CN216474469U

CN216474469U - Steel pipe concrete pier

Info

Publication number: CN216474469U
Application number: CN202120831280.6U
Authority: CN
Inventors: 刘洁; 夏俊; 崔梦凡; 阮惠强; 曾浩
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2021-04-21
Filing date: 2021-04-21
Publication date: 2022-05-10
Anticipated expiration: 2031-04-21

Abstract

The utility model relates to a concrete filled steel tube pier, which comprises: a pier body configured to have one end buried in the ground; the pier body at least comprises a first section of pier and a second section of pier which are connected with each other, the outer parts of the first section of pier and the second section of pier are made of steel pipes, and concrete is poured in the steel pipes; a capping beam configured to be erected at the other end of the pier body; the steel reinforcement framework is of a cylindrical structure and is vertically embedded in the concrete, the steel reinforcement framework is arranged at the joint of the first section of pier and the second section of pier, and the steel reinforcement framework is extended to the second section of pier. According to the utility model, by arranging the steel reinforcement framework, the steel pipes of the pier body and the concrete in the steel pipes form the structural stress member, so that the reinforcing effect is realized on the weak connection part of the pier body, and the fatigue stress amplitude of the connection part of the pier body is greatly reduced.

Description

Steel pipe concrete pier

Technical Field

The utility model relates to the technical field of rail transit, in particular to a concrete-filled steel tube pier.

Background

The concrete-filled steel tube bridge pier is widely applied to bridge structures due to high construction speed and high bearing capacity. When the height of the pier is high, one pier needs to be divided into a plurality of sections to be processed and then connected into a whole, and concrete is generally poured into a steel pipe of the pier in order to increase the rigidity of the pier. When above-mentioned pier was applied to single-column big cantilever bridge structure, because its vertical load is little and the moment of flexure is great, under the repeated action of unilateral dynamic load, the condition that the contact is inseparable and break away from can appear in steel pipe and the concrete in the steel pipe, simultaneously, the concrete of pouring also probably because take off the sky between shrink and the steel pipe for steel pipe concrete pier structure only steel pipe is at the atress, and the concrete withdraws from work, and at this moment, there is the problem that fatigue strength is not enough in the steel pipe junction easily.

SUMMERY OF THE UTILITY MODEL

An object of the present invention is to solve the problem of separation of concrete from a steel pipe and to improve fatigue strength of a pier.

According to an aspect of the present invention, there is provided a concrete filled steel tube pier, including:

a pier body configured to have one end buried in the ground; the pier body at least comprises a first section of pier and a second section of pier which are connected with each other, the outer parts of the first section of pier and the second section of pier are made of steel pipes, and concrete is poured in the steel pipes;

a capping beam configured to be erected at the other end of the pier body;

the steel bar framework is of a cylindrical structure and is vertically embedded in the concrete, the steel bar framework is arranged at the joint of the first section of pier and the second section of pier, and the steel bar framework extends from the first section of pier to the second section of pier; the steel bar framework comprises a plurality of vertical bars and stirrups, the vertical bars are arranged vertically in the axial direction of the pier body, and the stirrups are sleeved and fixed on the vertical bars.

Optionally, a connecting rib is further embedded in the concrete at the center of the joint of the first section pier and the second section pier, the connecting rib is a bundle rib integrated by a plurality of steel bars, and the bundle rib extends from the first section pier to the second section pier.

Optionally, the length of the two ends of the steel bar framework extending to the first section of pier and the second section of pier is an anchoring length from the joint.

Optionally, the arrangement section of the vertical rib is circular or polygonal.

Optionally, each vertical rib is a single rib or a combined rib, and the combined rib is made of at least two single ribs.

Optionally, the stirrup is annular or spiral.

Optionally, the joint of the first section of pier and the second section of pier is further provided with a stiffening ring plate, and the steel reinforcement framework is fixed on the inner side of the stiffening ring plate.

Optionally, the stiffening ring plate is provided with air holes, and the number of the air holes is at least 4.

Optionally, the joint of the first section of pier and the second section of pier is connected and fixed in a welding manner.

