CN113652948A - High-speed railway cable-stayed bridge with improved rigidity - Google Patents
High-speed railway cable-stayed bridge with improved rigidity Download PDFInfo
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- CN113652948A CN113652948A CN202010400104.7A CN202010400104A CN113652948A CN 113652948 A CN113652948 A CN 113652948A CN 202010400104 A CN202010400104 A CN 202010400104A CN 113652948 A CN113652948 A CN 113652948A
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- 239000004567 concrete Substances 0.000 claims abstract description 65
- 239000011150 reinforced concrete Substances 0.000 claims abstract description 8
- 229910000831 Steel Inorganic materials 0.000 claims description 33
- 239000010959 steel Substances 0.000 claims description 33
- 239000011178 precast concrete Substances 0.000 claims description 8
- 239000011230 binding agent Substances 0.000 claims description 6
- 239000000725 suspension Substances 0.000 claims description 5
- 230000000694 effects Effects 0.000 abstract description 7
- 238000004873 anchoring Methods 0.000 abstract description 5
- 238000010276 construction Methods 0.000 description 19
- 238000011065 in-situ storage Methods 0.000 description 6
- 239000000463 material Substances 0.000 description 5
- 230000007704 transition Effects 0.000 description 5
- 230000005484 gravity Effects 0.000 description 3
- 230000006872 improvement Effects 0.000 description 3
- 238000005452 bending Methods 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000005266 casting Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000007667 floating Methods 0.000 description 1
- 238000012986 modification Methods 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
- E01D11/00—Suspension or cable-stayed bridges
- E01D11/04—Cable-stayed 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
- 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
- E01D19/00—Structural or constructional details of bridges
- E01D19/02—Piers; Abutments ; Protecting same against drifting ice
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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
- E01D19/04—Bearings; Hinges
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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
- E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges
- E01D19/125—Grating or flooring for 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
- E01D19/00—Structural or constructional details of bridges
- E01D19/14—Towers; Anchors ; Connection of cables to bridge parts; Saddle supports
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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
- E01D19/16—Suspension cables; Cable clamps for suspension cables ; Pre- or post-stressed cables
Abstract
The invention discloses a high-speed railway cable-stayed bridge with improved rigidity, which comprises a bridge tower, a side span concrete beam and a mid-span combination beam, wherein a tower column of the bridge tower gradually shrinks from the tower bottom to the tower top, the side span concrete beam and the mid-span combination beam are connected through a reinforced concrete combination section, the bridge tower is respectively connected with the side span concrete beam and the mid-span combination beam through stay cables, and the anchoring distance of the stay cables at a main beam is 8-10 m. The high-speed railway cable-stayed bridge with the improved rigidity is simple in structure, convenient to build and good in effect, the integral vertical rigidity and the transverse rigidity of a large-span cable-stayed bridge are improved, the dynamic characteristic of the bridge is improved, the vibration of the bridge when a train passes through at a high speed is reduced, the safety and the comfort of high-speed railway driving are ensured, the engineering investment is reduced, and the wide applicability of the structural system in the field of the high-speed railway large-span cable-stayed bridge is greatly enhanced.
Description
Technical Field
The invention relates to the field of bridges, in particular to a high-speed railway cable-stayed bridge with improved rigidity.
Background
The cable-stayed bridge is a flexible structure system, and the rigidity is gradually reduced along with the increase of the span. The high-speed railway has high requirements on the vertical rigidity and the transverse rigidity of the bridge, the vertical rigidity and the transverse rigidity of the cable-stayed bridge are mainly provided by a stay cable, a bridge tower and a main beam, wherein the stay cable contributes relatively more to the vertical rigidity, and the main beam contributes minimally to the rigidity in the bridge tower. For a high-speed railway large-span cable-stayed bridge, particularly a large-span ballastless track cable-stayed bridge, how to effectively improve the overall vertical rigidity and the transverse rigidity of the cable-stayed bridge and how to determine a proper rigidity index becomes a key for designing the high-speed railway large-span cable-stayed bridge.
