CN218813123U - Bridge assembly and bridge - Google Patents

Abstract

The application discloses bridge subassembly and bridge. The bridge assembly comprises a bridge pier structure, a track beam and an arch rib structure, wherein the track beam is located above the bridge pier structure, the arch rib structure is located between the track beam and the bridge pier structure, the arch rib structure comprises a first steel member and a second steel member, the first steel member is arranged between the track beam and the bridge pier structure, and the second steel member is obliquely arranged between the track beam and the first steel member. According to the bridge component, the arch rib structure can bear bending moment and can transfer acting force to the pier structure, and the bridge component has good supporting performance.

Description

Bridge assembly and bridge

Technical Field

The application relates to the technical field of bridges.

Background

At present, a bridge for rail transit mainly comprises a main beam and a travelling crane rail beam. Existing girders are typically made of concrete. However, the whole structure is large, the manufacturing cost is high, the construction period is long, and the concrete construction precision is poor.

SUMMERY OF THE UTILITY MODEL

In the summary section a series of concepts in a simplified form is introduced, which will be described in further detail in the detailed description section. The summary of the present application is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

According to a first aspect of the present application, there is provided a bridge module comprising:

a pier structure;

the track beam is positioned above the pier structure;

an arch rib structure, the arch rib structure be located the track roof beam with between the pier structure, the arch rib structure includes:

a first steel member disposed between the rail girder and the pier structure; and

and the second steel member is obliquely arranged between the track beam and the first steel member.

According to the bridge component of this application, the bridge component includes pier structure, track roof beam and arch rib structure, and the track roof beam is located pier structure top, and arch rib structure is located between track roof beam and the pier structure, and arch rib structure includes first steel member and second steel member, and first steel member sets up between track roof beam and pier structure, and the slope of second steel member sets up between track roof beam and first steel member. Like this, the track roof beam can exert the effort to the arch rib structure, the arch rib structure can bear the moment of flexure and can transmit the effort to the pier structure, with the dispersion atress, the steel consumption has been reduced, the cost is reduced, the arch rib structure can also satisfy the large-span and stride across, good support performance has, the second steel member of arch rib structure has longer arm of force, great lifting surface has, thereby enlarge lifting surface of arch rib structure, thereby make the arch rib structure can the stable support track roof beam, track roof beam and arch rib structure all adopt the steel construction, with the same flexible volume of having, the expansion joint between the bridge subassembly has been reduced, the structure is light, has better economic nature.

Optionally, the bridge assembly comprises at least two rib structures, two of the at least two rib structures being spaced apart in a width direction of the bridge assembly. + thus, the stability of the components of the bridge is improved.

Optionally, the bridge assembly further comprises a third steel member, the third steel member is obliquely disposed between the track beam and the first steel member and is located between the first steel member and the second steel member along the length direction of the track beam. This improves the support strength.

Optionally, the bridge assembly further comprises a connecting member connected to the rib structure and the track beam, the connecting member being configured to be hollow. Thereby facilitating the connection of the rib structure and the track beam together.

Optionally, the connection member includes a body portion, a protrusion portion, and an arc portion, the protrusion portion is connected to the body portion through the arc portion, the body portion is connected to the rail beam, the protrusion portion protrudes from the body portion toward the third steel member, and the protrusion portion is connected to the third steel member. Thereby, the connection of the connecting member with the third steel member is facilitated.

Optionally, the arc portion includes a first arc surface and a second arc surface, the second arc surface is closer to the second steel member than the first arc surface, and an angle of the second arc surface is greater than an angle of the first arc surface. According to this scheme, can guarantee the stability of third steel member and connecting elements.

Optionally, the bulge includes first connection face, second connection face and terminal surface, first connection face pass through the terminal surface with the second is connected the face and is linked to each other, first connection face with first arcwall face links to each other, the second connect the face with the second arcwall face links to each other, the terminal surface with the third steel member is connected. In this way, the force of the rail beam can be transmitted to the third steel component via the projection.