Optionally, the pier body further comprises a third section of pier, and the third section of pier is connected with the first section of pier and/or the second section of pier through the steel reinforcement framework.

The steel bar framework is arranged at the joint of the first section of pier and the second section of pier, so that the steel pipe of the pier body and the concrete in the steel pipe form a structural stress member, the weak joint of the pier body is reinforced, and the fatigue stress amplitude of the joint of the pier body is greatly reduced.

Other features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which proceeds with reference to the accompanying drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description, serve to explain the principles of the utility model.

Fig. 1 is an elevation view of a large cantilever single-column pier system.

FIG. 2 is a schematic view of a large cantilever single-column pier bilateral train live load.

FIG. 3a is a schematic diagram of a large cantilever single-column pier bilateral train; FIG. 3b is a graph of bending moment applied by the double sided train; figure 3c is an axle diagram of a double sided train action.

FIG. 4a is a schematic diagram of the action of a train on the left side of a large cantilever single-column pier; FIG. 4b is a graph of the bending moment applied by the left side train; figure 4c is an axial diagram of the left side train action.

FIG. 5a is a schematic diagram of the action of a train on the right side of a large cantilever single-column pier; FIG. 5b is a graph of the bending moment applied by the right side train; figure 5c is an axial diagram of the right side train action.

Fig. 6 is a schematic view of a concrete filled steel tube pier in the present application.

Fig. 7 is a schematic view of the second section pier and cap beam connection in the present application.

Figure 8 is a schematic view of the first section of the pier in the ground in the present application.

Fig. 9 is a schematic view of a pier body with a steel reinforcement framework arranged at the joint.

Fig. 10 is a cross-sectional view taken at a-a in fig. 9.

Fig. 11 is a partial enlarged view of fig. 10 at B.

Fig. 12 is a schematic view of the present application after the vertical bars of the framework are equivalent to equivalent reinforcing strips.

In the figure: 0-ground; 1-pier body; 101-first section pier; 1011-basis; 102-a second section of piers; 103-concrete; 104-junction; 2-reinforcing steel bar framework; 201-vertical ribs; 202-stirrup; 203-equivalent steel bar belt; 3-a capping beam; 4-stiffening ring plate; 401-upper ring plate; 402-lower ring plate; 403-air holes; 5-ear plate; 501-bolts; 6-connecting plates; 7-connecting ribs; 8-a track beam; 801-left line centerline; 802-right line centerline; 9-left train; 10-right side train.

Detailed Description

Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise.

The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the utility model, its application, or uses.

Techniques and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail, but are intended to be considered a part of the specification where appropriate.

In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

When the concrete-filled steel tube bridge pier is applied to a large cantilever single-column bridge structure (shown in figures 1 and 2), the vertical load is small, the bending moment is large, the vertical axial compressive stress is not enough to offset the bending tensile stress generated by the bending moment, particularly, when the cantilever length of the bridge pier bent cap 3 is large, the bending moment generated by the concentrated load of a train is linearly increased at the cross section of the bridge pier, so that the corresponding bending tensile stress is also linearly increased, the pressure generated by the vertical load is basically unchanged, and the cross section of the steel tube bridge pier is caused to generate large tensile stress. When the train live load runs on one side of the track beam 8 of the pier upper structure, the live load can cause the section of the pier to generate tensile stress on the other side corresponding to the vehicle and generate compressive stress on the same side as the running of the vehicle; when the train is live-loaded and runs on the other side of the track girder 8 of the pier superstructure, the side on which the tensile stress is originally generated becomes the compressive stress, and the side on which the compressive stress is generated becomes the tensile stress. Thus, the pier generates repeated tensile and compressive stress due to the repeated running of the train. Because the steel pipe is in tensile stress, the steel pipe generates tensile strain, and concrete in close contact with the steel pipe can crack under the action of tensile force, so that the overall working performance of the concrete-filled steel pipe is influenced. After the concrete is withdrawn from the work, the pier only bears the load through the steel pipe, and the fatigue strength of the steel is far lower than the design strength, so the weak connection part 104 of the pier is easy to generate fatigue failure.