The common structural forms of railway cable-stayed bridges include steel truss girder cable-stayed bridges, steel box girder cable-stayed bridges, concrete girder cable-stayed bridges and the like.
The concrete main beam cable-stayed bridge has the outstanding advantages of high rigidity, small maintenance workload, good economy and the like. At present, most concrete main beam cable-stayed bridges are built in China, the largest span is Oujiang grand bridges in a railway in a Leqing estuary area, and the traveling speed of a single-track railway cable-stayed bridge with a main span of 300m is 120 km/h. However, the concrete cable-stayed bridge also has the outstanding defect that the linear change caused by the shrinkage and creep of the concrete is increased along with the increase of the span, so that the concrete cable-stayed bridge has great influence on the driving safety and the comfort, and particularly has greater influence on a high-speed railway. In addition, the concrete main beam structure is heavy, so that the tension of the stay cable is large, and the main beam stress at the bridge tower is large, and the bridge tower bears large compressive stress. Therefore, the railway concrete beam cable-stayed bridge with the span of more than 300 meters has insufficient technical feasibility and poor economical efficiency.
The steel box girder cable-stayed bridge is applied more on a highway bridge and less on a railway, and only the bridge in the world of south China, Yibin Linhongchangjiang river and the Guiguan span fringe salt road cable-stayed bridge adopt the main beam structure of the steel box girder at present. The steel box girder cable-stayed bridge has low structural rigidity and is difficult to meet the requirement of railway traveling on rigidity.
The steel truss girder is the most adopted main girder type of the railway cable-stayed bridge at present and is the most mature main girder structure type, and the steel truss girder has the characteristics of light self weight and high rigidity. Because the steel consumption of the steel truss girder cable-stayed bridge is large, the construction cost is high, and the workload of later operation and maintenance is large.
With the vigorous development of high-speed railway construction in China, more and more large-span cable-stayed bridges become important projects in the high-speed railway construction, the cable-stayed bridges are more and more diversified in type, and the span is also more and more large. At present, the operating speed per hour of the existing domestic cable-stayed bridge of the high-speed railway does not reach 350km/h, and the speed limit is adopted when the train passes through the cable-stayed bridge in the actual operation, so that the railway traffic volume is greatly influenced.
Disclosure of Invention
The invention aims to: aiming at the problems in the prior art, the high-speed railway cable-stayed bridge with improved rigidity is provided.
In order to achieve the purpose, the invention adopts the technical scheme that:
the utility model provides an improve high-speed railway cable-stay bridge of rigidity, includes pylon, side span concrete beam and midspan binder beam, the pylon is adducted gradually from the tower bottom to the top of the tower, side span concrete beam with the midspan binder beam passes through the steel-concrete bond segment and connects, the pylon respectively with side span concrete beam with the midspan binder beam passes through the suspension cable and connects, the suspension cable is 8-10m in girder department anchor interval.
By adopting the high-speed railway cable-stayed bridge with improved rigidity, the side span adopts the concrete main beam with higher dead weight and rigidity, the middle span adopts the combination beam with relatively lighter dead weight and higher rigidity than the conventional steel box girder main beam, and the combination beams are connected together through the steel-concrete combination section, so that higher vertical rigidity can be provided, and the side piers and the auxiliary piers do not need to be pressed; the stay cable adopts smaller on-beam anchoring space and adopts a low-strength grade material, so that the total cross-sectional area of the stay cable can be increased, and the improvement effect on the integral vertical rigidity of the cable-stayed bridge is very obvious; the bridge tower is retracted inwards towards the top of the tower, the center of gravity can be reduced, the transverse rigidity is high, the stability is high, the transverse constraint of the main beam by the stay cables arranged in a space sector mode is strong, and the transverse rigidity of a cable-stayed bridge structural system can be effectively improved by combining the stay cables and the main beam; the side span concrete beam can be constructed by adopting a support in situ, has no front-back relation with the construction of the bridge tower, and can be simultaneously carried out, so that the construction period is greatly shortened, and the influence time of the construction on a channel is reduced; the high-speed railway cable-stayed bridge with the improved rigidity is simple in structure, convenient to build and good in effect, the integral vertical rigidity and the transverse rigidity of the large-span cable-stayed bridge are improved, the dynamic characteristic of the bridge is improved, the vibration of the bridge when a train passes through at a high speed is reduced, the safety and the comfort of the train running at the speed of 350km/h are ensured, the railway traffic volume is improved, the engineering investment is reduced, and the wide applicability of the structural system in the field of the high-speed railway large-span cable-stayed bridge is greatly enhanced.
