CN115748413A - Continuous steel truss web-plate truss double-layer combined swivel bridge structure - Google Patents
Continuous steel truss web-plate truss double-layer combined swivel bridge structure Download PDFInfo
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Abstract
The invention relates to a swivel bridge, in particular to a continuous steel truss web-plate truss double-layer combined swivel bridge structure, which adopts a continuous steel truss web-plate truss double-layer combined T-shaped structural form to be arranged in a whole width, adopts a ribbed plate type concrete beam bridge floor at the lower layer, adopts a steel truss beam and an orthotropic steel bridge deck at the upper layer, and adopts 3 main trusses at the upper layer in total in the transverse direction, and adopts a Hualun type main truss in the longitudinal direction, thereby properly solving the technical problems of bridge swivel design and construction of a cross railway on a double-layer highway.
Description
Technical Field
The invention relates to a design and construction technology of a swivel bridge, in particular to a continuous steel truss web-plate truss double-layer combined swivel bridge structure.
Background
The construction of bridge plane rotation is a new process appearing in recent years, and is especially adopted in the situation of crossing the existing railway. The construction of the bridge plane rotation is carried out by the rotation of the structure, so that the influence on the traffic under the bridge is small, and the whole construction of the bridge structure by adopting the process is more feasible when a highway bridge crosses the existing railway or similar special construction site environment conditions.
However, the existing iron-spanning plane swivel bridge structures designed and built at home and abroad are all T-shaped single-layer swivel bridge structures, and the structural form has the limitation that the iron-spanning problem of one road can be only solved for each iron-spanning swivel bridge; when two roads need to cross iron in the adjacent places, in order to reduce expropriated land removal and save land and bridge construction cost, a new design and construction scheme of a double-layer turning bridge for crossing railways on the upper-lower-laminated road is adopted, and the problem to be solved is urgently needed by road constructors.
Disclosure of Invention
The invention provides a continuous steel truss web-plate truss double-layer combined swivel bridge structure, which is characterized in that a support platform is erected in parallel to the direction of an existing railway to assemble all steel structures, then concrete beam segment steel bundles are sequentially poured and tensioned in a segmentation mode, and finally a support is dismantled and a temporary steel support is installed to carry out swivel construction.
In order to achieve the technical purpose, the technical scheme adopted by the invention is as follows: a continuous steel truss web-plate truss double-layer combined swivel bridge structure adopts a continuous steel truss web-plate truss double-layer combined T-shaped bridge structure form to be arranged in a whole width; the lower layer adopts a ribbed slab type concrete beam bridge floor, and the upper layer adopts a steel truss girder and an orthotropic steel bridge deck; 3 main trusses are transversely arranged on the upper layer, and the upper layer is a Wallon type main truss longitudinally;
the upper layer of the bridge is of the steel truss girder structure, and the upper chord is of a box-shaped section; the web member is a box-shaped section; the upper chord member and the web members are connected by adopting a node plate and a high-strength bolt, and the nodes of the web members are connected with the lower-layer concrete beam through welding nail shear keys on the node plate;
the orthotropic steel bridge deck slab comprises longitudinal rib beams, transverse rib beams and stiffened steel bridge deck slabs, and the transverse rib beams and the bridge deck slabs of the bridge deck structure are welded with the upper chords of the main trusses to form a plate truss combined structure.
The rib plate type concrete beam bridge floor at the lower layer of the bridge adopts a dense beam system structure; longitudinal and transverse bidirectional prestressed steel beams are arranged on the lower concrete beam.
The connection of the steel web members and the concrete beams adopts a steel-concrete combined node plate form, and the node plate is embedded into the lower-layer concrete beam and is provided with an outer-wrapped steel fiber concrete bump.
The middle pier of the double-layer combined swivel bridge adopts a reinforced concrete frame type bridge pier, and the pier top cover beam adopts a prestressed reinforced concrete structure; the upper layer part of the side pier is a reinforced concrete double-column T-shaped pier, and the lower layer part of the side pier is a reinforced concrete frame type pier; the upper and lower bent caps are all made of prestressed reinforced concrete structure.