Optionally, the connecting element includes a body portion and a step portion, the step portion is connected with the body portion through arc transition, the step portion includes a first step surface and a second step surface connected with the first step surface, the first step surface is closer to the third steel member than the second step surface, and the second step surface extends from the end of the first step surface toward the direction of the pier structure. Therefore, the stress area is increased, and the stability is improved.

Optionally, the second steel member include first plane of bending and with the second plane of bending that first plane of bending links to each other, first plane of bending compare the second plane of bending is closer to the third steel member, first plane of bending with first step face is connected, the second plane of bending with the second step face is connected. Therefore, the second steel member and the connecting member have larger contact area and better connecting strength.

Optionally, the second steel member has a concrete pouring opening and/or the connecting member has a concrete pouring opening. This can improve the structural strength.

Optionally, the bridge module further comprises a connecting frame configured as a grid, the connecting frame being located between the track beam and the connecting member. Thereby, has good permeability.

The present application further provides a bridge comprising a plurality of such bridge units, wherein the plurality of bridge components comprise a first bridge component, a second bridge component and a third bridge component, the second bridge component is located between the first bridge component and the third bridge component, the track beam of the first bridge component and the track beam of the second bridge component are connected together, and the track beam of the second bridge component and the track beam of the third bridge component are spaced apart.

According to the bridge of the application, the bridge comprises a plurality of bridge components, the plurality of bridge components comprise a first bridge component, a second bridge component and a third bridge component, the second bridge component is positioned between the first bridge component and the third bridge component, the track beam of the first bridge component and the track beam of the second bridge component are connected together, and the track beam of the second bridge component and the track beam of the third bridge component are spaced apart. Like this, the track roof beam can exert the effort to the arch rib structure, the arch rib structure can bear the moment of flexure and can transmit the effort to the bent cap, with the dispersion atress, the steel consumption has been reduced, the cost is reduced, the arch rib structure can also satisfy the large-span and stride across, good support performance has, the second steel member of arch rib structure has longer arm of force, great lifting surface has, thereby enlarge lifting surface of arch rib structure, thereby make the arch rib structure can the stable support track roof beam, track roof beam and arch rib structure all adopt the steel construction, with the same flexible volume of having, the expansion joint between the bridge subassembly has been reduced, the structure is light, better economic nature has, the expansion joint of bridge has been reduced.

Drawings

The following drawings of the present application are included to provide an understanding of the present application. The drawings illustrate embodiments of the application and their description, serve to explain the devices and principles of the application. In the drawings, there is shown in the drawings,

FIG. 1 is an end schematic view of a bridge module according to a preferred embodiment of the present application;

FIG. 2 is a schematic side view of a bridge according to a preferred embodiment of the present application;

FIG. 3 is a schematic top view of a bridge according to a preferred embodiment of the present application;

FIG. 4 is a schematic side view of a bridge module according to a preferred embodiment of the present application;

fig. 5 is a partially enlarged view of a portion a in fig. 4; and

fig. 6 is a side schematic view of a connecting member according to a preferred embodiment of the present application.

Description of the reference numerals:

100: a bridge 101: first bridge module

102: second bridge module 103: third bridge assembly

110: pier 111: bent cap

120: the track beam 121: first track beam

122: second track beam 130: arch rib structure

131: first steel member 132: the second steel member

133: third steel member 135: first bending surface

136: second bending surface 137: first concrete pouring opening

141: first end 142 of first steel member: second end of the first steel member

143: first end 144 of the second steel member: second end of second steel member

145: first end 146 of third steel member: second end of third steel member

150: connecting member 151: body part

152: the projecting portion 153: arc-shaped part

154: first arc surface 155: second arc surface

156: first connection face 157: second connecting surface

158: end face 159: step part

160: first step surface 161: second step surface

162: second concrete pouring port 170: connecting frame

171: connecting seat 172: bearing platform

200: vehicle with a steering wheel

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present application. It will be apparent, however, to one skilled in the art, that the present application may be practiced without one or more of these specific details. In other instances, well-known features of the art have not been described in order to avoid obscuring the present application.

