CN111962372A - Road-rail combined construction steel web member double-combination continuous truss girder and construction method thereof - Google Patents
Road-rail combined construction steel web member double-combination continuous truss girder and construction method thereof Download PDFInfo
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- CN111962372A CN111962372A CN202010794882.9A CN202010794882A CN111962372A CN 111962372 A CN111962372 A CN 111962372A CN 202010794882 A CN202010794882 A CN 202010794882A CN 111962372 A CN111962372 A CN 111962372A
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- 229910000831 Steel Inorganic materials 0.000 title claims abstract description 98
- 239000010959 steel Substances 0.000 title claims abstract description 98
- 238000010276 construction Methods 0.000 title claims abstract description 60
- 239000000203 mixture Substances 0.000 title claims abstract description 21
- 210000000265 Leukocytes Anatomy 0.000 claims description 13
- 238000011065 in-situ storage Methods 0.000 claims description 9
- 238000000034 method Methods 0.000 claims description 7
- 210000001503 Joints Anatomy 0.000 claims description 4
- 238000003466 welding Methods 0.000 claims description 4
- 238000005266 casting Methods 0.000 claims description 3
- 239000011159 matrix material Substances 0.000 claims description 3
- 239000000463 material Substances 0.000 abstract description 2
- 238000005260 corrosion Methods 0.000 description 3
- 229910001294 Reinforcing steel Inorganic materials 0.000 description 2
- 238000004026 adhesive bonding Methods 0.000 description 2
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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
- E01D2/00—Bridges characterised by the cross-section of their bearing spanning structure
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D6/00—Truss-type bridges
Abstract
The invention provides a highway-railway combined steel web member double-combined continuous truss girder which comprises an upper highway concrete bridge deck, a lower railway concrete bridge deck and steel web members, wherein the upper highway concrete bridge deck is arranged on the upper highway; the transverse bridge of the upper layer highway concrete bridge deck is provided with upper layer highway concrete longitudinal beams to two sides, the transverse bridge of the lower layer railway concrete bridge deck is provided with lower layer railway concrete longitudinal beams to two sides, and the upper end and the lower end of the steel web member are respectively connected with the upper layer highway concrete longitudinal beams and the lower layer railway concrete longitudinal beams at the same side through node plates. In addition, the invention also provides a construction method of the bridge. The highway-railway combined steel web member double-combination continuous truss girder adopts a double-combination structural form that the steel web member is combined with the upper deck and the lower deck, is clear in stress, large in rigidity and strong in integrity, makes full use of the material performance of steel and concrete, is small in maintenance workload and good in economy, optimizes the structural stress and engineering design, can be widely applied to highway-railway combined bridges of high-speed railways, is attractive in structure, and has strong competitiveness.
Description
Technical Field
The invention belongs to the technical field of bridge engineering, and particularly relates to a highway-railway combined construction steel web member double-combination continuous truss girder and a construction method thereof.
Background
At present, the public and railway combined construction bridge at home and abroad mainly adopts a steel truss girder form, and the structural form has the following defects: 1. the steel consumption is large, and the economic benefit is poor; 2. the problems of corrosion, fatigue and the like exist in a steel structure bridge deck system, and the later maintenance cost is high; 3. in order to meet the requirement of rigidity of railway travelling, the truss height needs to be increased, and the truss height is often limited by highway and railway wiring conditions or existing buildings; 4. the steel truss girder rods are various in quantity and variety, and the construction difficulty is high.
Disclosure of Invention
The invention aims to provide a combined steel web member and double-combined continuous truss girder for combined construction of roads and railways, which can at least solve part of defects in the prior art.
In order to achieve the above purpose, the embodiment of the present invention provides the following technical solutions: a highway-railway combined steel web member double-combination continuous truss girder comprises an upper layer highway concrete bridge deck, a lower layer railway concrete bridge deck and a steel web member arranged between the upper layer highway concrete bridge deck and the lower layer railway concrete bridge deck; the concrete bridge is characterized in that the upper-layer highway concrete longitudinal beams are arranged on the two sides of the transverse bridge of the upper-layer highway concrete bridge deck, the lower-layer railway concrete longitudinal beams are arranged on the two sides of the transverse bridge of the lower-layer railway concrete bridge deck, and the upper end and the lower end of each steel web member are respectively connected with the upper-layer highway concrete longitudinal beams and the lower-layer railway concrete longitudinal beams on the same side through node plates.
