CN119145281B - Long-span double-deck highway-railway dual-purpose steel truss combined beam cable-stayed bridge and its design method - Google Patents
Long-span double-deck highway-railway dual-purpose steel truss combined beam cable-stayed bridge and its design methodInfo
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- CN119145281B CN119145281B CN202411416682.4A CN202411416682A CN119145281B CN 119145281 B CN119145281 B CN 119145281B CN 202411416682 A CN202411416682 A CN 202411416682A CN 119145281 B CN119145281 B CN 119145281B
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- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D11/00—Suspension or cable-stayed bridges
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Abstract
The application relates to a large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge and a design method thereof, it comprises the following steps: the steel main truss is provided with an upper layer longitudinal beam and a lower layer longitudinal beam; the bridge comprises a main span, side spans, a common concrete bridge panel, a steel bridge panel and a lower UHPC board, wherein the upper UHPC board is arranged on an upper longitudinal beam, the steel bridge panel is arranged on a lower longitudinal beam, the lower UHPC board is arranged on a lower longitudinal beam, the upper UHPC board is combined with the upper longitudinal beam to form a main span upper bridge deck, the lower longitudinal beam, the lower steel bridge panel and the lower UHPC board are combined to form a main span lower bridge deck, the side spans are arranged on two sides of the main span in the bridge length direction and comprise the common concrete bridge panel arranged on the upper longitudinal beam, the steel bridge panel arranged on the lower longitudinal beam and the lower UHPC board, the common concrete bridge panel is combined with the upper longitudinal beam to form an edge span upper bridge deck, and the lower longitudinal beam, the lower steel bridge panel and the lower UHPC board are combined to form an edge span lower bridge deck. The cable-stayed bridge designed under the large-span scene has better economy and stability.
Description
Technical Field
The invention relates to the technical field of cable-stayed bridge design, in particular to a large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge and a design method thereof.
Background
The main girder of the current large-span highway and railway dual-purpose cable-stayed bridge basically adopts a steel truss girder form, and because the orthotropic steel bridge deck has the advantages of light dead weight, large bearing capacity, convenient manufacture and installation and the like, the highway and railway dual-purpose steel truss girder railway and highway bridge deck system basically adopts the bridge deck system, and because the sleeper and the railway ballast under the railway track have good diffusion effect on the train wheel load, the fatigue cracking problem of the railway bridge deck system is not outstanding, but for highways, the orthotropic steel bridge deck often has the fatigue cracking phenomenon, and the pavement of the steel bridge deck is easy to cause diseases.
The steel truss combined beam bridge deck system has the advantages of high structural rigidity, good economy and low comprehensive cost of later operation and maintenance, not only can effectively solve the problem of fatigue cracking of the steel bridge deck, but also solves the problem that bridge deck pavement is easy to damage and repair, is applied to individual middle-small span highway and railway dual-purpose cable-stayed bridges at present, but the thickness of the concrete bridge deck of the steel truss combined beam is more than 25cm, the self weight of the beam body is large, the overall economy is poor, and the development and application of the steel truss combined beam in the direction of a larger span are limited. Meanwhile, for the multifunctional composite bridge with more and more scarce bridge resources, a double-layer highway-railway dual-purpose bridge with expressways arranged on the upper layer, first-level roads arranged on two sides of the lower layer and railways arranged in the middle is arranged. The double-deck bridge has roads on the upper layer and the lower layer, and how to design the road bridge deck directly influences the integral stress of the main girder structure and the service performance of the road bridge deck, thereby being a key technology and a problem for designing the large-span double-deck highway-railway dual-purpose bridge.
Therefore, aiming at the super kilometer-level large-span double-layer highway and railway dual-purpose bridge, a novel steel truss combined beam structure suitable for the super-large-span cable-stayed bridge is necessary to be invented, so that the problems of fatigue and pavement of the road steel bridge deck are effectively avoided or solved, and the problem of overall economy of the structure is reasonably solved.
Disclosure of Invention
The application provides a large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge and a design method thereof, which can solve the related technical problems in the prior art.
In a first aspect, the embodiment of the application provides a large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge, which adopts the following technical scheme:
A large-span double-deck highway and railway dual-purpose steel truss combination beam cable-stayed bridge comprises:
The steel main truss is provided with an upper layer longitudinal beam and a lower layer longitudinal beam;
The main span comprises an upper UHPC plate arranged above the upper longitudinal beam, a steel bridge panel arranged on the lower longitudinal beam and a lower UHPC plate arranged above at least part of the steel bridge panel, wherein the thickness of the lower UHPC plate is smaller than that of the upper UHPC plate;
The side span is positioned on two sides of the main span in the bridge length direction and comprises a common concrete bridge deck arranged above the upper longitudinal beam, a steel bridge deck arranged on the lower longitudinal beam and a lower UHPC board arranged above at least part of the steel bridge deck, wherein the upper common concrete bridge deck is combined with the upper longitudinal beam to form an upper bridge deck, and the lower longitudinal beam, the lower steel bridge deck and the lower UHPC board are combined to form a lower bridge deck of the side span.