Preferably, the bridge tower includes two pylons that set up along bridge central line symmetry, the pylon includes last pylon, well pylon and lower pylon, it links to each other through at least one bridge tower entablature to go up the pylon, well pylon links to each other through at least one bridge tower entablature, the pylon links to each other through at least one bridge tower entablature down, be equipped with bridge tower stay cable hole on the pylon, bridge tower stay cable hole is used for setting up the suspension cable.
By adopting the structure, the distance between the two tower columns is gradually reduced from bottom to top, the bridge tower upper cross beam, the bridge tower middle cross beam and the bridge tower lower cross beam can increase the connection strength of the two tower columns, the calculated length of the tower columns is reduced, and the transverse stability of the bridge tower is improved.
Further preferably, the upper tower column and the lower tower column are straight line segments, the middle tower column is a circular arc segment, and the middle tower column is tangent to the upper tower column and the lower tower column respectively.
By adopting the structure, the tower column has smooth transition without break angles, uniform stress transmission without mutation and good structural stability.
Further preferably, the upper tower column, the middle tower column, the lower tower column, the bridge tower upper cross beam, the bridge tower middle cross beam and the bridge tower lower cross beam are one or more of reinforced concrete members, steel members and steel-concrete members.
Further preferably, the tower column, the upper bridge tower cross beam, the middle bridge tower cross beam and the lower bridge tower cross beam are all hollow components.
By adopting the structure, the dead weight of the bridge tower can be reduced, the material usage amount is reduced, and the construction cost is reduced.
Further preferably, a vertical support and a longitudinal damper are arranged on the bridge tower lower cross beam, the bridge tower lower cross beam is used for arranging the side span concrete beam, and a transverse wind-resistant support is arranged between the bridge tower and the side span concrete beam.
Preferably, an auxiliary pier is arranged between the end part of the side span concrete beam and the bridge tower, an auxiliary pier pile foundation is arranged at the bottom of the auxiliary pier, and a longitudinal movable support is arranged at the top of the auxiliary pier.
Preferably, the end part of the side span concrete beam is provided with a side pier, the bottom of the side pier is provided with a side pier pile foundation, and the top of the side pier is provided with a longitudinal movable support.
Further preferably, the auxiliary pier and the side pier are both rectangular hollow section concrete piers.
Preferably, the mid-span combination beam comprises a steel box beam and a precast concrete deck slab, the steel box beam is provided with shear nails, the precast concrete deck slab is provided with deck slab cast-in-situ wet joints, and the deck slab cast-in-situ wet joints are connected with the shear nails.
Further preferably, steel anchor boxes are respectively arranged on two sides of the steel box girder.
Preferably, the bottom of the bridge tower is provided with a bridge tower bearing platform, and the bottom of the bridge tower bearing platform is provided with a bridge tower pile foundation.
Further preferably, a bearing platform cushion block is arranged on the bridge tower bearing platform and connected with the bridge tower.
By adopting the structure, the cushion block of the bearing platform and the bearing platform of the bridge tower support the vertical force and the bending moment of the bridge tower together.
Further preferably, the bridge tower bearing platform comprises a left tower column bearing platform and a right tower column bearing platform, and the left tower column bearing platform and the right tower column bearing platform are connected through a bearing platform tie beam.
Preferably, the side span concrete beam is a single-box three-chamber box beam with an equal-height section.
Preferably, the steel-concrete combined section adopts an inserted steel-concrete joint, the steel-concrete joint is provided with a front bearing plate and a rear bearing plate, and the steel-concrete joint comprises a steel-concrete combined section and a rigidity transition section.
