Combined box-truss girder bridge for railway and highway with cantilever

Abstract

The embodiment of the present application provides a combined box-truss girder bridge for both highway and railway with cantilevers, which includes a steel box girder, two main trusses, a highway bridge deck system and a railway bridge deck system. The steel box girder includes a box body and two cantilevers, and the two cantilevers are arranged on both sides of the box body in the transverse direction; the two main trusses are arranged under the steel box girder, and each main truss includes a lower chord and a plurality of web members. The two main trusses are arranged at intervals along the transverse direction of the bridge, and the plurality of web members connect the lower chord and the box body; the highway bridge deck system includes a highway bridge deck, and the highway bridge deck is arranged on the steel box girder; the railway bridge deck system includes a railway bridge deck and a plurality of first cross beams, and the plurality of first cross beams connect the lower chords of the two main trusses, and the railway bridge deck is arranged on the plurality of first cross beams. The combined box-truss girder bridge for both highway and railway with cantilevers in the embodiment of the present application has large transverse and vertical bending resistance, large spanning ability, and its transverse and vertical stiffness can meet the driving requirements of high-speed trains.

Description

Technical Field

[0001] The present invention relates to the field of bridge engineering, and particularly to a combined box-truss girder bridge for both highway and railway with cantilevers. Background Art

[0002] With the rapid development of the national economy, the demand for transportation construction has increased sharply. There are more and more large-scale combined highway-railway bridges being built and prepared to be built at home and abroad. As the train running speed is getting faster and faster, the requirements for the lateral and vertical stiffness of combined highway-railway bridges are also continuously increasing. However, the combined highway-railway bridges in related technologies are generally composed of steel trusses, and the design of the members of conventional steel trusses is difficult and it is difficult to meet the above requirements. Summary of the Invention

[0003] In view of this, the main purpose of the embodiments of the present application is to provide a combined box-truss girder bridge for both highway and railway with cantilevers, so as to solve the technical problem that the combined highway-railway bridges in related technologies are difficult to meet the requirements for lateral and vertical stiffness required for high-speed train operation.

[0004] To achieve the above object, the technical solution of the embodiments of the present application is realized as follows:

[0005] The embodiments of the present application provide a combined box-truss girder bridge for both highway and railway with cantilevers, including:

[0006] A steel box girder, the steel box girder includes a box body and two cantilevers, and the two cantilevers are arranged on both sides of the box body in the transverse direction;

[0007] Two main trusses arranged on the lower side of the steel box girder, the main trusses include lower chord members and a plurality of web members, the two main trusses are arranged at intervals in the transverse direction of the bridge, and the plurality of web members connect the lower chord members and the box body;

[0008] A highway bridge deck system, the highway bridge deck system includes a highway bridge deck, and the highway bridge deck is arranged on the steel box girder;

[0009] A railway bridge deck system, the railway bridge deck system includes a railway bridge deck and a plurality of first cross beams, the plurality of first cross beams connect the lower chord members of the two main trusses, and the railway bridge deck is arranged on the plurality of first cross beams.

[0010] Further, the cantilever includes a plurality of second cross beams arranged at intervals in the longitudinal direction of the bridge, the second cross beam includes a first web and a flange connected to the first web, the first web is connected to the box body and the highway bridge deck, and the flange is located below the first web.

[0011] Further, the second cross beam further includes a first stiffening assembly, and the first stiffening assembly is arranged on the first web.

[0012] Further, the box body includes a bottom wall plate, two first longitudinal beams, and a plurality of third cross beams;

[0013] The two first longitudinal beams and the plurality of third cross beams are all arranged on the bottom wall plate. The two first longitudinal beams are arranged at intervals in the transverse bridge direction. The plurality of third cross beams are arranged between the two first longitudinal beams and at intervals in the longitudinal bridge direction. The two first longitudinal beams and the third cross beams are all connected to the highway bridge deck;

[0014] Each of the first longitudinal beams is respectively connected to a corresponding cantilever;

[0015] A plurality of web members of each main truss are all connected to a corresponding first longitudinal beam.