With reference to the first aspect, in one embodiment, the steel deck includes highway steel deck and railway steel deck distributed in a bridge width direction, and the lower UHPC board is disposed above the highway steel deck.
In a second aspect, the embodiment of the application provides a design method of the large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge, which comprises the following steps:
Determining the main span length and the minimum length of the side span of the bridge;
determining the minimum thickness requirement of the upper UHPC board according to the main span length and the construction requirement of the upper UHPC board;
Calculating and determining main span girder parameters of which the upper UHPC board is used as a bridge deck of a main span upper bridge deck and meets the minimum thickness requirement of the upper UHPC board and the lowest manufacturing cost of a full bridge;
Determining the maximum internode length requirement of the main span main beam according to the main span main beam parameters;
calculating and determining the main span main beam internode length which meets the requirement of the main span main beam on the maximum internode length and has the lowest total bridge cost;
determining the minimum internode length of the side span main beam according to the minimum length of the side span and the internode length of the main span main beam;
and calculating and determining parameters of the side span main beam, which meet the requirement of the minimum length of the side span, use common concrete as an upper deck bridge deck of the side span and have the lowest manufacturing cost of the full bridge, according to the minimum internode length of the side span main beam.
With reference to the second aspect, in one embodiment, the determining the minimum thickness requirement of the upper layer UHPC board according to the main span length and the construction requirement of the upper layer UHPC board includes the steps of:
And determining the minimum thickness requirement of the upper UHPC board according to the main span length, the preset main truss structure parameters, the minimum spacing of the reinforcing steel bars in the upper UHPC board and the thickness requirement of the protective layer.
With reference to the second aspect, in one embodiment, the calculating determines the main span girder parameters of the upper layer UHPC board as the bridge deck and meeting the minimum thickness requirement of the upper layer UHPC board, wherein the main span girder parameters have the lowest cost of the full bridge, and the main span girder parameters comprise the following steps:
Determining a minimum thickness specified by the minimum thickness requirement of the upper UHPC board as a calculated thickness of the upper UHPC board;
determining main span girder parameters according to the calculated thickness of the upper UHPC board;
Calculating the full bridge cost based on the calculated thickness of the upper UHPC board and the main span girder parameters;
increasing the calculated thickness of the upper UHPC board according to the preset board thickness increasing amount, and recalculating the full-bridge manufacturing cost based on the new calculated thickness of the upper UHPC board;
judging whether the manufacturing cost of the full bridge is increased relative to the manufacturing cost of the full bridge at the last time;
if the main span main girder parameters are raised, the main span main girder parameters corresponding to the previous full bridge cost are used as final main span main girder parameters.
With reference to the second aspect, in one embodiment, the determining a main span main beam parameter according to the calculated thickness of the upper layer UHPC board includes the following steps:
Establishing an upper deck system calculation model with an upper longitudinal beam, an upper cross beam and an upper UHPC plate, applying local wheel load, and calculating and determining the minimum longitudinal beam spacing and the minimum section according to the stress of the upper UHPC plate;
And according to the preset side span length, based on the minimum longitudinal beam spacing, the minimum section and the calculated thickness of the upper UHPC board, establishing a bridge overall calculation model, applying load, and calculating and determining main span main beam parameters according to construction requirements.
With reference to the second aspect, in one embodiment, the calculating determines the main span main beam internode length that meets the maximum internode length requirement of the main span main beam and has the lowest cost of the full bridge, and includes the steps of:
Determining the maximum length required by the maximum internode length of the main span main beam as the internode calculation length of the main span main beam;
Calculating the manufacturing cost of the full bridge based on the preset side span length and the internode calculation length of the main span girder;
reducing the calculated length of the main beam of the main span according to the preset reduction amount of the length of the main span internode, and recalculating the manufacturing cost of the full bridge based on the new calculated length of the main beam of the main span internode;
judging whether the manufacturing cost of the full bridge is increased relative to the manufacturing cost of the full bridge at the last time;
if the main span girder is lifted, the internode calculated length corresponding to the previous full bridge cost is used as the final main span girder internode length.
With reference to the second aspect, in one embodiment, the determining the minimum internode length of the side span main beam according to the minimum length of the side span and the internode length of the main span main beam includes the following steps:
Determining the total number of main span joints according to the main span length and the main span main girder joint length;
and determining the minimum internode length requirement of the side span according to the total number of the main internodes and the minimum length of the side span.