The integral structure of the double-layer combined rotating bridge adopts a continuous supporting system, and 3 supports are transversely arranged at each pier; the inner side support of the middle pier is a fixed support, and the outer side support is a one-way movable support; the inner side support of the side pier is a one-way movable support, and the outer side support is a two-way movable support.
The combined swivel bridge spans the existing railway by adopting a plane swivel construction method, and adopts a swivel structure with a spherical hinge central support as a main support and a circular support as an auxiliary support; the swivel structure is arranged at the bottom of the middle pier stud and consists of an upper rotary table, a lower rotary table, a spherical hinge, a supporting foot, an annular slide way, a traction system, a boosting system and the like.
Preferably, the construction method of the continuous steel truss web-plate truss double-layer combined swivel bridge structure mainly comprises the following steps:
(1) Preparation works at the early stage of construction approach, such as site leveling, pipeline transfer and the like; drilling pile protection, pier foundation pit protection, bridge pile foundation and lower bearing platform construction, and foundation pit to bearing platform top backfill construction;
(2) Installing a swivel system, pouring an upper bearing platform of the middle pier, constructing a pier, and constructing a foundation and a pier of the side pier;
(3) Erecting a cast-in-place support, and assembling and welding all steel structures (including temporary rod pieces) on the support; pouring and tensioning the lower layer concrete beam body in sections, and temporarily solidifying the pier beam at the middle pier;
(4) Unloading the support, and installing a temporary steel support beside the pier; removing all cast-in-place supports;
(5) Swivel construction and system conversion: rotating the rotating beam section to a bridging position and completing locking; then arranging jacks on the top surfaces of the side pier lower layer cover beams to jack each side beam end of the main beam; installing a side pier support, removing the jacking jack and finishing the system conversion;
(6) Dismantling the temporary auxiliary facility of the swivel, removing the temporary consolidation measure of the pier beam, and installing a middle pier support; and combining the construction progress of adjacent connection, constructing the upper layer pier stud, the capping beam and the full bridge auxiliary project of the side pier, and finally completing, checking and passing the vehicle.
The beneficial effects of the invention are: the technical problems that the deflection of the cantilever far end of a bridge with a double-layer steel truss rotating body is overlarge and the load weight of the double-layer prestressed rib plate type concrete bridge rotating body construction is overlarge are solved; meanwhile, by adopting a double-layer combined structure of the upper-layer steel truss and the lower-layer prestressed ribbed slab type concrete, when a long cantilever is constructed in a stressed state facing a swivel, the beam end deflection of the continuous steel truss web-plate truss double-layer combined swivel bridge structure is smaller than that of a single-layer bridge with the same structural specification as that of a lower-layer prestressed ribbed slab type concrete bridge due to the good tension function of the chord member of the upper-layer longitudinal steel truss; namely: in the integral structure of the continuous steel truss web-plate truss double-layer combined swivel bridge, beam end deflection of the long-cantilever T-shaped beam is obviously reduced due to the good tension function of the upper-layer longitudinal steel truss chord member; therefore, the deflection reduction value of the long cantilever end of the upper-layer longitudinal steel truss is larger than the deflection increase value of the long cantilever end of the bridge caused by the load of the upper-layer continuous steel truss web-plate bridge deck combined structure, and the technical effect of the synergy of the double-layer stressed structure in the continuous steel truss web-plate truss double-layer combined swivel bridge structure is achieved; on the other hand, the structural technical scheme for reducing the deflection of the far end of the cantilever beam is obtained, the total height of the structure in the construction process of the bridge structure is not increased, the height of the center of gravity in the bridge rotation construction process is also effectively controlled, and the overturning risk in the bridge rotation construction process is effectively controlled.
