CN112554031A - Deck beam-arch combined rigid frame bridge for double-deck traffic - Google Patents
Deck beam-arch combined rigid frame bridge for double-deck traffic Download PDFInfo
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- CN112554031A CN112554031A CN202011477783.4A CN202011477783A CN112554031A CN 112554031 A CN112554031 A CN 112554031A CN 202011477783 A CN202011477783 A CN 202011477783A CN 112554031 A CN112554031 A CN 112554031A
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- 238000010276 construction Methods 0.000 claims abstract description 51
- 229910000831 Steel Inorganic materials 0.000 claims description 15
- 239000010959 steel Substances 0.000 claims description 15
- 238000007596 consolidation process Methods 0.000 claims description 7
- 230000008859 change Effects 0.000 claims description 6
- 238000012423 maintenance Methods 0.000 description 8
- 238000005192 partition Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000008901 benefit Effects 0.000 description 4
- 238000005266 casting Methods 0.000 description 4
- 230000007613 environmental effect Effects 0.000 description 3
- 238000013461 design Methods 0.000 description 2
- 238000004134 energy conservation Methods 0.000 description 2
- 230000004927 fusion Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 238000004873 anchoring Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000007726 management method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000010008 shearing Methods 0.000 description 1
- 238000007711 solidification Methods 0.000 description 1
- 230000008023 solidification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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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
- E01D2/04—Bridges characterised by the cross-section of their bearing spanning structure of the box-girder type
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
- E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
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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
- E01D12/00—Bridges characterised by a combination of structures not covered as a whole by a single one of groups E01D2/00 - E01D11/00
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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
- E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
- E01D21/10—Cantilevered erection
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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
- E01D2101/00—Material constitution of bridges
- E01D2101/20—Concrete, stone or stone-like material
- E01D2101/24—Concrete
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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
- E01D2101/00—Material constitution of bridges
- E01D2101/20—Concrete, stone or stone-like material
- E01D2101/24—Concrete
- E01D2101/26—Concrete reinforced
- E01D2101/28—Concrete reinforced prestressed
Abstract
The invention discloses a deck-supported beam-arch combined rigid frame bridge for double-layer traffic, which comprises an upper chord box beam, a lower chord box arch and piers, wherein the upper chord box beam is arranged along the longitudinal direction of the bridge; the double-deck traffic function can be realized, the double-deck traffic function has the characteristics of reducing the construction cost, being convenient to construct, being convenient to maintain, reducing the noise, saving energy, protecting the environment and the like, the superior mechanical property of the beam-arch combination is fully exerted to boost the span of the highway-rail dual-purpose concrete bridge to the range of 200-300 m, and the spanning capacity is greatly improved.
Description
Technical Field
The invention relates to the field of bridge engineering, in particular to a deck beam-arch combined rigid frame bridge capable of realizing a double-layer traffic function within a span range of 200-300 m.
Background
Along with the rapid development of urban economy, the scale of cities is continuously enlarged, and the requirements of urban roads and rail transit systems for crossing rivers are increased day by day; on the other hand, due to the influence of comprehensive factors in multiple aspects such as land use planning, channel arrangement, flood passing requirements, engineering investment, operation management and the like, the channel resources of the city across the river are very limited. The public rail co-construction of the river-crossing bridge not only solves the river-crossing requirements of urban roads and rail traffic, but also solves the contradiction of limited urban bridge position resources, and is a more excellent construction scheme. At present, the main girder of the public rail co-constructed bridge mostly adopts a double-layer steel truss girder form, and the following problems exist: (1) the double-layer steel truss girder has large steel consumption and high engineering cost; (2) the double-layer steel truss girder has a complex structure and great design and construction difficulty; (3) the double-layer steel truss bridge structure has large vibration and large noise, and has great influence on the plots around the city, such as living, business, leisure, and the like; (4) the later maintenance workload of the steel structure is huge, and the later maintenance cost of the whole life cycle is high; (5) the capital investment is large at the early stage of the staged implementation of the public track, and the capital idle rate is high.