With reference to the second aspect, in one embodiment, according to the minimum internode length of the side span main beam, the calculating and determining the side span main beam parameter meeting the requirement of the minimum length of the side span, using common concrete as an upper deck bridge deck of the side span and having the lowest manufacturing cost of the full bridge includes the following steps:
determining the minimum length of the side span as the calculated length of the side span;
Determining a side span main beam parameter using common concrete as a side span upper layer bridge deck based on the calculated length of the side span and the minimum internode length of the side span main beam;
calculating the manufacturing cost of the full bridge according to the parameters of the side span main beam;
Increasing the length of the side span according to the preset side span length increasing amount, and recalculating the manufacturing cost of the full bridge based on the new side span length;
judging whether the manufacturing cost of the full bridge is increased relative to the manufacturing cost of the full bridge at the last time;
if the bridge is lifted, the side span length corresponding to the previous full bridge cost is used as the final side span length, and the side span girder parameters corresponding to the side span length are determined.
With reference to the second aspect, in one embodiment, the determining, based on the calculated length of the side span and the minimum internode length of the side span main beam, side span main beam parameters using common concrete as a side span upper deck bridge deck includes the steps of:
Calculating an average inhaul cable angle coefficient between the side span main tower and the auxiliary pier according to the inhaul cable quantity between the side span main tower and the auxiliary pier;
Calculating a first thickness of the steel truss bonding beam common concrete bridge deck between the side span main tower and the auxiliary pier and a second thickness of the steel truss bonding beam common concrete bridge deck between the side pier and the auxiliary pier according to the average inhaul cable angle coefficient;
and determining the parameters of the side span main beam according to the first thickness and the second thickness.
The technical scheme provided by the embodiment of the application has the beneficial effects that:
The application provides a large-span highway-railway dual-purpose cable-stayed bridge, which is characterized in that an upper deck of a main span adopts a UHPC plate, so that the main span is integrally formed into a main span ultra-high performance concrete steel truss combined beam, compared with a common concrete steel truss combined beam, the cable-stayed bridge has the characteristics of light weight and high tensile strength, the main span exceeds kilometers, the cable-stayed bridge can be used under the condition of large span, meanwhile, the side span adopts a thicker common concrete steel truss combined beam, the length of the main bridge can be shortened as much as possible, the manufacturing cost is saved, in addition, in the scheme design process, the application firstly determines the main span main beam parameter with the lowest full bridge cost when the upper deck UHPC plate is used as a bridge panel of the main span upper deck and meets the related requirements, then calculates the main span main beam inter-joint length and the minimum inter-joint length of the side span main beam based on the main span main beam parameter, and further, the minimum side span main beam parameter of the full bridge when the common concrete is used as a panel can be determined by utilizing the minimum inter-joint length of the side span main beam, and the obtained main span main beam parameter and the side span main beam has the lowest possible level.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a standard cross-sectional view of a main span node of a large-span double-deck highway and railway dual-purpose steel truss combined beam cable-stayed bridge according to an embodiment of the application;
FIG. 2 is a standard cross-sectional view of a main span ultra-high performance concrete steel truss bond beam non-cross beam of a cable-stayed bridge with a large-span double-layer highway and railway dual-purpose steel truss bond beam according to an embodiment of the application;
FIG. 3 is a standard cross-sectional view of a side span steel truss bond beam node of a large-span dual-layer highway and railway dual-purpose steel truss bond beam cable-stayed bridge according to an embodiment of the application;
FIG. 4 is a standard cross-sectional view of a side span steel truss bond beam non-cross beam of a cable-stayed bridge with a large-span double-layer highway and railway dual-purpose steel truss bond beam according to an embodiment of the application;
FIG. 5 is a general elevation of a large span cable-stayed bridge embodying the present invention;
fig. 6 is a schematic flow chart of a design method of a large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge according to an application embodiment.
Reference numerals:
11. Upper UHPC boards, 111, upper common concrete bridge decks, 21, lower UHPC boards, 22, highway steel bridge decks, 23, railway steel bridge decks, 31, upper chords, 32, lower chords, 41, crossties, 42 and hanging columns.
Detailed Description
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The embodiment of the application provides a large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge and a design method thereof, which can solve the problems that the structural design and the manufacturing cost of a bridge in the large-span highway and railway dual-purpose bridge for super kilometers are difficult to effectively calculate in the prior art.
In a first aspect, the application provides a large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge.