In order to solve the above problem, the present application provides a concrete filled steel tube pier that can use in big cantilever single-column bridge structures, includes: the pier comprises a pier body 1, a bent cap 3 and a steel reinforcement framework 2;

the pier body 1 is configured to be buried in the ground 0 at one end; the pier body 1 at least comprises a first section of pier 101 and a second section of pier 102 which are connected with each other, the exterior of the first section of pier 101 and the exterior of the second section of pier 102 are made of steel pipes, and concrete 103 is poured into the steel pipes; the bent cap 3 is configured to be erected at the other end of the pier body 1; the steel reinforcement framework 2 is vertically embedded in the concrete 103 in a cylindrical structure (refer to fig. 9), the steel reinforcement framework 2 is arranged at a joint 104 of the first section of pier 101 and the second section of pier 102, and the steel reinforcement framework 2 extends from the first section of pier 101 to the second section of pier 102; the steel bar framework 2 comprises a plurality of vertical bars 201 and stirrups 202, the vertical bars 201 are arranged vertically in the axial direction of the pier body 1, and the stirrups 202 are sleeved and fixed on the vertical bars 201.

In this embodiment, the first section of pier 101 is buried in the ground 0 (refer to fig. 8) as one end of the pier body 1, the second section of pier 102 is connected to the capping beam 3 (refer to fig. 7), the first section of pier 101 is connected to the second section of pier 102 to form the pier body 1 (refer to fig. 6), the first section of pier 101 and the second section of pier 102 are both steel tube structures, concrete 103 is poured into the steel tube structures, and a reinforcement cage 2 is arranged at a joint 104 between the first section of pier 101 and the second section of pier 102 to connect the first section of pier 101 and the second section of pier 102. Meanwhile, the stress of the concrete 103, the steel pipe and the steel bar framework 2 is guaranteed, and the problem that the fatigue strength of the pier body 1 is insufficient under the repeated action of the concrete 103 on the trains on two sides is solved.

Referring to fig. 3a to 3c, in this embodiment, taking a large cantilever single-column pier structure used in a rubber-tyred tramcar as an example, the capping beam 3 is generally provided with double-sided track beams 8, and when trains (train 9 and train 10) run on the double-sided track beams 8, a formula for calculating fatigue stress of the pier body 1 of the steel pipe concrete pier is as follows:

wherein:

σ: stress under the action of train load.

N: and the axial force is generated at the section of the pier by the train load.

M: the bending moment value of the pier cross section generated by the train load,

a: area of pier cross-section.

W: flexural section modulus of pier section.

The stress is positive and negative.

At this time, the process of the present invention,

wherein:

σ_{left side of}: the stress generated on the left side of the pier cross section is shown.

σ_{Right side}: the stress generated on the right side of the pier cross section is shown.

N_{Left side of}Axial force at the pier section generated by the left train load.

N_{Right side}Axial force at the pier section generated by the right train load.

M: the bending moment value generated by the live load of the left and right trains on the bridge piers is 0 when the axial force of the live load of the left and right trains and the distance from the bridge piers are equal.

A: area of pier cross-section.

As shown in fig. 4a to 4c, when only the left train 9 travels on the double-sided track beam 8,

M_{left side of}＝N_{Left side of}*L

Wherein:

σ_max: the maximum stress of the bridge section under the action of train load, here compressive stress, occurs on the left side of the bridge pier section.

σ_min: the minimum stress of the bridge section under the action of the train load, here tensile stress, occurs on the right side of the bridge pier section.

N_{Left side of}Axial force at the pier section generated by the load of the left train 9.

M_{Left side of}: the bending moment value at the pier section generated by the load of the left train 9.

A: area of pier cross-section.

W: flexural section modulus of pier section.

L is the distance between the load of the left train 9 and the center line of the pier.

As shown in fig. 5a to 5c, when only the right train 10 travels on the double-sided track beam 8,

M_{right side}＝N_{Right side}*L

Wherein:

σ_min: the minimum stress of the bridge section under the action of the train load, here tensile stress, occurs on the left side of the bridge pier section.

