309 A1 WO 2021078309A1 CN 2020137473 W CN2020137473 W CN 2020137473W WO 2021078309 A1 WO2021078309 A1 WO 2021078309A1
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WIPO (PCT)
Prior art keywords
main
pier
vertical support
fixed
cap
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PCT/CN2020/137473
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English (en)
French (fr)
Inventor
徐声亮
陈巨峰
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宁波市政工程建设集团股份有限公司
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Priority to US17/630,513 priority Critical patent/US11578465B2/en
Publication of WO2021078309A1 publication Critical patent/WO2021078309A1/zh

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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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D1/00—Bridges in general
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2/00—Bridges characterised by the cross-section of their bearing spanning structure
    • E01D2/04—Bridges characterised by the cross-section of their bearing spanning structure of the box-girder type

Definitions

  • the invention relates to a road and bridge supporting system, in particular to a road and bridge prefabricated small box girder type hidden cover beam temporary supporting system.
  • the invention also relates to a construction method of the above-mentioned road and bridge prefabricated small box girder type concealed beam temporary support system.
  • the estimated cost of using cast-in-place box girder for the same area of the main bridge is greater than the estimated cost of using prefabricated small box girder. Therefore, in terms of cost savings, the choice of prefabricated small box girder for road bridge deck construction can greatly reduce construction costs. At the same time, this construction method can also shorten the construction period.
  • diagonal braces are added at the bottom of the vertical support, and many connecting rods are arranged for the diagonal braces to reduce the calculated length of the diagonal braces and improve the overall stability of the support system, so that the lower support forms a truss system.
  • the supporting system is designed for the construction of road bridges with PC hollow slab girder (span 20m, beam height 90cm, single girder weight 22.2 tons), the main bridge is prefabricated small box girder (90 tons per piece).
  • the present invention provides a temporary support system for road and bridge prefabricated small box girder type concealed beams.
  • the main pier support system is configured in the main pier area
  • the side pier support system is configured in the side pier area, and the support at the main pier is adopted.
  • the main girder arranged above the system and the side pier supporting system and along the transverse direction of the road and bridge deck connects the two to form an integral supporting system of prefabricated small box girder concealed beams. It can be seen from this that the overall supporting system of the present invention only has a large-span supporting beam (main beam) between the lateral main pier area and the side pier area, and there is no other supporting system arranged in the vertical direction.
  • main beam large-span supporting beam
  • the integral support system of the present invention has the characteristics of high bearing capacity, so as to meet the support requirements of the prefabricated small box girder type hidden cover beam.
  • a road and bridge prefabricated small box girder-type hidden cover beam temporary support system comprising a main beam, a main pier supporting system, and a side pier supporting system; wherein: the main beam is arranged along the lateral side of the road and bridge piers, and the road and bridge piers include the main pier and the side pier.
  • the main pier supporting system is arranged on the lateral side of the main pier area and located below the main beam, and the lower end of the main pier supporting system is fixed to the main pier cap, and the upper end is fixed to the main beam;
  • the side pier supporting system Set on the lateral side of the side pier area and below the main beam, and the lower end of the side pier supporting system is fixed to the side pier cap, and the upper end is fixed to the main beam.
  • the main beam includes two main beams, namely a first main beam and a second main beam; the first main beam and the second main beam are symmetrically arranged on both sides of the road and bridge piers in the lateral direction, and the first main beam,
  • the second main beams are connected by connecting members;
  • the main pier supporting system includes two, namely the first main pier supporting system and the second main pier supporting system; the first main pier supporting system and the second main pier supporting system
  • the system is symmetrically arranged on both sides of the road and bridge piers in the lateral direction, and the lower ends of the first main pier supporting system and the second main pier supporting system are fixed to the main pier cap, while the upper end of the first main pier supporting system is connected to the first main pier supporting system.
  • the beam is fixed, and the upper end of the second main pier supporting system is fixed to the second main beam;
  • the side pier supporting system includes two, namely side pier supporting system a and side pier supporting system b; side pier supporting system a and side pier supporting system b;
  • the pier supporting system b is symmetrically arranged on the lateral sides of the road and bridge piers, and the lower ends of the side pier supporting system a and the side pier supporting system b are fixed to the side pier cap, while the upper end of the side pier supporting system a is connected to the first main
  • the beam is fixed, and the upper end of the side pier supporting system b is fixed to the second main beam.
  • the main pier supporting system includes a main pier cushion beam, a main pier vertical support, and a main truss system, wherein: the main truss system includes an upper chord, a lower chord, and the upper chord and the lower chord.
  • the three ends of the upper end of the W-shaped truss are all connected and fixed to the corresponding positions on the lower surface of the upper chord plate, respectively forming a connection site A, a connection site B, and a connection site C; and the lower end of the W-shaped truss
  • the two end points are respectively connected and fixed to the corresponding positions on the upper surface of the lower chord to form a coupling site E and a coupling site F;
  • the upper surface of the upper chord can be connected to the main beam through a detachable connecting piece a;
  • the pier bolster is arranged on the lateral side of the road and bridge pier and is fixed to the main pier cap;
  • the main pier vertical support has two, both of which are arranged between the lower end of the W-shaped truss and the bolster, which are the first One main pier is vertically supported, and the second main pier is vertically supported; the upper ends of the first and second main piers can be connected and fixed to the lower surface of the lower
  • connection point between the vertical support of the first main pier and the lower chord is set corresponding to the location of the connection point E
  • the connection point between the vertical support of the second main pier and the lower chord is set corresponding to the location of the connection point F
  • connection part a corresponds to connecting point A
  • connecting part b corresponds to connecting point B
  • connecting part c corresponds to the connection point C
  • the connection part a, the connection part b, and the connection part c can all be connected to the main beam by a detachable connection piece a.
  • the side pier supporting system includes the side pier vertical support, the upper end of the side pier vertical support is fixedly connected to the main beam, and the lower end is fixed to the side pier cap.
  • the number of the side piers is two, respectively, the first side pier and the second side pier, which are symmetrically distributed on both sides of the main pier; the area of the first side pier and the area of the second side pier are respectively set
  • There is a side pier supporting system corresponding to the first side pier supporting system and the second side pier supporting system; the upper end of the first side pier supporting system is fixed to the main beam, and the lower end is fixed to the side pier cap of the first side pier ; The upper end of the second side pier supporting system is fixed to the main beam, and the lower end is fixed to the side pier cap of the second side pier.
  • it also includes two cantilever beams, which are correspondingly detachably connected at the two ends of the main beam in the length direction.
  • Another technical objective of the present invention is to provide a construction method of a cantilever support system for a road and bridge prefabricated small box girder type hidden cover beam, which includes the following steps:
  • the 2 main pier vertical supports are the first main pier vertical support and the second main pier vertical support;
  • the 2 cantilever beams are the first cantilever beam and the second cantilever beam;
  • the main pier pad beam Hoist the main pier pad beam to one of the lateral sides of the main pier cap, and adjust the position of the main pier pad beam on the main pier cap until the installation hole A and installation hole B on the main pier pad beam and the main pier
  • the mounting holes a and b set on the cap are aligned respectively, and then the main pier bolster is fixed to the main pier cap by welding and fixing; then, the first main pier vertical support is hoisted to the main pier first Place it on the pier cushion beam and pass through the installation hole A on the main pier cushion beam and the installation hole a on the main pier cap in turn, and then use bolt fasteners to pass the lower end of the vertical support of the first main pier through the main pier cushion
  • the beam is fixed to the main pier cap; then the second main pier vertical support is hoisted to the main pier bolster beam, and it passes through the installation hole B on the main pier bolster beam and the installation hole b on the main pier cap in
  • the first cantilever beam and the second cantilever beam are respectively hoisted in place, and then the first cantilever beam and the outer end of the main beam section a are fixed by a detachable connector, and the second cantilever beam is fixed by a detachable connector.
  • the beam is fixed to the outer end of the beam section b of the main beam.
  • Another technical objective of the present invention is to provide a construction method for a large crotch support system of a prefabricated small box girder type hidden cover beam for roads and bridges, which includes the following steps:
  • the 2 main pier vertical supports are the first main pier vertical support and the second main pier vertical support;
  • the 2 cantilever beams are the first cantilever beam and the second cantilever beam;
  • the two main beam sections b are the first main beam section b and the second main beam section b;
  • the vertical supports of the two side piers are the vertical support of the first side pier and the vertical support of the second side pier;
  • the main pier pad beam Hoist the main pier pad beam to one of the lateral sides of the main pier cap, and adjust the position of the main pier pad beam on the main pier cap until the installation hole A and installation hole B on the main pier pad beam and the main pier
  • the mounting holes a and b set on the cap are aligned respectively, and then the main pier bolster is fixed to the main pier cap by welding and fixing; then, the first main pier vertical support is hoisted to the main pier first Place it on the pier cushion beam and pass through the installation hole A on the main pier cushion beam and the installation hole a on the main pier cap in turn, and then use bolt fasteners to pass the lower end of the vertical support of the first main pier through the main pier cushion
  • the beam is fixed to the main pier cap; then the second main pier vertical support is hoisted to the main pier bolster beam, and it passes through the installation hole B on the main pier bolster beam and the installation hole b on the main pier cap in
  • the first cantilever beam and the second cantilever beam are respectively hoisted in place, and then the first cantilever beam and the outer end of the first main beam section b are fixed by a detachable connection piece, and the second cantilever beam is fixed by a detachable connection piece.
  • the cantilever beam is fixed to the outer end of the second main beam beam section b.
  • the present invention has the following advantages:
  • the temporary support system of the present invention will be dismantled by a special disassembly device after the prefabricated small box girder is hoisted in place and the hidden cover girder is poured. It is erected on the side through the main pier supporting system erected in the main pier area.
  • the side pier supporting system in the pier area is formed by jointly supporting the main girder. It can be seen that the supporting system of the present invention has a large space between the main pier and the side pier, which is convenient for the hoisting equipment (crane) to pass through.
  • the hoisting of each component of the supporting system is especially convenient for subsequent disassembly and assembly of each component.
  • the bridge deck of the present invention adopts prefabricated small box girder, in order to enable the temporary support system to bear the load, it can be realized by the following methods: (1) increase the beam height of the main girder; (2) set up piers in the middle , Reduce the span; (3), adopt a support system with a specific structure.