In the following description, for purposes of explanation, specific details are set forth in order to provide a thorough understanding of the present application. It is apparent that the application is not limited to the specific details known to those skilled in the art. The present application is described in detail below with reference to preferred embodiments thereof, however, other embodiments in addition to these detailed descriptions are possible and should not be construed as limited to the embodiments set forth herein.

It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application, and that the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. When the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used in this application, the terms "upper," "lower," "front," "rear," "left," "right," and the like are used for purposes of illustration only and are not limiting.

Ordinal words such as "first" and "second" are referred to in this application as labels only, and do not have any other meaning, such as a particular order, etc. Also, for example, the term "first component" does not itself imply the presence of "second component", and the term "second component" does not itself imply the presence of "first component".

In the following, specific embodiments of the present application will be described in more detail with reference to the accompanying drawings, which illustrate representative embodiments of the present application and do not limit the present application.

Fig. 1 to 6 show a bridge module according to a preferred embodiment of the present application. Preferably, the bridge module is used for the vehicle 200 to run, and particularly, the bridge module can be used for the rubber-tyred tramcar to run and can well bear the acting force applied to the bridge module by the rubber-tyred tramcar.

Specifically, the bridge assembly includes a pier structure for connection with a foundation. The pier structure includes a pier 110, and the pier 110 is used to be connected to a foundation. The pier 110 may be made of concrete. Optionally, pier structure further comprises a cap 172, cap 172 being made of concrete. Pier 110 may be connected to a foundation via a cap 172. Bearing platform 172 may bear the weight forces transmitted by pier 110.

Preferably, the platform 172 may include a plurality of spaced apart columns to evenly distribute forces. Two platform columns can be arranged on the bearing platform 172 at intervals along the width direction of the bridge component, and two platform columns can be arranged on the bearing platform 172 at intervals along the length direction of the bridge component. Therefore, the supporting strength of the bearing platform 172 is improved, and stress is dispersed.

The pier structure further includes a capping beam 111, and the capping beam 111 is positioned above the pier 110. The capping beam 111 may be made of concrete. The bridge assembly further includes a rail beam 120, the rail beam 120 being positioned above the pier structure. Preferably, the rail beam 120 is located above the capping beam 111. The capping beam 111 serves to support the rail beam 120. The track beam 120 is used for the vehicle 200 to travel. The length direction of the track beam 120 is substantially parallel to the length direction of the bridge assembly. During on-site construction, a pier-beam parallel lifting process can be adopted, the upper track beam 120 and the arch rib structure 130 can be machined while the pier 110 and the capping beam 111 are machined, and the construction period is effectively saved.

In a preferred embodiment, the bridge module may include two sets of track beams 120, and the two sets of track beams 120 are spaced apart along the width direction of the bridge module. The dimension of the capping beam 111 in the width direction of the bridge assembly may be greater than the dimension of the sum of the two sets of track beams 120 in order to support the track beams 120. Both sets of track beams 120 are arranged above the capping beams 111 so that the capping beams 111 can support both sets of track beams 120. The two sets of track beams 120 can each be used for the travel of vehicles 200, so that two vehicles 200 can travel simultaneously on the bridge module.

Specifically, each set of track beams 120 may include a first track beam 121 and a second track beam 122, and the first track beam 121 and the second track beam 122 are spaced apart from each other in a width direction of the bridge assembly. The first and second rail beams 121 and 122 can stably support the same vehicle 200. The vehicle 200 may include two pairs of road wheels spaced apart along the width of the vehicle 200. Two pairs of road wheels travel on the first and second track beams 121 and 122, respectively.