A large-span double-deck highway and railway dual-purpose steel truss combination beam cable-stayed bridge comprises:
The steel main truss is provided with an upper layer longitudinal beam and a lower layer longitudinal beam;
A main span comprising an upper UHPC (ultra high performance concrete) plate arranged above the upper longitudinal beam, a steel bridge deck arranged on the lower longitudinal beam, and a lower UHPC plate 21 arranged above at least part of the steel bridge deck, wherein the thickness of the lower UHPC plate 21 is smaller than that of the upper UHPC plate 11, the upper UHPC plate 11 and the upper longitudinal beam are combined to form a main span upper bridge deck, and the lower longitudinal beam, the lower steel bridge deck and the lower UHPC plate 21 are combined to form a main span lower bridge deck;
The side span is positioned on two sides of the main span in the bridge length direction and comprises a common concrete bridge deck arranged above the upper longitudinal beam, a steel bridge deck arranged on the lower longitudinal beam and a lower UHPC board 21 arranged above at least part of the steel bridge deck, wherein the upper common concrete bridge deck 111 and the upper longitudinal beam are combined to form a side span upper bridge deck, and the lower longitudinal beam, the lower steel bridge deck and the lower UHPC board 21 are combined to form a side span lower bridge deck.
Further, in an embodiment, the steel deck plate includes a highway steel deck plate 22 and a railway steel deck plate 23 distributed in a bridge width direction, and the lower UHPC plate 21 is disposed above the highway steel deck plate.
Specifically, in this embodiment, the main span includes an upper layer UHPC board 11, a lower layer UHPC board 21, a highway steel bridge deck 22, a railway steel bridge deck 23, a steel main truss, an upper layer longitudinal beam, a lower layer longitudinal beam, a crossmember 41, and a suspension post 42. The upper UHPC plate 11 is combined with the upper longitudinal beam and the top surfaces of the upper chords 31 of the two-side steel main trusses through shear keys to form a main span upper deck, the lower UHPC plate 21 and the highway steel bridge deck 22 are connected through shear keys to form a main span lower highway UHPC combined deck, the lower highway steel bridge deck 22 and the lower railway steel bridge deck 23 are welded to form a main span lower deck finally, the main span upper deck, the lower deck, the upper chords 31 of the two-side steel main trusses and the lower chords 32 are connected to participate in the integral stress of the structure, and a cross-link 41 and a hanging column 42 are arranged at each node.
The side span comprises an upper layer common concrete bridge deck 111, a lower layer UHPC board 21, a lower layer highway steel bridge deck 22, a lower layer railway steel bridge deck 23, a steel main truss, an upper layer longitudinal beam, a lower layer longitudinal beam, a cross member 41 and a hanging column 42. The upper layer common concrete bridge deck 111 is combined with the upper layer longitudinal beam and the top surfaces of the main truss upper chords 31 at two sides through shear keys to form an edge span upper layer bridge deck, the lower layer UHPC board 21 and the lower layer highway steel bridge deck 22 are connected through the shear keys to form an edge span lower layer highway UHPC combined bridge deck, meanwhile, the lower layer highway steel bridge deck 22 and the lower layer railway steel bridge deck 23 are welded to finally form an edge span lower layer bridge deck, the edge span upper layer bridge deck and the edge span lower layer bridge deck are connected with the main truss upper chord member and the main truss lower chord member 32 to participate in the integral stress of the structure, and a cross link 41 and a hanging column 42 are arranged at each node.
Compared with the prior art, the invention has the advantages that:
(1) The upper UHPC plate 11 on the main upper deck is combined with the upper longitudinal beam and the top surfaces of the main truss upper chords 31 on the two sides to form an upper combined deck, so that the fatigue and paving problems of the highway steel deck are avoided;
(2) The steel bridge surface is used for improving the overall tensile capacity of the lower layer bridge deck so as to adapt to the lower layer tension problem of the main girder of the large-span double-layer cable-stayed bridge under the action of live load and the like;
(3) The main span adopts an upper UHPC combined bridge deck, a lower highway combined bridge deck and a middle railway steel bridge deck to form a main span ultra-high performance concrete steel truss combined beam as a whole, has the characteristics of light weight and high tensile strength, and can realize that the main span of the cable-stayed bridge exceeds kilometers;
(4) The bridge deck plate on the upper layer of the side span adopts thicker common concrete, so that the main girder weight of the side span can be increased while the crack resistance of the bridge deck plate on the upper layer of the common concrete is met, the weight of the main span is improved, the main girder length can be shortened as much as possible, and the manufacturing cost is saved.
In a second aspect, the application provides a design method of the large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge, which adopts the following technical scheme:
a design method of a large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge comprises the following steps:
S100, determining the length of a main span of a bridge and the minimum length of an edge span;
the main span length of the bridge is determined specifically according to requirements of navigation, hydrology, topography and the like, which are prior art means in the field, and the application is not described herein in detail. The minimum length of the side span is controlled according to the principle that the constant load horizontal component forces of the side span section and the main span section at the top of the tower are equal on the premise that the side span spans the dykes and roads, and the maximum specification of the cable at the outermost side of the side span is controlled, so that the minimum length of the side span is determined.