  • the supporting system of the present invention is a temporary supporting system, it must be dismantled at a specific stage after construction. Therefore, the first method (increasing the beam height of the main beam) is adopted to ensure the carrying capacity of the temporary supporting system, which has the following Disadvantages: a. Increasing the amount of steel and manufacturing costs will increase; 2. When the amount of steel used in the main beam structure increases, the steps for dismantling will increase, that is, the cost of disassembly and assembly will increase. It can be seen that it is not economical to adopt the first method to ensure the carrying capacity of the temporary support system.
  • the present invention adopts the third method (using a support system with a specific structure) to ensure the carrying capacity of the temporary support system, specifically:
  • the supporting system of the present invention is provided with a main pier supporting system of a specific structural form.
  • the main pier supporting system is equipped with a W-shaped truss in the main pier area to reduce the negative bending moment of the supporting point of the supporting beam, so that the internal force of the main beam (bending Moment)
  • the distribution of the bending moment in the largest area is more uniform, which reduces the amount of steel used in the main beam and has the characteristics of high load-bearing capacity.
  • FIG. 1 is a schematic structural diagram of a temporary support system for a cantilever road bridge prefabricated small box girder type hidden cover beam according to Embodiment 1 of the present invention
  • Figure 2 is a schematic diagram of the structure of the small box girder concealed girder in Fig. 1 at the junction of the concealed girder and the exposed girder in the road bridge;
  • Fig. 3 is a schematic diagram of the structure of the small box girder hidden cover beam in Fig. 1 at the expansion and contraction layer of the road bridge;
  • Figure 4 is a schematic diagram of the structure of the small box girder concealed beam in Figure 1 where the upper structure of the road bridge is continuous;
  • L1 the domain width of the hidden cover beam a; L2, the expansion joint width; H1, the beam height of the small box beam a; H2, the beam height of the hidden cover beam a; d1, the top of the hidden cover beam a and the small box beam The distance between the tops; d2, the distance between the bottom of the hidden cover beam a and the bottom of the small box beam;
  • Fig. 5 is a structural schematic diagram of the main beam of the present invention at the connection position of the main truss system
  • Fig. 6 is a schematic structural diagram of the main beam of the present invention at the position of the side pier;
  • FIG. 5-6 11-1, main beam top plate; 11-2, main beam web; 11-3, main beam bottom plate; 11-4, main beam longitudinal stiffening; 11-5, vertical stiffener; 11 -6. Partial stiffening ribs of the top plate; 11-7. Bottom plate-truss connection bolts; 11-8. Partial stiffening ribs of truss fulcrums; 11-9. Long-length stiffening of side pier fulcrums; 11-10. Partial stiffening of side pier fulcrums;
  • Figure 7 is a schematic diagram of the structure of the main truss system of the present invention.
  • Fig. 8 is a schematic structural diagram of the upper chord in Fig. 7 in the node area
  • Fig. 9 is a schematic structural diagram of the upper chord in Fig. 7 in a non-node area
  • Fig. 10 is a schematic diagram of the structure of the lower chord in the node area of 7;
  • Fig. 11 is a schematic structural diagram of the lower chord in Fig. 7 in a non-node area
  • Figures 7 to 11 25-1, lower chord rod; 25-1-1, lower chord bottom plate a; 25-1-2, bottom chord diaphragm; 25-1-3, bottom chord top plate; 25-1-4, bottom chord Web a; 25-1-5, lower string support stiffening; 25-1-6, lower string web b; 25-1-7, lower string bottom plate b; 25-2, upper chord rod; 25-2-1, upper string Top plate a; 25-2-2, transverse partition; 25-2-3, upper string support stiffening; 25-2-4, upper string base plate; 25-2-5, upper string web a; 25-2-6, Upper chord top plate b; 25-2-7, upper chord web b; 25-3, inner web rod; 25-4, outer web rod;
  • Figure 12 is a schematic diagram of the distribution of the main pier supporting system (excluding the main truss system) on the main pier cap in an embodiment of the present invention
  • Figure 13 is a schematic diagram of the distribution of the side pier supporting system on the side pier cap in an embodiment of the present invention
  • Figure 14 is the overall stress cloud diagram of the main truss system
  • Figure 15 is the stress cloud diagram of the main beam in the supporting area of the side pier
  • FIG. 16 is a schematic structural diagram of the temporary support system for prefabricated small box girder type hidden cover beams of large-span road bridges according to Embodiment 2 of the present invention.
  • FIG. 16 11-main beam; 12-first cantilever beam; 13-second cantilever beam; 14-concealed cap beam; 15-prefabricated small box beam; 21-main pier cap; 22-main pier Column; 23-main pier cushion beam; 24-main pier vertical support; 25-main truss system; 31-1, the first side pier cap; 32-1, the first side pier column; 33-1, the first Side pier cushion beam; 34-3, the first side pier vertical support; 31-2, the second side pier cap; 32-2, the second side pier column; 33-2, the second side pier cushion beam; 34 -4. Vertical support of the second side pier.
  • spatially relative terms can be used here, such as “above”, “above”, “above the surface”, “above”, etc., to describe as shown in the figure Shows the spatial positional relationship between one device or feature and other devices or features. It should be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation of the device described in the figure. For example, if the device in the drawing is turned upside down, then a device described as “above other devices or structures” or “above other devices or structures” will then be positioned as “below the other devices or structures” or “on Under other devices or structures”. Thus, the exemplary term “above” can include both orientations “above” and “below”. The device can also be positioned in other different ways (rotated by 90 degrees or in other orientations).
  • this embodiment discloses a cantilever support system for supporting prefabricated small box girder concealed beams of roads and bridges; including main beam 11, main pier support system, and side pier support system; among them:
  • the main girder 11 is arranged along the lateral side of the road and bridge piers (transversely refers to the width direction of the road bridge deck, the horizontal direction in FIG. 1), and is spliced by two sections, which are the main girder supported by the main pier supporting system.
  • the beam section a and the main beam section b supported on the side pier supporting system at one end and the main beam section b that can be spliced with the main beam section a at the other end.
  • the road and bridge piers include the main pier and the side pier; the main pier includes the main pier cap 21 and the equipment
  • the main pier pillar 22 on the main pier cap 21, the side pier includes a side pier cap 31 and a side pier pillar 32 provided on the side pier cap 31.
  • the main beam 11 adopts double-welded I-shaped section.
  • three-way stiffening systems are set on both sides of the main beam web 11-2, as shown in Figure 5 and Figure 6: 1 400mm away from the upper edge of the main beam top plate 11-1
  • Set longitudinal stiffeners (main beam longitudinal stiffening 11-4), the size of stiffeners is -200 ⁇ 16mm, except for the splicing area of main beam 11, set up in full length, and interrupted at the vertical stiffener, and welded with the vertical stiffener 2
  • Vertical stiffeners 11-5 are arranged along the height of the main beam web, the size of the stiffeners is -217 ⁇ 20mm, and the spacing along the length of the main beam 11 is not more than 1.5m.
  • the truss support area of the main girder 11 (that is, the position where the main girder 11 is connected to the main truss system) not only transmits the vertical reaction force, but also needs to bear a large horizontal reaction force, so the high-strength friction type bolt connection is adopted, which is determined according to calculation
  • the ⁇ 30 bolts of grade 10.9 are the bottom plate-truss connecting bolts 11-7, which are arranged on the outside of the main beam web 11-2 (the inside has no working space due to the double-piece I-shaped section), and each side is arranged as 8 ⁇ 2, and each With two rows of bolts apart, one truss fulcrum is set up to support local stiffening 11-8 (ensure that there are stiffeners around each bolt hole), refer to Figure 5.
  • the side pier supporting area of the main beam 11 (that is, the position where the main beam 11 is connected to the side pier supporting system) mainly bears the vertical reaction force, so only ordinary bolts are provided, and the bolt specification is ⁇ 30.
  • the main beam 11 is provided with two side pier supporting points corresponding to the pad beam webs in the supporting area of the side pier. Through-length stiffening 11-9, 2 local bottom vertical stiffeners corresponding to the side pier stiffening ribs (partial side pier supporting points) Strengthening 11-10), as shown in Figure 6.
  • the splicing bolt holes in the supporting area of the side piers are all located on the outer side of the web, and 6 bolts are set on each side (2 rows, 4+2 structure, inner bolts are cushioned) The operating space limit of block stiffening is not set).
  • a section of cantilever beams are respectively installed at both ends of the main beam 11, corresponding to the first cantilever beam 12 and the second cantilever beam 13. It is used as a support platform for the construction work platform and the support of the partially hidden cover beam 14.
  • the cantilever beam adopts a variable cross-section I-shaped structure. In order to match the main beam 11, it is in a double-split state and the width of the single beam flange plate is the same as the single-piece main beam 11 flange width of the main beam 11.
  • the cantilever beam and the main beam 11 are connected by high-strength bolts.
  • the main pier supporting system is arranged on the lateral side of the main pier area and located below the main beam 11, and the lower end of the main pier supporting system is fixed to the main pier cap 21, and the upper end is fixed to the main beam 11;
  • the main pier supporting system is arranged on the lateral outer side of the main pier column 22.
  • the main pier supporting system of the present invention includes a main pier cushion beam 23, a main pier vertical support 24 and a main truss system 25 ,among them:
  • the main truss system 25 includes an upper chord, a lower chord, and a W-shaped truss arranged between the upper and lower chords; the three end points of the upper end of the W-shaped truss are all corresponding to the positions of the lower surface of the upper chord
  • the connection is fixed, respectively forming the connection site A, the connection site B, and the connection site C; and the two end points of the lower end of the W-shaped truss are respectively connected and fixed with the corresponding positions on the upper surface of the lower chord to form the connection site E and the connection respectively.
  • the upper surface of the chord plate can be connected to the main beam 11 through a detachable connecting piece a; the main pier pad beam 23 is arranged on the lateral side of the road and bridge piers, and is fixed to the main pier cap 21; To fix the vertical support column, the four scattered columns are positioned and installed separately and converted into the relative position determination of the two components, which improves the accuracy of on-site installation work.