The bridge assembly further includes a rib structure 130, the rib structure 130 being located between the track beam 120 and the pier structure. Preferably, the rib structure 130 is located between the track beam 120 and the capping beam 111. Optionally, as shown in figure 5, the bridge module further comprises a connecting section 171, the connecting section 171 being located between the rib structure 130 and the capping beam 111. The rib structure 130 is connected to the capping beam 111 by a connection seat 171. The rib structure 130 can disperse force well, has good supporting strength to support the rail girder 120, and uniformly disperse force applied from the rail girder 120. Alternatively, as shown in fig. 2, both ends of the track beam 120 in the length direction thereof have a rib structure 130. The two rib structures 130 can uniformly distribute the applied force of the track beam 120.

As an alternative embodiment, the bridge module includes at least two rib structures 130, and two of the at least two rib structures 130 are spaced apart along a width direction of the bridge module. For example, a bridge module may include four rib structures 130. The four rib structures 130 include a first rib structure, a second rib structure, a third rib structure, and a fourth rib structure. The first and second rib structures may be spaced apart along the length of the bridge module. The third rib structure and the fourth rib structure may be spaced apart along the length of the bridge assembly. The first arch rib structure and the third arch rib structure are arranged at intervals along the width direction of the bridge assembly. The second arch rib structure and the fourth arch rib structure are arranged at intervals along the width direction of the bridge assembly. Thereby, the four rib structures 130 can stably support the track beam 120.

The bridge module may further include two capping beams 111 and two piers 110. The two capping beams 111 are spaced apart along the length of the rail beam 120. The two piers 110 are spaced apart along a longitudinal direction of the track girder 120. The two capping beams 111 are connected to the two piers 110, respectively. The first rib structure and the third rib structure are each connected to one of the two capping beams 111 for supporting one end of the track beam 120 in a length direction of the track beam 120. The second rib structure and the fourth rib structure are each connected to the other of the two capping beams 111 for supporting the other end of the track beam 120 in the length direction of the track beam 120. Therefore, the four arch rib structures 130 can uniformly disperse the stress of the track beam 120, and can support the two ends of the track beam 120, thereby enhancing the stability.

Specific structure of the rib structure 130 as shown in fig. 4, the rib structure 130 includes a first steel member 131 and a second steel member 132, and each of the first steel member 131 and the second steel member 132 may be made of a steel pipe. From this, track roof beam and arch rib structure all adopt the steel construction to have the same flexible volume, reduced the expansion joint between the bridge subassembly, the structure is light, has better economic nature. The length direction of the first steel member 131 is substantially parallel to the height direction of the bridge module. The first steel member 131 is disposed between the track girder 120 and the pier structure. Preferably, the first steel member 131 is disposed between the rail beam 120 and the capping beam 111. Preferably, the first steel member 131 may be vertically connected to the rail beam 120, and optionally, the first steel member 131 is connected to the rail beam 120 by welding. The first steel member 131 is vertically connected to the capping beam 111. Optionally, the first steel member 131 is connected with the cap beam 111 by means of casting.

As shown in fig. 5, the first steel member 131 includes a first end 141 and a second end 142 in the height direction of the bridge module, the first end 141 of the first steel member 131 is connected with the rail beam 120, and the second end 142 of the first steel member 131 is connected with the cap beam 111. Thereby, the rail beam 120 can apply an acting force to the first steel member 131, and the first steel member 131 can transmit the acting force to the capping beam 111 to disperse the force, so that the first steel member 131 can stably support the rail beam 120.

The second steel member 132 is obliquely disposed between the track beam 120 and the first steel member 131. The second steel member 132 is tiltably coupled with the track beam 120. Alternatively, the second steel member 132 is connected to the rail beam 120 by welding. The second steel member 132 is connected to the first steel member 131 obliquely. Alternatively, the second steel member 132 is connected to the first steel member 131 by welding.

