WO2019227516A1 - 一种适用于重载铁路的钢混结合梁结构 - Google Patents

一种适用于重载铁路的钢混结合梁结构 Download PDF

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WO2019227516A1
WO2019227516A1 PCT/CN2018/090002 CN2018090002W WO2019227516A1 WO 2019227516 A1 WO2019227516 A1 WO 2019227516A1 CN 2018090002 W CN2018090002 W CN 2018090002W WO 2019227516 A1 WO2019227516 A1 WO 2019227516A1
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steel
main beam
heavy
cross
concrete composite
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PCT/CN2018/090002
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English (en)
French (fr)
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谷牧
胡所亭
陶晓燕
葛凯
苏永华
马战国
刘吉元
鞠晓臣
朱希同
潘振
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中国铁道科学研究院铁道建筑研究所
中国铁道科学研究院集团有限公司
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Priority to BR112020024195-4A priority Critical patent/BR112020024195B1/pt
Publication of WO2019227516A1 publication Critical patent/WO2019227516A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges

Definitions

  • the invention relates to a beam structure, in particular to a steel-concrete composite beam structure suitable for heavy-duty railways.
  • Heavy-duty railway transportation is widely valued by railways in the world because of its large capacity, high efficiency, and low transportation costs.
  • the United States, Canada, Brazil, Australia, South Africa, etc. have upgraded existing railway lines or built new heavy-duty railways to rebuild heavy-duty railways.
  • a large number of heavy-duty trains have been launched, and heavy-duty trains have also begun to be operated on passenger-cargo mixed routes in Europe that are mainly based on passenger transport.
  • a large number of 25t axle heavy-duty trains were launched on the Daqin Railway in China.
  • the Shuohuang Railway has the capacity to operate 30t axle heavy-duty trains through intensified transformation.
  • the newly built Waji railway and Menghua railway designed for 30t axle loads have 30t axle heavy loads Train capacity.
  • China Railway Corporation will develop 27t axle load trains on existing trunk lines.
  • bridges In railway construction, bridges have various forms as structures that cross rivers, highways, and other obstacles. There are prestressed concrete beams, reinforced concrete beams, and steel beams. A small number of steel-concrete composite beam structures suitable for heavy-duty railways are used. Supporting steel box main girder combined beams, down-through steel truss main beam combined beams, etc., the existing structural form of the composite beam has a relatively large span, but the structure is relatively complicated, and the structure has a large weight. For the small and medium spans of newly built heavy-duty railways or the strengthening of existing cables, there are some shortcomings in using existing structural forms to combine beams.
  • the existing steel-concrete composite beam structures suitable for heavy-duty railways in existing heavy-load railways are mainly used in newly-built lines, and are generally steel box main beam composite beams or steel truss main beam composite beams.
  • the applicable span is generally 32m and above. Complex and heavy weight; not suitable for small and medium spans.
  • the technical problem solved by the present invention is to provide a steel-concrete composite beam structure suitable for heavy-load railways. In order to solve the shortcomings in the background art described above.
  • a steel-concrete composite beam structure suitable for heavy-duty railways The steel main beam is made of duplex steel.
  • the steel main beam and the bridge deck are connected as a whole.
  • the steel main beam beam body adopts a variable cross-section design and the height of the end beam body. Below the height of the intermediate beam body, arc transitions are used at variable sections, and cross-sections are set between the duplex steels for connection.
  • cross-link includes a middle cross-link or an end cross-link provided at the support.
  • the steel main beam and the bridge deck are connected as a whole by welding studs or shear nails on the upper surface of the I-shaped steel.
  • the steel main beam structure is connected through a web, and stiffening ribs are provided on the outside of the web.