  • the present invention is provided with three connecting parts (connecting flanges) on the upper surface of the upper chord.
  • the connecting portion a, the connecting portion b, and the connecting portion c wherein: the connecting portion a corresponds to the connecting site A, the connecting portion b corresponds to the connecting site B, and the connecting portion c corresponds to the connecting site C; the connecting portion a Both the connecting portion b and the connecting portion c can be connected to the main beam 11 through a detachable connecting piece a.
  • This arrangement allows the W-shaped truss to provide 3 support points for the main beam 11, which not only greatly reduces the internal force concentration in the negative bending moment area of the main beam 11, but also reduces the span of the main beam 11 through the truss support points (main pier The length from the supporting point to the side pier), so that the peak bending moment of the main beam 11 appears in the mid-span area, the total bending moment value of the main beam 11 is reduced by 50%, and the steel consumption of the main beam 11 is saved.
  • the W-shaped truss is composed of two outer webs 25-4 and two inner webs 25-3.
  • two inner webs 25-3 form an inverted V-shaped member at the middle of the W-shaped truss, and two outer webs.
  • the rod 25-4 is arranged symmetrically on the outside of the inverted V-shaped member, and the inclination angle of the outer web rod 25-4 relative to the lower chord 25-1 is 42.3° (not less than 40° is better).
  • the truss is full The length does not exceed the maximum length of the general flat car 17m, and the lower chord 25-1 is about 1m shorter than the length of the bearing platform. Therefore, when the upper chord 25-2 is selected with a total length of 16 meters and a W-shaped truss with a total height of 5m (generally no more than 5m) , The inclination angle of the inner web 25-3 is 65 degrees.
  • the main truss system 25 mainly bears the axial force and has a large value, so a box-shaped structure is adopted to ensure that the slenderness ratio in the plane is close to that outside the plane.
  • the upper and lower chord 25-1 are connected to the main beam 11 and the pad beam to meet the requirements, and the flange plate is extended outward in the connection area; the upper chord 25-2 mainly bears the tensile force, and the lower chord 25- 1
  • the main pressure is to bear the pressure, so the section of the lower chord 25-1 is improved relative to the section of the upper chord 25-2, that is, the thickness of the lower chord 25-1 is greater than that of the upper chord 25-2.
  • the 25-4 has a large inclination angle, and the axial force it bears is relatively high. Therefore, the cross section of the outer web rod 25-4 (transverse diaphragm) is strengthened than the cross section of the inner web rod 25-3 (transverse diaphragm). That is, the thickness of the diaphragm of the outer web rod 25-4 is greater than the thickness of the diaphragm of the inner web rod 25-3.
  • the supporting reaction force at the connection between the main truss system 25 and the main girder 11 (vertical axial force and horizontal Shear force) is shown in Fig. 14. It can be seen that the vertical support reaction force between the main truss system 25 and the main beam 11 is less affected by the spring wire stiffness, while the horizontal shear force is very sensitive to the spring wire stiffness: the calculated spring length L is more Longer, the smaller the stiffness of the line, the smaller the horizontal shear force transmitted (correspondingly, the greater the axial force shared by the main truss system 25).
  • connection system between the main girder 11 and the main truss system 25 takes the center of the main girder 11 as the coupling point (the spring length L is taken as 0.75m).
  • the friction surface of the high-strength bolt with only one-sided contact cannot bear excessive horizontal shear.
  • the main beam 11 is high in height, and the coupling stiffness with the main truss system 25 is not concentrated near the bottom plate.
  • the stress cloud diagram of the main truss system 25 is shown in FIG. 14.
  • the stress distribution of the main truss system 25 is relatively uniform, and the peak stress is only 236 MPa, which means that the structure of the main truss system 25 and the thickness of the plates are reasonable.
  • the peak stress mainly appears at the two ends of the member with the largest internal force: the stress in the 25-3 node area of the inner web member is only 129MPa, and when the local point stress at the node 25-4 of the outer web member reaches more than 200MPa, the stress distribution in the remaining parts is uniform.
  • the upper ends of the vertical supports of the two main piers can be connected and fixed with the lower surface of the lower chord through the detachable connecting piece b, while the lower ends of the vertical supports of the first and second main piers can be detachable connecting piece c and the main pier pad.
  • the beam 23 is fixed.
  • connection point between the vertical support of the first main pier and the lower chord (connected by flange connection) is set corresponding to the location of the connection point E, and the connection point between the vertical support of the second main pier and the lower chord (using the method
  • the way of blue connection (connection) corresponds to the location of the connection site F.
  • the vertical support of the main pier has two characteristics: 1The peak value of the vertical load is high, and the single-point support reaction force reaches 500 tons; 2The height is small, and the vertical support height can be less than 1.0m. At this time, it is difficult to set up the lateral support system. Because of the larger size, Shuangpin HM600 section steel is selected as the main pier bolster 23, so that the vertical support of the main pier and the lower chord and the main pier bolster 23 form a stable frame system (the components are connected by bolts). The space frame structure formed by the lateral supports of the main truss system 25 and the transverse distribution beams between the main pier pad beams 23 ensures the overall stability under the 2500-ton load.
  • the side pier supporting system as shown in Figures 1 and 6, is arranged on the lateral side of the side pier area and located below the main beam 11, and the lower end of the side pier supporting system is fixed to the side pier cap 31, and the upper end is connected to the main beam. Beam 11 is fixed.
  • the side pier supporting system is arranged on the laterally outer side of the side pier column 32.
  • the side pier support system includes the side pier vertical support 34.
  • the upper end of the side pier vertical support 34 is fixedly connected to the main beam 11 by means of bolt fasteners through flange connection, and the lower end is fixed by welding. The way is fixed with the side pier cap 31.
  • the vertical supports of side piers are divided into two categories: 1Conventional supporting steel pipes, usually in specifications of ⁇ 426, ⁇ 530, ⁇ 609, ⁇ 630, etc.; 2Composed of conventional supporting steel pipe sleeves, that is, connecting steel plates with a height of not less than 200mm are installed at both ends of the supporting steel pipe , No less than 6 passes along the circumferential direction, the steel plate and the flange are connected by penetration welds with open grooves.
  • the supporting area of the side pier is affected by the bending effect of the main beam 11, and the stress distribution in the supporting range is uneven.
  • the peak stress appears near the pad beam connected to the vertical support 34 of the side pier.
  • the single-point local peak stress reaches 347MPa, and the rest are below 300MPa. Therefore, a pad beam system perpendicular to the main beam web 11-2 is set (that is, the pad beam web and the main beam web 11-2 are arranged at 90°).
  • the side pier pad beam 33 is constructed of welded steel box girder with a height of 600mm; the top and bottom plate adopts -800 ⁇ 20mm, the web thickness is 20mm, and the centerline spacing is 30cm; the side pier pad beam 33 is arranged at an interval of 20 cm along the length of the web.
  • Support stiffeners, and at the corresponding position of the main beam web 11-2, stiffeners are arranged in the cross-sectional direction (the remaining stiffeners are only arranged on the outer side of the web); at the same time, the outer side of the roof is to adapt to the bending of the main beam 11
  • a longitudinal stiffening is added, which corresponds to the local support stiffening of the main beam 11.
  • the 2 main pier vertical supports are the first main pier vertical support and the second main pier vertical support;
  • the 2 cantilever beams are the first cantilever beam 12 and the second cantilever beam 13 respectively;
  • the lower end of the vertical support of the main pier is fixed to the main pier cap 21 through the main pier pad beam 23; then the second main pier vertical support is hoisted to the main pier pad beam 23, and passes through the main pier pad beam 23 in turn Place the mounting hole B on the upper pier and the mounting hole b on the main pier cap 21, and then use bolt fasteners to fix the lower end of the vertical support of the second main pier to the main pier cap 21 through the main pier pad beam 23;
  • the first cantilever beam 12 and the second cantilever beam 13 are respectively hoisted in place, and then the first cantilever beam 12 and the outer end of the main beam section a are fixed by a detachable connector, and the second cantilever beam is fixed by a detachable connector.
  • the two cantilever beams 13 are fixed to the outer end of the main beam section b.
  • the present invention needs to be on two lateral sides of the road and bridge piers when erecting the supporting system (the direction shown in Figure 3 is the left and right sides) Set up the above-mentioned support system. And the gap between each supporting system and the expansion joint meets the domain width requirements of the designed hidden cover beam a.
  • the present invention needs to be on two lateral sides of the road bridge pier (the direction shown in Figure 4 is the left and right sides) when the supporting system is erected. Set up the above-mentioned support system. And the gap between the two supporting systems meets the domain width requirements of the designed hidden cover beam a.
  • the supporting system described in this embodiment is a large-span road bridge prefabricated small box girder temporary support system, in which: the main girder 11, It is formed by splicing three main girder sections.
  • the three main girder sections are respectively the main girder section a, the first main girder girder section b, and the second main girder girder section b; among them, the main girder girder section a and the main girder
  • the truss system 25 is assembled; one end of the first main beam section b is supported on the side pier cap of the first side pier, and the other end is spliced with one end of the main beam section a; the second main beam section b is supported at one end On the side pier cap of the second side pier, the other end is spliced with the other end of the main beam section a.
  • the road bridge is provided with a side pier on both sides of the main pier; therefore, for the supporting system, a side pier supporting system is provided for each side pier, and for the main pier, a side pier supporting system is provided.
  • a main pier supporting system; the main beam 11 is supported by the above-mentioned main pier supporting system and the side pier supporting system symmetrically arranged on both sides of the main pier supporting system.
  • this embodiment will adopt the following construction methods:
  • the 2 main pier vertical supports are the first main pier vertical support and the second main pier vertical support;
  • the 2 cantilever beams are the first cantilever beam 12 and the second cantilever beam 13 respectively;
  • the two main beam sections b are the first main beam section b and the second main beam section b;
  • the two side pier vertical supports 34 are the first side pier vertical support and the second side pier vertical support. ;
  • the first cantilever beam 12 and the second cantilever beam 13 are respectively hoisted in place, and then the first cantilever beam 12 and the outer end of the first main beam section b are fixed by a detachable connector, and a detachable connector is used
  • the second cantilever beam 13 is fixed to the outer end of the second main beam section b.