Furthermore, the steel web members on two sides of the transverse bridge are symmetrically arranged, an upper-layer highway concrete cross beam is arranged between upper end nodes of the two opposite steel web members, and a lower-layer railway concrete cross beam is arranged between lower end nodes of the two opposite steel web members.
Further, a plurality of small cross beams are arranged between the adjacent upper layer highway concrete cross beams and between the adjacent lower layer railway concrete cross beams along the bridge direction at intervals, and the distance between the small cross beams is 3-4 m.
Further, the steel web members are obliquely arranged and are connected in sequence through the gusset plates along the steel web members in the bridge direction to form an N-shaped truss structure.
Further, the gusset plate includes a connecting portion inserted into the upper concrete longitudinal beam of the highway or the lower concrete longitudinal beam of the railway, and a V-shaped portion for connecting the steel web members.
Furthermore, the gusset plate is connected with the steel web members through welding or high-strength bolts, and the gusset plate is connected with the upper layer highway concrete longitudinal beam or the lower layer railway concrete longitudinal beam through PBL keys arranged on the gusset plate.
Furthermore, the upper layer highway concrete bridge deck and the lower layer railway concrete bridge deck are formed by splicing a plurality of prefabricated plates which are longitudinally and transversely partitioned into blocks and arranged in a matrix.
Furthermore, big cantilevers of the upper layer highway are arranged on two sides of the transverse bridge of the concrete bridge deck of the upper layer highway in the direction of the transverse bridge.
In addition, the invention also provides a construction method of the combined steel web member and double-combined continuous truss girder for combined construction of the highway and the railway, which comprises the following steps:
1) constructing a pier foundation;
2) constructing a pier-side bracket and a pushing system on the pier-side bracket, and constructing an assembling support between two adjacent pier foundations;
3) the method comprises the steps that lower-layer railway concrete longitudinal beams are cast in situ on two sides of a transverse bridge above an assembling support in the direction of a transverse bridge, a gusset plate is combined with the lower-layer railway concrete longitudinal beams through PBL keys, the lower ends of steel web members are connected with the gusset plate, cast-in-situ construction of a lower-layer railway concrete bridge deck is conducted between the lower-layer railway concrete longitudinal beams on the two sides, and prestress of the lower-layer railway concrete bridge deck is tensioned;
4) prefabricating an upper layer of highway concrete longitudinal beam, an upper layer of highway concrete cross beam and an upper layer of highway concrete bridge deck, wherein the upper layer of highway concrete longitudinal beam is combined with a node plate through PBL keys in the prefabricating process; installing a prefabricated upper-layer highway concrete longitudinal beam above the steel web member, connecting a node plate on the upper-layer highway concrete longitudinal beam with the upper end of the steel web member, installing a prefabricated upper-layer highway concrete cross beam on the upper-layer highway concrete longitudinal beam, installing an upper-layer highway concrete bridge deck between the upper-layer highway concrete longitudinal beam and the upper-layer highway concrete cross beam, casting a wet joint in situ, and tensioning a prestress along the bridge direction;
5) pre-extending the steel web member at the middle pier to form a pier top pre-extending rod member, and adjusting the internal force of the structure through the pier top pre-extending rod member to enable the pier top pre-extending rod member to meet the design requirement;
6) pushing the constructed one-connection bridge to the design direction by using a pushing system, and performing cast-in-place beam construction on the next-connection bridge after the constructed one-connection bridge leaves the range of the assembled support; and (4) after the whole bridge construction is completed, removing the pier-side bracket and assembling the support.