  • middle cross link is connected with two I-shaped steel main beam web stiffeners through high-strength bolts and gusset plates.
  • stiffening ribs are provided at the arc transition section, the top beam point, and the support of the steel main beam, along the extending direction of the steel main beam structure.
  • the end cross-link is equal to the I-shaped steel main beam
  • the upper flange of the end cross-link is connected to the upper edge of the steel main beam through a butt weld of a ceramic gasket
  • the end cross-link web The stiffener at the support, the lower flange at the end transversely connected with the lower flange of the steel main beam are connected by high-strength bolts.
  • the invention has the advantages of simple structure, light weight, and convenient construction.
  • the beam can be replaced by a lifting beam or an elevated platform after being prefabricated, or the concrete bridge deck can be cast in place at the bridge site.
  • the height limit at the bridge pier has good adaptability and beautiful appearance; the arc transition is adopted at the variable section and a set of short stiffeners can be used to effectively reduce the concentrated stress; the connection method of the end transverse connection and the steel main beam improves the beam end fatigue Force performance.
  • Figure 1 is a schematic elevation view of a steel-concrete composite beam structure suitable for heavy-duty railways
  • Figure 2 is a sectional view of 1-1 of the present invention (there is no cross-link at the beam end)
  • Fig. 3 is a cross-sectional view of 2-2 of the present invention (the end is horizontally connected)
  • Figure 4 is a 3-3 cross-sectional view of the present invention (in the middle horizontal joint)
  • Figure 5 is a cross-sectional view of 4-4 of the present invention (there is no horizontal connection in the middle)
  • Figure 6 is a 5-5 cross-sectional view of the invention
  • a steel-concrete composite beam structure suitable for heavy-duty railways The steel main beam 3 connects the steel main beam 3 and the bridge deck 2 as a whole through a surface welded stud or shear pin 8.
  • the steel main beam 3 Duplex steel is used, and the retaining wall 1 is set on the bridge deck.
  • the beam body adopts a variable section design. The height of the end beam body can be adjusted as required. The height of the end beam body is lower than the height of the middle beam body.
  • the arc section is used for the variable section.
  • the stiffener is provided at the arc transition section of the steel main beam. 5. Stiffening ribs 6 at the point of the top beam.
  • the steel main beam structure is connected through the web.
  • the outside of the web is provided with stiffening ribs 7, and the stiffening ribs extend along the extension direction of the steel main beam 3.
  • the middle cross link is connected with two I-shaped steel main beam web stiffeners 4 through high-strength bolts and gusset plates 9; the end cross-connect 10 is at the same height as the I-shaped steel main beam 3 at the support, and the end cross-connect 10 is on the upper wing.
  • the edge is connected to the upper edge of the steel main beam by the butt weld seam 11 of the ceramic gasket.
  • the end cross connection 10 is provided on the web and the steel main beam stiffener 7 at the bearing.
  • the bottom cross edge of the end cross connection 10 and the lower flange of the steel main beam are passed through high strength Bolted.
  • the duplex steel main beam of the present invention has open space for easy inspection and maintenance; the beam body has a simple structure and can be manufactured in the factory as required and then transported to the bridge site for erection, or it can be assembled at the bridge site and cast-in-place concrete; through variable section
  • the design meets the requirements for the structural height at the bridge pier.
  • the arc section is adopted at the variable section and a set of short stiffeners can be used to effectively reduce the concentrated stress.
  • the transverse connection method is used to ensure that the beam structure has sufficient lateral stiffness.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)

Abstract

一种适用于重载铁路的钢混结合梁结构，钢主梁（3）通过栓钉或剪力钉（8）与桥面板（2）连接，钢主梁（3）采用变截面双工型钢，端部梁体高度小于中间梁体高度，变截面处采用弧线过渡，双工型钢之间设置横联进行连接。该结合梁结构简单，横向刚度大，便于检修，适用于桥墩处的不同高度。

