CN203583343U - Support type frame bridge - Google Patents
Support type frame bridge Download PDFInfo
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- CN203583343U CN203583343U CN201320604672.4U CN201320604672U CN203583343U CN 203583343 U CN203583343 U CN 203583343U CN 201320604672 U CN201320604672 U CN 201320604672U CN 203583343 U CN203583343 U CN 203583343U
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Abstract
The utility model discloses a support type frame bridge, comprising a frame body, wherein the midspan of the frame body comprises a top plate of which the upper surface is paved with a railroad bed and a bottom plate of which the upper surface is paved with highway roadbed. The frame bridge further comprises a top-layer steel plate, which is arranged on the lower surface of the top plate under the railway bed and extends along the longitudinal direction; a bottom-layer steel plate, which is arranged on the upper surface of the bottom plate and the middle of the highway roadbed and extends along the longitudinal direction; a longitudinal beam, which is positioned below the center of the railway bed along the transverse direction, and fixed on the lower surface of the top-layer steel plate; a plurality of support frames arranged along the longitudinal direction for supporting the longitudinal beam. The support type frame bridge can effectively modify the stress of the frame bridge, and plays a role in reinforcing the frame bridge, and thus the service life of the frame bridge is prolonged. Meanwhile, the support type frame bridge is small in investment, high in benefit, simple to construct and reliable and safe in reinforcing effect; when in construction, the railway bed at the upper part of the frame bridge is not needed to be uncovered, so that influence of the construction process on railway and highway traffic is small.
Description
Technical Field
The utility model relates to a bridge engineering field, concretely relates to support formula frame constructs bridge.
Background
The frame-structured bridge is a railway and highway overpass with a highway passing under, and the main structure of the frame-structured bridge is a box-shaped frame. The main advantages of the structure are that the structure is integrated, the rigidity is large, the base stress is small, the structure is suitable for the place with poor foundation, and the infiltration of ground water and underground water can be well prevented.
In order to effectively control the settlement deformation of the railway roadbed in the railway frame bridge, the frame structure of the frame bridge needs to be reinforced. The existing bridge reinforcing methods are various and mainly divided into a direct reinforcing method and an indirect reinforcing method. The direct reinforcing method is also called member reinforcing method, and is a reinforcing method directly aiming at improving the bearing capacity of structural members or nodes, and mainly comprises a section increasing method, a concrete replacement method, an outer-coating steel section method, an outer-bonding steel plate method, an outer-bonding fiber composite material method, a wire winding method, a steel wire mesh-polymerized mortar surface layer reinforcing method and the like. The indirect reinforcing method aims at the rationality or the integrity of a structural system, changes the overall layout and the force transmission path of the structure by adding a part of component or facility, and achieves the purposes of reducing the internal force of the structure and increasing the rigidity and the ductility of the structure. The indirect reinforcing method mainly comprises a method of adding a shear wall and a lateral support, a method of adding a damper, a method of adding a fulcrum, a method of adding a tie connection, a prestress reinforcing method and the like.
If the conventional bridge reinforcing method is used for a frame bridge, the following technical problems exist:
(1) most of a bridge body of the railway frame-structured bridge is buried in a stratum, a bridge deck is covered by a railway roadbed, the outer surface of a bridge body is buried by rock-soil bodies or the roadbed, and the railway roadbed needs to be uncovered by adopting a traditional bridge body reinforcing method, so that the railway stops running;
(2) the railway frame bridges are located in urban areas with heavy traffic, and the traditional reinforcing method has great influence on the existing railway and highway traffic.
From the above, it is necessary to provide a supporting frame bridge which can effectively control the settlement deformation of the railway roadbed in the railway frame bridge, does not need to uncover the railway roadbed at the upper part of the frame bridge during construction, and does not influence the passage of the highway of the frame bridge after reinforcement.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a can effective control railway frame construct the settlement of railway roadbed in the bridge warp, and need not reveal the railway roadbed on frame structure bridge upper portion during the construction, does not influence the current supporting type frame structure bridge of frame structure bridge highway after the reinforcement.