  • the side pier supporting system, the main pier supporting system and other accessories have the same structure as the technology mentioned in Embodiment 1.
  • the plans are the same, so I won't repeat them here.

Abstract

一种路桥预制小箱梁式隐盖梁临时支承体系及其施工方法，所述支承体系包括主梁（11）、主墩支承体系、边墩支承体系；主梁（11）沿着路桥桥墩的横向侧布置；主墩支承体系设置在主墩区域的横向侧并位于主梁（11）下方，且主墩支承体系的下端与主墩承台（21）固定，上端则与主梁（11）固定；边墩支承体系设置在边墩区域的横向侧并位于主梁（11）下方，且边墩支承体系的下端与边墩承台（31）固定，上端则与主梁（11）固定。因此在横向的主墩区域与边墩区域之间，仅具有大跨径支承主梁（11），而不存在其他沿竖向布置的支承体系，从而提供了车辆运行空间，便于所述预制小箱梁式隐盖梁支承体系的拆装，还具有高承载力的特点，以满足预制小箱梁式隐盖梁的支承需求。

Description

路桥预制小箱梁式隐盖梁临时支承体系及其施工方法 技术领域
本发明涉及一种路桥支承体系，尤其是一种路桥预制小箱梁式隐盖梁临时支承体系。
本发明还涉及一种上述的路桥预制小箱梁式隐盖梁临时支承体系的施工方法。
背景技术
通常地，相同面积的主桥采用现浇箱梁的概算费用大于采用预制小箱梁的概算费用，因此，从成本节约上来讲，路桥的桥面施工选择预制小箱梁可以极大地降低施工成本，同时这样的施工方式还能够缩短工期。
路桥的桥面采用预制小箱梁施工时，处于桥面纵向(桥面的长度延伸方向)的相邻的两桥墩之间跨接若干相互平行的预制小箱梁；相邻两跨之间的预制小箱梁之间，需要盖梁拼接才能实现桥面的连续铺设。
在施工上述的路桥桥面时，必然需要预先搭设支承体系。如中国专利CN 101538831 A所述的简支梁转换为连续梁的后浇隐盖梁施工工法中，公开了一种临时支承体系：采用3拼Φ273×7钢管作为竖向支承(柱间距12.5m)，设置双拼56a工字钢作为空心板梁的临时支承梁。同时为减少支承梁跨径，在竖向支承底部增加斜撑，并对斜撑配置诸多连接杆以减少斜撑的计算长度并提高支架体系的整体稳定性，使下部支承形成桁架体系。由于该支承体系是针对主桥为PC空心板梁(跨径20m，梁高90cm，单梁重22.2吨)的路桥施工而设计的，因此，对于主桥为预制小箱梁(90吨/片，为PC空心板梁的3倍有余)的路桥施工来说，这样的支承体系因承载能力的局限性而不适用；另外，更为重要的是，该支承体系局限于承载台的范围，且所采用的桁架体系，为了减少主支承柱的长度比，支承区域设置了密布杆件，则施工时，车辆(用于运载支承体系的各组成构件或者预制小箱梁)无法通行，因而增加了支承体系的拆装以及不能很好地通过提高运输能力来改善桥面施工效率。
发明内容
本发明针对现有技术的不足，提供一种路桥预制小箱梁式隐盖梁临时支承体系，其在主墩区域配置主墩支承体系，在边墩区域配置边墩支承体系，并采用位于主墩支承体系、边墩支承体系上方并沿着路桥桥面的横向所布置的主梁将两者连接，以形成预制小箱梁式隐盖梁的整体支承体系。由此可知，本发明所述的整体支承体系，在横向的主墩区域与边墩区域之间，仅具有大跨径支承梁(主梁)，而不存在其他沿竖向布置的支承体系，从而提供了车辆运行空间，便于所述预制小箱梁式隐盖梁支承体系的拆装。另外，本发明所述的整体支承体 系，具有高承载力的特点，以满足预制小箱梁式隐盖梁的支承需求。
为实现上述的技术目的，本发明将采取如下技术方案：
一种路桥预制小箱梁式隐盖梁临时支承体系，包括主梁、主墩支承体系、边墩支承体系；其中：所述主梁，沿着路桥桥墩的横向侧布置，路桥桥墩包括主墩以及边墩；所述主墩支承体系，设置在主墩区域的横向侧并位于主梁下方，且主墩支承体系的下端与主墩承台固定，上端则与主梁固定；所述边墩支承体系，设置在边墩区域的横向侧并位于主梁下方，且边墩支承体系的下端与边墩承台固定，上端则与主梁固定。
进一步地，所述主梁，包括两条，分别为第一主梁、第二主梁；第一主梁、第二主梁对称分设在路桥桥墩处于横向的两侧，且第一主梁、第二主梁之间通过连接构件连接；所述主墩支承体系，包括两个，分别为第一主墩支承体系、第二主墩支承体系；第一主墩支承体系、第二主墩支承体系对称分设在路桥桥墩处于横向的两侧，且第一主墩支承体系、第二主墩支承体系的下端均与主墩承台固定，而第一主墩支承体系的上端则与第一主梁固定，第二主墩支承体系的上端与第二主梁固定；所述边墩支承体系，包括两个，分别为边墩支承体系a、边墩支承体系b；边墩支承体系a、边墩支承体系b对称分设在路桥桥墩处于横向的两侧，且边墩支承体系a、边墩支承体系b的下端均与边墩承台固定，而边墩支承体系a的上端则与第一主梁固定，边墩支承体系b的上端与第二主梁固定。
进一步地，所述的主墩支承体系，包括主墩垫梁、主墩竖向支承以及主桁体系，其中：所述的主桁体系，包括上弦板、下弦板以及设置在上弦板、下弦板之间的W形桁架；W形桁架上端的三个端点均与上弦板下表面的对应位置连接固定，分别形成联结位点A、联结位点B、联结位点C；而W形桁架下端的两个端点则分别与下弦板上表面的对应位置连接固定，分别形成联结位点E、联结位点F；上弦板的上表面则能够通过可拆卸连接件a与主梁连接；所述的主墩垫梁，设置于路桥桥墩处于横向侧，并与主墩承台固定；所述的主墩竖向支承，具有两个，均设置在W形桁架的下端与垫梁之间，分别为第一主墩竖向支承、第二主墩竖向支承；第一、第二主墩竖向支承的上端均能够通过可拆卸连接件b与下弦板的下表面连接固定，而第一、第二主墩竖向支承的下端则能够采用可拆卸连接件c与主墩垫梁固定。
进一步地，第一主墩竖向支承与下弦板的联结位点对应于联结位点E所在位置设置，第二主墩竖向支承与下弦板的联结位点对应于联结位点F所在位置设置
进一步地，上弦板的上表面设置有三个连接部，分别为连接部a、连接部b、连接部c；连接部a与联结位点A对应，连接部b与联结位点B对应，连接部c与联结位点C对应；连接部a、连接部b、连接部c均能够通过可拆卸连接件a与主梁连接。
进一步地，所述的边墩支承体系，包括边墩竖向支承，边墩竖向支承的上端与主梁固定连接，下端则与边墩承台固定。
进一步地，所述边墩的数量为两个，分别为第一边墩、第二边墩，对称分布在主墩的两侧；第一边墩的区域、第二边墩的区域均各自设置有一个边墩支承体系，分别对应为第一边墩支承体系、第二边墩支承体系；第一边墩支承体系的上端与主梁固定，下端则与第一边墩的边墩承台固定；第二边墩支承体系的上端与主梁固定，下端则与第二边墩的边墩承台固定。
进一步地，还包括两个悬挑梁，对应地以可拆卸连接的方式安装在所述主梁长度方向的两端。
本发明的另一个技术目的是提供一种路桥预制小箱梁式隐盖梁的悬臂支承体系的施工方法，包括以下步骤：
(1)构件预制
分别预制以下构件：1个主梁梁段a，1个主梁梁段b，1个主桁体系，2个主墩竖向支承，1个主墩垫梁，1个边墩竖向支承，2个悬挑梁；
2个主墩竖向支承分别为第一主墩竖向支承、第二主墩竖向支承；2个悬挑梁分别为第一悬挑梁、第二悬挑梁；
(2)安装主墩垫梁、第一主墩竖向支承、第二主墩竖向支承、边墩竖向支承
将主墩垫梁吊装至主墩承台处于横向的其中一侧，并调整主墩垫梁在主墩承台上的位置，直至主墩垫梁上的安装孔A、安装孔B与主墩承台上所设置的安装孔a、安装孔b分别对准，然后采用焊接固定的方式将主墩垫梁固定在主墩承台上；接着，先将第一主墩竖向支承吊装到主墩垫梁上，并依次穿过主墩垫梁上的安装孔A、主墩承台上安装孔a置放，再采用螺栓紧固件将第一主墩竖向支承的下端通过主墩垫梁固定到主墩承台上；之后再将第二主墩竖向支承吊装到主墩垫梁上，并依次穿过主墩垫梁上的安装孔B、主墩承台上安装孔b置放，再采用螺栓紧固件将第二主墩竖向支承的下端通过主墩垫梁固定到主墩承台上；
将边墩竖向支承吊装至边墩承台上方，并使得边墩竖向支承的下端能够穿过边墩承台上所设置的安装孔c放置，然后通过焊接的方式将边墩竖向支承与边墩承台固定；
(3)架设主桁体系
将主桁体系吊装到第一主墩竖向支承、第二主墩竖向支承的上方，并采用螺栓紧固件将主桁体系的下弦板分别与第一主墩竖向支承的上端、第二主墩竖向支承的上端固定；
(4)架设与主桁体系拼装的主梁梁段a
将主梁梁段a吊装到主桁体系的上弦板，并调整主梁梁段a在上弦板上的位置，直至能够采用螺栓紧固件将主梁梁段a与上弦板固定；
(5)架设一端支承在边墩承台上的主梁梁段b
