Steel-concrete combined section design method based on top plate deflection constraint and steel-concrete combined section

Abstract

The invention relates to a steel-concrete combined section design method based on top plate deflection constraint, which comprises the following steps that a top plate of a steel-concrete combined section is equivalent to a continuous beam supported on an elastic fulcrum, and the elastic fulcrum comprises a stiffening rib or an anchor pipe positioned below the top plate; the maximum deflection w of the equivalent continuous beam caused by the first wheel load under the elastic supporting condition is determined; the rigidity k of the stiffening rib or the anchor pipe serving as the elastic fulcrum is solved; and determining a top plate deflection constraint inequality, and simultaneously solving the top plate deflection constraint inequality and a calculation formula of the maximum deflection w of the continuous beam so as to determine different types of stiffening ribs or anchor pipes, sizes of the stiffening ribs or anchor pipes and / or distances in the transverse bridge direction. The invention provides a steel-concrete combined section design method based on top plate deflection constraint. A stiffening rib or an anchor pipe which not only meets the requirement of a prestressed steel beam anchoring space but also has enough rigidity support for a top plate can be quickly determined.

Description

Technical Field

[0001] The invention relates to the technical field of bridge engineering design, and in particular to a steel-concrete joint section design method based on top plate deflection constraint and a steel-concrete joint section. Background Art

[0002] At present, with the increasing development of my country's bridge infrastructure, the industry is increasingly welcoming bridges with stronger spanning capacity and better economics. When crossing large obstacles, hybrid beam bridges with a main structure of concrete continuous beams or concrete steel structures and a steel box beam in the middle of the main span are highly applicable, which can meet the large span span capacity and take into account economy. The use of a steel box beam in the middle of the main span can greatly reduce the weight and is more conducive to the structural stress of the concrete beam.

[0003] In a hybrid beam bridge, a steel-concrete joint section needs to be set between the concrete and the steel structure. The span of a hybrid beam bridge is relatively large, and the prestressed steel strands are generally configured to be relatively large. These large numbers of prestressed steel strands need to be anchored in the top and bottom plates of the steel structure in the steel-concrete joint section, and the steel-concrete joint section itself also needs to anchor a certain number of local prestressed steel strands at the same position, so the space inside the beam is relatively tight. Since the structural layout of the top and bottom plates needs to ensure the working space of the prestressed steel strands during the operation period and the working space of the jacks for construction tensioning, the spacing and size of the stiffening ribs or anchor pipes on the top plate must be set to leave enough space. For example, if the spacing of the stiffening ribs on the top plate is relatively large, it is easy to weaken the supporting force of the stiffening ribs on the top plate, and the top plate will have a large deflection under the action of vehicle loads. The deflection of the top plate must be strictly controlled within the allowable limit, otherwise the long-term vehicle load will cause fatigue damage to the top plate of the steel-concrete joint section.

[0004] Therefore, the arrangement of stiffeners or anchor pipes, such as their type, spacing and size, is directly related to the deflection of the top plate. In order to determine whether the top plate deflection corresponding to the stiffener type or anchor pipe and its spacing and size is within the limit, tests or calculations must be conducted in actual design, such as full-scale or scaled model tests or finite element calculations. It often takes a lot of time to verify the rationality of the arrangement of stiffeners or anchor pipes in the top plate of the steel-concrete joint section with the results of real tests or simulation calculations. Summary of the invention

[0005] The technical problem to be solved by the present application is that it is time-consuming to perform finite element analysis or test analysis when judging whether the top plate deflection corresponding to the stiffening rib type or anchor pipe and its spacing and size is within the limit value in the existing related technology.

[0006] The embodiment of the present application provides a steel-concrete joint section design method based on top plate deflection constraint, comprising the following steps:

[0007] The top plate of the steel-concrete combined section is equivalent to a continuous beam supported on an elastic support, wherein the elastic support includes a stiffening rib or an anchor pipe located below the top plate;

[0008] Determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load under elastic support conditions. The maximum deflection w is calculated as follows:

[0009] Wherein, L is the transverse distance of the stiffener or anchor pipe, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, and k is the stiffness of the stiffener or anchor pipe as an elastic support.

[0010] Solve the stiffness k of the stiffening rib or anchor pipe as the elastic fulcrum; the calculation formula is:

[0011] Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s is the cantilever length of the bending deformation of the stiffening rib or anchor pipe corresponding to the first wheel load;

[0012] Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and the formula for calculating the maximum deflection w of the continuous beam is solved to obtain: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

[0013] In one embodiment, the wheel width is less than 1 times the transverse bridge spacing of the stiffening ribs or anchor tubes.

[0014] The embodiment of the present application also provides a steel-concrete joint section design method based on top plate deflection constraint, which includes the following steps:

[0015] The top plate of the steel-concrete combined section is equivalent to a continuous beam supported on an elastic support, wherein the elastic support includes a stiffening rib or an anchor pipe located below the top plate;

[0016] The maximum deflection w of the equivalent continuous beam caused by the first wheel load and the second wheel load under elastic support conditions is determined. The calculation formula of the maximum deflection w is:

[0017] Wherein, L is the transverse distance of the stiffener or anchor pipe, i is the linear stiffness of the continuous beam, q is the concentration of the first wheel load, k is the stiffener or anchor pipe stiffness corresponding to the first wheel load, q' is the concentration of the second wheel load, k' is the stiffener or anchor pipe stiffness corresponding to the second wheel load;

[0018] Determine the stiffness k and k' of the stiffener or anchor pipe as an elastic fulcrum;

[0019] The calculation formula is:

[0020] Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s I is the bending deformation cantilever length of the stiffening rib or anchor pipe corresponding to the first wheel load; s ′ is the moment of inertia of the stiffener or anchor pipe corresponding to the second wheel load, E s ′ is the elastic modulus of the stiffener or anchor pipe corresponding to the second wheel load, L s ' is the bending deformation cantilever length of the stiffening rib or anchor pipe corresponding to the second wheel load;

[0021]

[0022] Combined with the calculation formula of the maximum deflection w of the continuous beam, we get: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

[0023] In one embodiment, the wheel width is greater than 1 times the transverse spacing of the stiffening ribs or anchor tubes and less than 2 times the transverse spacing of the stiffening ribs or anchor tubes.