Further, the construction of the lower-layer railway concrete bridge deck and the upper-layer highway concrete bridge deck in the steps 3) and 4) is formed by assembling a plurality of prefabricated slabs which are divided into blocks in the longitudinal direction and the transverse direction, the prefabricated slabs are prefabricated in a factory, and construction sites between adjacent prefabricated slabs are connected or spliced through wet joints.
Compared with the prior art, the invention has the beneficial effects that:
(1) the highway-railway combined construction steel web member double-combination continuous truss girder provided by the invention is a double-combination continuous girder bridge with the combination of the steel web member and the upper and lower bridge floors, and the upper and lower bridge floors are both of concrete structures, so that a steel structure bridge floor system is avoided, the problems of corrosion, fatigue and the like of the bridge floor are solved, the later maintenance cost is reduced, the concrete longitudinal beam is adopted to replace the upper and lower chord members in the existing steel truss girder structure, the steel consumption is greatly reduced, the construction cost is reduced, and the economy is improved; the rigidity of the bridge structure is obviously enhanced compared with a steel truss girder, the height of the girder is low, and the requirement of highway and railway wiring can be well met.
(2) The highway-railway combined steel web member double-combination continuous truss girder provided by the invention adopts support cast-in-place construction and pushing construction, and adjusts the structural internal force through construction measures such as a pier top pre-extension rod member and the like, so that the problem of internal force concentration of the pier top structure is solved, stiffening measures are omitted, the crossing capacity is improved, the tensile stress of the pier top concrete structure is reduced, and prestressed reinforcing steel bars are reduced.
The present invention will be described in further detail below with reference to the accompanying drawings.
Drawings
FIG. 1 is a schematic cross-sectional view of a combined steel web member and a double-combined continuous truss girder for combined construction of highway and railway of the present invention;
FIG. 2 is a schematic elevation view of a combined continuous truss girder of a combined highway and railway steel web member of the present invention;
FIG. 3 is a schematic cross-sectional view of the steel web member of the present invention in connection with an upper concrete deck of a highway;
FIG. 4 is a schematic longitudinal sectional view of the steel web member of the present invention in connection with an upper concrete deck of a highway;
FIG. 5 is a schematic cross-sectional view of the steel web member of the present invention in connection with an underlying railway concrete deck;
FIG. 6 is a schematic longitudinal cross-sectional view of the steel web member of the present invention in connection with an underlying railway concrete deck;
FIG. 7 is a schematic view showing construction of a pier foundation according to the present invention;
FIG. 8 is a schematic view of the construction of the pier-side bracket and the jacking system of the present invention;
FIG. 9 is a schematic illustration of the construction of the lower deck concrete deck and the steel web members of the present invention;
FIG. 10 is a schematic illustration of the construction of the concrete deck of the middle and upper highway according to the present invention;
fig. 11 is a schematic diagram of the incremental launching construction of the bridge of the present invention.
Description of reference numerals: 1. upper highway concrete stringers; 2. an upper layer of highway concrete bridge deck; 3. a steel web member; 4. a lower railway concrete stringer; 5. a lower railway concrete deck slab; 6. a lower railway concrete beam; 7. an upper highway concrete beam; 8. a large cantilever of the upper highway; 9. a gusset plate; 10. a pier foundation; 11. a connecting portion; 12. a PBL key penetration hole; 13. a V-shaped portion; 14. a PBL bond; 15. a pier-side bracket; 16. assembling a support; 17. and pre-extending the rod piece on the pier top.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention; in the description of the present invention, the meaning of "plurality" or "a plurality" is two or more unless otherwise specified.