σ_max: the maximum stress of the bridge section under the action of train load, here compressive stress, occurs on the right side of the bridge pier section.

N_{Right side}: axial force at the pier cross section generated by the right side train 10 load.

M_{Right side}: the bending moment value at the pier cross section generated by the load of the right train 10.

A: area of pier cross-section.

W: and the flexural section modulus of the section of the pier.

L: the distance of the right train 10 load from the center line of the pier.

Fatigue stress amplitude:

when the axial force generated by the trains in the left and right frames at the bridge pier section is equal, the distances between the center lines (801 and 802) of the left and right lines of the trains and the center line of the bridge pier are also equal. Namely N_{Left side of}＝N_{Right side}，L_{Left side of}＝L_{Right side}In the meantime, the left and right side stress amplitudes of the pier section are as follows:

from the above equation, the magnitude of the stress generated by the bending moment for the fatigue calculation is2 times the magnitude of the stress for the strength calculation. But the tolerance of the fatigue calculation is much less than the tolerance of the strength calculation. Taking the standard Q345 steel for highway steel structure bridges as an example, when the thickness of the plate is 16mm, the maximum allowable value of the fatigue of the transverse butt welding seam is 110MPa, and the allowable value of the strength is 275 MPa. For the rubber-tyred tramcar single-column large cantilever pier, the influence is large.

This embodiment sets up framework of steel reinforcement 2 through setting up at pier shaft 1 junction 104 and refers to fig. 9 to 11, framework of steel reinforcement 2 follows first section mound 101 extends to second section mound 102 constitutes structure atress component together with the inside concrete 103 of steel pipe, has played reinforced effect to pier shaft 1's weak junction 104, has reduced pier shaft 1 junction 104's fatigue stress width of a wide margin.

Specifically, in the steel reinforcement framework 2 with the cylindrical structure, a plurality of vertical bars 201 are vertically arranged along the axial direction of the pier body 1, so that the characteristics of the stressed steel reinforcement framework 2 increased by calculation are facilitated, and each independent vertical bar 201 is equivalent to a steel reinforcement strip according to the principle that the areas are equal, as shown in fig. 12.

According to engineering experience and habits, the combined action of the steel pipes and the multiple vertical bars 201 and the concrete 103 is considered during stress calculation, and the action of the concrete 103 in the tension area is not considered. The neutral axis does not necessarily pass through the center of a circle when the steel pipe is pressed, and the neutral axis passes through the center of a circle in order to facilitate the purpose of explaining the utility model.

EA＝Es1*As1+Ec*Ac+Es2*As2

EI＝Es1*I1+Ec*Ic+Es2*Is2

I1＝(π*d^4-(d-2t)^4)/64；

Ic＝(d-2t)^4/128-Is2*/2*(Ec/Es)；

Is2＝(π*(d1+2*W1)^4-(d1-2*W1)^4)/64；

W1＝As2/(π*d1)；

M1＝M*Es1*I1/EI

W＝((π*(d1+2*W1)^4-(d1-2*W1)^4)/64)/(d/2)；

Wherein:

EA: and the equivalent axial compressive stiffness of the concrete filled steel tube pier.

EI: equivalent bending stiffness of the steel tube concrete bridge pier.

Es1 elastic modulus of the steel pipe.

Ec is the modulus of elasticity of concrete 103.

Es2 modulus of elasticity of the vertical rib 201.

As1 area of steel tube.

Ac is the area of concrete 103 in the steel pipe.

As2 is the area of the vertical rib 201 in the steel pipe.

Is1 moment of inertia of steel tube.

Ic is the moment of inertia of concrete 103 in the steel pipe.

Is2, the inertia moment of the vertical rib 201 in the steel tube.

d, the outer diameter of the steel pipe

t is wall thickness of steel pipe

d1 diameter of the location where the vertical rib 201 is located.

w1 bandwidth of the equivalent rebar strip 203.