[0024] The embodiment of the present application further provides a steel-concrete joint section, which is designed by using the steel-concrete joint section design method based on top plate deflection constraint as described in any one of the above items, and the steel-concrete joint section serves as a connecting transition part between a concrete beam and a steel box beam in a hybrid beam bridge;

[0025] The steel-concrete combined section includes a steel-concrete composite section, a pressure plate, and a rigidity transition section that are sequentially connected, the steel-concrete composite section is connected to the concrete beam, and the rigidity transition section is connected to the steel box beam;

[0026] The stiffness transition section comprises a top plate, a bottom plate, a web plate, stiffening ribs and an anchor pipe. The top plate, the bottom plate and the web plate are connected in pairs. The stiffening ribs comprise an anchor pipe connecting plate fixed under the top plate. The anchor pipe is fixedly connected to the anchor pipe connecting plate.

[0027] In one embodiment, the length of the anchor pipe connecting plate is greater than the length of the anchor pipe.

[0028] In one embodiment, the stiffening ribs further include T-shaped stiffening ribs and reinforcing plate ribs fixed below the top plate, and the T-shaped stiffening ribs and reinforcing plate ribs are arranged at intervals.

[0029] In one embodiment, the stiffening ribs further include U-shaped stiffening ribs fixed below the top plate and arranged on both sides of the T-shaped stiffening ribs and / or the reinforcement plate ribs.

[0030] In one embodiment, the rigid transition section further comprises rigid transverse ribs and at least two transverse partitions connected in sequence, wherein the rigid transverse ribs and the transverse partitions are respectively vertically connected to the top plate, the bottom plate and the web plate;

[0031] One end of the anchor pipe is fixed to the pressure plate, and the other end is fixed to the rigid transverse rib;

[0032] One end of the anchor pipe connecting plate is fixed to the pressure bearing plate, and the other end passes through the rigid transverse rib and is fixed to the first transverse partition plate;

[0033] One end of the T-shaped stiffening rib is fixed to the pressure plate, and the other end passes through the rigid transverse rib and the first transverse diaphragm, and is fixed to the second transverse diaphragm;

[0034] One end of the reinforcing plate rib is fixed to the pressure plate, and the other end passes through the rigid transverse rib and the first transverse diaphragm, and is fixed to the second transverse diaphragm;

[0035] The U-shaped stiffening rib is arranged between the rigid transverse rib and the transverse partition and / or between two transverse partitions.

[0036] In one embodiment, the steel-concrete combined section is provided with a prestressed steel bundle, one end of the prestressed steel bundle is fixed to the anchor pipe, and the other end passes through the anchor pipe and is fixed to a concrete tooth block in the concrete beam.

[0037] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0038] The embodiment of the present application provides a design method for a steel-concrete combined section based on the deflection constraint of the top plate, which equates the top plate of the steel-concrete combined section to a continuous beam supported on an elastic fulcrum, and simplifies the discrete finite element analysis into a numerical formula calculation; then the maximum deflection of the equivalent continuous beam caused by the wheel load under the elastic support condition and the stiffness of the stiffening rib or anchor pipe are solved; finally, when the inequality of the deflection constraint of the top plate is solved simultaneously, the spacing and moment of inertia of the stiffening rib or anchor pipe that meet the deflection requirements of the top plate can be quickly obtained, and the size can be inferred from the moment of inertia; or the designer preliminarily determines the size and spacing of the stiffening rib or anchor pipe based on experience, and verifies whether it meets the deflection limit requirements of the top plate according to the design method provided in the embodiment of the present application; the design method provided in the embodiment of the present application takes into account both the deflection constraint limit of the top plate and the elastic stiffness of the stiffening rib or anchor pipe, and can quickly determine the stiffening rib or anchor pipe that meets the anchoring space requirements of the prestressed steel bundle and has sufficient rigidity support for the top plate. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0040] Figure 1 The figure is a flow chart of a method for designing a steel-concrete joint section based on top plate deflection constraint in one embodiment of the present invention.

[0041] Figure 2 The figure is a schematic diagram of the stress and deformation of the top plate of the steel-concrete combined section under the action of wheel load in one embodiment of the present invention.

[0042] Figure 3 It is the mechanical characteristics and load diagram of the continuous beam equivalent to the top plate in one embodiment of the present invention.

[0043] Figure 4 This is a schematic diagram of the maximum deflection position of the top plate in the longitudinal direction of the bridge in one embodiment of the present invention.

[0044] Figure 5 It is a schematic diagram of the cantilever length of the bending deformation of the stiffening rib in one embodiment of the present invention.

[0045] Figure 6 It is a schematic diagram of the maximum deflection of the top plate under the superposition of multiple wheel loads in one embodiment of the present invention.

[0046] Figure 7 It is a schematic elevation view of a steel-concrete combined section in one embodiment of the present invention.

[0047] Figure 8It is a schematic cross-sectional view of the steel-concrete joint section along line AA in one embodiment of the present invention.

[0048] Fig. 9 It is a schematic cross-sectional view of the steel-concrete combined section along line BB in one embodiment of the present invention.