Preferably, the stay cable is a parallel steel wire stay cable with two cable planes arranged in a sector shape.
In summary, due to the adoption of the technical scheme, the invention has the beneficial effects that:
1. according to the high-speed railway cable-stayed bridge with the improved rigidity, the side span adopts the concrete main beam with higher self weight and rigidity, the middle span adopts the combination beam with relatively lighter self weight and higher rigidity than the conventional steel box girder main beam, and the combination beams are connected together through the steel-concrete combination section, so that the higher vertical rigidity can be provided, and the side pier and the auxiliary pier do not need to be pressed;
2. according to the high-speed railway cable-stayed bridge with the improved rigidity, the stay cable adopts smaller anchoring space on the beam, can adopt a low-strength grade material, can increase the total cross-sectional area of the stay cable, and has a very obvious improvement effect on the integral vertical rigidity of the cable-stayed bridge;
3. according to the high-speed railway cable-stayed bridge with the improved rigidity, the bridge tower is retracted inwards to the top of the tower, the center of gravity can be reduced, the transverse rigidity is high, the stability is high, the transverse restraint of the main beam by the stay cables arranged in a space sector shape is strong, and the transverse rigidity of a cable-stayed bridge structural system can be effectively improved by combining the bridge tower and the stay cables;
4. according to the high-speed railway cable-stayed bridge with the improved rigidity, the side span concrete beam can be constructed by adopting a support in situ, and has no front-back relation with the construction of the bridge tower, and the side span concrete beam and the bridge tower can be simultaneously carried out, so that the construction period is greatly shortened, and the influence time of the construction on a channel is reduced;
5. the high-speed railway cable-stayed bridge with the improved rigidity has the advantages of simple structure, convenience in construction and good effect, the integral vertical rigidity and the transverse rigidity of the large-span cable-stayed bridge are improved, the dynamic characteristic of the bridge is improved, the vibration of the bridge when a train passes through at a high speed is reduced, the safety and the comfort of the train running at the speed of 350km/h are ensured, the railway traffic volume is improved, and the wide applicability of the structural system in the field of the high-speed railway large-span cable-stayed bridge is greatly enhanced.
Drawings
FIG. 1 is a schematic elevation view of a cable-stayed bridge for a high-speed railway according to the present invention;
FIG. 2 is a cross-sectional schematic view of the mid-span bond beam;
FIG. 3 is a schematic elevation of the bridge tower;
fig. 4 is a schematic view of the bridge tower bearing platform construction.
Icon: 1-bridge tower, 2-stay cable, 3-side span concrete beam, 4-mid span bond beam, 5-steel-concrete bond section, 6-side pier, 7-auxiliary pier, 8-bridge tower bearing platform, 9-side pier pile foundation, 10-bridge tower pile foundation, 11-auxiliary pier pile foundation, 12-bridge deck cast-in-place wet joint, 13-steel anchor box, 14-shear nail, 15-precast concrete bridge deck, 16-steel box beam, 17-bridge tower upper cross beam, 18-upper tower column, 19-bridge tower stay cable hole, 20-bridge tower middle cross beam, 21-bridge tower lower cross beam, 22-middle tower column, 23-lower tower column, 24-bearing platform cushion block, 25-bearing platform tie beam, 26-left tower column bearing platform, 27-right tower column bearing platform.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings.
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Examples
As shown in fig. 1-4, the high-speed railway cable-stayed bridge with improved rigidity according to the invention comprises a bridge tower 1, a stay cable 2, an edge-span concrete beam 3, a mid-span bond beam 4 and a reinforced concrete bond section 5.
The side span concrete beam 3 and the mid-span bond beam 4 are connected through the reinforced concrete joint section 5, the bridge tower 1 is respectively connected with the side span concrete beam 3 and the mid-span bond beam 4 into a whole through the stay cables 2 to form a semi-floating system structure, the anchoring distance of the stay cables 2 at a main beam is 8-10m, and 9m is adopted in the embodiment.