The second steel member 132 includes a first end 143 and a second end 144 in the height direction of the bridge assembly, the first end 143 of the second steel member 132 is connected to the rail beam 120 with inclination, and the second end 144 of the second steel member 132 is connected to the second end 142 of the first steel member 131 with inclination. The first steel member 131, the rail beam 120, and the second steel member 132 can collectively enclose a triangular load-bearing area to stably disperse an acting force, thereby having a good supporting function.

Preferably, the first steel member 131, the rail beam 120, and the second steel member 132 can collectively enclose a load bearing area of a right triangle to have good stability. The rail beam 120 can apply a force to the second steel member 132, and the second steel member 132 transmits the force to the first steel member 131 to disperse the force, so that the second steel member 132 can stably support the rail beam 120. Preferably, the second steel member 132 has a first concrete pouring port 137 to facilitate concrete pouring into the second steel member 132, thereby improving structural strength.

Second steel member 132 has the longer arm of force, has great lifting surface to enlarge the lifting surface of arch rib structure 130, and then increase the length of bridge package, thereby make arch rib structure 130 can the stable support track roof beam 120, and then increase the length of bridge package, have better economic nature.

According to this application bridge component, bridge component includes pier structure, track roof beam and arch rib structure, and the track roof beam is located pier structure top, and arch rib structure is located between track roof beam and the pier structure, and arch rib structure includes first steel member and second steel member, and first steel member sets up between track roof beam and pier structure, and the slope of second steel member sets up between track roof beam and first steel member. Like this, the track roof beam can exert the effort to the arch rib structure, the arch rib structure can bear the moment of flexure and can transmit the effort to the pier structure, with the dispersion atress, the steel consumption has been reduced, the cost is reduced, the arch rib structure can also satisfy the large-span and stride across, good support performance has, the second steel member of arch rib structure has longer arm of force, great lifting surface has, thereby enlarge lifting surface of arch rib structure, thereby make the arch rib structure can the stable support track roof beam, track roof beam and arch rib structure all adopt the steel construction, with the same flexible volume of having, the expansion joint between the bridge subassembly has been reduced, the structure is light, has better economic nature.

The rib structure further comprises a third steel member 133, and the third steel member 133 may be made of a steel pipe. The third steel member 133 is obliquely disposed between the track beam 120 and the first steel member 131. The third steel member 133 is connected to the track beam 120 with inclination. Optionally, the third steel member 133 is connected to the rail beam 120 by welding. The third steel member 133 is connected to the first steel member 131 at an inclination. Alternatively, the third steel member 133 is connected to the first steel member 131 by welding.

The third steel member 133 includes a first end 145 and a second end 146 in a height direction of the bridge assembly, the first end 145 of the third steel member 133 is connected to the rail beam 120 at an inclination, and the second end 146 of the third steel member 133 is connected to the second end 142 of the first steel member 131 at an inclination. The first steel member 131, the rail beam 120, and the third steel member 133 can collectively define a triangular area to stably disperse an acting force, thereby having a good supporting function.

Preferably, the first steel member 131, the rail beam 120 and the third steel member 133 can collectively enclose a load bearing area of a right triangle to have good stability. Further, the third steel member 133 is also located between the first steel member 131 and the second steel member 132 in the length direction of the rail beam 120. Thus, the rib structure 130 has a plurality of triangular regions, which enhances structural stability and improves support performance. The rail beam 120 can apply an acting force to the third steel member 133, and the third steel member 133 transmits the acting force to the first steel member 131 to disperse the force, so that the third steel member 133 can stably support the rail beam 120.

To facilitate the connection of the rib structure 130 to the track beam 120, the bridge assembly in the embodiment shown in fig. 4 further comprises a connecting member 150. The connection member 150 may be made of a steel plate. The connecting member 150 is connected to the rib structure 130 and the rail beam 120. The connecting member 150 may be connected to the rib structure 130 by welding. The connection member 150 may also be connected to the rail beam 120 by welding. The connection member 150 is configured to be hollow for filling concrete, thereby enhancing structural strength.