According to the utility model discloses an embodiment provides a support formula frame constructs bridge, including the frame main part, the frame main part includes the side span of midspan and midspan both sides, the midspan includes roof and bottom plate, the railway roadbed has been laid to the upper surface of roof, the highway roadbed has been laid to the upper surface of bottom plate, its characterized in that, frame constructs the bridge and still includes:
the top steel plate is arranged on the lower surface of the top plate below the railway roadbed and extends along the longitudinal direction;
the bottom steel plate is arranged on the upper surface of the bottom plate and in the middle of the highway subgrade and extends along the longitudinal direction;
the longitudinal beam is positioned below the center of the railway roadbed along the transverse direction and is fixed on the lower surface of the top steel plate;
and the plurality of support frames are arranged along the longitudinal direction, arranged between the lower surface of the longitudinal beam and the upper surface of the bottom steel plate and used for supporting the longitudinal beam.
Preferably, each support frame comprises:
a plurality of columns aligned in a longitudinal direction; and
and the bending connecting rods are used for respectively connecting the adjacent stand columns.
Wherein the supporting frame bridge comprises at least one of the following features:
the height of the longitudinal beam is 300-800 mm, and the width of the longitudinal beam is 200-300 mm;
the transverse width of the upright post is 200-300 mm, and the longitudinal length of the upright post is 300-800 mm;
the distance between the upright posts is 300-600 mm;
the connecting rod is a round steel with the diameter of 20-50 mm.
Preferably, the spacing between the posts is the same.
The upright posts are I-shaped steel.
As another preferred aspect, each of the supporting frames includes:
three upright posts arranged in a triangle, and
and the bending connecting rods are used for respectively connecting the adjacent stand columns.
Preferably, the transverse width of the support frame is 200-300 mm, and the longitudinal length of the support frame is 300-800 mm.
The connecting rod is a round steel with the diameter of 20-50 mm.
The upright posts are I-shaped steel.
Preferably, the supporting frame bridge comprises at least one of the following features:
the thickness of the top layer steel plate is 5-30 mm, and the width of the top layer steel plate is 4-8 m;
the thickness of the bottom layer steel plate is 5-30 mm, and the width of the bottom layer steel plate is 2-4 m;
the distance between the adjacent support frames is 800-1500 mm.
According to the above technical scheme, the utility model provides a supporting type frame constructs bridge has following advantage:
(1) the middle part of the frame bridge is additionally provided with a row of support frames, the span of the frame bridge is reduced by half, the bending moment of the midspan of the frame bridge is rapidly reduced under the action of the jacking force of the support frames, the stress of the frame bridge is effectively improved, the effect of reinforcing the frame bridge is achieved, and the service life of the frame bridge is prolonged.
(2) The utility model discloses the investment is little, and the benefit is high, and the construction is simple, consolidates the reliable safety of effect.
(3) The utility model discloses need not reveal the railway roadbed on frame structure bridge upper portion, the work progress is all less to the influence of railway and highway traffic.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art further embodiments and drawings can be derived from the embodiments shown in the drawings.
FIG. 1 is a cross-sectional view showing a supporting frame bridge in example 1;
FIG. 2 is a longitudinal sectional view showing a supporting frame bridge in embodiment 1;
fig. 3 shows a schematic structural view of the support frame in embodiment 1.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail below with reference to the accompanying drawings and by referring to preferred embodiments. It should be understood, however, that the numerous specific details set forth in the specification are merely set forth to provide a thorough understanding of one or more aspects of the present invention, which may be practiced without these specific details.
The utility model discloses an inventor considers, increases one steel shotcrete at the middle part of frame bridge midspan, and then the span of frame bridge midspan reduces half, and the bending moment of the middle zone of midspan reduces rapidly under the apical force effect of steel shotcrete to effectively improve the atress system of frame bridge, play the effect of reinforcing frame bridge.
The structure and the working principle of the middle supporting frame bridge of the present invention are explained in detail through the specific embodiments below.
Example 1:
FIG. 1 shows a cross-sectional view of a supporting frame bridge in this embodiment;
fig. 2 shows a longitudinal section through the supporting frame bridge according to the present exemplary embodiment.