[0049] In the figure: 1. concrete beam; 11. concrete tooth block; 2. steel-concrete combined section; 21. steel-concrete composite section; 211. concrete; 22. pressure plate; 23. stiffness transition section; 231. top plate; 232. bottom plate; 233. web plate; 234. stiffening rib; 2341. anchor pipe connecting plate; 2342. T-shaped stiffening rib; 2343. reinforcing plate rib; 2344. U-shaped stiffening rib; 2345. web plate stiffening rib; 235. anchor pipe; 2351. anchor pipe anchor pad; 236. rigid transverse rib; 237. transverse diaphragm; 24. shear nail; 3. steel box beam; 4. prestressed steel strand. DETAILED DESCRIPTION

[0050] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0051] like Figure 1 As shown, Figure 1 The figure is a flow chart of a method for designing a steel-concrete joint section based on top plate deflection constraint in one embodiment of the present invention.

[0052] This embodiment provides a steel-concrete joint section design method based on top plate deflection constraint, comprising the following steps:

[0053] Step S1, the top plate of the steel-concrete combined section is equivalent to a continuous beam supported on an elastic fulcrum, wherein the elastic fulcrum includes a stiffening rib or an anchor pipe located below the top plate;

[0054] Step S2: determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load under elastic support conditions. The maximum deflection w is calculated as follows:

[0055] Where, L is the transverse spacing of the stiffeners, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, and k is the stiffness of the stiffener as an elastic support.

[0056] Step S3, solving the stiffness k of the stiffening rib or anchor pipe as the elastic fulcrum; the calculation formula is:

[0057]

[0058] Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s is the cantilever length of the bending deformation of the stiffening rib or anchor pipe corresponding to the first wheel load;

[0059] Step S4: Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and the formula for calculating the maximum deflection w of the continuous beam is solved to obtain: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

[0060] The present embodiment provides a design method for a steel-concrete combined section based on the deflection constraint of the top plate, which equates the top plate of the steel-concrete combined section to a continuous beam supported on an elastic fulcrum, and simplifies the discrete finite element analysis into a numerical formula calculation; then the maximum deflection of the equivalent continuous beam caused by the wheel load under the elastic support condition and the stiffness of the stiffening rib or anchor pipe are solved; finally, when the inequality of the deflection constraint of the top plate is solved simultaneously, the spacing and moment of inertia of the stiffening rib or anchor pipe that meet the deflection requirements of the top plate can be quickly obtained, and the size can be inferred from the moment of inertia; or the designer preliminarily determines the size and spacing of the stiffening rib or anchor pipe based on experience, and verifies whether it meets the deflection limit requirements of the top plate according to the design method provided in the embodiment of the present application; the design method of the embodiment of the present application takes into account both the deflection constraint limit of the top plate and the elastic stiffness of the stiffening rib or anchor pipe, and can quickly determine the stiffening rib or anchor pipe that meets the anchoring space requirements of the prestressed steel bundle and has sufficient rigidity support for the top plate.

[0061] Each step is described and explained in detail below.

[0062] like Figure 2 As shown, Figure 2 The figure is a schematic diagram of the stress and deformation of the top plate of the steel-concrete combined section under the action of wheel load in one embodiment of the present invention.

[0063] Step S1, the top plate of the steel-concrete combined section is equivalent to a continuous beam supported on an elastic support, wherein the elastic support includes a stiffening rib or an anchor pipe located below the top plate.

[0064] Specifically, please also refer to the specific structure of the subsequent steel-concrete joint section. The vehicle load acts on the top plate 231 of the steel-concrete joint section 2. The top plate 231 transfers the wheel load acting on the bridge deck to the stiffening ribs 234 or anchor pipes 235 and transverse ribs 236 below the top plate 231, and then transfers it to the web 233. Taking the stiffening ribs 234 as an example, the top plate 231 is equivalent to a continuous beam supported on the stiffening ribs 234. Since the stiffening ribs 234 are not completely rigid, but have a certain degree of elasticity, the stiffening ribs 234 are equivalent to elastic fulcrums; the anchor pipes 235 are similar. Therefore, the top plate 231 is equivalent to a continuous beam supported on an elastic fulcrum.

[0065] From the cross-bridge direction of the top plate 231 of the steel-concrete combined section 2, because the wheel load borne by the top plate 231 is a local load, and the steel plates far from the wheels basically do not participate in the force, the top plate 231 is equivalent to a three-span continuous beam supported on a fulcrum. The fulcrum is composed of stiffening ribs or anchor pipes under the top plate. The stiffening ribs have various forms, such as T-shaped stiffening ribs 2342, U-shaped stiffening ribs 2344, anchor pipe connecting plates 2341, reinforcement plate ribs 2343, etc., and the second and third fulcrums in the middle are elastic supports, and the first and fourth fulcrums on both sides are rigid supports, similar to consolidation boundaries.

[0066] like Figure 3 As shown, Figure 3 It is the mechanical characteristics and load diagram of the continuous beam equivalent to the top plate in one embodiment of the present invention.

[0067] Step S2: determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load under elastic support conditions. The maximum deflection w is calculated as follows:

[0068] Wherein, L is the transverse spacing of the stiffener or anchor pipe, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, and k is the stiffness of the stiffener or anchor pipe as an elastic fulcrum.

[0069] Specifically, the top plate 231 is equivalent to a three-span continuous beam supported from the first support point to the fourth support point, and its structural mechanical characteristics and load are as follows: Figure 3 shown.

[0070] The cross-sectional width of the three-span continuous beam equivalent to the top plate is b, and the cross-sectional height is h, which is the thickness t of the top plate 231. The maximum displacement of the entire top plate 231 is located at the mid-span point N, and its mid-span maximum displacement, i.e., the maximum deflection w, is derived by the structural mechanics displacement method, as shown in the following formula.

[0071]

[0072] Maximum deflection

[0073] Among them, w1 is the elastic deformation deflection of the stiffener or anchor pipe, w2 is the elastic deformation deflection of the top plate under the first wheel load and considering the elastic support boundary of the stiffener or anchor pipe. L is the transverse bridge spacing of the stiffener or anchor pipe, q is the first wheel load concentration, which is equal to the weight of the vehicle load transferred to one wheel divided by the wheel width, and k is the stiffness of the stiffener or anchor pipe as an elastic fulcrum, which is determined by the structural dimensions of the stiffener or anchor pipe and its bending deformation cantilever length.

