CN215482227U - Steel-concrete combined truss girder for combined highway and railway construction - Google Patents
Steel-concrete combined truss girder for combined highway and railway construction Download PDFInfo
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- CN215482227U CN215482227U CN202120847384.6U CN202120847384U CN215482227U CN 215482227 U CN215482227 U CN 215482227U CN 202120847384 U CN202120847384 U CN 202120847384U CN 215482227 U CN215482227 U CN 215482227U
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Abstract
The embodiment of the application provides a highway-railway combined steel-concrete composite truss girder which comprises a lower-layer concrete bridge deck structure, a main truss, an upper-layer bridge deck structure and an auxiliary truss; the upper deck structure comprises an upper deck slab and a plurality of first cross beams; the first cross beam comprises a first variable cross-section beam and two second variable cross-section beams; the first variable cross-section beam is arranged between the two main trusses, the two opposite ends of the first variable cross-section beam in the length direction are respectively provided with a first variable cross-section connected with the corresponding main truss, and the cross-section height of each first variable cross-section is gradually reduced from one end connected with the corresponding main truss to the end far away from the corresponding main truss; and one side of each main truss, which is far away from the first variable cross-section beam, is provided with a second variable cross-section beam, each second variable cross-section beam is provided with a second variable cross-section connected with the corresponding main truss, and the cross-section height of the second variable cross-section of each second variable cross-section beam is gradually reduced from one end connected with the corresponding main truss to the end far away from the corresponding main truss.
Description
Technical Field
The utility model relates to the technical field of bridge engineering, in particular to a highway-railway combined construction steel-concrete combined truss girder.
Background
The truss girder is a main bridge type of a highway-railway combined bridge, and is also a preferred structure of a stiffening girder of a large-span highway-railway combined cable-stayed bridge.
In the correlation technique, the highway-railway combined bridge suitable for the four-line railway generally adopts three main trusses and rectangular sections with the same width from top to bottom, and a truss type transverse connection is arranged between the adjacent main trusses, so that the highway-railway combined bridge has the following defects: the whole beam is of a steel structure, the steel consumption is large, the maintenance cost is high, the dead weight of the steel structure is light, and when the steel structure is used for the side span of a cable-stayed bridge, the counterweight capacity is low, and the side span needs to be lengthened or extra weight needs to be added; secondly, the transverse connection occupies the truss height, so that not only is the steel consumption increased, but also the elevation of the highway bridge floor is increased, and the economy is low; and thirdly, the middle truss and the side truss of the three main trusses are stressed unevenly, and the safety factor needs to be enlarged in the design to account for the unevenness, so that steel waste can be caused.
SUMMERY OF THE UTILITY MODEL
In view of the above, the main objective of the embodiments of the present application is to provide a steel-concrete composite truss girder for highway-railway combined construction with good stress and relatively high economical efficiency.
In order to achieve the above purpose, the technical solution of the embodiment of the present application is implemented as follows:
the embodiment of the application provides a highway-railway is built steel and concrete and is made up truss girder jointly, include:
a lower concrete deck structure;
the two main trusses are arranged at intervals along the transverse bridge direction, and the lower-layer concrete bridge deck structure is arranged at the bottoms of the two main trusses;
the upper deck structure is arranged at the tops of the two main trusses and comprises an upper deck slab and a plurality of first cross beams, the first cross beams are arranged at intervals in the longitudinal bridge direction, and the upper deck slab is laid on the first cross beams; each first cross beam comprises a first variable cross-section beam and two second variable cross-section beams; the first variable cross-section beam is arranged between the two main trusses, two opposite ends of the first variable cross-section beam in the length direction are respectively provided with a first variable cross-section connected with the corresponding main truss, and the cross-section height of each first variable cross-section is gradually reduced from one end connected with the corresponding main truss to the end far away from the corresponding main truss; one side, away from the first variable cross-section beam, of each main truss is provided with one second variable cross-section beam, each second variable cross-section beam is provided with a second variable cross-section connected with the corresponding main truss, and the cross-section height of the second variable cross-section of each second variable cross-section beam is gradually reduced from one end connected with the corresponding main truss to the end far away from the corresponding main truss;
and one side of each main truss, which is far away from the first variable cross-section beam, is provided with one auxiliary truss, the top end of each auxiliary truss is connected with the upper layer bridge deck structure, and the bottom end of each auxiliary truss is connected with the lower layer concrete bridge deck structure or the corresponding main truss.