Disclosure of Invention
In view of the above, the present invention aims to provide a novel bridge type-deck beam-arch combined rigid frame bridge which can realize a double-deck traffic function, and has the characteristics of reducing construction cost, convenient construction, convenient maintenance, noise reduction, energy saving, environmental protection, etc.
The invention discloses a deck-supported beam-arch combined rigid frame bridge for double-layer traffic, which comprises an upper chord box beam, a lower chord box arch and piers, wherein the upper chord box beam is arranged along the longitudinal bridge direction;
furthermore, the upper chord beam box chamber is of a single-box single-chamber straight web uniform-section structure consisting of an upper chord beam top plate, an upper chord beam web and an upper chord beam bottom plate;
further, the lower chord box-shaped arch is of a hollow rectangular structure with a section formed by a lower chord arch top plate, a lower chord arch bottom plate and a lower chord arch web plate;
further, the upper chord box-shaped beam is vertically fixedly connected with the lower chord box-shaped arch at the span of 1/4-1/3, and a bottom plate of the lower chord box-shaped arch extends to a bottom plate of the upper chord beam of the upper chord box-shaped beam in a longitudinal parabola linear change mode;
furthermore, the upper chord box beam, the lower chord box arch and the bridge pier are intersected pairwise to form a stress triangular area, and the angular points of the stress triangular area are rounded;
further, the stress triangular area is formed by a construction method combining double buckle cables and cantilever pouring, the construction method comprises an upper temporary construction buckle cable and a lower temporary construction buckle cable, and the concrete steps are as follows: building a temporary construction tower and sequentially and symmetrically hanging temporary buckling ropes from two sides of a pier to two sides of a folding position of the upper chord box-shaped beam and the lower chord box-shaped arch; when sections of the lower-layer temporary construction buckling ropes after the upper-chord box-shaped beam and the lower-chord box-shaped arch are closed are sequentially poured, sequentially and symmetrically removing the ropes from two ends to the middle of the lower-chord box-shaped arch; symmetrically detaching the upper layer temporary construction buckle cables after the upper layer temporary construction buckle cables are folded in the midspan of the upper chord box girder;
further, the temporary construction tower end is anchored by adopting a steel box anchor beam, and the upper chord box beam and the lower chord box arch end are anchored by adopting a tooth block structure;
furthermore, a cross beam is arranged in the upper chord box beam corresponding to a 0# block of a pier consolidation part, vertical cross plates are arranged at the closure parts of the lower chord box arch and the upper chord box beam, through holes suitable for rail traffic limits are formed in the vertical cross plates in the upper chord box beam, and external cross plates are arranged on the outer side of the upper chord box beam chamber of the upper chord box beam;
furthermore, vertical and horizontal prestressed steel beams are arranged in the vertical diaphragm plates, a lower chord arch web plate of the lower chord box arch extends to an upper chord beam web plate of the upper chord box beam in a longitudinal parabola linear change mode, a lower chord arch bottom plate of the lower chord box arch is transited to an upper chord beam bottom plate of the upper chord box beam in a dovetail-shaped structure, and inverted right angles are arranged at the end parts of the inner cavities of the upper chord beam box chamber and the lower chord box arch chamber;
furthermore, the bridge pier is a rectangular hollow pier with a variable cross section, an elevator is arranged in a cavity of the bridge pier, a ladder way is arranged along the outer side of the bridge pier, and a track platform is arranged at a 0# block where the upper chord box beam is combined with the bridge pier.