Specifically, in order to facilitate the connection of the connection member 150 with the third steel member 133, as shown in connection with fig. 5 and 6, the connection member 150 includes a body portion 151, a protrusion portion 152, and an arc portion 153, and the protrusion portion 152 is connected with the third steel member 133. Alternatively, the protrusion 152 may be connected with the third steel member 133 by welding.

The protrusion 152 is connected to the body part 151 by an arc-shaped part 153. The body portion 151 is connected to the rail beam 120. Alternatively, the body part 151 may be constructed in a substantially plate-shaped structure. The body portion 151 may be connected to the rail beam 120 by welding. The protruding portion 152 protrudes from the body portion 151 toward the third steel member 133. In one embodiment, the protrusion 152 is obliquely protruded toward the third steel member 133 in the height direction of the bridge module. Thus, the convex portion 152 is arc-transitionally connected with the main body 151, and can better bear the stress.

The third steel member 133 is located between the first steel member 131 and the second steel member 132 in the length direction of the track beam 120. In order to secure the stability of the connection of the third steel member 133 to the connection member 150, as shown in fig. 6, the arc 153 includes a first arc surface 154 and a second arc surface 155, the second arc surface 155 is closer to the second steel member 132 than the first arc surface 154, and the angle of the second arc surface 155 is greater than that of the first arc surface 154.

Preferably, the angle of the first arc-shaped face 154 may be an acute angle. In this way, the first steel member 131, the rail beam 120, the third steel member 133 and the connecting member 150 can collectively form a substantially right triangle. The angle of the second arc-shaped face 155 may be an obtuse angle. The second steel member 132, the track beam 120, the third steel member 133, and the connecting member 150 may collectively form a substantially obtuse triangle. In this way, the track beam 120, the rib structure 130 and the connection member 150 can be formed with a plurality of triangular structures, have good supporting strength, and can uniformly disperse the force.

The protruding portion 152 includes a first connection surface 156, a second connection surface 157, and an end surface 158, and the first connection surface 156 is connected to the second connection surface 157 through the end surface 158. The first coupling face 156 is coupled to the first arcuate face 154. The first connection surface 156 faces the first steel member 131 in the length direction of the rail beam 120. The second connection surface 157 is connected to the second arc-shaped surface 155. The second connection surface 157 faces the second steel member 132 in the length direction of the rail beam 120. The end face 158 faces the third steel member 133. The end face 158 is connected to the third steel member 133. Preferably, the end face 158 may be connected to the third steel member 133 by welding. Therefore, the protruding part 152 is connected with the body part 151 through the arc-shaped part 153, the acting force applied to the body part 151 by the rail beam 120 is dispersed to the protruding part 152, and the third steel member 133 is connected with the rail beam 120 through the protruding part 152, thereby ensuring that the third steel member 133 disperses the acting force applied to the connecting member 150.

In order to facilitate the connection of the connection member 150 with the second steel member 132, the connection member 150 may further include a step portion 159, and the step portion 159 is arc-transitionally connected with the body portion 151 to better withstand the stress. Step portion 159 includes a first step surface 160 and a second step surface 161, first step surface 160 being continuous with second step surface 161. The first step surface 160 and the second step surface 161 together constitute a step structure. The first step surface 160 is closer to the third steel member 133 than the second step surface 161. The second step surface 161 extends from the end of the first step surface 160 toward the capping beam 111. The end of the first step surface 160 is the end of the first step surface 160 remote from the third steel member 133. Thus, the stepped portion 159 can uniformly disperse the force applied by the track beam 120, increase the force-receiving area, and improve the stability.