In one embodiment, the bottom surface of the first variable cross-section is inclined upward from the end connected with the corresponding main truss toward the end far away from the corresponding main truss;
the bottom surface of the second variable cross-section inclines upwards from one end connected with the corresponding main truss towards one end far away from the corresponding main truss.
In one embodiment, the gradient of the bottom surface of the first variable cross-section is 1: 8-1: 4; and/or the presence of a gas in the gas,
the gradient of the bottom surface of the second variable cross-section is 1: 8-1: 4.
In one embodiment, the main truss comprises an upper chord and a plurality of main truss web members, wherein the top ends of the plurality of main truss web members are connected with the upper chord, and the bottom ends of the plurality of main truss web members are connected with the lower concrete deck structure;
the opposite ends of the first variable cross-section beam along the length direction are respectively connected with the upper chord member and the main truss web member of the corresponding main truss, and each second variable cross-section beam is respectively connected with the upper chord member and the main truss web member of the corresponding main truss.
In one embodiment, the lower concrete deck structure comprises a box girder and a plurality of transverse partition girders, the plurality of transverse partition girders are arranged in the box girder and are arranged at intervals along the longitudinal bridge direction, and the bottom ends of the plurality of main truss web members are connected with the box girder; or the like, or, alternatively,
the lower concrete bridge deck structure is a concrete pi-shaped beam, and the bottom ends of the main truss web members are connected with the concrete pi-shaped beam.
In one embodiment, the width of the upper deck structure is greater than the width of the lower concrete deck structure.
In one embodiment, the two main trusses are vertically arranged, the two auxiliary trusses are obliquely arranged, and the bottom end of each auxiliary truss is connected with the corresponding main truss.
In one embodiment, the included angle between each secondary truss and the corresponding primary truss is 18-35 degrees.
In one embodiment, the upper deck structure further comprises two upper chords, and one end of each second variable cross-section beam, which is far away from the first variable cross-section beam, is connected to one of the upper chords;
the auxiliary truss comprises a plurality of auxiliary truss web members, the top ends of the auxiliary truss web members of the auxiliary truss extend into the corresponding second variable cross-section beam and are connected with the corresponding edge chords, and the bottom ends of the auxiliary truss web members of the auxiliary truss are connected with the corresponding main truss.
In one embodiment, the upper deck structure further comprises a plurality of second cross beams arranged on the lower side of the upper deck, each two adjacent second cross beams are arranged between the first cross beams, each second cross beam comprises a first sub cross beam and two second sub cross beams, the first sub cross beam is arranged between the two main trusses and connected with the upper chords of the two main trusses, one side, deviating from the first sub cross beam, of each main truss is provided with one second cross beam, and each second cross beam is connected with the corresponding upper chords of the main trusses.
In one embodiment, the upper deck is an orthotropic deck or a concrete deck.