[0074] i is the linear stiffness of the continuous beam, i = EI / L;

[0075] Among them, E is the elastic modulus of steel, I is the moment of inertia of the three-span continuous beam equivalent to the top plate, b is the width of the continuous beam equivalent to the top plate, and h is the equivalent continuous beam height = top plate thickness t.

[0076] In one embodiment, according to the provisions of the "Urban Bridge Design Code" on the wheel load range: the wheel range is 0.6m in the horizontal direction and 0.2m in the vertical direction. Considering that the pavement thickness is generally 0.08m; 0.2+0.08*2=0.36m, the longitudinal dimension and width b of the top plate 231 are preferably taken as 0.36m. The center of the continuous beam equivalent to the top plate 231 is located at the center of the area with the largest deflection of the top plate 231, that is, the two transverse partitions are centered (the detailed structure of the steel-concrete joint section is described later).

[0077] Step S3, solving the stiffness k of the stiffening rib or anchor pipe as the elastic fulcrum; the calculation formula is:

[0078]

[0079] Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s It is the cantilever length of the bending deformation of the stiffener or anchor pipe corresponding to the first wheel load.

[0080] In step S2, the stiffening rib 234 or the anchor pipe 235 provides an elastic support stiffness k for the continuous beam equivalent to the top plate 231, which is determined by the structural dimensions of the stiffening rib 234 or the anchor pipe 235 and the bending deformation cantilever length thereof.

[0081] The following takes the stiffening rib 234 as an example, and the anchor pipe 235 is similar. If the stiffening rib 234 is a rectangular cross section, the dimension is the width b s , height h s , then the moment of inertia of the stiffener is If the stiffener is of other types, the moment of inertia I of the stiffener can be obtained by the common formula or integral s .

[0082] like Figure 4 and Figure 5 As shown, Figure 4 This is a schematic diagram of the maximum deflection position of the top plate in the longitudinal direction of the bridge in one embodiment of the present invention. Figure 5 It is a schematic diagram of the cantilever length of the bending deformation of the stiffening rib in one embodiment of the present invention.

[0083] Take the stiffening rib 234 as an example below, and the anchor pipe 235 is similar. The bending deformation cantilever length of the stiffening rib 234: From the perspective of the longitudinal bridge of the steel-concrete joint section 2, because the top plate 231 is supported on the stiffening rib 234, and the two ends of the stiffening rib 234 are fixed to the front and rear diaphragms, the position where the top plate has the largest deflection is the center of the two diaphragms in the longitudinal bridge direction. Assuming that the distance between the two diaphragms is L0, the bending deformation cantilever length of the stiffening rib 234 is

[0084] Step S4: Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and the formula for calculating the maximum deflection w of the continuous beam is solved to obtain: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

[0085] Specifically, the relevant specifications stipulate that the maximum deflection of the top plate is (a is a constant), such as w≤L / 700, where L is the transverse spacing of stiffeners or anchor pipes.

[0086] Substituting the maximum deflection formula in step S2 into the top plate deflection constraint inequality, we obtain:

[0087] Maximum deflection

[0088] Then, the stiffening rib stiffness formula and line stiffness formula in step S3 are substituted to obtain:

[0089] Maximum deflection

[0090] In the above formula, the known parameters are the first wheel load q; the elastic modulus E of the top plate (top plate is steel); the elastic modulus E of the stiffening rib or anchor pipe (steel) s ; Equivalent continuous beam inertia moment I of top plate; Unit displacement δ; Bending deformation length L of stiffening rib or anchor pipe s = L0 / 2, L0 is the longitudinal distance between the two transverse diaphragms. The only unknown parameters are the transverse distance L of the stiffener or anchor pipe and the moment of inertia I of the stiffener or anchor pipe. s , moment of inertia I s Related to the size of the stiffener or anchor pipe.

[0091] Through the above scheme, the inequality test is performed to determine the moment of inertia I of the stiffener or anchor pipe s Or the transverse spacing of the bridge, and then determine the size of the stiffener or anchor pipe, or verify through trial calculation whether the size and spacing of the stiffener or anchor pipe meet the requirements of the top plate deflection deformation limit. Simple trial calculation can quickly obtain a reasonable stiffener or anchor pipe layout plan, quickly verify the size of the stiffener or anchor pipe and its layout spacing, avoid complex finite element calculations, and improve design efficiency.

[0092] The above scheme is applicable to the case where the wheel width is less than 1 times the transverse spacing of the stiffeners or anchor pipes. For example, when the top plate is provided with stiffeners with a spacing of 0.3m, the wheel load of the trolley only acts within the interval of one stiffener, which is applicable to the trolley with a wheel width less than 0.3m.

[0093] The embodiment of the present application also provides a steel-concrete joint section design method based on the top plate deflection constraint, which is suitable for large vehicles with a wheel width greater than 1 times the transverse bridge spacing of the stiffening ribs or anchor pipes and less than 2 times the transverse bridge spacing of the stiffening ribs or anchor pipes. For example, when the top plate is provided with stiffening ribs with a spacing of 0.3m, the wheel load of the vehicle acts within the interval between the two stiffening ribs, which is suitable for large vehicles with a wheel width of 0.3m to 0.6m; if the wheel width is greater than 2 times the stiffening rib spacing, then based on this idea, the deflection effect of the third wheel load can be superimposed to expand the scope of application.

[0094] A design method for a steel-concrete joint section based on top plate deflection constraint includes the following steps:

[0095] Step S1, the top plate 231 of the steel-concrete combined section 2 is equivalent to a continuous beam supported on an elastic fulcrum, and the elastic fulcrum includes a stiffening rib 234 or an anchor pipe 235 located below the top plate 231.