S200, determining the minimum thickness requirement of the upper UHPC board 11 according to the main span length and the construction requirement of the upper UHPC board 11;
The minimum thickness requirement of the upper layer UHPC board 11 is determined specifically according to the main span length, the preset main truss structure parameters, the minimum distance between the reinforcing steel bars in the upper layer UHPC board 11 and the thickness requirement of the protective layer. The preset main truss structure parameters are specifically parameters such as primary main truss internode length, bridge deck longitudinal and transverse beam arrangement and the like according to the primary main span length.
S300, calculating and determining main span girder parameters with the lowest full bridge cost, wherein the upper UHPC board 11 is used as a deck slab of a main span upper deck and meets the minimum thickness requirement of the upper UHPC board 11;
specifically, S300 includes the following steps:
S310, determining the minimum thickness required by the minimum thickness requirement of the upper UHPC board 11 as the calculated thickness of the upper UHPC board 11;
S320, determining main span girder parameters according to the calculated thickness of the upper UHPC board 11;
Illustratively, by first establishing an upper deck system calculation model with upper stringers, upper beams and upper UHPC plates 11, applying local wheel loads, calculating and determining minimum stringer spacing and minimum cross sections according to the stress of the upper UHPC plates 11; after obtaining the minimum longitudinal beam spacing and the minimum section, further according to a preset side span length (in this embodiment, the side span length is firstly assumed to be 0.5 times of the main span length), and then based on the minimum longitudinal beam spacing, the minimum section and the calculated thickness of the upper layer UHPC board 11, a bridge overall calculation model is built, after load is applied to the bridge overall calculation model, other construction parameters of the main span main beam are calculated and determined according to construction requirements, and finally the complete parameters of the main span main beam are obtained.
S330, calculating the full-bridge manufacturing cost based on the calculated thickness of the upper UHPC board 11 and the main span main girder parameters;
S340, increasing the calculated thickness of the upper UHPC board 11 according to a preset board thickness increasing amount, and recalculating the full-bridge manufacturing cost based on the new calculated thickness of the upper UHPC board 11, wherein the preset board thickness increasing amount can take 1cm or other reasonable values, and the application is not limited in this way;
s350, judging whether the manufacturing cost of the full bridge is increased relative to the manufacturing cost of the full bridge at the last time;
s360, if the main span main beam parameter corresponding to the previous full bridge cost is raised, the main span main beam parameter is used as a final main span main beam parameter, and if the main span main beam parameter is not raised, the steps S340-S360 are repeated.
In this way, the main span main beam parameters under the corresponding calculated thickness are calculated from the thickness of the minimum upper layer UHPC board 11 as the calculated thickness, and the final corresponding full bridge cost is obtained, and those skilled in the art can understand that, with the gradual increase of the thickness of the upper layer UHPC board 11 and the adaptive change of other structures of the main span main beam parameters, in the initial stage of the change, since the thickness of the upper layer UHPC board 11 is increased to the most suitable level, the high performance of the upper layer UHPC board 11 can be fully utilized, so that the requirements of other components are relatively smaller, and then the gradually reduced trend is finally presented until the thickness of the upper layer UHPC board 11 exceeds a certain value, so that the performance of the upper layer UHPC board cannot be fully utilized at the moment, and the other components are influenced, and finally the full bridge cost presents an ascending area.
S400, determining the maximum internode length requirement of the main span girder according to the main span girder parameters;
specifically, the weight q of each linear meter of the main span steel truss combined beam and the maximum specification Tmax of the existing stay cable are determined according to main span girder parameters, and the maximum internode length lmax=Tmax×cos theta of the main span steel truss combined beam is calculated and determined, wherein cos theta is the average included angle between the stay cable on the main span and the horizontal direction.
S500, calculating and determining the main span main beam internode length which meets the requirement of the main span main beam on the maximum internode length and has the lowest total bridge cost;
specifically, S500 includes the following steps:
S510, determining the maximum length required by the maximum internode length of the main span girder as the internode calculated length of the main span girder;
And S520, calculating the total bridge cost based on the preset side span length and the internode calculation length of the main span girder, wherein the preset side span length is 0.5 times of the main span length, and when the total bridge cost is calculated, building a bridge overall calculation model based on the internode calculation length determined in S510, applying load, calculating and determining the sizes of other components, calculating the total bridge engineering quantity, and further calculating the total bridge cost.
S530, reducing the calculated length of the main span main beam according to the preset main span internode length reduction amount, and recalculating the full bridge manufacturing cost based on the new main span main beam internode calculated length, wherein the main span internode length reduction amount is 0.5m in the embodiment, and other reasonable values can be adopted in other embodiments.
S540, judging whether the manufacturing cost of the full bridge is increased relative to the manufacturing cost of the full bridge at the last time;
S550, if the main span girder is lifted, the calculated length of the main span girder corresponding to the previous full bridge cost is used as the final main span girder internode length. If not, repeating steps S530-S550.