[0016] Further, the third cross beam includes a first transverse diaphragm and a second stiffening assembly. The second stiffening assembly includes a transverse stiffening plate and a longitudinal stiffening plate;

[0017] The first transverse diaphragm is arranged on the bottom wall plate and at intervals in the longitudinal bridge direction. The highway bridge deck is connected to the first transverse diaphragm;

[0018] The number of the transverse stiffening plates is at least two. At least two transverse stiffening plates are arranged at intervals in the vertical direction on the first transverse diaphragm. A plurality of longitudinal stiffening plates are arranged between every two adjacent first transverse diaphragms.

[0019] Further, the third cross beam includes two sub-beam bodies. The sub-beam body includes the first transverse diaphragm and the second stiffening assembly. The box body further includes a second longitudinal beam. The combined box-truss girder bridge with cantilevers further includes a plurality of cable anchoring assemblies;

[0020] The second longitudinal beam is arranged on the bottom wall plate and connected to the highway bridge deck;

[0021] The two sub-beam bodies are respectively arranged on both sides of the second longitudinal beam;

[0022] The plurality of cable anchoring assemblies are arranged on the highway bridge deck and located above the second longitudinal beam.

[0023] Further, the combined box-truss girder bridge with cantilevers further includes a plurality of cable anchoring assemblies;

[0024] The plurality of cable anchoring assemblies are arranged on the highway bridge deck and respectively located above the two first longitudinal beams.

[0025] Further, the two main trusses are inclined, and the width between the tops of the two main trusses is greater than the width between the bottoms of the two main trusses.

[0026] Furthermore, the railway bridge deck system further includes small longitudinal beams, and a plurality of the small longitudinal beams are arranged between every two adjacent first cross beams.

[0027] Furthermore, the highway bridge deck and the railway bridge deck are both orthotropic steel bridge decks.

[0028] Furthermore, the main truss is a Warren truss, a triangular truss or an N-shaped truss; and / or,

[0029] the web member is a box-shaped member or an H-shaped member.

[0030] The embodiment of the present application provides a combined steel box-truss girder bridge with cantilevers. The combined steel box-truss girder bridge with cantilevers adopts a combined structure of a steel box girder and a main truss. Among them, the steel box girder is composed of a box body and two cantilevers. The main truss is arranged on the lower side of the steel box girder, and the web members of the main truss are directly connected to the box body. The highway bridge deck system is connected to the steel box girder, and the railway bridge deck system is connected to the main truss. Therefore, the combined steel box-truss girder bridge with cantilevers in the embodiment of the present application not only has large transverse and vertical bending resistances, but also has a simple cross-section and a large spanning ability. Furthermore, the lateral and vertical stiffness of the combined steel box-truss girder bridge with cantilevers can meet the driving requirements of high-speed trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is an elevation view of a combined steel box-truss girder bridge with cantilevers provided by an embodiment of the present application;

[0032] Figure 2 is Figure 1 a schematic diagram of the connection relationship between the first cross beam and the lower chord shown in;

[0033] Figure 3 is Figure 1 a schematic diagram of the connection relationship between the second web, the third web and the highway bridge deck shown in;

[0034] Figure 4 is Figure 1 a schematic diagram of the connection relationship between the lower chord, the second transverse diaphragm and the railway bridge deck shown in;

[0035] Figure 5 is Figure 1 a schematic diagram of the connection relationship between the steel box girder and the highway bridge deck shown in;

[0036] Figure 6 is Figure 5 a schematic diagram of the connection relationship between the second cross beam and the third transverse diaphragm shown in;

[0037] Figure 7 is Figure 5Schematic diagram of the connection relationship between the first transverse partition, the second web, the third web and the bottom wall plate of the box body shown in the figure.