Drawings
FIG. 1: a schematic structural diagram of a double-layer combined swivel bridge;
FIG. 2 is a schematic diagram: schematic diagram of temporary steel support state of double-layer combined swivel bridge structure;
FIG. 3: a schematic construction diagram of a double-layer combined rotating bridge structure;
FIG. 4: a schematic diagram of a standard section of a double-layer combined rotating bridge structure;
FIG. 5 is a schematic view of: a schematic diagram of a bridge middle pier and a swivel structure;
wherein: the composite bridge comprises a double-layer combined swivel bridge 1, a ribbed slab type concrete beam bridge deck 2, a steel truss girder 3, an upper chord 3-1, web members 3-2, orthotropic steel bridge deck 4, middle piers 5, left piers 6-1, right piers 6-2, temporary steel supports 7, a cover beam 8, a swivel structure 9 and a pile foundation cushion cap 10.
Detailed Description
The following detailed description of specific embodiments of the invention refers to the accompanying drawings; it should be understood that the specific examples given herein are for purposes of illustration and explanation only and are not intended to limit the present invention.
Example 1: continuous steel truss web-plate truss double-layer combined swivel bridge structure
In the specific implementation, the Guanyuan high-speed upward-crossing wide and deep railway main bridge is an implementation case that the plane swivel construction of a double-layer highway bridge is adopted to cross the existing railway.
The bridge adopts a 2x 85m continuous steel truss web-plate truss combined structure, and the designed elevations of upper and lower layers of bridge decks are arranged in a whole range with the difference of 14.8 m; the lower layer adopts a rib plate type concrete beam; the upper layer adopts steel truss girders, 3 main trusses are transversely arranged, and the center distance is 18.35m; the longitudinal direction is a Valencia type main truss, and the internode length is 14m; the height (distance between upper and lower chord systems) of the main truss is 14.879m.
In actual construction, the bridge is constructed by erecting a support platform in parallel to the railway direction to assemble all steel structures, then sequentially pouring and tensioning the concrete beam segment steel bundles in sections, and then dismantling the support and installing a temporary steel support to perform swivel construction.
(1) Structural support system: the structure adopts a continuous support system, and 3 supports are transversely arranged at each pier; the inner side support of the middle pier is a fixed support, and the outer side support of the middle pier is a one-way movable support; the side pier inner side support is a one-way movable support, and the side pier outer side support is a two-way movable support.
(2) Bridge structure design
(2-1) designing the upper structure of the bridge: the bridge floor width of the lower layer rib plate type concrete beam is 41.7m (including 2m width access roads on two sides), and a dense beam system is adopted; the height of the side rib of the standard section is 1.6m, the width of the side rib is 2.4m, the height of the middle fulcrum is increased to 3.8m, and the width of the middle fulcrum is widened to 3.6-4.2 m; the height of the middle rib is 1.6m, the width is 2.4m, the middle fulcrum is heightened to 3.8m, and the width is widened to 3.6-3.9 m. The thickness of the bridge deck plate is 0.3m, small cross beams are longitudinally arranged at intervals of 3.5m, the total height of the small cross beams is 1.5m, and the thickness of a web plate is 0.4m. The middle fulcrum beam is 2m high and 1m wide; the end beam is 1.5m high and 1m wide. Longitudinal and transverse bidirectional prestressed steel beams are arranged on the lower concrete beam.
The upper chord of the steel truss girder is a box-shaped section, the inner width is 1000mm, the inner height is 1600mm, and the plate thickness is 20 mm-40 mm; the web members are box-shaped in cross section, 1000mm wide inside, 1200mm/1400mm high inside, 24 mm-48 mm thick. The upper chord member and the steel web member are connected through the gusset plate and the high-strength bolt, and the steel web member node is connected with the lower-layer concrete beam through a welding nail shear key on the gusset plate.
The upper deck is made up of longitudinal ribs (beam), transverse ribs (beam) and reinforced steel deck, and the transverse ribs (beam) and deck slab are welded together with the upper chord of main truss to form plate truss structure. The water outlet of the upper chord node is matched with the water outlet pipe of the upper bridge deck and the pipe cover to open a hole after purchasing.
The steel web members are connected with the concrete beams in a steel-concrete combined node plate mode, and the node plate is embedded into the lower-layer concrete beams and is provided with an outer-wrapped steel fiber concrete bump.