The main span girder section length with the lowest cost is further determined by using the same cost comparison principle by taking the determined main span girder parameters as a basis.
S600, determining the minimum internode length of the side span main beam according to the minimum length Lbmin of the side span and the internode length of the main span main beam;
Specifically, the total number N of main spans is determined according to the length of the main spans and the length of main beam spans, and then the minimum length requirement of the side spans is determined according to the total number of the main spans and the minimum length of the side spans. The calculation formula is as follows:
minimum internode length lbmin = Lbmin ×2/N of side span;
And S700, calculating and determining parameters of the side span main beam, which meet the requirement of the minimum length of the side span, and use common concrete as an upper deck bridge deck of the side span and have the lowest manufacturing cost of the full bridge, according to the minimum internode length of the side span main beam.
Specifically, S700 includes the following steps:
s710, determining the minimum length of the side span as the calculated length of the side span;
S720, determining a side span main beam parameter using common concrete as a side span upper layer bridge deck based on the calculated length of the side span and the minimum internode length of the side span main beam;
Wherein, at S720, it includes:
s721, calculating an average inhaul cable angle coefficient between the side span main tower and the auxiliary pier according to the inhaul cable quantity between the side span main tower and the auxiliary pier;
Specifically, the inhaul cable number between the side span main tower and the auxiliary pier is 1-n, and an average inhaul cable angle coefficient alpha between the side span main tower and the auxiliary pier is calculated;
Wherein, the cos theta is the average included angle between each stay cable on the main span and the horizontal direction, and the cos theta side is the average included angle between each stay cable on the side span and the horizontal direction.
S722, calculating the first thickness of the steel truss bonding beam common concrete bridge deck between the side span main tower and the auxiliary pier and the second thickness of the steel truss bonding beam common concrete bridge deck between the side pier and the auxiliary pier according to the average inhaul cable angle coefficient;
Specifically, the first thickness is calculated by adaptively deducing according to the principle that the horizontal component forces of the side and the main span section at the tower top are equal and combining the weight of the main span section, the length of the side span section, the average inhaul cable angle coefficient alpha and the weight of the side span section.
When the second thickness is calculated, a bridge overall calculation model is required to be established, loads are applied, negative counter forces of the side piers and the auxiliary piers are calculated, and the thickness of the common concrete slab of the steel truss combined beam between the side piers and the auxiliary piers is calculated according to the principle that the negative counter forces are equal to the weight increment of the concrete slab between the side piers and the auxiliary piers.
S723, determining side span main beam parameters according to the first thickness and the second thickness.
After the first thickness and the second thickness are obtained, the established bridge overall calculation model is corrected, and the parameters of the side span main beam are determined.
S730, calculating the manufacturing cost of the full bridge according to the parameters of the side span main beam;
s740, increasing the length of the side span according to the preset side span length increasing amount, and recalculating the manufacturing cost of the full bridge based on the new side span length;
Specifically, a preset side span length increment is increased on the basis of the determined side span minimum length lbmin, 0.5 XN meters can be taken, new side span internode length is obtained through repeated calculation, the first thickness and the second thickness of the common concrete slab are obtained through calculation, and the total cost of the full bridge is obtained through calculation;
s750, judging whether the manufacturing cost of the full bridge is increased relative to the manufacturing cost of the full bridge at the last time;
And S760, if the bridge is lifted, taking the side span length corresponding to the previous full bridge manufacturing cost as the final side span length, and determining the side span main beam parameters corresponding to the side span length.
By the arrangement, the side span main beam parameters with the lowest cost are further determined and obtained on the basis of the determined main span main beam parameters, and finally, the bridge structure scheme with the good overall cost is achieved.
Finally, the large-span highway-railway dual-purpose cable-stayed bridge obtained by the design method provided by the application has the characteristics that the main span is light in weight and high in tensile strength compared with the common concrete steel truss combined beam because the main span is made of UHPC plates, the main span is made of the ultra-high performance concrete steel truss combined beam, the main span can exceed kilometers and meet the use under the condition of large span, meanwhile, the side span is made of thicker common concrete steel truss combined beam, the main beam length can be shortened as much as possible, the manufacturing cost is saved, in addition, in the design process of the scheme, the main span main beam parameter with the lowest full bridge manufacturing cost is firstly determined when the UHPC plates 11 on the upper layer are used as the bridge panel of the main span upper layer bridge deck and meet the related requirements, the main span main beam parameter with the main span main beam parameter is calculated based on the main span main beam parameter, and the lowest side span main beam parameter with the side span main beam is further determined by utilizing the minimum section length of the side span main beam manufacturing cost when the common concrete is used as the panel, and finally the obtained main span main beam parameter with the lowest side span main beam parameter and the side span main beam parameter as the lowest as possible.