As shown in fig. 1 and 2, the present embodiment provides a highway-railway combined-construction steel web member double-combination continuous truss, which comprises an upper-layer highway concrete bridge deck 2, a lower-layer railway concrete bridge deck 5, and a steel web member 3 arranged between the upper-layer highway concrete bridge deck 2 and the lower-layer railway concrete bridge deck 5; the concrete bridge comprises an upper highway concrete longitudinal beam 1, a lower railway concrete longitudinal beam 4 and a steel web member 3, wherein the upper highway concrete longitudinal beam 1 is arranged on the transverse bridge of the upper highway concrete bridge deck 2 towards two sides, the lower railway concrete longitudinal beam 4 is arranged on the transverse bridge of the lower railway concrete bridge deck 5 towards two sides, and the upper end and the lower end of the steel web member 3 are respectively connected with the upper highway concrete longitudinal beam 1 and the lower railway concrete longitudinal beam 4 on the same side through gusset plates 9. In the embodiment, the upper layer highway concrete bridge deck 2 and the lower layer railway concrete bridge deck 5 both adopt concrete structures, so that the problems of corrosion and fatigue of the bridge deck and the like caused by using a steel structure bridge deck system for the existing highway-railway combined bridge are solved, and meanwhile, concrete longitudinal beams are adopted on two sides of the upper layer highway concrete bridge deck 2 and the lower layer railway concrete bridge deck 5 to replace upper and lower chord rods in the existing steel truss girder structure to participate in the stress of the truss girder, so that the steel consumption is greatly reduced, the construction cost is reduced, and the rigidity is obviously enhanced compared with that of the steel truss girder; besides, the bridge is of a concrete structure except the steel web members 3, and the workload of later-period maintenance is greatly reduced compared with that of a steel truss girder. The highway-railway combined-construction steel web member double-combination continuous truss girder provided by the embodiment adopts a double-combination continuous truss girder form that the steel web member is combined with the upper deck and the lower deck, is clear in stress, large in rigidity, strong in integrity, small in maintenance workload and good in economy, fully utilizes the material performance of steel and concrete, optimizes the structural stress and engineering design, can be widely applied to highway-railway combined-construction bridges, is attractive in structure, and has strong competitiveness.
The embodiment that refines, the steel web members 3 symmetrical arrangement of horizontal bridge to both sides, and set up upper highway concrete crossbeam 7 between two relative steel web members 3's upper end node, set up lower floor railway concrete crossbeam 6 between two relative steel web members 3's lower extreme node. Optimized, a plurality of small cross beams are arranged between adjacent upper layer highway concrete cross beams 7 and between adjacent lower layer railway concrete cross beams 6 along the bridge-following direction at intervals, the distance between the small cross beams is 3-4 m, the upper layer highway concrete bridge deck 2 and the lower layer railway concrete bridge deck 5 are uniformly arranged on the cross beams, the thickness of the concrete bridge deck is 0.2-0.3 m, the thickness of the concrete bridge deck needs to meet the structural requirement of arranging prestressed steel strands, the beam height between the upper layer highway concrete bridge deck 2 and the lower layer railway concrete bridge deck 5 meets the wiring requirement of the highway and the railway, and the concrete bridge deck is in a dense cross beam and concrete plate structure through the arrangement of the small cross beams, so that the rigidity of the concrete bridge deck is ensured, compared with a longitudinal and transverse beam system, the small longitudinal beams are omitted, the structure is simple, the stress is clear, the construction is convenient, and the structure is attractive.
According to the optimized technical scheme, the upper-layer highway concrete bridge deck 2 and the lower-layer railway concrete bridge deck 5 are formed by splicing a plurality of prefabricated plates which are longitudinally and transversely partitioned into blocks in a matrix arrangement, and the construction efficiency is improved. Furthermore, according to the traffic demand, the transverse bridge of the upper layer highway concrete bridge deck 2 can be provided with upper layer highway cantilever arms 8 towards two sides, so that the midspan positive bending moment is effectively reduced, and the environmental effect is good.
According to view and atress demand, the bridge adopts the purlin section, and is concrete, will steel web members 3 slope arranges, and connects through gusset plate 9 in order along steel web members 3 along the bridge to form N shape purlin formula structure. As shown in fig. 3, 4, 5 and 6, the gusset plate 9 includes a connecting portion 11 inserted into the upper road concrete longitudinal beam 1 or the lower railway concrete longitudinal beam 4, and a V-shaped portion 13 for connecting the steel web members 3, and two adjacent steel web members 3 are connected by the V-shaped portion 13. Specifically, the gusset plate 9 and the steel web members 3 are connected through welding or high-strength bolts, the connecting part 11 of the gusset plate 9 is connected with the upper layer highway concrete longitudinal beam 1 or the lower layer railway concrete longitudinal beam 4 through a PBL key 14, PBL key penetration holes 12 with the diameter of 50mm are arranged on the gusset plate 9 according to a 20 x 30cm pitch quincunx type, and the PBL key 11 adopts HRB400 steel bars with the diameter of 25 mm.