Description

一种适用于重载铁路的钢混结合梁结构 技术领域
本发明涉及一种梁结构，尤其涉及一种适用于重载铁路的钢混结合梁结构。
背景技术
重载铁路运输因其运能大、效率高、运输成本低而受到世界各国铁路的广泛重视，美国、加拿大、巴西、澳大利亚、南非等通过既有线路升级改造或新建重载铁路重载铁路以大量开行重载列车，在欧洲以客运为主的客货混运干线上也开始开行重载列车。在中国大秦铁路大量开行25t轴重重载列车，朔黄铁路通过强化改造，具备开行30t轴重重载列车能力，新建的按30t轴重荷载设计的瓦日铁路和蒙华铁路具备开行30t轴重重载列车能力，另外，中国铁路总公司将在既有线干线发展开行27t轴重列车。
在铁路建设中，桥梁作为跨越河流、公路等障碍物的结构有多种形式，有预应力混凝土梁、钢筋混凝土梁、钢梁，并少量采用适用于重载铁路的钢混结合梁结构，如上承式钢箱主梁结合梁，下承式钢桁主梁结合梁等，既有结构形式的结合梁跨越能力相对较大，但是结构相对较为复杂，结构自重也较大。对于新建重载铁路或既有线强化改造时中小跨度，采用既有结构形式结合梁存在一定的欠缺。
既有重载铁路应用的适用于重载铁路的钢混结合梁结构主要在新建线路中，且一般为钢箱主梁结合梁或钢桁主梁结合梁，适用跨度一般为32m及以上，结构复杂，自重较大；对于中小跨度不太适用。(1)既有钢箱主梁结合梁如用在中小跨度桥梁中，由于建筑高度小，人员无法进入钢箱进行检查和维修；下承式钢桁主梁结合梁建筑高度太大，钢材和混凝土用量大，存在不必要的浪费。(2) 既有线强化改造时，往往在桥墩处对梁体高度或上部空间有限制，既有型式结合梁不能满足此项要求。
发明内容
本发明所解决的技术问题在于提供一种适用于重载铁路的钢混结合梁结构。以解决上述背景技术中的缺点。
本发明所解决的技术问题采用以下技术方案来实现：
一种适用于重载铁路的钢混结合梁结构，钢主梁采用双工型钢，钢主梁和桥面板连接为整体，所述的钢主梁梁体采用变截面设计，端部梁体高度低于中间梁体的高度，变截面处采用弧线过渡，双工型钢之间设置有横联进行连接。
进一步地，所述的横联包括中间横联或者设置在支座处的端部横联。
进一步地，通过在所述的工型钢上表面焊接栓钉或剪力钉把所述的钢主梁和所述的桥面板连接为整体。
进一步地，所述的钢主梁结构通过腹板连接，腹板的外侧设置有加劲肋。
进一步地，所述的中间横联通过高强螺栓和节点板与两个工型钢主梁腹板加劲肋连接起来。
进一步地，所述的钢主梁弧形过渡段处、顶梁点处、支座处设有加劲肋，沿着钢主梁结构的延伸方向。
进一步地，所述的端部横联与所述的工型钢主梁等高，所述的端部横联上翼缘通过陶瓷衬垫对接焊缝与钢主梁上缘连接，端部横联腹板和所述的支座处加劲肋、端部横联下翼缘和钢主梁下翼缘通过高强螺栓连接。
本发明的有益效果在于：结构简单，自重轻，施工方便，可预制后通过吊装架梁或高架平台换梁，亦可以在桥位处现浇混凝土桥面板；梁体变截面设计， 对既有线桥墩处高度限制有良好的适应性，且外形美观；变截面处采用弧线过渡，并设置一组短加劲肋，可有效降低集中应力；端横联与钢主梁连接方式提高了梁端疲劳受力性能。
附图说明
图1为适用于重载铁路的钢混结合梁结构立面示意图
图2为本发明的1-1剖面图(梁端无横联处)
图3为本发明的2-2剖面图(端部横联处)
图4为本发明的3-3剖面图(中间横联处)
图5为本发明的4-4剖面图(中间无横联处)
图6为本发明的5-5剖面图(跨中横联处)
具体实施方式
为了使本发明实现的技术手段、创作特征、达成目的与功效易于明白了解，下面结合具体图示，进一步阐述本发明。
如图所示：一种适用于重载铁路的钢混结合梁结构，钢主梁3通过表面焊接栓钉或剪力钉8，把钢主梁3和桥面板2连接为整体，钢主梁3采用双工型钢，桥面板上设有挡砟墙1。梁体采用变截面设计，端部梁体高度可根据需要调整，端部梁体高度低于中间梁体的高度，变截面处采用弧线过渡，钢主梁弧形过渡段处设有加劲肋5，顶梁点处加劲肋6，钢主梁结构通过腹板连接，腹板的外侧设置有加劲肋7，加劲肋沿着钢主梁3结构的延伸方向。中间横联通过高强螺栓和节点板9与两个工型钢主梁腹板加劲肋4连接起来；在支座处端部横联10与工型钢主梁3等高，端部横联10上翼缘通过陶瓷衬垫对接焊缝11与钢主梁上缘连接，端部横联10腹板和支座处钢主梁加劲肋7、端部横联10下翼缘和钢主 梁下翼缘通过高强螺栓连接。
本发明的双工型钢主梁空间开放，便于检查维修；梁体结构简单，可根据需要在工厂制作，然后运输至桥位处架设，也可以在桥位处拼装，现浇混凝土；通过变截面设计，满足桥墩处对结构高度的限制要求，变截面处采用弧线过渡，并设置一组短加劲肋，可有效降低集中应力；通过横联连接方式，保证梁体结构具有足够的横向刚度。
以上显示和描述了本发明的基本原理和主要特征和本发明的优点。本行业的技术人员应该了解，本发明不受上述实施例的限制，上述实施例和说明书中描述的只是说明本发明的原理，在不脱离本发明精神和范围的前提下，本发明还会有各种变化和改进，这些变化和改进都落入要求保护的本发明范围内。本发明要求保护范围由所附的权利要求书及其等效物界定。

