CN211142772U - Highway-railway same-layer hybrid beam suspension cable stayed cooperative bridge - Google Patents
Highway-railway same-layer hybrid beam suspension cable stayed cooperative bridge Download PDFInfo
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- CN211142772U CN211142772U CN201920917618.2U CN201920917618U CN211142772U CN 211142772 U CN211142772 U CN 211142772U CN 201920917618 U CN201920917618 U CN 201920917618U CN 211142772 U CN211142772 U CN 211142772U
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Abstract
The utility model relates to a highway and railway same-layer mixed beam suspension cable stayed cooperative bridge, which comprises a main beam and at least two bridge towers sequentially arranged along the bridge direction, wherein a highway bridge floor and a railway bridge floor are arranged on the same layer of the main beam, two adjacent bridge towers are connected through a main cable, and the main cable is connected with a main beam body below the main cable through a sling; each bridge tower is connected with the girder bodies on the two sides through stay cables. The utility model provides a public railway is with layer hybrid beam suspension cable and cable-stay cooperation bridge has combined the suspension cable structure of main push-towing rope + hoist cable and the cable-stay structure of suspension cable to use to suspend in midair and give first place to, the suspension cable is put more energy into as assisting, full play suspension cable bridge and cable-stay bridge advantage separately, can effectively improve structure 1/4 and stride regional structural rigidity in, girder rigidity is big, the atress is reasonable, the span of bridge can promote to 1600 m. The overall rigidity of the structure is high, and the requirement of deformation of the railway track in shape and position can be fully met.
Description
Technical Field
The utility model belongs to the technical field of bridge engineering, concretely relates to public railway is with layer hybrid beam suspension cable-stay cooperative bridge.
Background
Most of the bridges built by the roads and the railways adopt a layered bridge deck arrangement form, and with the continuous development and technical progress of road and railway construction, the bridges arranged on the same layer of the roads and the railways also have application, and the bridges on the same layer of the roads and the railways basically adopt a cable-stayed bridge structure form. The cable-stayed bridge has the advantages of large integral rigidity, simple structure, convenient construction and relatively low manufacturing cost, but the bridge deck beam bears great axial force along with the increase of the span, the stability is difficult to control, and the height of the bridge tower is higher along with the increase of the span and is controlled by the bearing force of concrete materials, so that the structural mass is increased by times, and the creep is also difficult to control; in addition, as the road and the railway are arranged on the same layer, the width of the bridge deck is greatly increased, the transverse stress is large, and the requirements on the structural stability of the main beam and the like are improved.
The suspension bridge is also a bridge structure which is widely applied at present, and has the advantages of large spanning capacity, lower bridge tower, smaller axial force of the main beam and good structural stability; but the structure is a flexible structure, has lower structural rigidity, and is also not suitable for bridges arranged on the same layer of highway and railway.
SUMMERY OF THE UTILITY MODEL
The embodiment of the utility model provides a public railway is with layer hybrid beam suspension cable stayed bridge, can solve prior art's partial defect at least.
The embodiment of the utility model relates to a highway and railway same-layer hybrid beam suspension cable stayed bridge, which comprises a main beam and at least two bridge towers sequentially arranged along the bridge direction, wherein a highway bridge floor and a railway bridge floor are arranged on the same layer of the main beam, two adjacent bridge towers are connected through a main cable, and the main cable is connected with a main beam body below the main cable through a sling; each bridge tower is connected with the girder bodies on the two sides through stay cables.
As one embodiment, the bridge tower is provided with two bridge towers.
In one embodiment, the main beam includes a steel beam section and two concrete beam sections, the steel beam section is located between two bridge towers and has a length smaller than the span of the middle bridge span, and the two concrete beam sections are respectively connected with two ends of the steel beam section and respectively extend to the edge ends of the corresponding side bridge span.
As one embodiment, the distance between the outermost sling and the adjacent bridge tower along the bridge direction is 1/5-1/4 of the span of the midspan.
As one embodiment, the main cable span ratio is 1/5-1/6.
As one embodiment, the forward-bridge spacing between the bridge tower and the connected far-end mid-span stay cables is 1/5-1/4 of the mid-span, and the forward-bridge spacing between the bridge tower and the connected far-end side-span stay cables is 1/4-1/2 of the side-span.
In one embodiment, a sling and a stay cable are connected to a part of the main girder body between two adjacent bridge towers.