In the description of the present application, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", etc. are based on the azimuth or positional relationship shown in the drawings, and are merely for convenience of describing the present application and simplifying the description, and are not indicative or implying that the apparatus or element in question must have a specific azimuth, be constructed and operated in a specific azimuth, and thus should not be construed as limiting the present application. Unless specifically stated or limited otherwise, the terms "mounted," "connected," "coupled," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, mechanically connected, electrically connected, directly connected, or indirectly connected via an intervening medium, or may be in communication between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.
It should be noted that in the present application, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an element.
The foregoing is only a specific embodiment of the application to enable those skilled in the art to understand or practice the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (8)
1. The design method of the large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge is characterized in that the large-span double-layer highway and railway dual-purpose steel truss combined beam cable-stayed bridge comprises the following steps:
The steel main truss is provided with an upper layer longitudinal beam and a lower layer longitudinal beam;
The main span comprises an upper UHPC plate arranged above the upper longitudinal beam, a steel bridge panel arranged on the lower longitudinal beam and a lower UHPC plate arranged above at least part of the steel bridge panel, wherein the thickness of the lower UHPC plate is smaller than that of the upper UHPC plate;
The side span comprises a common concrete bridge deck arranged above an upper longitudinal beam, a steel bridge deck arranged on a lower longitudinal beam and a lower UHPC board arranged above at least part of the steel bridge deck, wherein the upper common concrete bridge deck is combined with the upper longitudinal beam to form an upper bridge deck of the side span, and the lower longitudinal beam, the steel bridge deck and the lower UHPC board are combined to form a lower bridge deck of the side span;
the design method comprises the following steps:
Determining the main span length and the minimum length of the side span of the bridge;
determining the minimum thickness requirement of the upper UHPC board according to the main span length and the construction requirement of the upper UHPC board;
Calculating and determining main span girder parameters of which the upper UHPC board is used as a bridge deck of a main span upper bridge deck and meets the minimum thickness requirement of the upper UHPC board and the lowest manufacturing cost of a full bridge;
Determining the maximum internode length requirement of the main span main beam according to the main span main beam parameters;
calculating and determining the main span main beam internode length which meets the requirement of the main span main beam on the maximum internode length and has the lowest total bridge cost;
determining the minimum internode length of the side span main beam according to the minimum length of the side span and the internode length of the main span main beam;
and calculating and determining parameters of the side span main beam, which meet the requirement of the minimum length of the side span, use common concrete as an upper deck bridge deck of the side span and have the lowest manufacturing cost of the full bridge.
2. The method for designing a cable-stayed bridge with a long span and double-layer highway and railway dual-purpose steel truss combined beam according to claim 1, wherein the determining the minimum thickness requirement of the upper layer UHPC board according to the main span length and the construction requirement of the upper layer UHPC board comprises the following steps:
and determining the minimum thickness requirement of the upper UHPC plate according to the main span length, the preset steel main truss structure parameters, the minimum spacing of the reinforcing steel bars in the upper UHPC plate and the thickness requirement of the protective layer.
3. The method for designing a cable-stayed bridge with a long span double-deck highway and railway dual-purpose steel truss combined beam according to claim 1, wherein the calculating determines main span main beam parameters with the minimum cost of the full bridge, which are used as bridge decks by the upper layer UHPC board and meet the minimum thickness requirement of the upper layer UHPC board, and comprises the following steps:
Determining a minimum thickness specified by the minimum thickness requirement of the upper UHPC board as a calculated thickness of the upper UHPC board;
determining main span girder parameters according to the calculated thickness of the upper UHPC board;
Calculating the full bridge cost based on the calculated thickness of the upper UHPC board and the main span girder parameters;
increasing the calculated thickness of the upper UHPC board according to the preset board thickness increasing amount, and recalculating the full-bridge manufacturing cost based on the new calculated thickness of the upper UHPC board;
judging whether the recalculated full-bridge cost is higher than the last full-bridge cost;
if the main span main girder parameters are raised, the main span main girder parameters corresponding to the previous full bridge cost are used as final main span main girder parameters.
4. The method for designing a cable-stayed bridge with a long-span double-deck highway and railway dual-purpose steel truss combined beam according to claim 3, wherein the step of determining main span main beam parameters according to the calculated thickness of the upper UHPC board comprises the following steps:
Establishing an upper deck system calculation model with an upper longitudinal beam, an upper cross beam and an upper UHPC plate, applying local wheel load, and calculating and determining the minimum longitudinal beam spacing and the minimum section according to the stress of the upper UHPC plate;
And according to the preset side span length, based on the minimum longitudinal beam spacing, the minimum section and the calculated thickness of the upper UHPC board, establishing a bridge overall calculation model, applying load, and calculating and determining main span main beam parameters according to construction requirements.