Further, as shown in fig. 5, the second steel member 132 includes a first bending surface 135 and a second bending surface 136, and the first bending surface 135 is connected to the second bending surface 136. The first bending surface 135 is closer to the third steel member 133 than the second bending surface 136. The first bending surface 135 faces the first step surface 160 in the height direction of the bridge assembly. First bending surface 135 is connected to first step surface 160. Optionally, the first bending surface 135 is connected to the first step surface 160 by welding. The second bending surface 136 faces the second step surface 161 along the length direction of the rail beam 120. The second bending surface 136 is connected to the second step surface 161. Alternatively, the second bending surface 136 is connected to the second step surface 161 by welding. Thus, the second steel member 132 has a large contact area with the connection member 150, has a high connection strength, and can stably support the connection member 150.

Preferably, as shown in fig. 4, the connection member 150 has a second concrete pouring port 162 to facilitate pouring of concrete into the connection member 150, thereby improving structural strength. Optionally, the stepped portion 159 has a second concrete pouring port 162, so that concrete is filled into the stepped portion 159, thereby ensuring the structural strength of the stepped portion 159 and stably dispersing a stress.

To facilitate the connection, as shown in fig. 1 and 3, the bridge module further includes a connection bracket 170, and the connection bracket 170 is constructed in a lattice to have a good permeability. The connection frame 170 may be made of a steel section. The connection frame 170 is located between the rail beam 120 and the connection member 150. The track beam 120 is connected to the rib structure 130 by a connection frame 170. The rail beam 120 may be connected to the connection frame 170 by welding. The attachment frame 170 may be attached to the rib structure 130 by welding. Therefore, the permeability is good, the installation accuracy is low, the arch rib structure 130 and the connecting frame 170 are firmly connected, and the connecting frame 170 can stably support the track beam 120. Preferably, the connection frame 170 may be connected with the arch rib structure 130 through the connection member 150. Thus, the stability of connection can be ensured.

The present application further provides a bridge 100, wherein the bridge 100 comprises a plurality of bridge modules as described above.

In the embodiment shown in fig. 2 and 3, the plurality of bridge modules includes a first bridge module 101, a second bridge module 102, and a third bridge module 103, and the first bridge module 101, the second bridge module 102, and the third bridge module 103 are sequentially arranged along a length direction of the track beam 120. Second bridge assembly 102 is positioned between first bridge assembly 101 and third bridge assembly 103.

The track beam of first bridge module 101 and track beam 120 of second bridge module 102 are connected together. The track beam of first bridge module 101 and the track beam of second bridge module 102 may be joined together by welding. Thus, the connection strength can be ensured. Optionally, the rib structure of first bridge assembly 101 and the rib structure of second bridge assembly 102 may also be connected together. Thereby enabling adjacent and abutting rib structures 130 to share forces. Preferably, the rib structure of the first bridge module 101 and the rib structure of the second bridge module 102 can be jointly supported by the same capping beam 111. This reduces the number of the head beams 111, thereby improving the economy.

The track beam of the second bridge assembly 102 and the track beam 120 of the third bridge assembly 103 are spaced apart. An expansion joint is reserved between the track beam of the second bridge assembly 102 and the track beam of the third bridge assembly 103, so that the track beam 120 can be normally used when expanding with heat and contracting with cold.

The track beam 120 and the arch rib structure 130 are both of steel structures to have the same expansion amount, and the expansion joints between the bridge components are reduced. The rib structure 130 is capable of satisfying a large span, and the first bridge module 101 and the second bridge module 102 are combined together, thereby having a good supporting performance. The second bridge module 102 and the third bridge module 103 are spaced apart, so that connecting pivots of the bridge 100 are reduced, and the difficulty in installation and debugging is reduced.