The invention has the beneficial effects that: the invention discloses a deck girder-arch combined rigid frame bridge for double-deck traffic, which is characterized in that the advantages of a girder bridge and an arch bridge are fully fused on the basis of a conventional continuous rigid frame bridge for innovation and improvement, namely, an inclined leg arch is arranged near the root of a box girder, a web plate at the root of the box girder is hollowed, the self weight of a structure is reduced, the stress of the structure is optimized, and therefore, the vertical rigidity of a main girder is increased, the midspan downwarp is reduced, and the spanning capability of the main girder is improved. The double-layer traffic deck beam-arch combined rigid frame bridge solves the problems of large structural vibration, high construction cost, long construction period, large later maintenance amount and the like of the conventional double-layer steel truss bridge at present, has the advantages of simple structure, reasonable stress, economic construction cost, convenient construction, comfortable use, convenient maintenance, energy conservation, environmental protection and the like, and has higher economic and social values; compared with a common rigid frame bridge, the deck beam-arch combined rigid frame bridge fully exerts the superior mechanical property of the beam-arch combination to boost the span of the highway-rail dual-purpose concrete bridge to a range of 200-300 m, and greatly improves the spanning capacity; the deck beam-arch combined rigid frame bridge has various double-layer traffic system combination forms, has the characteristics of strong adaptability and wide application, and is a novel common rail co-constructed bridge structure which is worthy of recommendation in the span range of 200-300 m.
Drawings
The invention is further described below with reference to the following figures and examples:
FIG. 1 is a vertical layout view of a deck-arch composite rigid frame bridge for double-deck traffic according to the present invention;
FIG. 2 is a standard section layout view of a deck girder-arch combined rigid frame bridge for double-deck traffic according to the present invention;
FIG. 3 is a sectional layout view of a fused and consolidated part of an upper chord beam and a lower chord arch of the deck girder-arch combined rigid frame bridge for double-deck traffic according to the present invention;
FIG. 4 is a sectional layout view of a No. 0 block at a beam consolidation part of a deck type beam-arch combined rigid frame bridge pier for double-deck traffic according to the present invention;
FIG. 5 is a structural detail floor layout diagram of the closure of the upper chord beam and the lower chord arch of the deck-supported beam-arch combined rigid frame bridge for double-deck traffic according to the present invention;
FIG. 6 is a general construction view of the top panel 1/2 and the bottom panel 1/2 of the upper chord beam and the lower chord arch of the deck-arch combined rigid frame bridge for double-deck traffic according to the present invention;
FIG. 7 is a structural diagram of a bottom plate of a lower chord arch of a closure of an upper chord beam and a lower chord arch of a deck-arch combined rigid frame bridge for double-deck traffic, which is in a dovetail shape;
FIG. 8 is a general construction view of a No. 0 block of a girder consolidation part of a deck-arch combined rigid frame pier for double-deck traffic according to the present invention;
FIG. 9 is a general construction view of the top plate 1/2 and bottom plate 1/2 of the deck 0# block of the pier beam consolidation of the deck-arch combined rigid frame bridge of the present invention for double-deck traffic;
FIG. 10 is a layout diagram of a construction suspension cable before the upper chord beam and the lower chord arch of the deck-type beam-arch combined rigid frame bridge for double-deck traffic of the invention are closed;
FIG. 11 is a layout diagram of a construction sling after an upper chord beam and a lower chord arch of a deck girder-arch combined rigid frame bridge for double-deck traffic of the invention are closed;
fig. 12 is a layout diagram of temporary cable dismantling after the main beam span of the deck-arch combined rigid frame bridge for double-deck traffic is closed.
The labels in the figure are: the construction method comprises the following steps of 1-upper chord box beam, 2-lower chord box arch, 3-pier, 4-foundation, 5-temporary construction tower, 6-temporary construction buckle cable, 7-upper chord beam top plate, 8-upper chord beam bottom plate, 9-upper chord beam web plate, 10-lower chord arch top plate, 11-lower chord arch bottom plate, 12-lower chord arch web plate, 13-external transverse partition plate, 14-vertical transverse partition plate and 15-dovetail type bottom plate at the fusion part of the upper chord beam and the lower chord arch.