5. The method for designing a cable-stayed bridge with a large span and double-deck steel truss combined girder according to claim 1, wherein the calculating determines the main span main girder internode length which meets the requirement of the maximum internode length of the main span main girder and has the lowest manufacturing cost of the full bridge, and the method comprises the following steps:
Determining the maximum length required by the maximum internode length of the main span main beam as the internode calculation length of the main span main beam;
Calculating the manufacturing cost of the full bridge based on the preset side span length and the internode calculation length of the main span girder;
reducing the calculated length of the main beam of the main span according to the preset reduction amount of the length of the main span internode, and recalculating the manufacturing cost of the full bridge based on the new calculated length of the main beam of the main span internode;
judging whether the recalculated full-bridge cost is higher than the last full-bridge cost;
if the main span girder is lifted, the internode calculated length corresponding to the previous full bridge cost is used as the final main span girder internode length.
6. The method for designing a cable-stayed bridge with a long span double-deck highway and railway dual-purpose steel truss combined girder according to claim 1, wherein the minimum internode length of the side span main girder is determined according to the minimum length of the side span and the internode length of the main span main girder, comprising the following steps:
determining the total number of main span joints according to the main span length and the main span main girder joint length;
And determining the minimum internode length requirement of the side span according to the total number of the main internodes and the minimum length of the side span.
7. The method for designing a cable-stayed bridge with a large span and double-deck steel truss combined girder according to claim 1, wherein the method for designing the cable-stayed bridge with the double-deck steel truss combined girder according to claim 1 is characterized in that according to the minimum internode length of the cable-stayed girder, the cable-stayed girder parameters which meet the minimum length of the cable-stayed girder, and which use common concrete as the upper deck bridge deck of the cable-stayed girder and have the lowest construction cost of the cable-stayed bridge are calculated and determined, and the method comprises the following steps:
Determining the minimum length of the side span as the calculated length of the side span;
Determining a side span main beam parameter using common concrete as a side span upper layer bridge deck based on the calculated length of the side span and the minimum internode length of the side span main beam;
calculating the manufacturing cost of the full bridge according to the parameters of the side span main beam;
Increasing the length of the side span according to the preset side span length increasing amount, and recalculating the manufacturing cost of the full bridge based on the new side span length;
judging whether the recalculated full-bridge cost is higher than the last full-bridge cost;
if the bridge is lifted, the side span length corresponding to the previous full bridge cost is used as the final side span length, and the side span girder parameters corresponding to the side span length are determined.
8. The method for designing a cable-stayed bridge with a long span double-deck steel truss combined girder according to claim 7, wherein the step of determining the parameters of the side span main girder using the common concrete as the upper deck bridge deck of the side span based on the calculated length of the side span and the minimum internode length of the side span main girder comprises the steps of:
Calculating an average inhaul cable angle coefficient between the side span main tower and the auxiliary pier according to the inhaul cable quantity between the side span main tower and the auxiliary pier;
Calculating a first thickness of the steel truss bonding beam common concrete bridge deck between the side span main tower and the auxiliary pier and a second thickness of the steel truss bonding beam common concrete bridge deck between the side pier and the auxiliary pier according to the average inhaul cable angle coefficient;
and determining the parameters of the side span main beam according to the first thickness and the second thickness.
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| KR101688985B1 (en) * | 2015-02-13 | 2016-12-22 | 주식회사 포스코건설 | Bridge modeling method and device for feasibility study of long span bridge |
| US10280575B2 (en) * | 2017-04-07 | 2019-05-07 | Cccc Second Highway Consultant Co. Ltd. | Cable-stayed suspension bridge structure suitable for super long spans |
| CN108867319A (en) * | 2018-06-21 | 2018-11-23 | 湖南省交通规划勘察设计院有限公司 | A kind of steel-UHPC combination beam and construction method for cable-stayed bridge |
| US12116738B2 (en) * | 2020-12-29 | 2024-10-15 | AEEE Capital Holding & Advisory Group | Long span bridge designs |
| CN113136784B (en) * | 2021-04-16 | 2023-01-31 | 上海市政工程设计研究总院（集团）有限公司 | Composite main beam cable-stayed bridge |
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| CN109577162A (en) * | 2019-01-23 | 2019-04-05 | 中铁大桥科学研究院有限公司 | A kind of Continuous Bridge and its construction method with UHPC hanging hole construction |
| CN217869917U (en) * | 2022-07-18 | 2022-11-22 | 甘肃省交通规划勘察设计院股份有限公司 | Pi-shaped rod piece steel truss-concrete composite beam double-layer bridge |
| CN118481012A (en) * | 2024-05-30 | 2024-08-13 | 中铁大桥勘测设计院集团有限公司 | Two-main-truss three-cable-surface main girder structure for cable-load-bearing bridge |
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