[0096] Step S2: determining the maximum deflection w of the equivalent continuous beam caused by the first wheel load and the second wheel load under elastic support conditions. The maximum deflection w is calculated as follows:

[0097] Wherein, L is the transverse spacing of the stiffeners or anchor pipes, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, k is the stiffness of the stiffeners or anchor pipes corresponding to the first wheel load, q' is the second wheel load concentration, and k' is the stiffness of the stiffeners or anchor pipes corresponding to the second wheel load.

[0098] Specifically, Figure 6 As shown, Figure 6 The maximum deflection of the top plate under the superposition of multiple wheel loads in one embodiment of the present invention is shown in FIG. The first wheel load is between the second fulcrum and the third fulcrum, and the second wheel load is between the first fulcrum and the second fulcrum.

[0099] If the wheel range is large, the first wheel load q and the second wheel load q' are distributed on the span L of the two adjacent stiffening ribs 234 of the top plate 231. The maximum deflection of the top plate 231 is based on the maximum deflection caused by the first wheel load q, and the elastic deformation deflection w1' of the stiffening rib or anchor pipe caused by the second wheel load q' is superimposed.

[0100] Maximum deflection

[0101] Step S3, solving the stiffness k and k' of the stiffening rib or anchor pipe as the elastic fulcrum;

[0102] The calculation formula is:

[0103] Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s I is the bending deformation cantilever length of the stiffening rib or anchor pipe corresponding to the first wheel load; s ′ is the moment of inertia of the stiffener or anchor pipe corresponding to the second wheel load, E s ′ is the elastic modulus of the stiffener or anchor pipe corresponding to the second wheel load, L s ' is the bending deformation cantilever length of the stiffening rib or anchor pipe corresponding to the second wheel load;

[0104] Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and the formula for calculating the maximum deflection w of the continuous beam is solved to obtain: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

[0105] The meanings of other steps and the same parameters are the same as those of the first design method and will not be repeated here.

[0106] like Figure 7-Figure 9 As shown, Figure 7 It is a schematic elevation view of a steel-concrete combined section in one embodiment of the present invention. Figure 8 It is a schematic cross-sectional view of the steel-concrete joint section along line AA in one embodiment of the present invention. Fig. 9 It is a schematic cross-sectional view of the steel-concrete combined section along line BB in one embodiment of the present invention.

[0107] The embodiment of the present application also provides a steel-concrete joint section, which is designed by applying the above-mentioned steel-concrete joint section design method based on top plate deflection constraint, and the steel-concrete joint section 2 serves as a connecting transition part between the concrete beam 1 and the steel box beam 3 in the hybrid beam bridge;

[0108] The steel-concrete combined section 2 includes a steel-concrete composite section 21, a pressure plate 22, and a rigidity transition section 23 which are sequentially connected. The steel-concrete composite section 21 is connected to the concrete beam 1, and the rigidity transition section 23 is connected to the steel box beam 3.

[0109] The stiffness transition section 23 includes a top plate 231, a bottom plate 232, a web plate 233, a stiffening rib 234, and an anchor pipe 235. The top plate 231, the bottom plate 232, and the web plate 233 are welded to each other. The stiffening rib 234 on the top plate 231 includes an anchor pipe connecting plate 2341 fixed under the top plate 231, and the anchor pipe 235 is fixedly connected to the anchor pipe connecting plate 2341.

[0110] Through the above scheme, under the premise of meeting the anchorage space, tensioning work space and transportation space of the prestressed tendons of the concrete beam, anchor pipe connecting plates are provided as top plate stiffening ribs to provide rigidity support for the top plate, transmit huge prestress, and make the support interval of the top plate smaller, so that the top plate can be thinner, thereby reducing the self-weight on the basis of meeting the deflection limit of the top plate.

[0111] The top plate 231, bottom plate 232, web plate 233 of the rigidity transition section 23 are welded to the pressure plate 22, and cover the pressure plate 22, extending into the concrete 211 of the steel-concrete composite section 21; the top plate 231, bottom plate 232, web plate 233, and pressure plate 22 are welded with shear nails 24, which are connected to the concrete 211 through the shear nails 24, so as to directly contact and transmit internal forces under pressure, and the connection method of the shear nails increases the mutual shear and tensile resistance. The concrete 211 of the steel-concrete composite section 21 and the concrete of the concrete beam 1 are cast in one piece.

[0112] The connection between the rigidity transition section 23 and the steel box girder 3 is a combination of welding and bolting. The top plate 231, the bottom plate 232, and the web plate 233 are welded to the top plate, bottom plate, and web plate corresponding to the steel box girder 3; and the stiffening rib 234 is connected to the stiffening rib corresponding to the steel box girder 3 by bolts.

[0113] In one embodiment, the rigid transition section 23 further includes rigid transverse ribs 236 and at least two transverse partitions 237 connected in sequence, and the rigid transverse ribs 236 and transverse partitions 237 are respectively vertically connected to the top plate 231, the bottom plate 232 and the web 233, so that the torsional resistance of the cross section is enhanced and the integrity is increased. Welding holes are reserved on the transverse partitions 237 to leave space for the stiffening ribs 234 to pass through.

[0114] In one embodiment, the anchor pipe connecting plate 2341 of the stiffening rib 234 is welded and fixed to the top plate 231, one end of which presses against the pressure plate 22 and is welded and fixed to the pressure plate 22, and the other end passes through the rigid transverse rib 236 and the welding hole reserved in the first transverse partition 237, presses against the first transverse partition 237 and is welded and fixed to the first transverse partition 237.

[0115] In one embodiment, the anchor pipe 235 is fixed to the bottom of the anchor pipe connecting plate 2341 by single-sided beveled full-penetration welding, one end of which is pressed against the pressure plate 22 and welded to the pressure plate 22, and the other end passes through the welding hole reserved in the rigid cross rib 236 and is welded to the rigid cross rib 236.