As shown in fig. 1 and 3, the bridge tower 1 comprises two towers symmetrically arranged along the center line of the bridge, the towers gradually adduct from the bottom to the top, the tower columns comprise an upper tower column 18, a middle tower column 22 and a lower tower column 24, the upper tower column 18 is connected through at least one bridge tower upper cross beam 17, the middle tower columns 22 are connected by at least one bridge tower middle cross beam 20, the lower tower columns 24 are connected by at least one bridge tower lower cross beam 21, the pylon is provided with pylon stayed cable holes 19, the pylon stayed cable holes 19 are used for arranging the stayed cables 2, by adopting the structure, the distance between the two pylons is gradually reduced from bottom to top, the upper bridge tower cross beam 17, the middle bridge tower cross beam 20 and the lower bridge tower cross beam 21 can increase the connection strength of the two tower columns, reduce the calculated length of the tower columns and improve the transverse stability of the bridge tower 1; specifically, in this embodiment, one bridge upper beam 17, one bridge middle beam 20, and one bridge lower beam 21 are provided, and the bridge stay cable hole 19 is provided between the bridge upper beam 17 and the bridge middle beam 20.
The upper tower column 18 and the lower tower column 24 are straight line segments, the middle tower column 22 is an arc segment, and the middle tower column 22 is respectively tangent to the upper tower column 18 and the lower tower column 24; the upper tower column 18, the middle tower column 22, the lower tower column 24, the bridge tower upper cross beam 17, the bridge tower middle cross beam 20 and the bridge tower lower cross beam 21 are one or more of reinforced concrete members, steel members and steel-concrete members; the tower column, the upper bridge tower crossbeam 17, the middle bridge tower crossbeam 20 and the lower bridge tower crossbeam 21 are all hollow components, and by adopting the structure, the dead weight of the bridge tower 1 can be reduced, the material usage amount is reduced, and the construction cost is reduced.
A vertical support and a longitudinal damper are arranged on the lower bridge tower cross beam 21, the lower bridge tower cross beam 21 is used for arranging the side span concrete beam 3, and a transverse wind-resistant support is arranged between the bridge tower 1 and the side span concrete beam 3; as shown in fig. 1, an auxiliary pier 7 is arranged between the end of the side span concrete beam 3 and the bridge tower 1, an auxiliary pier pile foundation 11 is arranged at the bottom of the auxiliary pier 7, and a longitudinally movable support is arranged at the top of the auxiliary pier 7; the end part of the side span concrete beam 3 is provided with a side pier 6, the bottom of the side pier 6 is provided with a side pier pile foundation 9, and the top of the side pier 6 is provided with a longitudinal movable support; the auxiliary piers 7 and the side piers 6 are both rectangular hollow section concrete piers; two sides of the side pier 6 are respectively provided with one, and two sides of the auxiliary pier 7 are respectively provided with two.
As shown in fig. 2, the mid-span bond beam 4 comprises a steel box beam 16 and a precast concrete deck slab 15, a shear nail 14 is arranged on the steel box beam 16, a deck slab cast-in-place wet joint 12 is arranged on the precast concrete deck slab 15, the deck slab cast-in-place wet joint 12 is connected with the shear nail 14, and steel anchor boxes 13 are respectively arranged on two sides of the steel box beam 16.
As shown in fig. 3, the bottom of the bridge tower 1 is provided with a bridge tower bearing platform 8, the bottom of the bridge tower bearing platform 8 is provided with a bridge tower pile foundation 10, the bridge tower bearing platform 8 is provided with a bearing platform cushion block 24, the bearing platform cushion block 24 is connected with the bridge tower 1, the structure is adopted, the bearing platform cushion block 24 and the bridge tower bearing platform 8 support the vertical force and the bending moment of the bridge tower 1 together, as shown in fig. 4, the bridge tower bearing platform 8 comprises a left tower column bearing platform 26 and a right tower column bearing platform 27, the left tower column bearing platform 26 and the right tower column bearing platform 27 are connected through a bearing platform beam 25 to form an integrally stressed foundation, compared with a conventional integral foundation, the separated foundation with the bearing platform beam 25 saves more concrete and pile foundation usage, and reduces construction cost.