The embodiment of the application provides a steel-concrete combination truss girder is built to public railway, and this steel-concrete combination truss girder is built to public railway has set up lower concrete bridge floor structure, two main trusses, two vice trusses and many first crossbeams, and first crossbeam has the first crossbeam of first variable cross section roof beam and two second variable cross section roof beams, and this steel-concrete combination truss girder is built to public railway mainly has following advantage: 1. the lower concrete bridge deck structure can reduce the steel consumption and maintenance workload, and particularly when used for the side span of a cable-stayed bridge, the lower concrete bridge deck structure is a stressed member and plays a role in weight, so that the side span weight and the structural stress are integrated, and the construction cost is saved; 2. the two main trusses are stressed clearly, the safety factor does not need to be amplified in the design, and the consumption of steel is relatively low; 3. the support counterforce on the same pier top of the highway-railway combined steel-concrete composite truss girder is uniformly distributed, and the design difficulty is small; 4. the cross-sectional height of each first variable cross-section on the first variable cross-section beam is gradually reduced from one end connected with the corresponding main truss to one end far away from the corresponding main truss, and the cross-sectional height of each second variable cross-section on the second variable cross-section beam is also gradually reduced from one end connected with the corresponding main truss to one end far away from the corresponding main truss, so that the stress of the first cross beam can be improved, the integrity of the two main trusses is enhanced, the angular point rigidity is enhanced, and the angular point distortion is prevented. That is to say, the combined steel and concrete truss girder of building with mixed highway and railway of this application embodiment atress is good, the design degree of difficulty is less and economic nature is higher relatively.
Drawings
Fig. 1 is a schematic cross-sectional view of a first cross member of a highway-railway combined steel and concrete composite truss girder according to a first embodiment of the present application;
FIG. 2 is an enlarged view of a portion of FIG. 1 at A;
fig. 3 is a schematic cross-sectional view of the highway-railway hybrid construction steel-concrete composite truss girder shown in fig. 1 at a position where a second cross beam is arranged;
fig. 4 is a schematic cross-sectional view of the combined steel and concrete truss girder for highway and railway construction shown in fig. 1, between a first cross beam and a second cross beam;
fig. 5 is a schematic cross-sectional view of a second embodiment of the present application at a position where a first cross member of a highway-railway hybrid construction steel-concrete composite truss girder is arranged;
fig. 6 is a schematic cross-sectional view of a third embodiment of the present application, at a position where a first cross member of a highway-railway hybrid construction steel-concrete composite truss girder is arranged.
Description of the reference numerals
A lower concrete deck structure 10; a box girder 11; a diaphragm beam 12; a main girder 20; an upper chord 21; main web members 22; a lower chord 23; an upper deck structure 30; an upper deck slab 31; a first cross member 32; the first variable cross-section beam 321; a first varied section 321 a; the bottom surface 321b of the first variable section; a second variable cross-section beam 322; a second variable section 322 a; bottom surface 322b of the second variable cross-section; a second cross member 33; the first sub-beam 331; the second sub-beam 332; an upper chord 34; a sub-truss 40; a secondary spar 41.
Detailed Description
It should be noted that, in the present application, technical features in examples and embodiments may be combined with each other without conflict, and the detailed description in the specific embodiment should be understood as an explanation of the gist of the present application and should not be construed as an improper limitation to the present application.
In the present application, the "transverse direction", "top" and "bottom" directions or positional relationships are based on the directions or positional relationships shown in fig. 1, and the "longitudinal direction" is the extending direction of the combined steel and concrete truss girder for the combined construction of the highway and railway. It is to be understood that such directional terms are merely for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the present application.