将主梁梁段b吊装到边墩支承体系上方，并调整主梁梁段b的位置，直至主梁梁段b的一端能够与主梁梁段a拼接，另一端则能够通过螺栓紧固件与边墩支承体系上端固定；
(6)架设悬挑梁
将第一悬挑梁、第二悬挑梁分别吊装到位，然后采用可拆卸连接件将第一悬挑梁与主梁梁段a的外侧端部固定，采用可拆卸连接件将第二悬挑梁与主梁梁段b的外侧端部固定。
本发明的再一个技术目的是提供一种路桥预制小箱梁式隐盖梁的大胯径支承体系的施工方法，包括以下步骤：
(1)构件预制
分别预制以下构件：1个主梁梁段a，2个主梁梁段b，1个主桁体系，2个主墩竖向支承，1个主墩垫梁，2个边墩竖向支承，2个悬挑梁；
2个主墩竖向支承分别为第一主墩竖向支承、第二主墩竖向支承；2个悬挑梁分别为第一悬挑梁、第二悬挑梁；
2个主梁梁段b分别为第一主梁梁段b、第二主梁梁段b；2个边墩竖向支承分别为第一边墩竖向支承、第二边墩竖向支承；
(2)安装主墩垫梁、第一主墩竖向支承、第二主墩竖向支承、第一边墩竖向支承、第二边墩竖向支承
将主墩垫梁吊装至主墩承台处于横向的其中一侧，并调整主墩垫梁在主墩承台上的位置，直至主墩垫梁上的安装孔A、安装孔B与主墩承台上所设置的安装孔a、安装孔b分别对准，然后采用焊接固定的方式将主墩垫梁固定在主墩承台上；接着，先将第一主墩竖向支承吊装到主墩垫梁上，并依次穿过主墩垫梁上的安装孔A、主墩承台上安装孔a置放，再采用螺栓紧固件将第一主墩竖向支承的下端通过主墩垫梁固定到主墩承台上；之后再将第二主墩竖向支承吊装到主墩垫梁上，并依次穿过主墩垫梁上的安装孔B、主墩承台上安装孔b置放，再采用螺栓紧固件将第二主墩竖向支承的下端通过主墩垫梁固定到主墩承台上；
将第一边墩竖向支承吊装至第一边墩的边墩承台上方，并使得第一边墩竖向支承的下端能够穿过第一边墩的边墩承台上所设置的安装孔c放置，然后通过焊接的方式将第一边墩竖向支承与第一边墩的边墩承台固定；
将第二边墩竖向支承吊装至第二边墩的边墩承台上方，并使得第二边墩竖向支承的下端能够 穿过第二边墩的边墩承台上所设置的安装孔d放置，然后通过焊接的方式将第二边墩竖向支承与第二边墩的边墩承台固定；
(3)架设主桁体系
将主桁体系吊装到第一主墩竖向支承、第二主墩竖向支承的上方，并采用螺栓紧固件将主桁体系的下弦板分别与第一主墩竖向支承的上端、第二主墩竖向支承的上端固定；
(4)架设与主桁体系拼装的主梁梁段a
将主梁梁段a吊装到主桁体系的上弦板，并调整主梁梁段a在上弦板上的位置，直至能够采用螺栓紧固件将主梁梁段a与上弦板固定；
(5)架设一端支承在第一边墩的边墩承台上的第一主梁梁段b、架设一端支承在第二边墩的边墩承台上的第二主梁梁段b
将第一主梁梁段b吊装到第一边墩支承体系上方，并调整第一主梁梁段b的位置，直至第一主梁梁段b的一端能够与主梁梁段a的一端拼接，另一端则能够通过螺栓紧固件与第一边墩支承体系上端固定；
将第二主梁梁段b吊装到第二边墩支承体系上方，并调整第二主梁梁段b的位置，直至第二主梁梁段b的一端能够与主梁梁段a的另一端拼接，第二主梁梁段b的另一端则能够通过螺栓紧固件与第二边墩支承体系上端固定；
(6)架设悬挑梁
将第一悬挑梁、第二悬挑梁分别吊装到位，然后采用可拆卸连接件将第一悬挑梁与第一主梁梁段b的外侧端部固定，采用可拆卸连接件将第二悬挑梁与第二主梁梁段b的外侧端部固定。
根据上述的技术方案，相对于现有技术，本发明具有如下的优点：
1、本发明所述的临时支承体系，在预制小箱梁吊装到位、隐盖梁浇筑完成后，会采用特定拆装装置拆除，其通过架设在主墩区域的主墩支承体系、架设在边墩区域的边墩支承体系共同支撑主梁而形成，由此可知，本发明所述的支承体系，在主墩和边墩之间，存在较大的空间，便于起吊设备(吊车)穿行，利于支承体系各构件的吊装，尤其便于后续各构件的拆装。
2、由于本发明桥面采用预制小箱梁，因此，为使得所述的临时支承体系能够承载，可以通过以下方式实现：(1)加高主梁的梁高；(2)、中间设墩，减小跨径；(3)、采用特定结构的支承体系。
由于本发明所述的支承体系是临时支承体系，施工后在特定阶段是要拆除的，因此，采用第一种方式(加高主梁的梁高)来保证临时支承体系的承载量，具有如下不足：a、增加钢材用量，制造成本增加；2、主梁结构钢材用量增加，则拆除时步骤增加，即增加了拆装成 本。由此可知，采用第一种方式来保证临时支承体系的承载量，不经济。采用第二种方式(中间设墩，减小跨径)来保证临时支承体系的承载量，主要问题在于后续拔桩困难。因此，综合考虑以后，本发明采用了第三种方式(采用特定结构的支承体系)来保证临时支承体系的承载量，具体为：
本发明所述的支承体系，设置了特定结构形式的主墩支承体系，该主墩支承体系通过在主墩区域设置W型桁架，以减少支承梁的支点负弯矩，使得主梁内力(弯矩)最大区域的弯矩分布更均匀，从而减少主梁钢材用量，并具有高承载力的特点。
附图说明
图1是本发明实施例1所述的悬臂式路桥预制小箱梁式隐盖梁临时支承体系的结构示意图；
图1中：11-主梁；12-第一悬挑梁；13-第二悬挑梁；14-隐式盖梁；15-预制小箱梁；21-主墩承台；22-主墩立柱；23-主墩垫梁；24-主墩竖向支承；25-主桁体系；31-边墩承台；32-边墩立柱；33-边墩垫梁；34-边墩竖向支承；
图2是图1中小箱梁式隐盖梁在路桥中隐式盖梁与明盖梁交界位置处的结构示意图；
图3是图1中小箱梁式隐盖梁在路桥中伸缩层处的结构示意图；
图4是图1中小箱梁式隐盖梁在路桥中上部结构连续处的结构示意图；
图2-4中：14、隐式盖梁；15、预制小箱梁；4-明盖梁；5-立柱；
L1、隐盖梁a的域宽；L2、伸缩缝宽；H1、小箱梁a的梁高；H2、隐盖梁a的梁高；d1、隐盖梁a的梁顶与小箱梁梁顶之间的间距；d2、隐盖梁a的梁底与小箱梁梁底之间的间距；
图5是本发明所述的主梁在主桁体系连接位置处的结构示意图；
图6是本发明所述的主梁在边墩位置处的结构示意图；
图5-6中：11-1、主梁顶板；11-2、主梁腹板；11-3、主梁底板；11-4、主梁纵向加劲；11-5、竖向加劲肋；11-6、顶板局部加劲肋；11-7、底板-桁架连接螺栓；11-8、桁架支点局部加劲肋；11-9、边墩支点通长加劲；11-10、边墩支点局部加劲；
图7是本发明所述主桁体系的结构示意图；
图8是图7中上弦杆处于节点区域的结构示意图；
图9是图7中上弦杆处于非节点区域的结构示意图；
图10是7中下弦杆处于节点区域的结构示意图；
图11是图7中下弦杆处于非节点区域的结构示意图；
图7至11中：25-1、下弦杆；25-1-1、下弦底板a；25-1-2、下弦横隔板；25-1-3、下弦顶板； 25-1-4、下弦腹板a；25-1-5、下弦支座加劲；25-1-6、下弦腹板b；25-1-7、下弦底板b；25-2、上弦杆；25-2-1、上弦顶板a；25-2-2、横隔板；25-2-3、上弦支座加劲；25-2-4、上弦底板；25-2-5、上弦腹板a；25-2-6、上弦顶板b；25-2-7、上弦腹板b；25-3、内腹杆；25-4、外腹杆；
图12是本发明一个实施例中，主墩支承体系(不包括主桁体系)在主墩承台上的分布示意图；
图13是本发明一个实施例中，边墩支承体系在边墩承台上的分布示意图；
图12-13中：21、主墩承台；22-1、第一主墩立柱；22-2、第二主墩立柱；23-1、第一主墩垫梁；23-2、第二主墩垫梁；24-1、第一主墩竖向支承a；24-2、第一主墩竖向支承b；24-3、第二主墩竖向支承a；24-4、第二主墩竖向支承b；31、边墩承台；32、边墩立柱；34-1、边墩竖向支承a；34-2、边墩竖向支承b；
图14是主桁体系总体应力云图；
图15是主梁在边墩支承区域应力云图；
图16是本发明实施例2所述的大跨径路桥预制小箱梁式隐盖梁临时支承体系的结构示意图；
图16中：11-主梁；12-第一悬挑梁；13-第二悬挑梁；14-隐式盖梁；15-预制小箱梁；21-主墩承台；22-主墩立柱；23-主墩垫梁；24-主墩竖向支承；25-主桁体系；31-1、第一边墩承台；32-1、第一边墩立柱；33-1、第一边墩垫梁；34-3、第一边墩竖向支承；31-2、第二边墩承台；32-2、第二边墩立柱；33-2、第二边墩垫梁；34-4、第二边墩竖向支承。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。以下对至少一个示例性实施例的描述实际上仅仅是说明性的，决不作为对本发明及其应用或使用的任何限制。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。除非另外具体说明，否则在这些实施例中阐述的部件和步骤的相对布置、表达式和数值不限制本发明的范围。同时，应当明白，为了便于描述，附图中所示出的各个部分的尺寸并不是按照实际的比例关系绘制的。对于相关领域普通技术人员已知的技术、方法和设备可能不作详细讨论，但在适当情况下，所述技术、方法和设备应当被视为授权说明书的一部分。在这里示出和讨论的所有示例中，任何具体值应被解释为仅仅是示例性的，而不是作为限制。因此，示例性实施例的其它示例可以具有不同的值。