In addition, the embodiment also provides a construction method of the double-combination continuous truss girder of the combined highway and railway steel web member, which specifically comprises the following steps:
(1) as shown in fig. 7, the construction process of the pier foundation 10 is the prior art, and the detailed operation process thereof is not described herein.
(2) As shown in fig. 8, constructing pier-side brackets 15 and a jacking system on the pier-side brackets 15, and constructing a splicing support 16 between two adjacent pier foundations 10; the construction process is the prior art, and the specific operation process is not described herein again.
(3) As shown in fig. 9, the lower railway concrete longitudinal beams 4 are cast in situ on two sides of the transverse bridge above the splicing brackets 16, the gusset plates 9 are combined with the lower railway concrete longitudinal beams 4 through the PBL keys 11, and the lower ends of the steel web members 3 are connected with the gusset plates 9; and then, carrying out cast-in-place construction of the lower railway concrete bridge deck 5 between the lower railway concrete longitudinal beams 4 on the two sides, and tensioning the prestress of the lower railway concrete bridge deck 5.
Further, the lower railway concrete cross beam 6 can be cast in situ between the lower railway concrete longitudinal beams 4 on the two sides, and then the lower railway concrete bridge deck 5 can be cast in situ between the lower railway concrete longitudinal beams 4 and the lower railway concrete cross beam 6.
Preferably, the lower railway concrete bridge deck 5 can be prefabricated and assembled by prefabricated plates, longitudinally and transversely partitioned, prefabricated in a factory, and connected or glued by wet joints on site.
(4) As shown in fig. 10, the upper road concrete longitudinal beam 1, the upper road concrete cross beam 7 and the upper road concrete deck 2 are prefabricated in a factory, and the gusset 9 is combined by the PBL key 11 in the process of prefabricating the upper road concrete longitudinal beam 1.
During on-site construction, installing the prefabricated upper-layer highway concrete longitudinal beam 1 above the installed steel web members 3 in the step (3) by using a gantry crane, and enabling a node plate 9 on the upper-layer highway concrete longitudinal beam 1 to be correspondingly connected with the upper ends of the steel web members 3 through welding or bolt connection; and (2) mounting a prefabricated upper layer highway concrete cross beam 7 on the upper layer highway concrete longitudinal beam 1, mounting an upper layer highway concrete bridge deck 2 between the upper layer highway concrete longitudinal beam 1 and the upper layer highway concrete cross beam 7, casting a wet joint in a cast-in-place manner, and tensioning the prestress along the bridge direction.
Similarly, the concrete bridge deck 2 of the upper highway can also be prefabricated and assembled by prefabricated plates, longitudinally and transversely divided into blocks, prefabricated in a factory and connected or glued by wet joints on site.
According to the traffic demand, the gantry can be utilized to install the upper layer highway large cantilevers 8 on the two sides of the upper layer highway concrete bridge deck 2 in a horizontal bridge mode in a segmented mode, the sections of the upper layer highway large cantilevers 8 are connected in a gluing mode, the upper layer highway large cantilevers 8 are connected with the upper layer highway concrete longitudinal beams 1 in a gluing mode, the horizontal bridge direction prestress is tensioned, and the longitudinal prestress of the upper layer highway large cantilevers 8 is tensioned.
(5) The steel web members 3 at the middle piers (i.e. the pier foundations except the pier foundations at the two sides) are pre-extended to form the pier top pre-extended rod member 17, and the internal force of the structure is adjusted by the pier top pre-extended rod member 17 to meet the design requirements without adding upper and lower stiffening measures. Wherein the steel web member 3 can be pre-elongated by means of a jack or the like.