The embodiment of the application provides a highway-railway combined construction steel-concrete combined truss girder, please refer to fig. 1, fig. 3 and fig. 4, which includes a lower concrete bridge deck structure 10, two main trusses 20, an upper bridge deck structure 30 and two auxiliary trusses 40; the two main trusses 20 are arranged at intervals along the transverse bridge direction, and the lower-layer concrete bridge deck structure 10 is arranged at the bottoms of the two main trusses 20; the upper deck structure 30 is arranged on the tops of the two main trusses 20, the upper deck structure 30 comprises an upper deck plate 31 and a plurality of first cross beams 32, the first cross beams 32 are arranged at intervals in the longitudinal bridge direction, and the upper deck plate 31 is laid on the first cross beams 32; each first cross beam 32 comprises a first variable-section beam 321 and two second variable-section beams 322; the first variable cross-section beam 321 is arranged between the two main trusses 20, opposite ends of the first variable cross-section beam 321 in the length direction are respectively provided with a first variable cross-section 321a connected with the corresponding main truss 20, the cross-section height of each first variable cross-section 321a is gradually reduced from one end connected with the corresponding main truss 20 to one end far away from the corresponding main truss 20, that is, the cross-section height of the first variable cross-section 321a is gradually reduced from one end to the other end in the axial direction of the first variable cross-section 321a, and the end with the relatively higher cross-section height of each first variable cross-section 321a is connected with the corresponding main truss 20; a second variable cross-section beam 322 is respectively arranged on one side of each main truss 20, which is far away from the first variable cross-section beam 321, each second variable cross-section beam 322 is respectively provided with a second variable cross-section 322a connected with the corresponding main truss 20, the cross-sectional height of the second variable cross-section 322a of each second variable cross-section beam 322 is gradually reduced from one end connected with the corresponding main truss 20 to the end far away from the corresponding main truss 20, that is, the cross-sectional height of the second variable cross-section 322a is gradually reduced from one end to the other end along the axial direction of the second variable cross-section 322a, and the second variable cross-section 322a of each second variable cross-section beam 322 is also the end with the relatively higher cross-sectional height and is connected with the corresponding main truss 20; one side of each main truss 20 departing from the first variable cross-section beam 321 is provided with one auxiliary truss 40, the top end of each auxiliary truss 40 is connected with the upper deck structure 30, and the bottom end of each auxiliary truss 40 is connected with the lower concrete deck structure 10 or the corresponding main truss 20, that is, the bottom end of each auxiliary truss 40 can be connected with the lower concrete deck structure 10 or the corresponding main truss 20.
Specifically, the upper deck structure 30 may be used for vehicle driving, the lower concrete deck structure 10 may be used for train driving, and four-track railways, two-track railways, or single-track railways may be laid on the lower concrete deck structure 10 as needed.
The utility model provides a steel-concrete combination truss girder is built to public iron thoughtlessly has set up lower concrete bridge floor structure 10, two main trusses 20, two vice trusses 40 and many first crossbeams 32, and first crossbeam 32 has the first crossbeam 32 of first variable cross section roof beam 321 and two second variable cross section roof beams 322, and this steel-concrete combination truss girder is built to public iron thoughtlessly mainly has following advantage: 1. the lower layer concrete bridge deck structure 10 can reduce the steel consumption and maintenance workload, and particularly when the lower layer concrete bridge deck structure is used for the side span of a cable-stayed bridge, the lower layer concrete bridge deck structure 10 is a stressed member and plays a role in weight, the side span weight and the structure stress are integrated, and the construction cost is saved; 2. the two main trusses 20 are stressed clearly, the safety factor does not need to be amplified in the design, and the consumption of steel is relatively low; 3. the support counterforce on the same pier top of the highway-railway combined steel-concrete composite truss girder is uniformly distributed, and the design difficulty is small; 4. the height of the cross section of each first variable cross-section 321a on the first variable cross-section beam 321 gradually decreases from the end connected with the corresponding main truss 20 to the end far away from the corresponding main truss 20, and the height of the cross section of the second variable cross-section 322a of each second variable cross-section beam 322 gradually decreases from the end connected with the corresponding main truss 20 to the end far away from the corresponding main truss 20, so that the stress of the first cross beam 32 can be improved, the integrity of the two main trusses 20 can be enhanced, the angular point rigidity can be enhanced, the angular point distortion can be prevented, the two main trusses 20 do not need to be connected through a truss type cross connection, the steel consumption is saved, the elevation of the upper deck 31 can be reduced, and the economy is relatively high. That is to say, the combined steel and concrete truss girder of building with mixed highway and railway of this application embodiment atress is good, the design degree of difficulty is less and economic nature is higher relatively.
The upper deck slab 31 of the embodiment of the present application may be an orthotropic slab or a concrete slab (as shown in fig. 6), that is, an orthotropic slab-truss combined structure or a reinforced concrete slab-truss combined structure may be between the upper deck slab structure 30 and the main truss 20.