为了便于描述，在这里可以使用空间相对术语，如“在……之上”、“在……上方”、 “在……上表面”、“上面的”等，用来描述如在图中所示的一个器件或特征与其他器件或特征的空间位置关系。应当理解的是，空间相对术语旨在包含除了器件在图中所描述的方位之外的在使用或操作中的不同方位。例如，如果附图中的器件被倒置，则描述为“在其他器件或构造上方”或“在其他器件或构造之上”的器件之后将被定位为“在其他器件或构造下方”或“在其他器件或构造之下”。因而，示例性术语“在……上方”可以包括“在……上方”和“在……下方”两种方位。该器件也可以其他不同方式定位(旋转90度或处于其他方位)。
实施例1
如图1所示，本实施例公开了一种悬臂式支承体系，用于路桥预制小箱梁式隐盖梁的支承；包括主梁11、主墩支承体系、边墩支承体系；其中：
所述主梁11，沿着路桥桥墩的横向侧(横向指路桥桥面的宽度方向，附图1的水平方向)布置，由两段拼接而成，分别为由主墩支承体系支承的主梁梁段a以及一端支承在边墩支承体系上、另一端则能够与主梁梁段a拼接的主梁梁段b，路桥桥墩包括主墩以及边墩；主墩包括主墩承台21以及设在主墩承台21上的主墩立柱22，边墩包括边墩承台31以及设在边墩承台31上的边墩立柱32。
主梁11采用双拼焊接工字型截面，同时，主梁腹板11-2两侧设置三向加劲体系，如图5、图6所示：①距主梁顶板11-1上缘400mm处设置纵向加劲肋(主梁纵向加劲11-4)，加劲肋尺寸为—200×16mm，除主梁11拼接区域外，通长设置，并在竖向加劲肋处中断，与竖向加劲肋焊接；②沿主梁腹板高度方向设置竖向加劲肋11-5，加劲肋尺寸为—217×20mm，沿主梁11长度方向间距不超过1.5m，除支点区域外，其他部位不小于1.35m；③在主梁顶板、竖向加劲肋及纵向加劲肋间设置顶板局部支承加劲肋11-6(应对主梁顶板局部支承荷载，如预制小箱梁支承反力、隐式盖梁14作业平台等)，支承加劲肋间距(含与竖向加劲肋间距)不超过50cm，不少于40cm。
主梁11的桁架支承区域(即主梁11与主桁体系连接的位置)，不仅传递竖向反力，而且还需承担较大的水平反力，故采用高强摩擦型螺栓连接，依据计算确定10.9级的Φ30螺栓，为底板-桁架连接螺栓11-7，布置于主梁腹板11-2外侧(内侧因双拼工字型截面无作业空间)，每侧按8×2布置，且每间隔2排螺栓即设置1道桁架支点局部支承加劲11-8(确保每个螺栓孔周边均设设有加劲肋)，参加图5。
主梁11的边墩支承区域(即主梁11与边墩支承体系连接的位置)，以承担竖向反力为主，故仅设置普通螺栓，螺栓规格选用Φ30。主梁11在边墩支承区域设置2道与垫梁腹板对应的边墩支点通长加劲11-9，2道与垫梁侧向加劲肋对应的局部底板竖向加劲肋(边墩支点 局部加劲11-10)，如图6所示。考虑到双拼工字型截面腹板间无操作空间，故边墩支承区域的拼接螺栓孔位均位于腹板外侧，每侧设置6个螺栓(2排，4+2构造，内侧螺栓受垫块加劲的操作空间限制，未设置)。
为减少临时措施成本，降低主梁11钢结构用量，在主梁11的两端均各自配装了一段悬挑梁，对应为第一悬挑梁12、第二悬挑梁13。以作为施工作业平台及部分隐式盖梁14支架的支承平台。悬挑梁采用变截面工字型构造。为与主梁11匹配，呈双拼状态且单梁翼缘板宽度与主梁11的单片主梁11翼缘宽度一致。悬挑梁与与主梁11间采用高强螺栓连接。
所述的主墩支承体系，设置在主墩区域的横向侧并位于主梁11下方，且主墩支承体系的下端与主墩承台21固定，上端则与主梁11固定；附图中，主墩支承体系设在主墩立柱22处于横向的外侧。
为了满足路桥预制小箱梁式隐盖梁的支承需求，本发明所述的主墩支承体系，如图1、图7所示，包括主墩垫梁23、主墩竖向支承24以及主桁体系25，其中：
所述的主桁体系25，参照图7，包括上弦板、下弦板以及设置在上弦板、下弦板之间的W形桁架；W形桁架上端的三个端点均与上弦板下表面的对应位置连接固定，分别形成联结位点A、联结位点B、联结位点C；而W形桁架下端的两个端点则分别与下弦板上表面的对应位置连接固定，分别形成联结位点E、联结位点F；上弦板的上表面则能够通过可拆卸连接件a与主梁11连接；所述的主墩垫梁23，设置于路桥桥墩处于横向侧，并与主墩承台21固定；并用于固定竖向支承立柱，使分散的4个立柱分别定位安装转换为2个构件的相对位置确定，提高现场安装作业精度，本发明在上弦板的上表面设置有三个连接部(连接法兰)，分别为连接部a、连接部b、连接部c，其中：连接部a与联结位点A对应，连接部b与联结位点B对应，连接部c与联结位点C对应；连接部a、连接部b、连接部c均能够通过可拆卸连接件a与主梁11连接。这样的设置方式，使W型桁架为主梁11提供3个支承点，既大幅减少了主梁11负弯矩区的内力集中，又通过桁架支承点减少了主梁11的跨径(主墩支承点至边墩的长度)，故使主梁11的峰值弯矩出现在跨中区域，主梁11的总弯矩值下降50％，节约主梁11的钢材使用量。
W形桁架由两根外腹杆25-4和两根内腹杆25-3组成，其中，两根内腹杆25-3组成W形桁架中间位置处的倒V形构件，两根外腹杆25-4，则对称布置在倒V形构件的外侧，且外腹杆25-4相对于下弦杆25-1的倾角为42.3°(不低于40°为好)，同时，因桁架全长不超过通用平板车最大长度17m，下弦杆25-1的比承台的长度小1m左右，因此，当选择上弦杆25-2全长16米，W形桁架全高5m(一般不超过5m)时，内腹杆25-3的倾角为65度。
主桁体系25以承担轴力作用为主，且数值较大，故采用箱型构造，以确保平面内与平面外长细比接近。其中，上、下弦杆25-1为与主梁11、垫梁的连接构造满足要求，在连接区域将翼缘板作向外延伸；上弦杆25-2以承担拉力为主，下弦杆25-1以承担压力为主，故下弦杆25-1截面相对上弦杆25-2截面提升，即下弦杆25-1截面厚度大于上弦杆25-2截面厚度，参照图8、图10；外腹杆25-4倾角大，所承担的轴力也相对较高，故外腹杆25-4截面(横隔板)较内腹杆25-3截面(横隔板)予以加强。即外腹杆25-4的横隔板厚度大于内腹杆25-3的横隔板厚度。
根据主梁11及桁架间连接体系校核，以某路桥中主桁体系25承受峰值应力的某桥墩为例，主桁体系25与主梁11连接处的支承反力(竖向轴力及水平剪力)如图14所示，可知：主桁体系25与主梁11间的竖向支承反力受弹簧线刚度影响较小，水平剪力则对弹簧线刚度非常敏感：弹簧计算长度L越长，线刚度越小，所传递的水平剪力越小(相应的，主桁体系25轴力所分摊的轴力越大)。因此，主梁11与主桁体系25间的连接体系以主梁11中心作为耦合点(弹簧长度L取0.75m)，一方面，仅单面接触的高强螺栓摩擦面无法承担过大的水平剪力；另一方面，主梁11高度较高，与主桁体系25的耦合刚度不集中于底板附近。
主桁体系25的应力云图如图14所示。其中，主桁体系25应力分布较均匀，且峰值应力仅236MPa，意味着主桁体系25的构造及板件的厚度均较合理。其峰值应力主要出现在内力最大杆件的两端:内腹杆25-3节点区域应力仅129MPa，外腹杆25-4节点处局部点应力达到200MPa以上时，其余部位应力分布均匀。
所述的主墩竖向支承24，具有两个，均设置在W形桁架的下端与垫梁之间，分别为第一主墩竖向支承、第二主墩竖向支承；第一、第二主墩竖向支承的上端均能够通过可拆卸连接件b与下弦板的下表面连接固定，而第一、第二主墩竖向支承的下端则能够采用可拆卸连接件c与主墩垫梁23固定。
第一主墩竖向支承与下弦板的联结位点(采用法兰连接的方式连接)对应于联结位点E所在位置设置，第二主墩竖向支承与下弦板的联结位点(采用法兰连接的方式连接)对应于联结位点F所在位置设置。
主墩竖向支承具有2个特征：①竖向荷载峰值高，单点支承反力达500吨级；②高度较小，竖向支承高度可以不足1.0m，此时，侧向支承体系设置难度较大，故选用双拼HM600型钢作为主墩垫梁23，使主墩竖向支承与下弦板、主墩垫梁23间形成稳定的框架体系(构件间均采用螺栓连接)。主桁体系25的侧向支撑与主墩垫梁23间的横向分配梁所形成的空间 框架结构，确保其2500吨级荷载作用下的整体稳定性。
所述边墩支承体系，如图1、图6所示，设置在边墩区域的横向侧并位于主梁11下方，且边墩支承体系的下端与边墩承台31固定，上端则与主梁11固定。附图中，边墩支承体系设在边墩立柱32处于横向的外侧。