As an embodiment, the road deck comprises two road deck sections, and the railway deck is located between the two road deck sections along the transverse bridge direction.
In one embodiment, the bottom ends of the suspension cables are anchored between the railway bridge floor and the corresponding side of the highway bridge floor section, and the stay cables are arranged on the outer side of the corresponding side of the highway bridge floor section.
In one embodiment, the girder body of the side span of the bridge is supported by the side pier and the auxiliary pier.
The embodiment of the utility model provides a following beneficial effect has at least:
the utility model provides a public railway is with mixed beam suspension cable-stayed cooperative bridge of layer has combined the suspension cable structure of main push-towing rope + hoist cable and the cable-stay structure of suspension cable, full play suspension bridge and cable-stay bridge advantage separately, and the atress is reasonable, and girder rigidity is big, and the span of bridge can promote to 1600 m. The overall rigidity of the structure is high, and the requirement of deformation of the railway track in shape and position can be fully met.
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 present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic structural view of a highway-railway co-layer hybrid beam suspension cable stayed bridge according to an embodiment of the present invention;
fig. 2 is a schematic cross-sectional structural view of a main beam according to an embodiment of the present invention;
fig. 3a and 3b are schematic views of an arrangement structure of a sling according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a bridge tower according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
As shown in fig. 1, an embodiment of the present invention provides a highway and railway hybrid beam suspension cable-stayed cooperative bridge on the same floor, which includes a main beam 1 and at least two bridge towers 2 sequentially arranged along a bridge direction, a highway bridge floor and a railway bridge floor are arranged on the same floor on the main beam 1, two adjacent bridge towers 2 are connected by a main cable 3, and the main cable 3 is connected with a main beam body below by a suspension cable 4; each bridge tower 2 is connected with the main girder bodies on the two sides through stay cables 5.
The highway bridge floor is used for running of highway vehicles such as automobiles and the like, and the railway bridge floor can be provided with tracks and used for running of railway passenger cars and the like; the highway bridge floor and the railway bridge floor are arranged on the same layer along the transverse bridge direction. In one embodiment, as shown in fig. 2, the railway deck is arranged in the center, and the two sides of the railway deck are respectively provided with the highway deck, namely, the highway deck comprises two highway deck sections, and the railway deck is positioned between the two highway deck sections along the transverse bridge direction. The central main beam 1 for arranging the railway deck and the two side main beams 1 for arranging the highway deck can be integrally formed, or the three are spliced through bolts and the like.
In this embodiment, preferably, the highway-railway co-layer hybrid beam suspension cable-stayed cooperative bridge is a double-tower bridge, that is, the bridge towers 2 are two, so that the highway-railway co-layer hybrid beam suspension cable-stayed cooperative bridge is suitable for the load requirement of the highway-railway co-layer, and is matched with the suspension cable-stayed cooperative mode, so that the structure is stable and reliable, and the requirement of traveling rigidity is met.
In the longitudinal direction, the main beam 1 can be a full-length concrete beam or a full-length steel beam; in this embodiment, preferably, the main beam 1 includes a steel beam section 11 and two concrete beam sections 12, the steel beam section 11 is located between the two bridge towers 2 and has a length smaller than the span of the middle bridge span, and the two concrete beam sections 12 are respectively connected with two ends of the steel beam section 11 and respectively extend to the edge ends of the corresponding side bridge span. Obviously, along the bridge direction, the main beam 1 has a structure of a concrete beam section 12-a steel beam section 11-a concrete beam section 12, and the concrete beam section 12 and the steel beam section 11 can be connected through a steel-concrete joint section, so that structural transition between the steel beam section 11 and the concrete beam section 12 is realized; the concrete beam sections 12 are arranged in the full length in the span range of the bridge side span on the corresponding side and extend into a certain range in the midspan near the bridge tower 2 on the corresponding side. The steel beam section 11 is a bridge deck load main force transmission component, preferably adopts a box-shaped section form, comprises a top plate, a bottom plate, a web plate, U ribs and the like, and is a conventional box-shaped steel component in the field; the concrete beam section 12 is a bridge deck load primary force transfer member, preferably in the form of a box section, comprising a top plate, a bottom plate, a web plate, etc., and is a pre-stressed concrete member conventional in the art.