In one embodiment, referring to fig. 1, the bottom surface 321b of the first variable cross-section 321a is inclined upward from the end connected with the corresponding main truss 20 toward the end far away from the corresponding main truss 20; the bottom surface 322b of the second varied section 322a is inclined upward from the end connected to the corresponding main girder 20 toward the end away from the corresponding main girder 20, that is, the first varied section 321a and the second varied section 322a mainly take the form of the inclined bottom surface.
In an embodiment, referring to fig. 1, the slope of the bottom surface 321b of the first variable cross-section 321a is 1:8 to 1:4, and the slope can meet the stress requirement of the first variable cross-section beam 321 and is convenient for manufacturing.
In an embodiment, referring to fig. 1, the slope of the bottom surface 322b of the second variable cross-section 322a is 1:8 to 1:4, which not only can satisfy the stress requirement of the second variable cross-section beam 322, but also is convenient for manufacturing.
In one embodiment, referring to fig. 1, the main truss 20 includes an upper chord 21 and a plurality of main truss web members 22, the top ends of the plurality of main truss web members 22 are connected to the upper chord 21, and the bottom ends of the plurality of main truss web members 22 are connected to the lower concrete deck structure 10; opposite ends of the first variable cross-section beam 321 in the length direction are respectively connected to the upper chord 21 and the main web member 22 of the corresponding main truss 20, and each second variable cross-section beam 322 is respectively connected to the upper chord 21 and the main web member 22 of the corresponding main truss 20. That is, the connection position of the first variable cross-section girder 321 and the main truss 20 and the connection position of the second variable cross-section girder 322 and the main truss 20 are located at the connection node of the upper chord 21 and the main truss web member 22, so that the integrity of the two main trusses 20 can be better enhanced and the distortion of the corner points can be prevented.
In addition, the bottom ends of the plurality of main web members 22 are connected to the lower concrete deck structure 10, and the lower concrete deck structure 10 is used as the lower chord 23 of the main truss 20, so that the lower chord 23 does not need to be separately provided on the main truss 20, and the amount of steel used can be further reduced.
In the embodiment of the present application, the top ends of the main web members 22 may be connected to the upper chords 21 through integral nodes, and the bottom ends of the main web members 22 may be connected to the lower concrete deck structure 10 through shear connections.
The lower concrete deck structure 10 may have various structural forms, for example, in one embodiment, referring to fig. 1, the lower concrete deck structure 10 includes a box girder 11 and a plurality of transverse beams 12, the plurality of transverse beams 12 are disposed in the box girder 11 and spaced apart along the longitudinal bridge direction, the bottom ends of a plurality of main truss web members 22 are connected to the box girder 11, that is, a concrete box girder-truss combined structure may be disposed between the lower concrete deck structure 10 and the main truss 20
In another embodiment, referring to FIG. 5, the lower concrete deck structure 10 may also be a concrete pi-beam, with the bottom ends of the plurality of main web members 22 being connected to the concrete pi-beam.
In one embodiment, referring to FIG. 1, the upper deck structure 30 has a width greater than the width of the lower concrete deck structure 10.
Specifically, in the related art, the highway-railway combined steel-concrete composite truss girder suitable for the four-track railway generally adopts the rectangular cross section with the same width from top to bottom, but in order to meet the vehicle driving requirement, the upper layer highway bridge floor generally needs a larger width compared with the lower layer railway bridge floor, and the rectangular cross section with the same width from top to bottom can cause more idle of the lower layer railway bridge floor, thereby causing waste of the lower layer railway bridge floor.
And this application embodiment sets the width of upper deck bridge deck structure 30 to be greater than the width of lower concrete bridge deck structure 10, can be so that upper deck bridge deck structure 30 and lower concrete bridge deck structure 10 can with the road, the railway arrange the phase-match, from this, can avoid railway lower concrete bridge deck structure 10 idle extravagant.