The side span concrete beam 3 is a single-box three-chamber box beam with an equal-height cross section; the steel-concrete combined section 5 adopts an inserted steel-concrete joint, the steel-concrete joint is provided with a front bearing plate and a rear bearing plate, and the steel-concrete joint comprises a 5m long steel-concrete combined section and a 5m long rigidity transition section; the stay cable 2 is a parallel steel wire stay cable with two cable planes arranged in a fan shape, and the full bridge is totally provided with 72 pairs of the stay cable 2, and the strength grade of the stay cable is 1670 Mpa.
The side span concrete beam 3 segmented support is cast in place, the construction can be carried out synchronously with the construction of the bridge tower 1, the side span concrete beam and the mid-span combination beam 4 form a whole through the reinforced concrete combination section 5, a rigidity transition section is arranged in the reinforced concrete combination section 5, and the smooth transition of rigidity is realized from the side span concrete beam 3 with higher rigidity to the mid-span combination beam 4; the steel box girder 16 with the opening at the lower part of the mid-span bond beam 4 is installed by hoisting through a bridge deck crane in sections, after the steel box girder 16 is installed at each section, the precast concrete bridge deck 15 on the steel box girder 16 at the previous section is installed, then the wet joint 12 of the bridge deck is cast in situ, and when each section is installed, the stay cable 2 is installed in a pair until the full bridge is closed.
The vertical rigidity of a conventional cable-stayed bridge is 1/400-1/700, the vertical rigidity of the high-speed railway cable-stayed bridge for improving the rigidity is 1/840, and through axle coupling analysis, when a train runs at 160-420 km/h, the dynamic performance of the bridge meets the requirement, the running safety of the train is ensured, and the riding comfort is excellent.
By applying the high-speed railway cable-stayed bridge with improved rigidity, the side span adopts a concrete girder with dead weight and higher rigidity, the middle span adopts a combination beam with relatively lighter dead weight and higher rigidity than the conventional steel box girder, and the combination beams are connected together through the steel-concrete combination section 5, so that higher vertical rigidity can be provided, and the positions of the side pier 6 and the auxiliary pier 7 do not need to be weighted; the stay cable 2 adopts a smaller anchoring space on the beam, can adopt a material with low strength grade, can increase the total section area of the stay cable 2, and has obvious effect of improving the integral vertical rigidity of the cable-stayed bridge; the bridge tower 1 is retracted inwards towards the top of the tower, the center of gravity can be reduced, the transverse rigidity is high, the stability is high, the transverse constraint of the main beam by the stay cables 2 arranged in a space sector mode is strong, and the transverse rigidity of a cable-stayed bridge structural system can be effectively improved by combining the bridge tower and the stay cables; the side span concrete beam 3 can be constructed by adopting a support in-situ casting mode, has no front-back relation with the construction of the bridge tower 1, and can be simultaneously carried out, so that the construction period is greatly shortened, and the influence time of the construction on a channel is reduced; the high-speed railway cable-stayed bridge with the improved rigidity is simple in structure, convenient to build and good in effect, the integral vertical rigidity and the transverse rigidity of the large-span cable-stayed bridge are improved, the dynamic characteristic of the bridge is improved, the vibration of the bridge when a train passes through at a high speed is reduced, the safety and the comfort of the train running at the speed of 350km/h are ensured, the railway traffic volume is improved, the engineering investment is reduced, and the wide applicability of the structural system in the field of the high-speed railway large-span cable-stayed bridge is greatly enhanced.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. The utility model provides an improve high-speed railway cable-stay bridge of rigidity, its characterized in that, includes pylon (1), sidespan concrete beam (3) and mid-span binder beam (4), pylon (1) pylon is adducted gradually by tower bottom to top of the tower, sidespan concrete beam (3) with mid-span binder beam (4) are connected through reinforced concrete bonding section (5), pylon (1) respectively with sidespan concrete beam (3) with mid-span binder beam (4) are connected through suspension cable (2), suspension cable (2) are 8-10m in girder department anchor interval.