As shown in fig. 1 and 2, the supporting frame bridge includes a frame body 1, and the frame body 1 includes a mid-span 10 and side spans 20 on both sides of the mid-span. Wherein,
the midspan 10 includes a ceiling 101 and a floor 102, and a railroad bed is laid on the upper surface of the ceiling 101 and a highway bed 103 is laid on the upper surface of the floor 102. The utility model discloses in, the direction that definition frame bridge width was located is horizontal, and the direction that frame bridge length was located is vertical.
A top steel plate 30 extending in a longitudinal direction is provided on the lower surface of the roof below the railroad bed. Preferably, the thickness of the top steel plate 30 in this embodiment is 5 to 30 mm, and the width is 4 to 8 m.
A bed steel plate 40 extending in a longitudinal direction is provided on the upper surface of the base plate 102, in the middle of the roadbed. Preferably, the thickness of the bottom steel plate 40 in this embodiment is 5 to 30 mm, and the width is 2 to 4 m.
A side member 50 is fixed to the lower surface of the top steel plate 30 below the center of the railroad bed in the lateral direction. Preferably, the height of the longitudinal beam 50 in the embodiment is 300-800 mm, and the width is 200-300 mm. Preferably, the longitudinal beam 50 may be formed of a steel beam.
A plurality of support brackets 60 arranged along the longitudinal direction are further arranged between the lower surface of the longitudinal beam 50 and the upper surface of the bottom steel plate 40 for supporting the longitudinal beam 50. In this embodiment, the distance between adjacent supporting frames 60 is 800-1500 mm. Preferably, the distance between adjacent support brackets 60 is equal.
Fig. 3 shows a schematic structural diagram of the supporting frame 60 in this embodiment. As shown in fig. 3, the support bracket 60 includes:
a plurality of columns 601 aligned in a line in a longitudinal direction and a bending-shaped connecting bar 602 connecting adjacent columns, respectively. Preferably, each support bracket 60 in this embodiment includes three posts 601. The three columns 601 are arranged in a line along the longitudinal direction.
As a preferable scheme in each embodiment, the transverse width of each upright 601 is 200-300 mm, and the longitudinal length is 300-800 mm; the distance between adjacent columns is 300-600 mm.
The connecting rod 602 is made of round steel with the diameter of 20-50 mm. Of course, the connecting rod 602 is only exemplary in terms of round steel, and all the structures that can be fixed on the column 601 and fixedly connect the adjacent columns fall into the protection scope of the present invention.
In the present embodiment, since the support frame 60 is located below the center of the railroad bed in the lateral direction, the support frame 60 is a main load-bearing structure of the entire frame-structured bridge reinforcement system. In order to reduce the impact on traffic, the width of the support frame 60 in the transverse direction should not be too wide, which would occupy the width of a road lane, and too small, which would otherwise be susceptible to transverse bending under the load of the frame bridge deck 101. In addition, the support bracket 60 must also meet stiffness requirements in the longitudinal direction of the frame bridge to prevent longitudinal bending from occurring.
In order to ensure that the support frame 60 has better rigidity in the transverse and longitudinal directions of the frame bridge and prevent transverse and longitudinal bending, the following scheme is adopted:
1) transverse design of support frame
According to the Euler formula, the critical load of the member for elastic buckling is as follows:
In formula 1, E is the modulus of elasticity of the material used for the member; l0Calculating a length for the member;
and I is the inertia moment of the member section to the main shaft. Wherein,
In equation 2, y is the distance from the center of section a to the major axis.
l0= u.l (equation 3)
In equation 3, u is the member calculation length coefficient and l is the member length.
From the equation 1, it can be seen that when the critical load of the member for elastic buckling is the maximum, the calculated length coefficient u of the member is the minimum because the length l of the member is constant, and therefore, the upper end and the lower end of the support frame are preferably rigidly connected.
As a preferable solution in each embodiment, the supporting frame 60 obtains better lateral rigidity, in this embodiment, the upright 601 of the supporting frame 60 is made of steel with an i-shape. In order to fully utilize the lateral rigidity of the I-shaped steel, the I-shaped steel flange is perpendicular to the cross section of the frame bridge.