In a specific embodiment, referring to fig. 1, two main trusses 20 are vertically disposed, two auxiliary trusses 40 are obliquely disposed, and the bottom end of each auxiliary truss 40 is connected to the corresponding main truss 20. That is to say, the utility model discloses highway railway is built steel and concrete and is made up truss girder can adopt the trapezoidal section of falling of narrow down wide from top to bottom, and this trapezoidal section rigidity of falling is big, the wholeness is strong and structural arrangement is compact, also can be convenient for construct when save material.
In addition, the included angle between each secondary truss 40 and the corresponding primary truss 20 should not be too large, and should not be too small, and too large included angle increases the complexity of the structure between the secondary truss 40 and the corresponding primary truss 20, and too small included angle may cause a break angle between the secondary truss 40 and the corresponding primary truss 20 to affect the stress, and more preferably, the included angle between each secondary truss 40 and the corresponding primary truss 20 may be 18 degrees to 35 degrees.
In an embodiment, referring to fig. 1, 2 to 4, the upper deck structure 30 further includes two upper chords 34, and one end of each second variable cross-section beam 322, which is away from the first variable cross-section beam 321, is connected to one of the upper chords 34; the sub-truss 40 comprises a plurality of sub-truss web rods 41, the top ends of the plurality of sub-truss web rods 41 of each sub-truss 40 extend into the corresponding second variable cross-section girder 322 and are connected with the corresponding edge chord 34, that is, the second variable cross-section girder 322, the sub-truss web rods 41 and the edge chord 34 which are positioned on the same side of the common-rail composite steel truss cable-stayed bridge are connected with each other to form an integral structure, so that the stability and the integrity of the common-rail composite steel truss cable-stayed bridge can be further improved. The bottom ends of the plurality of secondary truss webs 41 of each secondary truss 40 are connected to the corresponding primary truss 20, and in particular, the bottom ends of the secondary truss webs 41 on each secondary truss 40 may be connected to the bottom end node of the primary truss web 22 on the corresponding primary truss 20.
In an embodiment, referring to fig. 3, the upper deck structure 30 further includes a plurality of second beams 33 disposed on the lower side of the upper deck 31, at least one second beam 33 is disposed between every two adjacent first beams 32, each second beam 33 includes a first sub beam 331 and two second sub beams 332, the first sub beam 331 is disposed between the two main trusses 20 and connected to the upper chords 21 of the two main trusses 20, one side of each main truss 20 away from the first sub beam 331 is respectively disposed with one second beam 33, and each second beam 33 is respectively connected to the upper chords 21 of the corresponding main truss 20.
Specifically, the second cross member 33 may be a common uniform cross-section beam, and the second cross member 33 is connected only to the upper chord 21 and not to the main web member 22, thereby facilitating construction and further optimizing structural stress.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (11)
1. The utility model provides a public railway is built steel and is thoughtlessly joined in marriage combination truss girder which characterized in that includes:
a lower concrete deck structure;
the two main trusses are arranged at intervals along the transverse bridge direction, and the lower-layer concrete bridge deck structure is arranged at the bottoms of the two main trusses;
the upper deck structure is arranged at the tops of the two main trusses and comprises an upper deck slab and a plurality of first cross beams, the first cross beams are arranged at intervals in the longitudinal bridge direction, and the upper deck slab is laid on the first cross beams; each first cross beam comprises a first variable cross-section beam and two second variable cross-section beams; the first variable cross-section beam is arranged between the two main trusses, two opposite ends of the first variable cross-section beam in the length direction are respectively provided with a first variable cross-section connected with the corresponding main truss, and the cross-section height of each first variable cross-section is gradually reduced from one end connected with the corresponding main truss to the end far away from the corresponding main truss; one side, away from the first variable cross-section beam, of each main truss is provided with one second variable cross-section beam, each second variable cross-section beam is provided with a second variable cross-section connected with the corresponding main truss, and the cross-section height of the second variable cross-section of each second variable cross-section beam is gradually reduced from one end connected with the corresponding main truss to the end far away from the corresponding main truss;
and one side of each main truss, which is far away from the first variable cross-section beam, is provided with one auxiliary truss, the top end of each auxiliary truss is connected with the upper layer bridge deck structure, and the bottom end of each auxiliary truss is connected with the lower layer concrete bridge deck structure or the corresponding main truss.