Detailed Description
The deck-supported beam-arch combined rigid frame bridge for double-deck traffic comprises an upper chord box beam 1 arranged along a longitudinal bridge direction, a lower chord box arch 2 for supporting the upper chord box beam 1 and piers 3, wherein urban road traffic is located on a bridge floor of the upper chord box beam, and urban rail traffic is located in an upper chord box chamber of the upper chord box beam 1; the pier 3 is anchored to a foundation 4. An urban road traffic system and a pedestrian walking system are arranged on the bridge deck of the upper chord box girder 1, an urban rail traffic system is arranged in the upper chord box girder chamber, and bidirectional traffic is realized by arranging a double-width bridge; the problems of large structural vibration, high construction cost, long construction period, large later-period maintenance amount and the like of the conventional double-layer steel truss bridge at present are solved, and the bridge has the advantages of simple structure, reasonable stress, economic cost, convenience in construction, comfort in use, convenience in maintenance, energy conservation, environmental friendliness and the like, and has higher economic and social values; compared with a common rigid frame bridge, the deck beam-arch combined rigid frame bridge fully exerts the superior mechanical property of the beam-arch combination to boost the span of the highway-rail dual-purpose concrete bridge to a range of 200-300 m, and greatly improves the spanning capacity.
In the embodiment, the upper chord beam box chamber is of a single-box single-chamber straight web uniform-section structure consisting of an upper chord beam top plate 7, an upper chord beam web 9 and an upper chord beam bottom plate 8; the box chamber of the lower chord box-shaped arch 2 is of a hollow rectangular structure with a section formed by a lower chord arch top plate 10, a lower chord arch bottom plate 11 and a lower chord arch web plate 12; the road surface or the rail bearing platform is directly arranged on the upper chord beam bottom plate 8 of the upper chord box beam 1, the limit of the rail in the box chamber is controlled according to the requirement of the limit of the section of the rail traffic tunnel, and the space requirements of facilities such as a contact wire net, an overhaul wire net and the like are met. The upper chord beam is of a straight web single-box single-chamber concrete structure, bearings are arranged at the top and the bottom of the web, and the height of the inner cavity of the box chamber is kept unchanged so as to ensure the walking smoothness of the inner cavity rail transit system; the lower chord arch is of a hollow rectangular section structure, and the section width is the same as that of the upper chord beam bottom plate 8; the pier 3 adopts a variable cross-section rectangular hollow pier, the width of the transverse bridge cross section is kept unchanged, and the width of the transverse bridge cross section is the same as that of the upper chord beam bottom plate 8. The problem of the down-warping in striding, the web fracture that conventional continuous rigid frame bridge exists is solved, have simultaneously that reduce engineering cost, construction are convenient, the maintenance is convenient, noise reduction, energy-concerving and environment-protective, double-deck traffic strong adaptability advantage such as strong adaptability is built altogether to novel public rail that is worth recommending and uses in 200 ~ 300m span range is the bridge construction.
In the embodiment, the upper chord box-shaped beam 1 is vertically fixedly connected with the lower chord box-shaped arch 2 at the span of 1/4-1/3, and the lower chord arch bottom plate 11 of the lower chord box-shaped arch 2 extends to the upper chord beam bottom plate 8 of the upper chord box-shaped beam 1 in a longitudinal parabola linear change mode.
In the embodiment, the upper chord box beam 1, the lower chord box arch 2 and the bridge pier 3 are mutually intersected and fixed to form a stress triangular area, and the angular points of the stress triangular area are rounded; increase girder vertical rigidity, reduce and stride middle downwarping, the problem of crossing middle downwarping, web fracture that conventional continuous rigid frame bridge exists has been solved to this technical scheme. The corner points of the stress triangular area are rounded to avoid the local stress concentration phenomenon.