具体地，所述的边墩支承体系，包括边墩竖向支承34，边墩竖向支承34的上端采用螺栓紧固件通过法兰连接的方式与主梁11固定连接，下端则通过焊接固定的方式与边墩承台31固定。
边墩竖向支承34分2类：①常规支承钢管，规格通常为Φ426、Φ530、Φ609、Φ630等；②由常规支承钢管套嵌组成，即在支承钢管两端设置高度不小于200mm的连接钢板，沿环向不少于6道，钢板与法兰间通过开坡口的熔透焊缝连接。
边墩支承区域受主梁11弯曲效应影响支承范围应力分布不均匀，参照图15，主梁11因支承点问题，其峰值应力出现在与边墩竖向支承34相连的垫梁附近，峰值应力位于腹板的支承边缘区域，单点局部峰值应力达到347MPa，其余均低于300MPa。故设置与主梁腹板11-2垂直的垫梁体系(即垫梁腹板与主梁腹板11-2呈90°布置)。边墩垫梁33采用焊接钢箱梁构造，高600mm；顶、底板采用—800×20mm，腹板厚20mm，中心线间距为30cm；边墩垫梁33沿腹板长度方向间隔20cm设置1道支座加劲肋，并在主梁腹板11-2对应位置处，将加劲肋沿横断面方向满布设置(其余加劲仅布置与腹板外侧)；同时在顶板外侧为适应主梁11弯曲导致的应力集中效应，增设1道纵向加劲，并与主梁11的局部支座加劲对应。
为得到上述的悬臂式支承体系，本发明将采取如下的技术方案：
(1)构件预制
分别预制以下构件：1个主梁梁段a，1个主梁梁段b，1个主桁体系25，2个主墩竖向支承，1个主墩垫梁23，1个边墩竖向支承34，2个悬挑梁；
2个主墩竖向支承分别为第一主墩竖向支承、第二主墩竖向支承；2个悬挑梁分别为第一悬挑梁12、第二悬挑梁13；
(2)安装主墩垫梁23、第一主墩竖向支承、第二主墩竖向支承、边墩竖向支承34
将主墩垫梁23吊装至主墩承台21处于横向的其中一侧，并调整主墩垫梁23在主墩承台21上的位置，直至主墩垫梁23上的安装孔A、安装孔B与主墩承台21上所设置的安装孔a、安装孔b分别对准，然后采用焊接固定的方式将主墩垫梁23固定在主墩承台21上；接着，先将第一主墩竖向支承吊装到主墩垫梁23上，并依次穿过主墩垫梁23上的安装孔A、主墩承台21上安装孔a置放，再采用螺栓紧固件将第一主墩竖向支承的下端通过主墩垫梁23固 定到主墩承台21上；之后再将第二主墩竖向支承吊装到主墩垫梁23上，并依次穿过主墩垫梁23上的安装孔B、主墩承台21上安装孔b置放，再采用螺栓紧固件将第二主墩竖向支承的下端通过主墩垫梁23固定到主墩承台21上；
将边墩竖向支承34吊装至边墩承台上方，并使得边墩竖向支承34的下端能够穿过边墩承台上所设置的安装孔c放置，然后通过焊接的方式将边墩竖向支承34与边墩承台固定；
(3)架设主桁体系25
将主桁体系25吊装到第一主墩竖向支承、第二主墩竖向支承的上方，并采用螺栓紧固件将主桁体系25的下弦板分别与第一主墩竖向支承的上端、第二主墩竖向支承的上端固定；
(4)架设与主桁体系25拼装的主梁梁段a
将主梁梁段a吊装到主桁体系25的上弦板，并调整主梁梁段a在上弦板上的位置，直至能够采用螺栓紧固件将主梁梁段a与上弦板固定；
(5)架设一端支承在边墩承台上的主梁梁段b
将主梁梁段b吊装到边墩支承体系上方，并调整主梁梁段b的位置，直至主梁梁段b的一端能够与主梁梁段a拼接，另一端则能够通过螺栓紧固件与边墩支承体系上端固定；
(6)架设悬挑梁
将第一悬挑梁12、第二悬挑梁13分别吊装到位，然后采用可拆卸连接件将第一悬挑梁12与主梁梁段a的外侧端部固定，采用可拆卸连接件将第二悬挑梁13与主梁梁段b的外侧端部固定。
为得到图2所示的在路桥中隐式盖梁14与明盖梁交界位置处的小箱梁式隐盖梁，本发明在架设支承体系时，仅需要在路桥桥墩的一个横向侧(图2所示方向为右侧)架设上述的支承体系即可。
为得到图3所示的在路桥中伸缩层处的小箱梁式隐盖梁，本发明在架设支承体系时，需要在路桥桥墩的两个横向侧(图3所示方向为左右两个侧边)架设上述的支承体系。且每一个支承体系与伸缩缝之间存在的间隙满足设计的隐式盖梁a的域宽要求。
为得到图4所示的路桥中上部结构连续处的小箱梁式隐盖梁，本发明在架设支承体系时，需要在路桥桥墩的两个横向侧(图4所示方向为左右两个侧边)架设上述的支承体系。且两支承体系之间存在的间隙满足设计的隐式盖梁a的域宽要求。
实施例2
如图16所示，本发明实施例1与实施例2的不同之处在于，本实施例所述的支承体系为大跨径路桥预制小箱梁式隐盖梁临时支承体系，其中：主梁11，由三段主梁梁段拼接而成，三段 主梁梁段分别为主梁梁段a、第一主梁梁段b、第二主梁梁段b；其中，主梁梁段a与主桁体系25拼装；第一主梁梁段b，一端支承在第一边墩的边墩承台上，另一端则与主梁梁段a的一端拼接；第二主梁梁段b，一端支承在第二边墩的边墩承台上，另一端则与主梁梁段a的另一端拼接。另外，本实施例中，所述路桥在主墩的两侧，分别设置有一个边墩；因此，所述的支承体系，针对每一个边墩，设置一个边墩支承体系，针对主墩，设置一个主墩支承体系；主梁11通过上述的主墩支承体系以及对称设置在主墩支承体系两侧的边墩支承体系支承。
为得到上述的大跨径路桥预制小箱梁式隐盖梁临时支承体系，本实施例将采用如下的施工办法：
(1)构件预制
分别预制以下构件：1个主梁梁段a，2个主梁梁段b，1个主桁体系25，2个主墩竖向支承，1个主墩垫梁23，2个边墩竖向支承34，2个悬挑梁；
2个主墩竖向支承分别为第一主墩竖向支承、第二主墩竖向支承；2个悬挑梁分别为第一悬挑梁12、第二悬挑梁13；
2个主梁梁段b分别为第一主梁梁段b、第二主梁梁段b；2个边墩竖向支承34分别为第一边墩竖向支承、第二边墩竖向支承；
(2)安装主墩垫梁23、第一主墩竖向支承、第二主墩竖向支承、第一边墩竖向支承、第二边墩竖向支承
将主墩垫梁23吊装至主墩承台21处于横向的其中一侧，并调整主墩垫梁23在主墩承台21上的位置，直至主墩垫梁23上的安装孔A、安装孔B与主墩承台21上所设置的安装孔a、安装孔b分别对准，然后采用焊接固定的方式将主墩垫梁23固定在主墩承台21上；接着，先将第一主墩竖向支承吊装到主墩垫梁23上，并依次穿过主墩垫梁23上的安装孔A、主墩承台21上安装孔a置放，再采用螺栓紧固件将第一主墩竖向支承的下端通过主墩垫梁23固定到主墩承台21上；之后再将第二主墩竖向支承吊装到主墩垫梁23上，并依次穿过主墩垫梁23上的安装孔B、主墩承台21上安装孔b置放，再采用螺栓紧固件将第二主墩竖向支承的下端通过主墩垫梁23固定到主墩承台21上；
将第一边墩竖向支承吊装至第一边墩的边墩承台上方，并使得第一边墩竖向支承的下端能够穿过第一边墩的边墩承台上所设置的安装孔c放置，然后通过焊接的方式将第一边墩竖向支承与第一边墩的边墩承台固定；
将第二边墩竖向支承吊装至第二边墩的边墩承台上方，并使得第二边墩竖向支承的下端能够穿过第二边墩的边墩承台上所设置的安装孔d放置，然后通过焊接的方式将第二边墩竖向支 承与第二边墩的边墩承台固定；
(3)架设主桁体系25
将主桁体系25吊装到第一主墩竖向支承、第二主墩竖向支承的上方，并采用螺栓紧固件将主桁体系25的下弦板分别与第一主墩竖向支承的上端、第二主墩竖向支承的上端固定；
(4)架设与主桁体系25拼装的主梁梁段a
将主梁梁段a吊装到主桁体系25的上弦板，并调整主梁梁段a在上弦板上的位置，直至能够采用螺栓紧固件将主梁梁段a与上弦板固定；
(5)架设一端支承在第一边墩的边墩承台上的第一主梁梁段b、架设一端支承在第二边墩的边墩承台上的第二主梁梁段b
将第一主梁梁段b吊装到第一边墩支承体系上方，并调整第一主梁梁段b的位置，直至第一主梁梁段b的一端能够与主梁梁段a的一端拼接，另一端则能够通过螺栓紧固件与第一边墩支承体系上端固定；
将第二主梁梁段b吊装到第二边墩支承体系上方，并调整第二主梁梁段b的位置，直至第二主梁梁段b的一端能够与主梁梁段a的另一端拼接，第二主梁梁段b的另一端则能够通过螺栓紧固件与第二边墩支承体系上端固定；
(6)架设悬挑梁
将第一悬挑梁12、第二悬挑梁13分别吊装到位，然后采用可拆卸连接件将第一悬挑梁12与第一主梁梁段b的外侧端部固定，采用可拆卸连接件将第二悬挑梁13与第二主梁梁段b的外侧端部固定。
本实施例中，所述的边墩支承体系、主墩支承体系以及其它配件，比如悬挑梁、主墩垫梁23、边墩垫梁33，结构均与实施例1中所提及的技术方案一致，在此不再赘述。

Claims (10)

  1. 一种路桥预制小箱梁式隐盖梁临时支承体系，其特征在于，包括主梁、主墩支承体系、边墩支承体系；其中：
    所述主梁，沿着路桥桥墩的横向侧布置，路桥桥墩包括主墩以及边墩；
    所述主墩支承体系，设置在主墩区域的横向侧并位于主梁下方，且主墩支承体系的下端与主墩承台固定，上端则与主梁固定；
    所述边墩支承体系，设置在边墩区域的横向侧并位于主梁下方，且边墩支承体系的下端与边墩承台固定，上端则与主梁固定。