Claims (7)

  1. 一种适用于重载铁路的适用于重载铁路的钢混结合梁结构结构，钢主梁采用双工型钢，钢主梁和桥面板连接为整体，所述的钢主梁梁体采用变截面设计，端部梁体高度低于中间梁体的高度，变截面处采用弧线过渡，双工型钢之间设置有横联进行连接。
  2. 根据权利要求1所述的一种适用于重载铁路的钢混结合梁结构，其特征在于：所述的横联包括中间横联或者设置在支座处的端部横联。
  3. 根据权利要求2所述的一种适用于重载铁路的钢混结合梁结构，其特征在于：通过在所述的工型钢上表面焊接栓钉或剪力钉把所述的钢主梁和所述的桥面板连接为整体。
  4. 根据权利要求3所述的一种适用于重载铁路的钢混结合梁结构，其特征在于：所述的钢主梁结构通过腹板连接，腹板的外侧设置有加劲肋。
  5. 根据权利要求4所述的一种适用于重载铁路的钢混结合梁结构，其特征在于：所述的中间横联通过高强螺栓和节点板与两个工型钢主梁腹板加劲肋连接起来。
  6. 根据权利要求5所述的一种适用于重载铁路的钢混结合梁结构，其特征在于：所述的钢主梁弧形过渡段处、顶梁点处、支座处设有加劲肋，沿着钢主梁结构的延伸方向。
  7. 根据权利要求6所述的一种适用于重载铁路的钢混结合梁结构，其特征在于：所述的端部横联与所述的工型钢主梁等高，所述的端部横联上翼缘通过陶瓷衬垫对接焊缝与钢主梁上缘连接，端部横联腹板和所述的支座处加劲肋、端部横联下翼缘和钢主梁下翼缘通过高强螺栓连接。
PCT/CN2018/090002 2018-05-31 2018-06-05 一种适用于重载铁路的钢混结合梁结构 WO2019227516A1 (zh)

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