In this embodiment, the stressed triangular area is formed by a construction method combining double-buckle cables and cantilever casting, and includes an upper temporary construction buckle cable 6 and a lower temporary construction buckle cable 6, and the concrete steps are as follows: building a temporary construction tower 5 and sequentially and symmetrically hanging temporary buckling ropes from two sides of the pier 3 to two sides of a folding part of the upper chord box-shaped beam 1 and the lower chord box-shaped arch 2; when sections of the lower-layer temporary construction buckling ropes 6 after the upper-chord box-shaped beam 1 and the lower-chord box-shaped arch 2 are folded are sequentially poured, the ropes are sequentially and symmetrically removed from the two ends to the middle of the lower-chord box-shaped arch 2; the upper temporary construction buckle cable 6 is symmetrically detached after the upper chord box beam 1 is folded in the midspan, the end 5 of the temporary construction tower is anchored by a steel box anchor beam, and the ends of the upper chord box beam 1 and the lower chord box arch 2 are anchored by a tooth block structure; the upper chord box beam 1 and the lower chord box arch 2 adopt double-layer buckling ropes to assist in cantilever casting construction, the casting of the lower chord box arch 2 is more than that of the upper chord box beam 1, and the hanging ropes are symmetrically tensioned; the upper chord box-shaped beam 1 and the lower chord box-shaped arch 2 are temporarily anchored before fusion and solidification; the lower-layer construction temporary buckling ropes 6 are sequentially symmetrically disassembled from two ends to the middle in the segmental casting process after the upper chord beam and the lower chord arch are fused and consolidated; and the temporary buckling cables for upper layer construction are symmetrically disassembled after the whole girder span is folded. The anchoring end of the temporary construction tower is anchored by a steel anchor box, and the upper chord beam and the lower chord arch end are anchored by tooth blocks.
In the embodiment, a cross beam is arranged in the upper chord box beam 1 corresponding to a 0# block at the consolidation part of a pier 3, vertical cross partitions 14 are arranged at the closure parts of the lower chord box arch 2 and the upper chord box beam 1, through holes suitable for rail traffic limits are formed in the vertical cross partitions 14 in the upper chord box beam 1, and an external cross partition 13 is arranged on the outer side of an upper chord box chamber of the upper chord box beam 1; the outer side of the consolidation part adopts an arc chamfer, and the inner side adopts a right angle chamfer. Two vertical cross plates 14 are arranged at the 0# block position of the fused and consolidated part of the upper chord-shaped box girder and the pier 3, the vertical cross plates 14 are aligned with the pier 3 walls at the longitudinal bridge direction position, the thickness of the vertical cross plates is equal to the 3 wall thickness of the pier, in order to guarantee the boundary requirement of the rail transit system, the vertical cross plates 14 are perforated according to the requirement of the boundary requirement of the rail transit, and outer partition plates 13 are arranged on the outer sides of the box girders corresponding to the vertical cross plates 14, so that the shearing area and the torsional rigidity are increased. The structure and installation position of the vertical diaphragm 14 are the same as those of the diaphragm 14 in the prior art, and the detailed description is omitted here.
In the embodiment, vertical and horizontal prestressed steel beams are arranged in the vertical diaphragm plate 14, a lower chord arch web plate 12 of the lower chord box arch 2 extends to an upper chord beam web plate 9 of the upper chord box beam 1 in a longitudinal parabola linear change mode, a lower chord arch bottom plate 11 of the lower chord box arch 2 is transited to an upper chord beam bottom plate 8 of the upper chord box beam 1 in a dovetail-shaped structure 15, and the ends of the inner cavities of the upper chord box chamber and the lower chord box arch 2 are provided with inverted right angles;
in this embodiment, the pier 3 is a rectangular hollow pier with a variable cross section, an elevator is arranged in a cavity of the pier 3, a ladder way is arranged along the outer side of the pier 3, and a track platform is arranged at a 0# block where the upper chord box beam 1 and the pier 3 are combined. The width of the transverse bridge cross section is kept unchanged and is the same as that of the upper chord beam bottom plate 8. The pier 3 adopts a variable-section rectangular hollow pier, the width of the transverse bridge section is kept unchanged, and the width of the transverse bridge section is the same as that of the upper chord beam bottom plate 8. The novel combined bridge has the characteristic of wide adaptability; in important areas with short land resources and strict requirements on environment, a novel combination form of a pedestrian landscape platform, rail transit and rail stations can be realized; the novel combination form of 'road traffic + pipeline bridge' can be realized, in the novel combination form the urban road traffic system is arranged on the top plate plane of the upper chord beam, and the indoor design of the upper chord beam box is a pipeline river-crossing system for various water supplies, power supplies and gas supplies of a rail traffic system.
Finally, the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all of them should be covered in the claims of the present invention.