By adopting the steel-concrete combined mixed beam structure, the mid-span spanning capability and the side-span ballast weight effect can be fully exerted, and particularly, the side span adopts a prestressed concrete beam, so that the functions of ballast weight, reduction of the length of the side span, adjustment of the corner of the beam end, great relief of the problem of negative reaction force of the side span and the like are achieved; the midspan adopts girder steel structure, can reduce girder 1 dead weight. In addition, the midspan adopts a steel box girder structure, and can adopt cable hoisting construction, thereby greatly saving the construction period and reducing the construction cost.
The utility model provides a combined beam suspension cable-stayed cooperative bridge in same floor of highway and railway has combined the suspension cable structure of main push-towing rope 3+ hoist cable 4 and the cable-stayed structure of suspension cable 5, full play suspension bridge and cable-stayed bridge advantage separately, and the atress is reasonable, and girder 1 global rigidity is big, and the span of bridge can promote to 1200 ~ 1300 m. The overall rigidity of the structure is high, and the requirement of deformation of the railway track in shape and position can be fully met.
Further preferably, the highway-railway same-layer hybrid beam suspension cable-stayed cooperative bridge adopts a structural system with suspension cables as a main part and cable-stayed stiffening as an auxiliary part, and specifically includes:
the distance between the sling 4 at the outermost side and the adjacent bridge tower 2 is 1/5-1/4 of the midspan span along the bridge direction, namely the sling 4 covers the midspan span to 1/5-1/4 span range; for the steel-concrete composite mixed beam structure described above, preferably, the slings 4 are connected only to the steel beam sections 11; the rise-span ratio of the main cable 3 is 1/5-1/6;
the forward-bridge spacing between the bridge tower 2 and the connected far-end mid-span stay cables 5 is 1/5-1/4 of the mid-span, and the forward-bridge spacing between the bridge tower 2 and the connected far-end side-span stay cables 5 is 1/4-1/2 of the side-span.
Based on the structural system with the suspension cable as the main part and the cable-stayed as the auxiliary part, the height of the bridge tower 2 can be greatly reduced, the stress and the stability of the bridge tower 2 are improved, and the problem of the overall stability of the main beam 1 is solved; meanwhile, the length of the side span and the span is reduced, the length of a straight line section of the line is reduced, the requirement on the linear arrangement of the plane of the line is lowered, the length of a main bridge is reduced, and the manufacturing cost is lowered.
Further preferably, as shown in fig. 1, a sling 4 and a stay cable 5 are simultaneously connected to a part of the main beam body between two adjacent bridge towers 2; it is further preferred that the main girder body near the mid-span 1/4, i.e. spaced from the adjacent bridge tower 2 by about 1/4 mid-span, is connected with the suspension cables 4 and the stay cables 5. By providing the crossing region of the suspension cables 4 and the stay cables 5, the structural rigidity of the mid-span 1/4 region can be significantly improved.
The structure of the highway-railway co-layer hybrid beam suspension cable stayed cooperative bridge is further optimized, the railway bridge deck is arranged in the middle, and the two sides of the railway bridge deck are respectively provided with a highway bridge deck structure, as shown in fig. 2, the bottom ends of the suspension cables 4 are anchored between the railway bridge deck and the highway bridge deck section on the corresponding side, and the stay cables 5 are arranged on the outer side of the highway bridge deck section on the corresponding side. This structure has fully combined the characteristics that the highway and railway was arranged on the same floor, with main push-towing rope and hoist cable and 5 in the ascending dislocation arrangement of horizontal bridge, not only convenient construction, reduction of erection time, more importantly, be applicable to the load condition of railway driving between two parties, both sides highway driving, can effectively reduce the horizontal calculation span of girder, make girder 1 atress more rationalize, adopt the scheme of sidespan concrete beam, midspan steel box girder, improve system rigidity effectively, and effectively eliminate the sidespan negative reaction, especially in the structural system that the suspension cable is main, draw to one side as the assistance in the slope effect more obvious.
The structure of the highway-railway co-layer hybrid beam suspension cable-stayed cooperative bridge is further optimized, as shown in fig. 4, the bridge tower 2 can adopt an H-shaped structure and is a reinforced concrete member, and the load of the bridge deck can be transmitted to the bridge tower 2 through the main cable 3 and the stay cable 5 and then transmitted to the foundation below through the bridge tower 2.