(6) As shown in fig. 11, a pushing system is used to push a constructed one-connection bridge to the design direction, and after the constructed one-connection bridge leaves the range of the splicing support 16, the cast-in-place beam construction of the next-connection bridge is performed; after the auxiliary construction of the bridge deck is completed, the pier-side bracket 15 and the splicing support 16 are removed, and the male-female combined steel web member double-combination continuous truss girder shown in the figures 1 and 2 can be obtained.
The construction method of the embodiment adopts support cast-in-place construction and incremental launching construction, and adjusts the structural internal force through construction measures such as pre-extending pier top pre-extending rod pieces and the like, so that the problem of pier top structure internal force concentration is solved, stiffening measures are omitted, the crossing capacity is improved, the pier top concrete structure tensile stress is reduced, the prestressed reinforcing steel bars are reduced, and the bridge type is light in self weight, high in prestressed efficiency, convenient to construct, high in industrialization degree and suitable for long and large bridges.
The above examples are merely illustrative of the present invention and should not be construed as limiting the scope of the invention, which is intended to be covered by the claims and any design similar or equivalent to the scope of the invention.
Claims (10)
1. The utility model provides a two continuous longerons that combine of steel web member are built jointly to public railway which characterized in that: the concrete bridge comprises an upper layer of road concrete bridge deck, a lower layer of railway concrete bridge deck and a steel web member arranged between the upper layer of road concrete bridge deck and the lower layer of railway concrete bridge deck; the concrete bridge is characterized in that the upper-layer highway concrete longitudinal beams are arranged on the two sides of the transverse bridge of the upper-layer highway concrete bridge deck, the lower-layer railway concrete longitudinal beams are arranged on the two sides of the transverse bridge of the lower-layer railway concrete bridge deck, and the upper end and the lower end of each steel web member are respectively connected with the upper-layer highway concrete longitudinal beams and the lower-layer railway concrete longitudinal beams on the same side through node plates.
2. The utility model relates to a continuous truss of public railway combined construction steel web member pair combination of claim 1 which characterized in that: the steel web members of the two opposite steel web members are symmetrically arranged, an upper-layer highway concrete cross beam is arranged between the upper end nodes of the two opposite steel web members, and a lower-layer railway concrete cross beam is arranged between the lower end nodes of the two opposite steel web members.
3. The utility model relates to a continuous truss of public railway combined construction steel web member pair combination of claim 2 which characterized in that: a plurality of small cross beams are arranged between the adjacent upper layer highway concrete cross beams and between the adjacent lower layer railway concrete cross beams along the bridge direction at intervals, and the distance between the small cross beams is 3-4 m.
4. The utility model relates to a continuous truss of public railway combined construction steel web member pair combination of claim 1 which characterized in that: the steel web members are obliquely arranged and are connected in sequence through the gusset plates along the steel web members in the bridge direction to form an N-shaped truss structure.
5. The utility model discloses a continuous truss of combined steel web member pair of official working and railway of claim 4 which characterized in that: the gusset plate comprises a connecting part inserted into the concrete longitudinal beam of the upper layer of the highway or the concrete longitudinal beam of the lower layer of the railway and a V-shaped part used for connecting the steel web members.
6. The utility model relates to a continuous truss of public railway combined construction steel web member pair combination of claim 1 which characterized in that: the gusset plate is connected with the steel web members through welding or high-strength bolts, and the gusset plate is connected with the upper-layer highway concrete longitudinal beam or the lower-layer railway concrete longitudinal beam through PBL keys arranged on the gusset plate.
7. The utility model relates to a continuous truss of public railway combined construction steel web member pair combination of claim 1 which characterized in that: the upper layer of the highway concrete bridge deck and the lower layer of the railway concrete bridge deck are formed by splicing a plurality of prefabricated plates which are longitudinally and transversely partitioned into blocks and arranged in a matrix.