(2-2) bridge lower structure design:
the middle pier adopts a reinforced concrete frame type pier, the height of the pier is 17.5m (to the top of a lower bearing platform), the pier column adopts a rectangular cross section, and the longitudinal length and the transverse length of the pier column are 3.2m and 3.2m respectively. The pier top cover beam is 4m in height and 4m in width, the total length of the pier top cover beam is 42.6m, and a prestressed reinforced concrete structure is adopted. The foundation adopts 14 drilled piles with the diameter of 2.5m, the upper turntable has the size of 18 multiplied by 18m, the angular points are provided with 3.9 multiplied by 6.5m chamfers and the thickness is 2.3m, the lower bearing platform has the size of 22.5 multiplied by 19m, the angular points are provided with 5 multiplied by 8.25m chamfers and the thickness is 4.5m, the height of a spherical hinge between the upper bearing platform and the lower bearing platform is 1.88m, and the total thickness of the bearing platforms is 8.68m.
The upper layer part of the side pier is a reinforced concrete double-column T-shaped pier, and the lower layer part of the side pier is a 3-column reinforced concrete frame type pier. The left pier height is 32.766m (to the top of the bearing platform), and the right pier height is 32.211m (to the top of the bearing platform). The pier column adopts a rectangular cross section, the lower pier column is 3m in the longitudinal direction and 3m in the transverse direction, and the upper pier column is 1.6m in the longitudinal direction and 2m in the transverse direction. The height of the lower bent cap is 4m, the width of the lower bent cap is 4m, the total length of the lower bent cap is 41.4m, and a prestressed reinforced concrete structure is adopted. The upper capping beam is 3.8m high and 1.8m wide, the overhanging part beam is 1.6 m-3.8 m high, the total length of the upper capping beam is 35.2m, and a prestressed reinforced concrete structure is adopted. 6 phi 2.5m drilled piles are adopted as a foundation, a bearing platform is rectangular, the size of the bearing platform is 16.5 multiplied by 10.25m, and the thickness of the bearing platform is 4m. The left pier bearing platform and the pile foundation are eccentric by 0.25m towards the right side, and the right pier bearing platform and the pile foundation are eccentric by 0.35m towards the left side.
(3) Designing a swivel system: according to the weight of the swivel, a ball hinge with vertical bearing capacity of 290000kN is selected. The rotary spherical hinge adopts a complete set of products and comprises an upper spherical hinge, a tetrafluoro slide plate, a lower spherical hinge, a base, a pin shaft and the like.
The lower rotary disc is a foundation for supporting the whole weight of the rotating structure, and after the rotating is completed, the lower rotary disc and the upper rotary disc jointly form a foundation. The lower rotary table is provided with a lower spherical hinge of a swivel system, an annular lower slideway with the diameter of 14m, 2 groups of traction reaction force seats and 8 groups of jack boosting reaction force seats. The counterforce seat is used for starting and stopping the rotating body, finely adjusting the posture and the like.
The diameter of the spherical hinge is 5.0m, the spherical hinge is the core of a rotating system for rotating construction, and is a key structure for rotating construction, the spherical hinge is composed of an upper steel spherical panel and a lower steel spherical panel, the upper panel is a convex surface and is connected with a traction turntable on the upper part through a cone frustum, and the upper turntable is positioned on the traction turntable; the lower panel is a concave surface and is embedded and fixed on the top surface of the lower turntable. The upper and lower panels are spherical surfaces formed by pressing 40mm thick steel plates, and the back is provided with ribs to prevent deformation in the processing and transportation processes, and facilitate the positioning and the strengthening of the spherical hinge and the connection with the surrounding concrete.