[0116] Furthermore, at one end portion where the anchor pipe 235 and the rigid transverse rib 236 are welded and fixed, an anchor pipe anchor plate 2351 is welded in a circumferential welding manner.

[0117] In one embodiment, the length of the anchor pipe connecting plate 2341 is greater than the length of the anchor pipe 235 .

[0118] Through the above solution, the length of the anchor pipe connecting plate 2341 is greater than the length of the anchor pipe 235, which can enhance the support force on the top plate 231 and extend the support range.

[0119] In one embodiment, the stiffening ribs 234 further include T-shaped stiffening ribs 2342 and reinforcing plate ribs 2343 fixed below the top plate 231 , and the T-shaped stiffening ribs 2342 and reinforcing plate ribs 2343 are arranged at intervals.

[0120] Through the above scheme, the T-shaped stiffening ribs 2342 and the reinforcing plate ribs 2343 further provide support for the top plate 231. At the same time, the T-shaped stiffening ribs 2342 and the reinforcing plate ribs 2343 are arranged at intervals to leave enough space for prestressing, and also reserve path space for the jack to enter the working position.

[0121] Specifically, the T-shaped stiffening rib 2342 is welded and fixed to the top plate 231 , one end of which presses against the pressure plate 22 and is welded and fixed to the pressure plate 22 , and the other end passes through the rigid transverse rib 236 and the welding hole reserved in the first transverse partition 237 , presses against the second transverse partition 237 and is welded and fixed to the second transverse partition 237 .

[0122] The reinforcing plate rib 2343 is welded and fixed on the top plate 231 , one end of which presses against the pressure plate 22 and is welded and fixed to the pressure plate 22 , and the other end passes through the rigid transverse rib 236 and the welding hole reserved in the first transverse partition 237 , presses against the second transverse partition 237 and is welded and fixed to the second transverse partition 237 .

[0123] In one embodiment, the stiffening ribs 234 also include U-shaped stiffening ribs 2344 fixed below the top plate 231 and arranged on both sides of the T-shaped stiffening ribs 2342 and / or the reinforcement plate ribs 2343 , and the U-shaped stiffening ribs 2344 are arranged between the rigid transverse ribs 236 and the transverse partitions 237 and / or between two transverse partitions 237 .

[0124] Specifically, the U-shaped stiffening rib 2344 on the T-shaped stiffening rib 2342 is divided into two parts, which respectively pass through the reserved welding holes of the two transverse partitions 237, and are fixed by a single-sided welding and double-sided forming process on both sides of the T-shaped stiffening rib 2342. The U-shaped stiffening rib 2344 on the reinforcing plate rib 2343 is divided into two parts, which respectively pass through the reserved welding holes of the first transverse partition 237, and are fixed by a single-sided welding and double-sided forming process on both sides of the reinforcing plate rib 2343.

[0125] In one embodiment, one end of the U-shaped stiffening rib 2344 presses against the rigid transverse rib 236 and is welded to the rigid transverse rib 236, and the other end passes through the welding holes reserved in the two transverse partitions 237 and is welded to each other, extending to the on-site connection seam with the steel box girder 3 and connected to the steel box girder 3.

[0126] Further, the top plate 231 is provided with a transverse slope of i%, the U-shaped stiffening ribs 2344 are provided perpendicular to the top plate 231, and the T-shaped stiffening ribs 2342 are provided vertically.

[0127] Through the above scheme, the anchor pipe connecting plate 2341, the anchor pipe 235, the T-shaped stiffening rib 2342, the reinforcement plate rib 2343, and the U-shaped stiffening rib 2344 as a whole provide stronger support stiffness for the top plate 231, increasing the ability to withstand vehicle loads and fatigue loads caused by repeated rolling.

[0128] The rigid transverse rib 236 provides transverse constraints for the anchor pipe connecting plate 2341, the anchor pipe 235, the T-shaped stiffening rib 2342, the reinforcing plate rib 2343, and the U-shaped stiffening rib 2344. The two transverse partitions 237 provide transverse constraints for the T-shaped stiffening rib 2342, the reinforcing plate rib 2343, and the U-shaped stiffening rib 2344.

[0129] Between the pressure plate 2 and the rigid transverse rib 236, an anchor pipe connecting plate 2341, T-shaped stiffening ribs 2342, and reinforcing plate ribs 2343 are fixed on the top plate 231; between the rigid transverse rib 236 and the first transverse diaphragm 237, an anchor pipe connecting plate 2341, T-shaped stiffening ribs 2342, stiffening plate ribs 2343, and U-shaped stiffening ribs 2344 are fixed on the top plate 231; between the first transverse diaphragm 237 and the second transverse diaphragm 237, T-shaped stiffening ribs 2342, stiffening plate ribs 2343, and U-shaped stiffening ribs 2344 are fixed on the top plate 231. Through the mutual cooperation of different types of stiffening ribs 234 in the above three areas, a smooth transition is achieved, so that the support of the top plate 231 will not change suddenly, and the top plate 231 has stable and reliable support.

[0130] In one embodiment, the steel-concrete joint section 23 is provided with a prestressed steel bundle 4 , one end of which is fixed to the anchor pipe 235 , and the other end of which passes through the anchor pipe 235 and is fixed to the concrete tooth block 11 in the concrete beam 1 .