2. The high-speed railway cable-stayed bridge with the improved rigidity according to claim 1, wherein the bridge tower (1) comprises two tower columns symmetrically arranged along the central line of the bridge, the tower columns comprise an upper tower column (18), a middle tower column (22) and a lower tower column (24), the upper tower column (18) is connected through at least one bridge tower upper cross beam (17), the middle tower column (22) is connected through at least one bridge tower middle cross beam (20), the lower tower column (24) is connected through at least one bridge tower lower cross beam (21), and a bridge tower stay cable hole (19) is formed in each tower column.
3. The high-speed railway cable-stayed bridge with the improved rigidity according to claim 2, characterized in that a vertical support and a longitudinal damper are arranged on the bridge tower lower cross beam (21), the bridge tower lower cross beam (21) is used for arranging the side span concrete beam (3), and a transverse wind-resistant support is arranged between the bridge tower (1) and the side span concrete beam (3).
4. The high-speed railway cable-stayed bridge with the improved rigidity according to claim 1, characterized in that an auxiliary pier (7) is arranged between the end part of the side span concrete beam (3) and the bridge tower (1), an auxiliary pier pile foundation (11) is arranged at the bottom of the auxiliary pier (7), and a longitudinal movable support is arranged at the top of the auxiliary pier (7).
5. The high-speed railway cable-stayed bridge with the improved rigidity according to claim 1, characterized in that the end part of the side span concrete beam (3) is provided with a side pier (6), the bottom of the side pier (6) is provided with a side pier pile foundation (9), and the top of the side pier (6) is provided with a longitudinal movable support.
6. The high-speed railway cable-stayed bridge with the improved rigidity according to claim 1, characterized in that the mid-span bonding beam (4) comprises a steel box beam (16) and a precast concrete deck (15), the steel box beam (16) is provided with shear nails (14), the precast concrete deck (15) is provided with deck slab cast-in-place wet joints (12), and the deck slab cast-in-place wet joints (12) are connected with the shear nails (14).
7. The high-speed railway cable-stayed bridge with the improved rigidity according to claim 6, characterized in that steel anchor boxes (13) are respectively arranged on two sides of the steel box girder (16).
8. The high-speed railway cable-stayed bridge with the improved rigidity according to any one of claims 1 to 7, characterized in that a bridge tower bearing platform (8) is arranged at the bottom of the bridge tower (1), and a bridge tower pile foundation (10) is arranged at the bottom of the bridge tower bearing platform (8).
9. The high-speed railway cable-stayed bridge with the improved rigidity according to claim 8, characterized in that a bearing platform cushion block (24) is arranged on the bridge tower bearing platform (8), and the bearing platform cushion block (24) is connected with the bridge tower (1).
10. The high-speed railway cable-stayed bridge with improved rigidity according to claim 8, characterized in that the pylon cap (8) comprises a left pylon cap (26) and a right pylon cap (27), and the left pylon cap (26) and the right pylon cap (27) are connected by a cap tie beam (25).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010400104.7A CN113652948A (en) | 2020-05-12 | 2020-05-12 | High-speed railway cable-stayed bridge with improved rigidity |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010400104.7A CN113652948A (en) | 2020-05-12 | 2020-05-12 | High-speed railway cable-stayed bridge with improved rigidity |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113652948A true CN113652948A (en) | 2021-11-16 |
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Cited By (2)
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| CN114657891A (en) * | 2022-04-21 | 2022-06-24 | 中交二航局第四工程有限公司 | Method for mounting upper cross beam of bridge tower steel structure |
| CN114892495A (en) * | 2022-06-27 | 2022-08-12 | 中铁第一勘察设计院集团有限公司 | Structural system applied to prestressed concrete steel-concrete partial cable-stayed bridge |
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|---|---|---|---|---|
| CN114657891A (en) * | 2022-04-21 | 2022-06-24 | 中交二航局第四工程有限公司 | Method for mounting upper cross beam of bridge tower steel structure |
| CN114892495A (en) * | 2022-06-27 | 2022-08-12 | 中铁第一勘察设计院集团有限公司 | Structural system applied to prestressed concrete steel-concrete partial cable-stayed bridge |
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Application publication date: 20211116 |