  2. 根据权利要求1所述的路桥预制小箱梁式隐盖梁临时支承体系，其特征在于，所述主梁，包括两条，分别为第一主梁、第二主梁；第一主梁、第二主梁对称分设在路桥桥墩处于横向的两侧，且第一主梁、第二主梁之间通过连接构件连接；
    所述主墩支承体系，包括两个，分别为第一主墩支承体系、第二主墩支承体系；第一主墩支承体系、第二主墩支承体系对称分设在路桥桥墩处于横向的两侧，且第一主墩支承体系、第二主墩支承体系的下端均与主墩承台固定，而第一主墩支承体系的上端则与第一主梁固定，第二主墩支承体系的上端与第二主梁固定；
    所述边墩支承体系，包括两个，分别为边墩支承体系a、边墩支承体系b；边墩支承体系a、边墩支承体系b对称分设在路桥桥墩处于横向的两侧，且边墩支承体系a、边墩支承体系b的下端均与边墩承台固定，而边墩支承体系a的上端则与第一主梁固定，边墩支承体系b的上端与第二主梁固定。
  3. 根据权利要求1或2所述的路桥预制小箱梁式隐盖梁临时支承体系，其特征在于，所述的主墩支承体系，包括主墩垫梁、主墩竖向支承以及主桁体系，其中：
    所述的主桁体系，包括上弦板、下弦板以及设置在上弦板、下弦板之间的W形桁架；W形桁架上端的三个端点均与上弦板下表面的对应位置连接固定，分别形成联结位点A、联结位点B、联结位点C；而W形桁架下端的两个端点则分别与下弦板上表面的对应位置连接固定，分别形成联结位点E、联结位点F；上弦板的上表面则能够通过可拆卸连接件a与主梁连接；所述的主墩垫梁，设置于路桥桥墩处于横向侧，并与主墩承台固定；
    所述的主墩竖向支承，具有两个，均设置在W形桁架的下端与垫梁之间，分别为第一主墩竖向支承、第二主墩竖向支承；第一、第二主墩竖向支承的上端均能够通过可拆卸连接件b与下弦板的下表面连接固定，而第一、第二主墩竖向支承的下端则能够采用可拆卸连接件c与主墩垫梁固定。
  4. 根据权利要求3所述的路桥预制小箱梁式隐盖梁临时支承体系，其特征在于，第一主墩竖 向支承与下弦板的联结位点对应于联结位点E所在位置设置，第二主墩竖向支承与下弦板的联结位点对应于联结位点F所在位置设置。
  5. 根据权利要求4所述的路桥预制小箱梁式隐盖梁临时支承体系，其特征在于，上弦板的上表面设置有三个连接部，分别为连接部a、连接部b、连接部c；连接部a与联结位点A对应，连接部b与联结位点B对应，连接部c与联结位点C对应；
    连接部a、连接部b、连接部c均能够通过可拆卸连接件a与主梁连接。
  6. 根据权利要求1或2所述的路桥预制小箱梁式隐盖梁临时支承体系，其特征在于，所述的边墩支承体系，包括边墩竖向支承，边墩竖向支承的上端与主梁固定连接，下端则与边墩承台固定。
  7. 根据权利要求1所述的路桥预制小箱梁式隐盖梁临时支承体系，其特征在于，所述边墩的数量为两个，分别为第一边墩、第二边墩，对称分布在主墩的两侧；第一边墩的区域、第二边墩的区域均各自设置有一个边墩支承体系，分别对应为第一边墩支承体系、第二边墩支承体系；第一边墩支承体系的上端与主梁固定，下端则与第一边墩的边墩承台固定；第二边墩支承体系的上端与主梁固定，下端则与第二边墩的边墩承台固定。
  8. 根据权利要求1所述的路桥预制小箱梁式隐盖梁临时支承体系，其特征在于，还包括两个悬挑梁，对应地以可拆卸连接的方式安装在所述主梁长度方向的两端。
  9. 一种路桥预制小箱梁式隐盖梁的悬臂支承体系的施工方法，其特征在于，包括以下步骤：构件预制
    分别预制以下构件：1个主梁梁段a，1个主梁梁段b，1个主桁体系，2个主墩竖向支承，1个主墩垫梁，1个边墩竖向支承，2个悬挑梁；
    2个主墩竖向支承分别为第一主墩竖向支承、第二主墩竖向支承；2个悬挑梁分别为第一悬挑梁、第二悬挑梁；
    安装主墩垫梁、第一主墩竖向支承、第二主墩竖向支承、边墩竖向支承
    将主墩垫梁吊装至主墩承台处于横向的其中一侧，并调整主墩垫梁在主墩承台上的位置，直至主墩垫梁上的安装孔A、安装孔B与主墩承台上所设置的安装孔a、安装孔b分别对准，然后采用焊接固定的方式将主墩垫梁固定在主墩承台上；接着，先将第一主墩竖向支承吊装到主墩垫梁上，并依次穿过主墩垫梁上的安装孔A、主墩承台上安装孔a置放，再采用螺栓紧固件将第一主墩竖向支承的下端通过主墩垫梁固定到主墩承台上；之后再将第二主墩竖向支承吊装到主墩垫梁上，并依次穿过主墩垫梁上的安装孔B、主墩承台上安装孔b置放，再采用螺栓紧固件将第二主墩竖向支承的下端通过主墩垫梁固定到主墩承台上；
    将边墩竖向支承吊装至边墩承台上方，并使得边墩竖向支承的下端能够穿过边墩承台上所设置的安装孔c放置，然后通过焊接的方式将边墩竖向支承与边墩承台固定；
    架设主桁体系
    将主桁体系吊装到第一主墩竖向支承、第二主墩竖向支承的上方，并采用螺栓紧固件将主桁体系的下弦板分别与第一主墩竖向支承的上端、第二主墩竖向支承的上端固定；
    架设与主桁体系拼装的主梁梁段a
    将主梁梁段a吊装到主桁体系的上弦板，并调整主梁梁段a在上弦板上的位置，直至能够采用螺栓紧固件将主梁梁段a与上弦板固定；
    架设一端支承在边墩承台上的主梁梁段b
    将主梁梁段b吊装到边墩支承体系上方，并调整主梁梁段b的位置，直至主梁梁段b的一端能够与主梁梁段a拼接，另一端则能够通过螺栓紧固件与边墩支承体系上端固定；
    架设悬挑梁
    将第一悬挑梁、第二悬挑梁分别吊装到位，然后采用可拆卸连接件将第一悬挑梁与主梁梁段a的外侧端部固定，采用可拆卸连接件将第二悬挑梁与主梁梁段b的外侧端部固定。
  10. 一种路桥预制小箱梁式隐盖梁的大胯径支承体系的施工方法，其特征在于，包括以下步骤：
    构件预制
    分别预制以下构件：1个主梁梁段a，2个主梁梁段b，1个主桁体系，2个主墩竖向支承，1个主墩垫梁，2个边墩竖向支承，2个悬挑梁；
    2个主墩竖向支承分别为第一主墩竖向支承、第二主墩竖向支承；2个悬挑梁分别为第一悬挑梁、第二悬挑梁；
    2个主梁梁段b分别为第一主梁梁段b、第二主梁梁段b；2个边墩竖向支承分别为第一边墩竖向支承、第二边墩竖向支承；
    安装主墩垫梁、第一主墩竖向支承、第二主墩竖向支承、第一边墩竖向支承、第二边墩竖向支承
    将主墩垫梁吊装至主墩承台处于横向的其中一侧，并调整主墩垫梁在主墩承台上的位置，直至主墩垫梁上的安装孔A、安装孔B与主墩承台上所设置的安装孔a、安装孔b分别对准，然后采用焊接固定的方式将主墩垫梁固定在主墩承台上；接着，先将第一主墩竖向支承吊装到主墩垫梁上，并依次穿过主墩垫梁上的安装孔A、主墩承台上安装孔a置放，再采用螺栓紧固件将第一主墩竖向支承的下端通过主墩垫梁固定到主墩承台上；之后再将第二主墩竖向 支承吊装到主墩垫梁上，并依次穿过主墩垫梁上的安装孔B、主墩承台上安装孔b置放，再采用螺栓紧固件将第二主墩竖向支承的下端通过主墩垫梁固定到主墩承台上；
    将第一边墩竖向支承吊装至第一边墩的边墩承台上方，并使得第一边墩竖向支承的下端能够穿过第一边墩的边墩承台上所设置的安装孔c放置，然后通过焊接的方式将第一边墩竖向支承与第一边墩的边墩承台固定；
    将第二边墩竖向支承吊装至第二边墩的边墩承台上方，并使得第二边墩竖向支承的下端能够穿过第二边墩的边墩承台上所设置的安装孔d放置，然后通过焊接的方式将第二边墩竖向支承与第二边墩的边墩承台固定；
    架设主桁体系
    将主桁体系吊装到第一主墩竖向支承、第二主墩竖向支承的上方，并采用螺栓紧固件将主桁体系的下弦板分别与第一主墩竖向支承的上端、第二主墩竖向支承的上端固定；
    架设与主桁体系拼装的主梁梁段a
    将主梁梁段a吊装到主桁体系的上弦板，并调整主梁梁段a在上弦板上的位置，直至能够采用螺栓紧固件将主梁梁段a与上弦板固定；
    架设一端支承在第一边墩的边墩承台上的第一主梁梁段b、架设一端支承在第二边墩的边墩承台上的第二主梁梁段b
    将第一主梁梁段b吊装到第一边墩支承体系上方，并调整第一主梁梁段b的位置，直至第一主梁梁段b的一端能够与主梁梁段a的一端拼接，另一端则能够通过螺栓紧固件与第一边墩支承体系上端固定；
    将第二主梁梁段b吊装到第二边墩支承体系上方，并调整第二主梁梁段b的位置，直至第二主梁梁段b的一端能够与主梁梁段a的另一端拼接，第二主梁梁段b的另一端则能够通过螺栓紧固件与第二边墩支承体系上端固定；
    架设悬挑梁
    将第一悬挑梁、第二悬挑梁分别吊装到位，然后采用可拆卸连接件将第一悬挑梁与第一主梁梁段b的外侧端部固定，采用可拆卸连接件将第二悬挑梁与第二主梁梁段b的外侧端部固定。
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