[0038] Reference numerals:

[0039] Steel box girder 10; box body 11; bottom wall plate 111; third cross beam 112; first transverse partition 1121; second stiffening assembly 1122; transverse stiffening plate 11221; longitudinal stiffening plate 11222; first longitudinal beam 113; second web 1131; third transverse partition 1132; second longitudinal beam 114; third web 1141; fourth transverse partition 1142; cantilever 12; second cross beam 121; first web 1211; flange 1212; first stiffening assembly 122; main truss 20; lower chord 21; web member 22; highway bridge deck system 30; highway bridge deck 31; railway bridge deck system 40; railway bridge deck 41; first cross beam 42; second transverse partition 421; third stiffening assembly 422; small longitudinal beam 43; cable anchoring assembly 50. Specific embodiments

[0040] It should be noted that, without conflict, the embodiments in this application and the technical features in the embodiments can be combined with each other. The detailed description in the specific embodiments should be understood as an explanatory illustration of the purpose of this application and should not be regarded as an improper limitation of this application.

[0041] In the description of this application, the "cross-bridge direction", "up", and "down" orientations or positional relationships are based on the Figure 1 orientations or positional relationships shown in the figure. It should be understood that these orientation terms are only for the convenience of describing this 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 should not be construed as a limitation of this application.

[0042] The embodiments of this application provide a combined highway-railway box-truss girder bridge with a cantilever. Please refer to Figure 1 , Figure 4 and Figure 5, the combined box-truss girder bridge for both highway and railway with cantilevers includes: a steel box girder 10, main trusses 20, a highway bridge deck system 30, and a railway bridge deck system 40. The steel box girder 10 includes a box body 11 and two cantilevers 12, and the two cantilevers 12 are arranged on both sides of the box body 11 in the transverse direction. The number of main trusses 20 is two, and the two main trusses 20 are arranged on the lower side of the steel box girder 10. The main truss 20 includes a lower chord 21 and multiple web members 22. The two main trusses 20 are arranged at intervals in the transverse direction of the bridge, and the multiple web members 22 connect the lower chord 21 and the box body 11. The highway bridge deck system 30 includes a highway bridge deck 31, and the highway bridge deck 31 is arranged on the steel box girder 10. The railway bridge deck system 40 includes a railway bridge deck 41 and multiple first cross beams 42. The multiple first cross beams 42 connect the lower chords 21 of the two main trusses 20, and the railway bridge deck 41 is arranged on the multiple first cross beams 42.

[0043] That is to say, the combined box-truss girder bridge for both highway and railway with cantilevers in this application adopts a combined structure of a steel box girder 10 and main trusses 20. Among them, the steel box girder 10 is composed of a box body 11 and two cantilevers 12. The steel box girder 10 has good overall performance, is convenient for maintenance, and is easy to add ballast. While meeting the stiffness requirements, it can save the amount of steel used. The upper chord is not provided on the main truss 20, and multiple web members 22 are directly connected to the box body 11. The web members 22 can be box-shaped members or H-shaped members. At the same time, since the combined box-truss girder bridge for both highway and railway with cantilevers does not have a secondary truss, it is convenient to make the main truss 20 into a triangular truss without vertical members, which is applicable to various truss structures such as Warren truss, triangular truss, and N-shaped truss.

[0044] The axial pressure borne by the main girder of the combined box-truss girder bridge for both highway and railway with cantilevers in this application is mainly borne by the steel box girder 10. Therefore, the combined box-truss girder bridge for both highway and railway with cantilevers not only has large transverse and vertical bending resistance, but also has a simple cross-section and a large spanning ability, and the transverse and vertical stiffness can meet the driving requirements of high-speed trains.

[0045] In addition, since the axial pressure borne by the main girder is mainly borne by the steel box girder 10, and the main truss 20 only plays a role in participating in the combined force, there is no need to set up structures such as upper horizontal bracing, intermediate cross bracing, and portal frame between the two main trusses 20. Thus, the height of the main truss 20 can be reduced. Furthermore, while saving the amount of steel used, the project cost can be reduced.

[0046] In one embodiment, both the highway bridge deck 31 and the railway bridge deck 41 are orthotropic steel bridge decks. Setting orthotropic steel bridge decks can reduce the self-weight of the combined highway-railway box-truss girder bridge with cantilevers 12. Additionally, during the actual manufacturing process, the steel box girder 10 and the highway bridge deck 31 can be welded into one integral unit in the factory, and the main truss 20, the railway bridge deck 41, and multiple first crossbeams 42 can be welded into another integral unit. Then, the two integral units can be transported to the construction site for installation. Thus, on-site assembly can be reduced, and while ensuring quality, the construction speed can be greatly improved.