2) Longitudinal design of support frame
In order to provide the support frame with better longitudinal rigidity, in the embodiment, preferably 3 i-shaped steel bars are arranged in a straight line in the longitudinal direction, and the adjacent i-shaped steel bars are welded through bent connecting rods 602, and the bent connecting rods 602 are welded with the web plate and the flange of the i-shaped steel.
The construction method of the top steel plate 30, the bottom steel plate 40 and the support bracket 60 in the frame bridge will be described in detail below. The method mainly comprises the following steps:
the method comprises the following steps: the concrete base treatment of the lower surface of the top plate 101 and the upper surface of the bottom plate 102 is performed.
Chipping and cleaning the incomplete and damaged parts of the lower surface of the top plate 101 and the upper surface of the bottom plate 102 to reach the dense parts of the structure. And (5) checking whether the exposed steel bars are corroded, and if so, carrying out necessary rust removal treatment. The incomplete part of the component after chiseling, cleaning and rib exposing is repaired and restored by epoxy mortar with the strength higher than that of the concrete of the original component, so that the surface is smooth.
The convex portions (the joint portion of the concrete members, the step difference of the formwork, etc.) of the lower surface of the top plate 101 and the upper surface of the bottom plate 102 are polished flat. The step after trimming should be smooth. And at the corner position, the external corner is ground into a fillet by a polishing machine, the internal corner is chamfered by cement mortar, and the corner radius is not less than 30 mm. The polished surface of the member is cleaned and sufficiently dried.
Step two: the top steel plate 30 is installed.
The thickness and the pasting width of the top steel plate 30 are determined according to the bridge deck load of the frame bridge. The top steel plate 30 is adhered by pressure glue injection and fixed by an anchor bolt 31.
Step three: the underlying steel plate 40 is installed.
The bottom layer steel plate 40 bears the steel support load and protects the pavement structure from being crushed by the steel support. The bottom steel plate 40 is glued by pressure glue injection and fixed by an anchor bolt.
Step four: and installing a support frame.
The support bracket 60 may be machined as a standard part prior to installation and then transported into the frame bridge for installation after machining. The lower end of the support frame is welded with the bottom steel plate 40. The mounting distance of the support frame in the longitudinal direction of the frame bridge is determined according to the load of the top plate 101 of the frame bridge.
Step five: the stringers 50 are installed.
The longitudinal beams 50 are i-shaped steel beams. The longitudinal beam 50 and the support bracket 60 and the longitudinal beam 50 and the top steel plate 30 are connected by welding.
Example 2:
the supporting frame bridge in this embodiment has a similar structure to that of the supporting frame bridge in embodiment 1, but the supporting frame has a different structure.
In this embodiment, each support frame includes three columns 601 arranged in a triangle, and a bending connecting rod 602 connecting adjacent columns respectively. Wherein,
the transverse width of each support frame is 200-300 mm, and the longitudinal length is 300-800 mm.
Preferably, the upright 601 in this embodiment also uses a steel bar.
In this embodiment, the triangular shape of each support frame is only an example, the support frames may also be a quadrilateral or other polygonal shape, and the triangular support frames are only a preferred embodiment and are not used to limit the structure of the support frames.
Since other structures of the frame bridge in this embodiment are the same as those of the frame bridge in embodiment 1, detailed description thereof is omitted.
According to the above technical scheme, the utility model provides a supporting type frame constructs bridge has following advantage:
(1) the middle part of the frame bridge is additionally provided with a row of support frames, the span of the frame bridge is reduced by half, the bending moment of the midspan 10 of the frame bridge is rapidly reduced under the action of the jacking force of the support frames, the stress of the frame bridge is effectively improved, the effect of reinforcing the frame bridge is achieved, and the service life of the frame bridge is prolonged.
(2) The utility model discloses the investment is little, and the benefit is high, and the construction is simple, consolidates the reliable safety of effect.