Claims (10)
1. A deck beam-arch combined rigid frame bridge for double-deck traffic is characterized in that: the urban road traffic system comprises an upper chord box beam arranged along the longitudinal bridge direction, a lower chord box arch for supporting the upper chord box beam and a pier, wherein the urban road traffic is positioned on the bridge surface of the upper chord box beam, and the urban rail traffic is positioned in an upper chord box chamber of the upper chord box beam.
2. The integrated deck-arch rigid frame bridge for double-deck traffic as defined in claim 1, wherein: the upper chord beam box chamber is of a single-box single-chamber straight web uniform-section structure consisting of an upper chord beam top plate, an upper chord beam web and an upper chord beam bottom plate.
3. The integrated deck-arch rigid-frame bridge for double-deck traffic as defined in claim 2, wherein: the lower chord box-shaped arch is of a hollow rectangular structure with a section formed by a lower chord arch top plate, a lower chord arch bottom plate and a lower chord arch web plate.
4. The integrated deck-arch rigid frame bridge for double-deck traffic as set forth in claim 3, wherein: the upper chord box-shaped beam is vertically fixedly connected with the lower chord box-shaped arch at the span positions of 1/4-1/3, and a bottom plate of the lower chord box-shaped arch extends to a bottom plate of the upper chord beam of the upper chord box-shaped beam in a longitudinal parabola linear change mode.
5. The integrated deck-arch rigid frame bridge for double-deck traffic as set forth in claim 4, wherein: the upper chord box beam, the lower chord box arch and the bridge pier are intersected in pairs to form a stress triangular area, and the angular points of the stress triangular area are rounded.
6. The integrated deck-arch rigid frame bridge for double-deck traffic as defined in claim 5, wherein: the stress triangular area is formed by adopting a construction method combining double buckle cables and cantilever pouring, comprises an upper temporary construction buckle cable and a lower temporary construction buckle cable, and comprises the following concrete steps: building a temporary construction tower and sequentially and symmetrically hanging temporary buckling ropes from two sides of a pier to two sides of a folding position of the upper chord box-shaped beam and the lower chord box-shaped arch; when sections of the lower-layer temporary construction buckling ropes after the upper-chord box-shaped beam and the lower-chord box-shaped arch are closed are sequentially poured, sequentially and symmetrically removing the ropes from two ends to the middle of the lower-chord box-shaped arch; and (4) symmetrically detaching the upper-layer temporary construction buckle cables after the upper-layer temporary construction buckle cables are folded in the midspan of the upper-chord box girder.
7. The integrated deck-arch rigid frame bridge for double-deck traffic as defined in claim 6, wherein: and the temporary construction tower end is anchored by adopting a steel box anchor beam, and the upper chord box beam and the lower chord box arch end are anchored by adopting a tooth block structure.
8. The integrated deck-arch rigid frame bridge for double-deck traffic as defined in claim 5, wherein: a cross beam is arranged in the upper chord box-shaped beam corresponding to a 0# block of a pier consolidation part, vertical cross plates are arranged at the closure parts of the lower chord box-shaped arch and the upper chord box-shaped beam, through holes suitable for rail traffic limits are formed in the vertical cross plates in the upper chord box-shaped beam, and external cross plates are arranged on the outer side of a box chamber of the upper chord box-shaped beam.
9. The integrated deck-arch rigid frame bridge for double-deck traffic as defined in claim 8, wherein: vertical and horizontal prestressed steel beams are arranged in the vertical diaphragm plates, a lower chord arch web plate of the lower chord box arch extends to an upper chord beam web plate of the upper chord box beam in a longitudinal parabola linear change mode, a lower chord arch bottom plate of the lower chord box arch is transited to an upper chord beam bottom plate of the upper chord box beam in a dovetail-shaped structure, and inverted right angles are arranged at the end parts of inner cavities of the upper chord beam box chamber and the lower chord box arch chamber.
10. The integrated deck-arch rigid frame bridge for double-deck traffic as defined in claim 9, wherein: the bridge pier is a rectangular hollow pier with a variable cross section, an elevator is arranged in a cavity of the bridge pier, a ladder way is arranged along the outer side of the bridge pier, and a track platform is arranged at a 0# block where the upper chord box beam is combined with the bridge pier.
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