M1 bending moment value shared by the steel pipes.

W: flexural section modulus of steel pipe.

After the reinforcement cage 2 is added, the fatigue stress amplitude can be calculated according to the following formula:

according to the formula, after the reinforcement cage 2 is added, the concrete 103 in the steel pipe concrete 103 can participate in structural stress in the structural form of the reinforcement cage 103, so that the design value of bending moment borne by the steel pipe can be shared, the bending stress of the steel pipe can be reduced, and the fatigue stress amplitude can be further reduced.

Optionally, a connecting rib 7 is further embedded in the concrete 103 at the center of the joint 104 between the first section of pier 101 and the second section of pier 102, referring to fig. 9, the connecting rib 7 is a bundle rib integrated by a plurality of reinforcing steel bars, and the bundle rib extends from the first section of pier 101 to the second section of pier 102.

Specifically, the lacing bars are formed by combining bundled steel wires, are arranged at the center of the steel pipe and are positioned at the joint 104 of the first section of pier 101 and the second section of pier 102, so that on one hand, the fastening performance of the joint 104 can be improved, and on the other hand, the lacing bars can also play an auxiliary role in the cooperative work of the concrete 103 and the steel pipe.

Alternatively, the lengths of the two ends of the framework 2 extending to the first pier 101 and the second pier 102 are an anchoring length from the joint 104, referring to fig. 9.

The anchoring length is the length required by the stress bearing steel bar (i.e. steel pipe) to reach the designed stress bearing by means of the bonding effect of the surface of the steel bar and the concrete 103 or the extrusion effect of the end structure. In this embodiment, the length of the vertical rib 201 of the steel reinforcement framework 2 is the axial length of the whole steel reinforcement framework 2, when the steel reinforcement framework 2 extends to the first section of pier 101 and the second section of pier 102, the axial length of the vertical rib extends to an anchoring length away from the joint 104, so that the actual working requirement of the steel reinforcement framework 2 can be ensured, and the specific length value can be calculated according to practical situations.

Alternatively, the arrangement cross section of the vertical rib 201 is circular (refer to fig. 10) or polygonal.

After the vertical ribs 201 participate in the structural stress of the whole pier body 1, the bending moment distributed by the section steel tube of the steel tube concrete 103 is reduced, the deformation caused by the shrinkage and creep of the concrete 103 in the steel tube is reduced, the risk of the separation between the steel tube and the concrete 103 is reduced, and the connectivity of the concrete 103 at the connecting section of the first section of pier 101 and the second section of pier 102 of the pier body 1 is enhanced. The circular or polygonal arrangement section enables the arrangement of the vertical ribs 201 to be closer to the equivalent steel rib strips 203, so that the bending stress of the steel pipe can be reduced better, and the fatigue stress amplitude is reduced. The polygon may be one of a rectangle, a pentagon, a hexagon, and the like, which is not limited in this application.

Optionally, each vertical rib 201 is a single rib or a parallel rib, and the parallel rib is made of at least two single ribs. Because the bearing capacity of pier is according to actual demand design, consequently, in the great pier design of bearing capacity demand, the framework of steel reinforcement 2 of first section mound 101 and second section mound 102 junction 104 should strengthen perpendicular muscle 201 intensity according to actual demand, erects the setting of muscle 201 and muscle, has not only strengthened perpendicular muscle 201 at the ascending bearing capacity of axial atress, still makes its compressive stress's bearing degree obtain improving. In general, the diameter of the vertical ribs 201 may range from D16mm to D32 mm.

Optionally, the stirrup 202 is annular or helical.

The stirrups 202 can be a plurality of annular reinforcing rings, the plurality of annular reinforcing rings are sleeved on the vertical bars 201 layer by layer, the fixing mode can be spot welding and the like, and the stirrups 202 in the shape can be increased or reduced according to the requirements; in addition, the stirrup 202 can be provided with one hoop in a chain shape, and the hoop winds from one end of the vertical rib 201 to the other end, so that the spiral stirrup 202 can obviously improve the bearing capacity and the anti-damage capacity of the whole steel bar framework 2, the steel bar consumption is saved, the working efficiency is improved, and the engineering quality is ensured. The diameter of the stirrup 202 is not suitable to be too large, and D8 mm-D16 mm can be selected according to the actual construction scheme. The arrangement of the stirrups 202 not only restrains the vertical ribs 201 and prevents the vertical ribs from being bent under pressure, but also restrains the core concrete 103 and improves the strength and the ultimate compressive strain of the core concrete.