(3) The utility model discloses need not reveal the railway roadbed on frame structure bridge upper portion, the work progress is all less to the influence of railway and highway traffic.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. The utility model provides a support formula frame constructs bridge, includes frame subject, frame subject includes the mid-span and the side span of mid-span both sides, the mid-span includes roof and bottom plate, the railway roadbed has been laid to the upper surface of roof, the highway roadbed has been laid to the upper surface of bottom plate, its characterized in that, the frame constructs the bridge and still includes:
the top steel plate is arranged on the lower surface of the top plate below the railway roadbed and extends along the longitudinal direction;
the bottom steel plate is arranged on the upper surface of the bottom plate and in the middle of the highway subgrade and extends along the longitudinal direction;
the longitudinal beam is positioned below the center of the railway roadbed along the transverse direction and is fixed on the lower surface of the top steel plate;
and the plurality of support frames are arranged along the longitudinal direction, arranged between the lower surface of the longitudinal beam and the upper surface of the bottom steel plate and used for supporting the longitudinal beam.
2. The supported frame-structured bridge of claim 1, wherein each support frame comprises:
a plurality of columns aligned in a longitudinal direction; and
and the bending connecting rods are used for respectively connecting the adjacent stand columns.
3. The supported frame bridge of claim 2, comprising at least one of the following features:
the height of the longitudinal beam is 300-800 mm, and the width of the longitudinal beam is 200-300 mm;
the transverse width of the upright post is 200-300 mm, and the longitudinal length of the upright post is 300-800 mm;
the distance between the upright posts is 300-600 mm;
the connecting rod is a round steel with the diameter of 20-50 mm.
4. The supported frame bridge of claim 3, wherein the spacing between the posts is the same.
5. A supporting frame bridge according to any one of claims 2 to 4, wherein the uprights are I-section steel.
6. The supported frame-constructed bridge of claim 1, wherein each support bracket comprises:
three upright posts arranged in a triangle, and
and the bending connecting rods are used for respectively connecting the adjacent stand columns.
7. The supported frame-structured bridge of claim 6, wherein the support frame has a transverse width of 200 to 300 mm and a longitudinal length of 300 to 800 mm.
8. The supported frame-structured bridge according to claim 6, wherein the connecting rod is a round steel with a diameter of 20-50 mm.
9. A supporting frame bridge according to any one of claims 6 to 8, wherein the uprights are of i-section steel.
10. A supporting frame bridge according to any of claims 1 to 4 or 6 to 8, comprising at least one of the following features:
the thickness of the top layer steel plate is 5-30 mm, and the width of the top layer steel plate is 4-8 m;
the thickness of the bottom layer steel plate is 5-30 mm, and the width of the bottom layer steel plate is 2-4 m;
the distance between the adjacent support frames is 800-1500 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320604672.4U CN203583343U (en) | 2013-09-27 | 2013-09-27 | Support type frame bridge |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320604672.4U CN203583343U (en) | 2013-09-27 | 2013-09-27 | Support type frame bridge |
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| Publication Number | Publication Date |
|---|---|
| CN203583343U true CN203583343U (en) | 2014-05-07 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
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| CN201320604672.4U Expired - Lifetime CN203583343U (en) | 2013-09-27 | 2013-09-27 | Support type frame bridge |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107326807A (en) * | 2017-07-13 | 2017-11-07 | 浙江永联建设工程股份有限公司 | A kind of construction technology of frame core-tube system |
| CN110453559A (en) * | 2019-08-14 | 2019-11-15 | 郑州暖树实业有限公司 | Road slab, prefabricated road and construction method thereof |
-
2013
- 2013-09-27 CN CN201320604672.4U patent/CN203583343U/en not_active Expired - Lifetime
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107326807A (en) * | 2017-07-13 | 2017-11-07 | 浙江永联建设工程股份有限公司 | A kind of construction technology of frame core-tube system |
| CN107326807B (en) * | 2017-07-13 | 2019-02-05 | 浙江永联建设工程股份有限公司 | A kind of construction technology of frame core-tube system |
| CN110453559A (en) * | 2019-08-14 | 2019-11-15 | 郑州暖树实业有限公司 | Road slab, prefabricated road and construction method thereof |
| CN110453559B (en) * | 2019-08-14 | 2024-12-31 | 郑州暖树实业有限公司 | Road slab, assembled road and construction method thereof |
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Granted publication date: 20140507 |