[0131] Specifically, holes are opened at positions corresponding to the pressure plate 2 and the anchor pipe 235, leaving holes for the prestressed steel bundle 4 to pass through; when the anchor pipe 235 is provided with an anchor pipe anchor plate 2351, one end of the prestressed steel bundle 4 passes through the anchor pipe 235 and is anchored to the anchor pipe anchor plate 2351, and the other end passes through the anchor pipe 235, the pressure plate 2 and concrete, and is fixed to the concrete tooth block 11 in the concrete beam 1, forming a combined matching anchoring method, which is convenient for anchoring the prestressed steel bundle 4; and the anchor pipe 235 smoothly transfers the huge prestress to the stiffness transition section 23, and then to the pressure plate 22 and the concrete beam 1, so that the force transmission is more uniform and balanced, the concrete is not easily crushed, and the stiffness connection is smoother.

[0132] Under the premise of satisfying the anchoring space of the prestressed tendons of the concrete beam, the tensioning work space, and the transportation space, the existing steel-concrete joint section requires a top plate thickness of more than 30mm to meet the deflection limit requirements of the top plate. The steel-concrete joint section designed by applying the steel-concrete joint section design method based on the top plate deflection constraint provided in the embodiment of the present application provides sufficient rigidity support for the top plate through different types of stiffening ribs or the form and size of anchor pipes. The top plate thickness is thinner, and only 18mm can meet the deflection limit requirements of the top plate, and can also greatly reduce the dead weight and save materials.

[0133] In one embodiment, the structure of the bottom plate 232 is similar to that of the top plate 231 , and the structure of the stiffening ribs 234 on the bottom plate 232 is similar to that of the stiffening ribs 234 on the top plate 231 , which includes an anchor pipe connecting plate 2341 fixed above the bottom plate 232 , and the anchor pipe 235 is fixedly connected to the anchor pipe connecting plate 2341 .

[0134] In one embodiment, the anchor pipe connecting plate 2341 of the stiffening rib 234 is welded and fixed to the base plate 232, one end of which is pressed against the pressure plate 22 and welded to the pressure plate 22, and the other end passes through the rigid transverse rib 236 and the welding hole reserved in the first transverse partition 237, presses against the first transverse partition 237 and is welded to the first transverse partition 237.

[0135] In one embodiment, the anchor pipe 235 of the stiffening rib 234 is fixed to the top of the anchor pipe connecting plate 2341 by single-sided beveled penetration welding, one end of which is pressed against the pressure plate 22 and welded to the pressure plate 22, and the other end passes through the welding hole reserved by the rigid transverse rib 236 and is welded to the rigid transverse rib 236. Furthermore, at one end of the anchor pipe 235 where the rigid transverse rib 236 is welded, the anchor pipe anchor pad 2351 is welded by circumferential welding.

[0136] In one embodiment, the length of the anchor pipe connecting plate 2341 is greater than the length of the anchor pipe 235 .

[0137] In one embodiment, the stiffening ribs 234 on the bottom plate 232 further include T-shaped stiffening ribs 2342 and reinforcing plate ribs 2343 fixed above the bottom plate 232 , and the T-shaped stiffening ribs 2342 and the reinforcing plate ribs 2343 are arranged at intervals.

[0138] Specifically, the T-shaped stiffening rib 2342 is welded and fixed to the base plate 232 , one end of which presses against the pressure plate 22 and is welded and fixed to the pressure plate 22 , and the other end passes through the rigid transverse rib 236 and the welding hole reserved in the first transverse partition 237 , presses against the second transverse partition 237 and is welded and fixed to the second transverse partition 237 .

[0139] The reinforcing plate rib 2343 is welded and fixed on the bottom plate 232 , one end of which presses against the pressure plate 22 and is welded and fixed to the pressure plate 22 , and the other end passes through the rigid transverse rib 236 and the welding hole reserved in the first transverse partition 237 , presses against the second transverse partition 237 and is welded and fixed to the second transverse partition 237 .

[0140] The rigid transverse rib 236 provides transverse constraints for the anchor pipe connecting plate 2341, the anchor pipe 235, the T-shaped stiffening rib 2342, and the reinforcing plate rib 2343. The two transverse partitions 237 provide transverse constraints for the T-shaped stiffening rib 2342 and the reinforcing plate rib 2343.

[0141] In one embodiment, the steel-concrete joint section 23 is provided with a prestressed steel bundle 4 , one end of which is fixed to the anchor pipe 235 , and the other end of which passes through the anchor pipe 235 and is fixed to the concrete tooth block 11 in the concrete beam 1 .

[0142] Specifically, holes are opened at positions corresponding to the pressure plate 2 and the anchor pipe 235, leaving holes for the prestressed steel bundle 4 to pass through; when the anchor pipe 235 is provided with an anchor pipe anchor plate 2351, one end of the prestressed steel bundle 4 passes through the anchor pipe 235 and is anchored to the anchor pipe anchor plate 2351, and the other end passes through the anchor pipe 235, the pressure plate 2 and concrete, and is fixed to the concrete tooth block 11 in the concrete beam 1.

[0143] In one embodiment, the stiffening rib 234 on the web 233 includes an anchor pipe connecting plate 2341 welded and fixed to the web 233 and a web stiffening rib 2345. The structure of the anchor pipe connecting plate 2341 and the anchor pipe 235 on the web 233 is substantially the same as that of the anchor pipe connecting plate 2341 and the anchor pipe 235 on the top plate 231, and thus will not be described in detail herein.

[0144] Further, the web stiffening ribs 2345 and the anchor pipe connecting plates 2341 are arranged alternately, and the web stiffening ribs 2345 extend onto the pressure bearing plate 2. The left or right side of the anchor pipe 235 on the web 233 is welded to the anchor pipe connecting plate 2341.

[0145] The web stiffening rib 2345 is welded and fixed to the web 233, one end of which is pressed against the pressure plate 22 and welded to the pressure plate 22, and the other end passes through the rigid transverse rib 236 and the welding holes reserved in the two transverse partitions 237, and extends to the on-site connection seam with the steel box girder 3, and is connected to the steel box girder 3.