According to the bridge of the application, the bridge comprises a plurality of bridge components, the plurality of bridge components comprise a first bridge component, a second bridge component and a third bridge component, the second bridge component is located between the first bridge component and the third bridge component, the track beam of the first bridge component and the track beam of the second bridge component are connected together, and the track beam of the second bridge component and the track beam of the third bridge component are spaced apart. Like this, the track roof beam can exert the effort to the arch rib structure, the arch rib structure can bear the moment of flexure and can transmit the effort to the bent cap, with the dispersion atress, the steel consumption has been reduced, the cost is reduced, the arch rib structure can also satisfy the large-span and stride across, good support performance has, the second steel member of arch rib structure has longer arm of force, great lifting surface has, thereby enlarge lifting surface of arch rib structure, thereby make the arch rib structure can the stable support track roof beam, track roof beam and arch rib structure all adopt the steel construction, with the same flexible volume of having, the expansion joint between the bridge subassembly has been reduced, the structure is light, better economic nature has, the expansion joint of bridge has been reduced.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. Terms such as "part," "section," and the like, appearing herein may refer to either a single component or a combination of components. Terms such as "mounted," "disposed," and the like, as used herein, may refer to one component as being directly attached to another component or one component as being attached to another component through intervening components. Features described herein in one embodiment may be applied to another embodiment, either alone or in combination with other features, unless the feature is not applicable or otherwise stated in the other embodiment.

The present application has been described in terms of the above-described embodiments, but it should be understood that the above-described embodiments are for purposes of illustration and description only and are not intended to limit the present application to the scope of the described embodiments. Furthermore, it will be understood by those skilled in the art that the present application is not limited to the embodiments described above, and that many variations and modifications may be made in accordance with the teachings of the present application, all of which fall within the scope of the present application as claimed. The scope of protection of this application is defined by the appended claims and their equivalents.

Claims (11)

1. A bridge module, comprising:

a pier structure;

the track beam is positioned above the pier structure;

a rib structure between the rail beam and the pier structure, the rib structure comprising:

a first steel member disposed between the rail girder and the pier structure; and

and the second steel member is obliquely arranged between the track beam and the first steel member.

2. The bridge assembly of claim 1, wherein the bridge assembly includes at least two of the rib structures, two of the at least two rib structures being spaced apart along a width of the bridge assembly.

3. The bridge assembly of claim 1, further comprising a third steel member obliquely disposed between the rail beam and the first steel member and between the first steel member and the second steel member in a length direction of the rail beam.

4. The bridge assembly according to claim 3, further comprising a connecting member connected to the rib structure and the rail beam, the connecting member being configured to be hollow.

5. The bridge assembly of claim 4, wherein the connection member comprises a body portion, a projection, and an arc portion, the projection being connected to the body portion via the arc portion, the body portion being connected to the track beam, the projection projecting from the body portion in a direction toward the third steel member, the projection being connected to the third steel member.

6. The bridge assembly of claim 5, wherein the arcuate portion comprises a first arcuate face and a second arcuate face, the second arcuate face being closer to the second steel member than the first arcuate face, the second arcuate face having an angle greater than an angle of the first arcuate face.

7. The bridge assembly of claim 6, wherein the projection includes a first connection face, a second connection face, and an end face, the first connection face being connected to the second connection face by the end face, the first connection face being connected to the first arcuate face, the second connection face being connected to the second arcuate face, the end face being connected to the third steel member.

8. The bridge assembly of claim 5, wherein the connection member comprises a body portion and a step portion, the step portion being in arc transition connection with the body portion, the step portion comprising a first step face and a second step face connected with the first step face, the first step face being closer to the third steel member than the second step face, the second step face extending from a distal end of the first step face in a direction toward the pier structure.

9. The bridge assembly of claim 8, wherein the second steel member includes a first bending face and a second bending face connected to the first bending face, the first bending face being closer to the third steel member than the second bending face, the first bending face being connected to the first step face, the second bending face being connected to the second step face.

10. The bridge assembly of claim 4, further comprising a connecting frame configured as a grid, the connecting frame being located between the track beam and the connecting member.

11. A bridge, comprising a plurality of bridge modules according to any one of claims 1 to 10, the plurality of bridge modules including a first bridge module, a second bridge module and a third bridge module, the second bridge module being located between the first and third bridge modules, the track beam of the first bridge module and the track beam of the second bridge module being connected together, the track beam of the second bridge module and the track beam of the third bridge module being spaced apart.

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