8. The utility model relates to a continuous truss of public railway combined construction steel web member pair combination of claim 1 which characterized in that: and the transverse bridge of the concrete bridge deck slab of the upper highway is provided with large cantilevers of the upper highway on two sides in the transverse bridge direction.
9. The construction method of the highway-railway combined construction steel web member double-combined continuous truss girder as claimed in any one of claims 1 to 8, characterized by comprising the following steps:
1) constructing a pier foundation;
2) constructing a pier-side bracket and a pushing system on the pier-side bracket, and constructing an assembling support between two adjacent pier foundations;
3) the method comprises the steps that lower-layer railway concrete longitudinal beams are cast in situ on two sides of a transverse bridge above an assembling support in the direction of a transverse bridge, a gusset plate is combined with the lower-layer railway concrete longitudinal beams through PBL keys, the lower ends of steel web members are connected with the gusset plate, cast-in-situ construction of a lower-layer railway concrete bridge deck is conducted between the lower-layer railway concrete longitudinal beams on the two sides, and prestress of the lower-layer railway concrete bridge deck is tensioned;
4) prefabricating an upper layer of highway concrete longitudinal beam, an upper layer of highway concrete cross beam and an upper layer of highway concrete bridge deck, wherein the upper layer of highway concrete longitudinal beam is combined with a node plate through PBL keys in the prefabricating process; installing a prefabricated upper-layer highway concrete longitudinal beam above the steel web member, connecting a node plate on the upper-layer highway concrete longitudinal beam with the upper end of the steel web member, installing a prefabricated upper-layer highway concrete cross beam on the upper-layer highway concrete longitudinal beam, installing an upper-layer highway concrete bridge deck between the upper-layer highway concrete longitudinal beam and the upper-layer highway concrete cross beam, casting a wet joint in situ, and tensioning a prestress along the bridge direction;
5) pre-extending the steel web member at the middle pier to form a pier top pre-extending rod member, and adjusting the internal force of the structure through the pier top pre-extending rod member to enable the pier top pre-extending rod member to meet the design requirement;
6) pushing the constructed one-connection bridge to the design direction by using a pushing system, and performing cast-in-place beam construction on the next-connection bridge after the constructed one-connection bridge leaves the range of the assembled support; and (4) after the whole bridge construction is completed, removing the pier-side bracket and assembling the support.
10. The construction method of the highway-railway combined construction steel web member double-combined continuous truss girder as claimed in claim 9, wherein the construction of the lower layer railway concrete bridge deck and the upper layer highway concrete bridge deck in the step 3) and the step 4) is implemented by assembling a plurality of prefabricated slabs which are divided into longitudinal and transverse blocks, the prefabricated slabs are prefabricated in a factory, and the construction sites between the adjacent prefabricated slabs are connected or glued through wet joints.
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| CN112878196A (en) * | 2021-01-11 | 2021-06-01 | 中铁大桥局集团第一工程有限公司 | Highway bridge deck construction method for highway and railway dual-purpose bridge |
| CN114214957A (en) * | 2021-12-30 | 2022-03-22 | 武船重型工程股份有限公司 | Construction method of double-layer truss bridge |
| CN114673073A (en) * | 2022-03-29 | 2022-06-28 | 中铁第四勘察设计院集团有限公司 | Chord member structure and system for steel truss-concrete combined structure |
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|---|---|---|---|---|
| CN112878196A (en) * | 2021-01-11 | 2021-06-01 | 中铁大桥局集团第一工程有限公司 | Highway bridge deck construction method for highway and railway dual-purpose bridge |
| CN112627000A (en) * | 2021-01-12 | 2021-04-09 | 中铁工程设计咨询集团有限公司 | Concrete bridge deck slab composite structure bridge and construction method thereof |
| CN114214957A (en) * | 2021-12-30 | 2022-03-22 | 武船重型工程股份有限公司 | Construction method of double-layer truss bridge |
| CN114673073A (en) * | 2022-03-29 | 2022-06-28 | 中铁第四勘察设计院集团有限公司 | Chord member structure and system for steel truss-concrete combined structure |
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