The two ends of the bridge are respectively provided with an anchor 6, the anchor 6 is used for anchoring the main cable 3 and can be directly located on the shore side rock or the foundation to transmit the tension of the main cable 3 to the foundation.
The girder body of the bridge side span is preferably supported by the side pier 8 and the auxiliary pier 7, and the auxiliary pier 7 is combined with the side pier 8, so that the side span can be reduced; the auxiliary pier 7 can transmit the load of the side span bridge floor to a foundation below and is of a reinforced concrete structure.
As shown in fig. 3a and 3b, the sling 4 is anchored to the lower main beam 1 at both rear ends around the main cable 3, wherein the sling 4 is tensioned to the main cable 3 by a cable clamp 41, and the two tension sections around the main cable 3 are preferably tensioned by a sling clamp 42, thereby ensuring reliable force transmission between the sling 4 and the main cable 3. A buffer 44 is arranged above the anchor head of the sling, and the two pulling sections are further connected through a damping frame 43.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. 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 public railway is with mixed beam suspension cable stayed cooperative bridge on layer, includes the girder and along two at least pylons that arrange in proper order along the bridge direction, highway bridge floor and railway bridge floor, its characterized in that have been arranged on the same layer on the girder: the adjacent two bridge towers are connected through a main cable, and the main cable is connected with a main girder body below through a sling; each bridge tower is connected with the girder bodies on the two sides through stay cables.
2. The co-iron co-floor hybrid beam suspension cable-stayed cooperative bridge as claimed in claim 1, wherein: the bridge tower is divided into two parts.
3. The co-iron co-floor hybrid beam suspension cable-stayed cooperative bridge as claimed in claim 2, wherein: the girder includes a steel beam section and two concrete beam sections, the steel beam section is located two between the bridge tower and length is less than bridge midspan span, two the concrete beam section respectively with steel beam section both ends are connected and are extended to the limit end that corresponds side bridge side span respectively.
4. The co-iron co-floor hybrid beam suspension cable-stayed cooperative bridge as claimed in claim 2, wherein: and in the bridge direction, the distance between the outermost sling and the adjacent bridge tower is 1/5-1/4 of the span of the midspan.
5. The co-railway co-floor hybrid beam suspension cable-stayed cooperative bridge of claim 4, wherein: the rise-span ratio of the main cable is 1/5-1/6.
6. The co-railway co-floor hybrid beam-suspended cable-stayed cooperative bridge of any one of claims 2 to 5, wherein: the forward-bridge spacing between the bridge tower and the connected far-end mid-span stay cables is 1/5-1/4 of the mid-span, and the forward-bridge spacing between the bridge tower and the connected far-end side-span stay cables is 1/4-1/2 of the side-span.
7. The co-iron co-floor hybrid beam suspension cable-stayed cooperative bridge as claimed in claim 1, wherein: and part of the main girder bodies between two adjacent bridge towers are simultaneously connected with a sling and a stay cable.
8. The co-iron co-floor hybrid beam suspension cable-stayed cooperative bridge as claimed in claim 1, wherein: the highway bridge floor comprises two highway bridge floor sections, and along the transverse bridge direction, the railway bridge floor is located between the two highway bridge floor sections.
9. The co-iron co-floor hybrid beam suspension cable-stayed cooperative bridge of claim 8, wherein: the bottom ends of the suspension cables are anchored between the railway bridge deck and the highway bridge deck sections on the corresponding sides, and the stay cables are arranged on the outer sides of the highway bridge deck sections on the corresponding sides.
10. The co-iron co-floor hybrid beam suspension cable-stayed cooperative bridge as claimed in claim 1, wherein: the girder body of the bridge side span is supported by the side pier and the auxiliary pier.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201920917618.2U CN211142772U (en) | 2019-06-18 | 2019-06-18 | Highway-railway same-layer hybrid beam suspension cable stayed cooperative bridge |
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| CN201920917618.2U CN211142772U (en) | 2019-06-18 | 2019-06-18 | Highway-railway same-layer hybrid beam suspension cable stayed cooperative bridge |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110184894A (en) * | 2019-06-18 | 2019-08-30 | 中铁第四勘察设计院集团有限公司 | Rail-road same layer hybrid beam suspension cable oblique pull cooperation bridge |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110184894A (en) * | 2019-06-18 | 2019-08-30 | 中铁第四勘察设计院集团有限公司 | Rail-road same layer hybrid beam suspension cable oblique pull cooperation bridge |
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