Optionally, referring to fig. 9 to 11, a stiffening ring plate 4 is further disposed at the joint 104 of the first section pier 101 and the second section pier 102, and the steel reinforcement framework 2 is fixed inside the stiffening ring plate 4.

The stiffening ring plate 4 can all have the setting in the junction 104 of first section mound 101 and second section mound 102, refer to fig. 9, contain the lower crown plate 402 of first section mound 101 junction 104 and the last crown plate 401 of second section mound 102 junction 104, stiffening ring plate 4 plays the effect of supporting and stereotyping to the steel pipe inner wall of the junction 104 of first section mound 101 and second section mound 102 for the steel pipe of junction 104 links together easily, prevents that the steel pipe cross-sectional shape of first section mound 101 and second section mound 102 junction 104 from not conforming, is difficult to connect firm problem. The steel reinforcement framework 2 is fixed the stiffening ring plate 4 is inboard for the stiffening ring plate 4 is when the pier shaft 1 receives the extrusion, and non-deformable provides better support nature. In addition, the steel reinforcement framework 2 and the stiffening ring plate 4 are fixed together, and the connectivity of the concrete 103 at the joint 104 and a support structure such as a steel pipe is reinforced, so that the concrete 103 can better participate in work.

Optionally, the stiffening ring plate 4 (the upper ring plate 401 and the lower ring plate 402) is provided with at least 4 air holes 403. The design of bleeder vent 403 can release the bubble that concreting 103 near stiffening ring board 4 produced, prevents to influence the quality of connected node because of the ring board concrete 103 is not closely knit down. In order to ensure the ventilation effect, the aperture of the air-permeable plate can be controlled to be 3-5 cm, and the air-permeable plate is uniformly arranged on the annular plate.

Optionally, referring to fig. 6 and fig. 9, a joint 104 between the first section pier 101 and the second section pier 102 is fixed by welding. Welding is a manufacturing process that joins metals or other thermoplastic materials, such as plastics, in a heated, high temperature or high pressure manner, and is well developed to achieve a more secure connection to the steel pipe joint 104. The welding grade in bridge structures generally requires one grade to ensure welding quality.

Optionally, the pier body 1 further comprises a third section of pier, and the third section of pier is connected with the first section of pier 101 and/or the second section of pier 102 through the steel reinforcement framework 2.

Work as when pier shaft 1 that bridge structures needs is higher, its pier shaft 1 can process to multisection reconnection, and multisection section mound junction 104 is through setting up framework of steel reinforcement 2, when further guaranteeing that the steel pipe concrete pier is applied to in the single post bridge structures of big cantilever, the fatigue resistance of the weak junction 104 of pier.

According to the above embodiment of the present application, the construction method of the pier is: the steel pipe of the pier body 1 is divided into two parts, and the upper section and the lower section of the steel pipe are prefabricated in a factory to be used as a first section of pier 101 and a second section of pier 102. Wherein the upper ring plate 401 and the lower ring plate 402 of the joint 104, the ear plate 5, the connecting plate 6, etc. are prefabricated at the factory. The steel reinforcement framework 2 composed of the vertical steel reinforcement and the stirrup 202 is connected into a whole in a factory and is placed in the steel pipe of the first section of pier 101 with reference to fig. 9. After the second section of pier 102 steel pipe and the cover beam 3 are connected in a factory, the steel pipe and the first section of pier 101 steel pipe are respectively transported to a construction site, and then the steel pipe and the first section of pier 101 steel pipe are spliced on the site.