The upper rotating disc is an important structure during rotation, the upper rotating disc is provided with 8 groups of supporting feet, each group of supporting feet consists of 2 phi 900 multiplied by 24mm steel pipe concrete, a steel plate with the thickness of 30mm is arranged below the supporting feet, and C55 micro-expansion concrete is poured into the steel pipes. The diameter of the central line of the supporting foot is 14m. The arm brace is transported to the building site after factory integral manufacture, and is finished at lower turntable concrete pouring, and the arm brace is installed when the upper spherical hinge is installed in place, and the construction unit can automatically consider factors such as support settlement in addition, so that the gap between the arm brace and the lower slideway is 20mm. And a stainless steel plate with the thickness of 3mm and a polytetrafluoroethylene plate with the thickness of 9mm are paved in the slide way surface in front of the rotating body. Before the rotating body, a sand box is preferably used as a temporary steel support. A1.3 m wide slideway is arranged below the supporting foot (namely the top surface of the lower turntable), the diameter of the center of the slideway is 14m, and the supporting foot can slide in the slideway during rotation so as to keep the stability of the rotation structure. The whole slideway surface is required to be on the same horizontal plane, and the relative height difference is not more than 2mm.
Two groups of rotators are selected, each group comprises 2 ZLD400 (1 standby) hydraulic, synchronous and automatic continuous traction systems (each traction system comprises a continuous jack, a hydraulic pump station and a main control platform) to form a horizontal rotation couple, and the rotator system is rotated by dragging and pulling 2x 19-phi 15.2 steel stranded wires which are anchored and wound on the circumference of a rotary table with the diameter of 1700 cm. The maximum traction force required during starting during construction is 3222kN, and the traction force required during rotation is 1933kN.
The main bridge spans the existing railway by adopting a plane swivel construction method, and adopts a swivel system taking a spherical hinge central support as a main support and a circular track support as an auxiliary support. The swivel structure is arranged at the bottom of the middle pier column and consists of an upper rotary table, a lower rotary table, a spherical hinge, a supporting foot, an annular slideway, a traction system, a boosting system and the like.
In the concrete implementation, this embodiment roof beam body cantilever is longer, should turn the structure in front of the body and weigh, actual measurement its actual centre of gravity position. Unbalanced bending moment can be eliminated through modes such as temporary balance weight, and the weight of all rotating structures is mainly born by the central spherical hinge, and the specific setting is determined by combining a construction scheme and monitoring data.
The lower rotating disc is a bearing platform of the middle pier, and after the rotation is completed, the lower rotating disc and the upper rotating disc form a bridge foundation together. The lower rotary disc adopts C40 concrete, wherein C45 concrete is adopted in a post-cast section with the top thickness of 1.0 m. The lower turntable is provided with a lower spherical hinge of a rotating system, an annular lower slideway with the center diameter of 14m, 2 groups of traction reaction force seats and 8 groups of jack boosting reaction force seats. The clearance between the supporting foot and the lower slideway is 20mm. The counterforce seat is used for starting and stopping the rotating body, finely adjusting the posture and the like.
In specific implementation, the main construction process of the bridge is as follows:
(1) Constructing an approach, leveling a field, finding out the positions of light and cables of a railway, and carrying out interference modification;
(2) The protection of the bored pile is constructed on the side of the cast-in-place beam body railway, so that the stability of the railway foundation and the safety of the railway are ensured;
(3) Constructing foundation pit protection engineering of a pier foundation;
(4) Constructing a bridge pile foundation and a lower bearing platform;
(5) And backfilling the foundation pit to the top of the bearing platform in time, installing a swivel system, pouring the bearing platform on the middle pier, constructing the pier, and constructing the foundation and the pier of the side pier at the same time.
(6) And (3) erecting a cast-in-place support on the parallel railway, and assembling and welding all steel structures (including temporary rod pieces) on the support.
(7) And pouring and tensioning the lower concrete beam body from the middle to two sides in sections. And temporarily solidifying the pier beam at the middle pier.
(8) Constructing a lower layer outer side overhaul channel railing; constructing the upper and lower outer side anti-collision guardrails and the anti-throwing net.
(9) And unloading the support in multiple points and stages to complete natural downward deflection of the cantilever structure, and paying attention to ensure the longitudinal anti-overturning stability of the cantilever structure in the unloading process. And the temporary steel supports beside the piers are installed, so that the temporary steel supports are ensured not to limit the symmetrical downward deflection of the cantilever structure. And after the cantilever is bent downwards, the steel support is tightly propped against the bottom of the beam without a gap. The support system only provides vertical support for the main beam, and horizontal force is born by a pull rod in the support system.