[0146] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0147] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0148] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0149] The above is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A design method for steel-concrete joint section based on top plate deflection constraint, characterized in that: It includes the following steps: The top plate of the steel-concrete combined section is equivalent to a continuous beam supported on an elastic support, wherein the elastic support includes a stiffening rib or an anchor pipe located below the top plate; Determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load under elastic support conditions. The calculation formula of the maximum deflection w is: Wherein, L is the transverse distance of the stiffener or anchor pipe, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, and k is the stiffness of the stiffener or anchor pipe as an elastic support. Solve the stiffness k of the stiffening rib or anchor pipe as an elastic fulcrum; the calculation formula is: Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener corresponding to the first wheel load, δ is the unit displacement 1, L s is the cantilever length of the bending deformation of the stiffening rib or anchor pipe corresponding to the first wheel load; Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and the formula for calculating the maximum deflection w of the continuous beam is solved to obtain: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

2. The steel-concrete joint section design method based on top plate deflection constraint according to claim 1 is characterized in that: The wheel width is less than 1 times the transverse spacing of the stiffeners or anchor pipes.

3. A design method for steel-concrete joint section based on top plate deflection constraint, characterized in that: It includes the following steps: The top plate of the steel-concrete combined section is equivalent to a continuous beam supported on an elastic support, wherein the elastic support includes a stiffening rib or an anchor pipe located below the top plate; The maximum deflection w of the equivalent continuous beam caused by the first wheel load and the second wheel load under elastic support conditions is determined. The calculation formula of the maximum deflection w is: Wherein, L is the transverse distance of the stiffener or anchor pipe, i is the linear stiffness of the continuous beam, q is the concentration of the first wheel load, k is the stiffener or anchor pipe stiffness corresponding to the first wheel load, q' is the concentration of the second wheel load, k' is the stiffener or anchor pipe stiffness corresponding to the second wheel load; Determine the stiffness k and k' of the stiffener or anchor pipe as an elastic fulcrum; The calculation formula is: Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s I is the bending deformation cantilever length of the stiffening rib or anchor pipe corresponding to the first wheel load; s ′ is the moment of inertia of the stiffener or anchor pipe corresponding to the second wheel load, E s ′ is the elastic modulus of the stiffener or anchor pipe corresponding to the second wheel load, L s ' is the bending deformation cantilever length of the stiffening rib or anchor pipe corresponding to the second wheel load; Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and the formula for calculating the maximum deflection w of the continuous beam is solved to obtain: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

4. The steel-concrete joint section design method based on top plate deflection constraint according to claim 3 is characterized in that: The wheel width is greater than 1 times the transverse spacing of the stiffeners or anchor pipes and less than 2 times the transverse spacing of the stiffeners or anchor pipes.

5. A steel-concrete joint section, designed by using the steel-concrete joint section design method based on top plate deflection constraint as described in any one of claims 1 to 4, characterized in that: The steel-concrete combined section (2) serves as a connecting transition portion between the concrete beam (1) and the steel box beam (3) in the hybrid beam bridge; The steel-concrete combined section (2) comprises a steel-concrete composite section (21), a pressure plate (22), and a stiffness transition section (23) connected in sequence, the steel-concrete composite section (21) being connected to the concrete beam (1), and the stiffness transition section (23) being connected to the steel box beam (3); The stiffness transition section (23) comprises a top plate (231), a bottom plate (232), a web plate (233), a stiffening rib (234), and an anchor pipe (235); the top plate (231), the bottom plate (232), and the web plate (233) are connected in pairs; the stiffening rib (234) comprises an anchor pipe connecting plate (2341) fixed below the top plate (231); and the anchor pipe (235) is fixedly connected to the anchor pipe connecting plate (2341).

6. The steel-concrete joint section according to claim 5, characterized in that: The length of the anchor pipe connecting plate (2341) is greater than the length of the anchor pipe (235).

7. The steel-concrete joint section according to claim 5, characterized in that: The stiffening ribs (234) further include T-shaped stiffening ribs (2342) and reinforcing plate ribs (2343) fixed below the top plate (231), and the T-shaped stiffening ribs (2342) and reinforcing plate ribs (2343) are arranged at intervals.

8. The steel-concrete joint section according to claim 7, characterized in that: The stiffening ribs (234) further include U-shaped stiffening ribs (2344) fixed below the top plate (231) and arranged on both sides of the T-shaped stiffening ribs (2342) and / or the reinforcing plate ribs (2343).

9. The steel-concrete joint section according to claim 8, characterized in that: The rigidity transition section (23) further comprises rigid transverse ribs (236) and at least two transverse partitions (237) connected in sequence, wherein the rigid transverse ribs (236) and the transverse partitions (237) are respectively vertically connected to the top plate (231), the bottom plate (232) and the web plate (233); One end of the anchor pipe (235) is fixed to the pressure plate (22), and the other end is fixed to the rigid transverse rib (236); One end of the anchor pipe connecting plate (2341) is fixed to the pressure bearing plate (22), and the other end passes through the rigid transverse rib (236) and is fixed to the first transverse partition plate (237); One end of the T-shaped stiffening rib (2342) is fixed to the pressure plate (22), and the other end passes through the rigid transverse rib (236) and the first transverse diaphragm (237), and is fixed to the second transverse diaphragm (237); One end of the reinforcing plate rib (2343) is fixed to the pressure-bearing plate (22), and the other end passes through the rigid transverse rib (236) and the first transverse partition (237), and is fixed to the second transverse partition (237); The U-shaped stiffening rib (2344) is arranged between the rigid transverse rib (236) and the transverse partition (237) and / or between two transverse partitions (237).

10. The steel-concrete joint section according to claim 5, characterized in that: The steel-concrete combined section (2) is provided with a prestressed steel bundle (4), one end of the prestressed steel bundle (4) is fixed to the anchor pipe (235), and the other end passes through the anchor pipe (235) and is fixed to the concrete tooth block (11) in the concrete beam (1).

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