The concrete construction flow of the construction site splicing is as follows:

the first step is as follows: referring to fig. 8, an embedded part at the bottom of the lower end of the first section of pier 101 is constructed, a steel pipe of the first section of pier 101 is hoisted and temporarily fixed, the elevation and the vertical corner of the pier are adjusted, concrete 103 at the bottom of the first section of pier 101 is poured after checking is correct, and the lower section of the first section of pier 101 is fixed and serves as a foundation 1011 for burying the pier body 1 below the ground 0.

The second step is that: and pouring concrete 103 of the first section of pier 101 to the position of the lower edge of the joint 104 by about 10cm, so as to ensure the pouring quality.

The third step: referring to fig. 6, after the second section pier 102 is hoisted, the second section pier 102 is installed in place, the lug plate 5, the connecting plate 6 and the like are installed at the joint 104 of the first section pier 101 and the second section pier 102, and the high-strength bolt 501 is threaded on the lug plate 5 for initial screwing (refer to fig. 9).

The fourth step: and (3) retesting the overall line type of the steel pipe pier body 1 and the weld gap at the joint 104, and finally screwing the high-strength bolt 501 after error-free measurement.

The fifth step: the first section of pier 101 and the second section of pier 102 are connected by welding, the grade of the welding line is required to be first grade, and the welding line is qualified for detection.

And a sixth step: and pouring concrete 103 of the second section of pier 102 to the top of the pier body 1.

The seventh step: and cutting off the ear plates 5 at the welding seams, repairing the damaged surface, and completing connection of the pier body 1 and pouring of the concrete 103.

In the above embodiments, the differences between the embodiments are described in emphasis, and different optimization features between the embodiments can be combined to form a better embodiment as long as the differences are not contradictory, and further description is omitted here in consideration of brevity of the text.

Although some specific embodiments of the present invention have been described in detail by way of illustration, it should be understood by those skilled in the art that the above illustration is only for the purpose of illustration and is not intended to limit the scope of the utility model. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the utility model. The scope of the utility model is defined by the appended claims.

Claims

1. A concrete filled steel tube pier is characterized by comprising:

a capping beam configured to be erected at the other end of the pier body;

the steel bar framework is of a cylindrical structure and is vertically embedded in the concrete, the steel bar framework is arranged at the joint of the first section of pier and the second section of pier, and the steel bar framework extends from the first section of pier to the second section of pier;

the steel bar framework comprises a plurality of vertical bars and stirrups, the vertical bars are arranged vertically in the axial direction of the pier body, and the stirrups are sleeved and fixed on the vertical bars.

2. The concrete-filled steel tube pier as claimed in claim 1, wherein a connecting rib is embedded in the concrete at the center of the joint of the first section of pier and the second section of pier, the connecting rib is a bundle rib formed by integrating a plurality of reinforcing steel bars, and the bundle rib extends from the first section of pier to the second section of pier.

3. The concrete filled steel tube pier of claim 1, wherein the lengths of the two ends of the framework of rebars extending to the first section of pier and the second section of pier are an anchoring length from the junction.

4. The concrete filled steel tube pier according to claim 1, wherein the arrangement section of the vertical ribs is circular or polygonal.

5. The concrete filled steel tube pier according to claim 1, wherein each vertical rib is a single rib or a combined rib, and the combined rib is made of at least two single ribs.

6. The concrete filled steel tube pier according to claim 1, wherein the stirrups are annular or spiral.

7. The concrete-filled steel tube pier as claimed in claim 1, wherein a stiffening ring plate is further arranged at the joint of the first section of pier and the second section of pier, and the steel reinforcement framework is fixed on the inner side of the stiffening ring plate.

8. The concrete filled steel tube pier according to claim 7, wherein the stiffening ring plate is provided with at least 4 air holes.

9. The concrete filled steel tube pier according to claim 1, wherein the joint of the first section of pier and the second section of pier is fixedly connected in a welding mode.

10. The steel pipe concrete pier of any one of claims 1-9, wherein the pier body further comprises a third section of piers, and the third section of piers are connected with the first section of pier and/or the second section of piers through the steel reinforcement framework.