The constructor must make a special construction scheme for the temporary support system.
(10) And (4) removing all cast-in-place supports.
(11) And (3) swivel construction: and rotating the rotating beam section by 81.1 degrees in the anticlockwise direction to a bridging position, and completing locking.
(12) After the swivel is in place and locked, a jack is arranged on the top surface of the lower cover beam of the side pier to jack each side beam end of the main beam, double control is carried out according to jacking force and jacking displacement, and the error needs to be controlled within 5%. The longitudinal bridge directions of the jacking positions are all arranged in the range of the end cross beam; the transverse bridge jacking position should be as close to the support as possible, the end cross beam at the jacking position of the outer support is within 2m of one side of the side longitudinal beam, and the jacking position of the inner support is within 1.5m of the end cross beam close to two sides of the middle longitudinal beam. Should deal with the whole vertical deformation of girder, main control section stress and carry out real time monitoring among the jacking process, ensure the work progress safety, ensure that the jacking force is effectively and accurately exerted.
Through accurate calculation and analysis, the mean value of the deflection of the cantilever at different positions at the far end of the double-layer combined bridge structure is about 25cm, and the detailed calculation and analysis conditions are shown in the following table 1.
Table 1: cantilever deflection and beam end jacking parameter meter
(13) And (5) installing the side pier support, and removing the jacking jack to complete the system conversion.
(14) And (5) dismantling the temporary auxiliary facility of the swivel, removing the temporary consolidation measure of the pier beam, and installing the middle pier support.
(15) Combining the construction progress of adjacent connection, constructing the upper layer pier stud and capping beam of the side pier and the full bridge auxiliary engineering,
and finally completing construction, acceptance and vehicle communication.
Example 2: double-layer steel truss swivel bridge
According to the technical scheme of the continuous steel truss web-plate truss double-layer combined swivel bridge structure in the embodiment 1, a lower-layer ribbed plate type concrete beam bridge deck of a bridge superstructure is replaced by a steel truss beam and an orthotropic steel bridge deck plate, namely the technical scheme of the double-layer steel truss swivel bridge structure is obtained, through structural analysis and estimation, the mean value of the deflection of the far end of a cantilever of the bridge is about 80cm, which is about 3.2 times of the deflection of the far end of a long cantilever in the embodiment 1, and the deflection is too large.
Example 3: double-layer prestressed rib plate type concrete bridge
According to the technical scheme of the continuous steel truss web-plate truss double-layer combined swivel bridge structure in the embodiment 1, an upper-layer steel truss beam and an orthotropic steel bridge deck structure of a bridge upper structure are replaced by a ribbed plate type concrete beam bridge deck structure, namely, the technical scheme of the ribbed plate type concrete beam bridge deck structure swivel bridge structure is adopted, through structural analysis and estimation, the weight of a bridge swivel is about 1.8 times of that of the bridge swivel in the embodiment 1, the weight of the swivel is selected from ball hinges with vertical bearing capacity needing to be increased to 522000kN, the weight of the swivel is too large, the height of the gravity center of the bridge during swivel is greatly increased, and the risk of swivel construction is too high.