2. The highway-railway hybrid construction steel-concrete composite truss girder according to claim 1, wherein the bottom surface of the first variable cross-section is inclined upward from the end connected with the corresponding main truss toward the end away from the corresponding main truss;
the bottom surface of the second variable cross-section inclines upwards from one end connected with the corresponding main truss towards one end far away from the corresponding main truss.
3. The highway-railway combined construction steel-concrete combined truss girder according to claim 2, wherein the gradient of the bottom surface of the first variable cross-section is 1: 8-1: 4; and/or the presence of a gas in the gas,
the gradient of the bottom surface of the second variable cross-section is 1: 8-1: 4.
4. The highway-railway hybrid construction steel-concrete composite truss girder according to any one of claims 1 to 3, wherein the main truss comprises an upper chord and a plurality of main truss web members, the top ends of the plurality of main truss web members are connected with the upper chord, and the bottom ends of the plurality of main truss web members are connected with the lower concrete bridge deck structure;
the opposite ends of the first variable cross-section beam along the length direction are respectively connected with the upper chord member and the main truss web member of the corresponding main truss, and each second variable cross-section beam is respectively connected with the upper chord member and the main truss web member of the corresponding main truss.
5. The highway-railway combined steel-concrete composite truss girder according to claim 4, wherein the lower concrete bridge deck structure comprises a box girder and a plurality of transverse partition girders, the plurality of transverse partition girders are arranged in the box girder and are arranged at intervals along a longitudinal bridge direction, and the bottom ends of the plurality of main truss web members are connected with the box girder; or the like, or, alternatively,
the lower concrete bridge deck structure is a concrete pi-shaped beam, and the bottom ends of the main truss web members are connected with the concrete pi-shaped beam.
6. The highway railway hybrid construction steel-concrete composite truss girder according to claim 4, wherein the width of the upper deck structure is greater than the width of the lower concrete deck structure.
7. The highway railway hybrid construction steel-concrete composite truss girder according to claim 6,
the two main trusses are vertically arranged, the two auxiliary trusses are obliquely arranged, and the bottom end of each auxiliary truss is connected with the corresponding main truss.
8. The highway-railway hybrid construction steel-concrete composite truss girder according to claim 7, wherein an included angle between each auxiliary truss and the corresponding main truss is 18-35 degrees.
9. The highway-railway hybrid construction steel-concrete composite truss girder according to claim 7, wherein the upper deck structure further comprises two side chords, and one end of each second variable cross-section girder, which is far away from the first variable cross-section girder, is connected with one of the side chords;
the auxiliary truss comprises a plurality of auxiliary truss web members, the top ends of the auxiliary truss web members of the auxiliary truss extend into the corresponding second variable cross-section beam and are connected with the corresponding edge chords, and the bottom ends of the auxiliary truss web members of the auxiliary truss are connected with the corresponding main truss.
10. The highway-railway hybrid construction steel-concrete composite truss girder according to claim 4, wherein the upper deck structure further comprises a plurality of second cross beams arranged on the lower side of the upper deck slab, at least one second cross beam is arranged between every two adjacent first cross beams, each second cross beam comprises a first sub cross beam and two second sub cross beams, the first sub cross beam is arranged between the two main trusses and connected with the upper chords of the two main trusses, one second cross beam is arranged on one side of each main truss, which is far away from the first sub cross beam, and each second cross beam is connected with the upper chord of the corresponding main truss.
11. The highway-railway hybrid construction steel-concrete composite truss girder according to any one of claims 1 to 3, wherein the upper deck slab is an orthotropic deck slab or a concrete deck slab.
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| CN202120847384.6U CN215482227U (en) | 2021-04-23 | 2021-04-23 | Steel-concrete combined truss girder for combined highway and railway construction |
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