Claims (4)
1. A continuous steel truss web-plate truss double-layer combined swivel bridge structure is characterized by comprising an upper structure and a lower structure, wherein the upper structure is arranged in a whole width mode in a continuous steel truss web-plate truss double-layer combined T-shaped bridge structure mode; the lower layer adopts a rib plate type concrete beam bridge floor; the upper layer adopts a steel truss girder and an orthotropic steel bridge deck; 3 main trusses are transversely arranged on the upper layer, and the upper layer is a Wallon type main truss longitudinally; the middle pier of the lower structure adopts a reinforced concrete frame type pier, and the pier top cover beam adopts a prestressed reinforced concrete structure; the upper layer part of the side pier is a reinforced concrete double-column T-shaped pier, and the lower layer part of the side pier is a reinforced concrete frame type pier; the upper and lower bent caps are all of prestressed reinforced concrete structure;
the double-layer combined swivel bridge adopts a swivel structure taking a spherical hinge center support as a main support and taking a ring road support as an auxiliary support; the rotating body structure is arranged at the bottom of the middle pier stud and consists of an upper rotating disc, a lower rotating disc, a spherical hinge, a supporting foot, an annular slideway, a traction system and a boosting system;
the double-layer combined swivel bridge structure adopts a continuous supporting system, and 3 supports are transversely arranged at each pier; the inner side support of the middle pier is a fixed support, and the outer side support is a one-way movable support; the inner side support of the side pier is a one-way movable support, and the outer side support is a two-way movable support.
2. The continuous steel truss web-plate truss double-layer combined swivel bridge structure of claim 1, wherein: in the steel truss girder structure, the upper chord member adopts a box-shaped section; the web member is a box-shaped section; the upper chord member and the web members are connected by adopting a node plate and a high-strength bolt, and the nodes of the web members are connected with the lower-layer concrete beam through welding nail shear keys on the node plate; the orthotropic steel bridge deck slab consists of longitudinal rib beams, transverse rib beams and stiffened steel bridge deck slabs, wherein the transverse rib beams and the bridge deck slabs of the bridge deck structure are welded with the upper chord members of the main trusses to form a plate truss combined structure.
3. The continuous steel truss web-plate truss double-layer combined swivel bridge structure as claimed in claim 1, wherein: the rib plate type concrete beam bridge floor adopts a dense beam system structure; longitudinal and transverse bidirectional prestressed steel beams are arranged on the lower concrete beam; the connection of the steel web members and the concrete beams adopts a steel-concrete combined node plate form, and the node plate is embedded into the lower-layer concrete beam and is provided with an outer-wrapped steel fiber concrete bump.
4. A construction method for constructing a continuous steel truss web-plate truss double-layer combined swivel bridge structure is characterized by comprising the following steps of: the combined swivel bridge spans the existing railway by adopting a plane swivel construction method, and the construction process mainly comprises the following steps:
(1) Leveling a field, and preparing for the pipeline to be changed into a construction approach in an early stage; drilling and excavating pile protection, pier foundation pit protection, bridge pile foundation and lower bearing platform construction, and foundation pit to bearing platform top backfill construction;
(2) Installing a swivel system, pouring an upper bearing platform of the middle pier, constructing a pier, and constructing a foundation and a pier of the side pier;
(3) Erecting a cast-in-place support, and assembling and welding all steel structures on the support; pouring and tensioning the lower layer concrete beam body in sections, and temporarily solidifying the pier beam at the middle pier;
(4) Unloading the support, and installing a temporary steel support beside the pier; removing all cast-in-place supports;
(5) Swivel construction and system conversion: turning the turning beam section to a bridge forming position and completing locking; then arranging a jack on the top surface of the lower cover beam of the side pier to jack each side beam end of the main beam; installing a side pier support, removing the jacking jack and finishing the system conversion;
(6) Dismantling the temporary auxiliary facility of the swivel, removing the temporary consolidation measure of the pier beam, and installing a middle pier support; and combining the construction progress of adjacent connection, constructing the upper layer pier stud, the capping beam and the full bridge auxiliary project of the side pier, and finally completing, checking and passing the vehicle.
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117145841A (en) * | 2023-10-27 | 2023-12-01 | 南通泰胜蓝岛海洋工程有限公司 | Hydraulic turning system for correcting deflection of large pipe pile and turning method thereof |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117145841A (en) * | 2023-10-27 | 2023-12-01 | 南通泰胜蓝岛海洋工程有限公司 | Hydraulic turning system for correcting deflection of large pipe pile and turning method thereof |
| CN117145841B (en) * | 2023-10-27 | 2023-12-26 | 南通泰胜蓝岛海洋工程有限公司 | Hydraulic turning system for correcting deflection of large pipe pile and turning method thereof |
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