[0047] Please refer to Figure 1 、 Figure 5 and Figure 6 , in one embodiment, the cantilever 12 includes multiple second crossbeams 121 arranged at intervals along the longitudinal bridge direction. The second crossbeam 121 includes a first web 1211 and a flange 1212 connected to the first web 1211. The first web 1211 is connected to the box body 11 and the highway bridge deck 31, and the flange 1212 is located below the first web 1211. That is to say, the cantilever 12 can be composed of multiple second crossbeams 121 in an inverted T shape, rather than being set as an enclosed structure with a bottom plate. Thus, while meeting the stiffness requirements, the steel quantity of the bottom plate can be saved. Furthermore, both the self-weight of the combined highway-railway box-truss girder bridge with cantilevers can be reduced, and the production cost can be saved.

[0048] Please refer to Figure 5 , in one embodiment, the second crossbeam 121 further includes a first stiffening assembly 122. The first stiffening assembly 122 is arranged on the first web 1211. Specifically, the first stiffening assembly 122 can include multiple stiffening plates. The multiple stiffening plates can all be arranged vertically, or some can be arranged vertically and some horizontally. Thus, the first web 1211 can be strengthened to improve the strength and stiffness of the second crossbeam 121.

[0049] Please refer to Figure 3 、 Figure 5 and Figure 7, in one embodiment, the box body 11 includes a bottom wall plate 111, two first longitudinal beams 113, and a plurality of third cross beams 112. The first longitudinal beam 113 includes two second webs 1131 arranged at intervals, and a plurality of third cross partitions 1132 arranged between the two second webs 1131. The two first longitudinal beams 113 and the plurality of third cross beams 112 are both arranged on the bottom wall plate 111. The two first longitudinal beams 113 are arranged at intervals along the transverse bridge direction. The plurality of third cross beams 112 are arranged between the two first longitudinal beams 113 and at intervals along the longitudinal bridge direction. The two first longitudinal beams 113 and the third cross beams 112 are both connected to the highway bridge deck 31. Each first longitudinal beam 113 is respectively connected to a corresponding cantilever 12. A plurality of web members 22 of each main truss 20 are all connected to a corresponding first longitudinal beam 113.

[0050] Please refer to Figure 5 , in a specific embodiment, the third cross beam 112 includes a first cross partition 1121 and a second stiffening assembly 1122. The second stiffening assembly 1122 includes a transverse stiffening plate 11221 and a longitudinal stiffening plate 11222. The first cross partition 1121 is arranged on the bottom wall plate 111 and at intervals along the longitudinal bridge direction. The highway bridge deck 31 is connected to the first cross partition 1121. The number of the transverse stiffening plates 11221 is at least two. At least two transverse stiffening plates 11221 are arranged at intervals in the vertical direction on the first cross partition 1121. A plurality of longitudinal stiffening plates 11222 are arranged between every two adjacent first cross partitions 1121. Since the axial pressure that the box body 11 needs to bear is relatively large, therefore, arranging the transverse stiffening plate 11221 and the longitudinal stiffening plate 11222 can significantly improve the stiffness of the third cross beam 112.

[0051] Please refer to Figure 1 , Figure 3 and Figure 5, in a specific embodiment, the third cross beam 112 includes two sub-beam bodies, and each sub-beam body includes a first transverse diaphragm 1121 and a second stiffening assembly 1122. That is to say, the third cross beam 112 actually includes two first transverse diaphragms 1121 and two second stiffening assemblies 1122. The box body 11 further includes a second longitudinal beam 114, and the second longitudinal beam 114 includes two third webs 1141 arranged at intervals and a plurality of fourth transverse diaphragms 1142 arranged between the two third webs 1141. The combined box-truss beam bridge with cantilevers also includes a plurality of cable anchoring assemblies 50. The second longitudinal beam 114 is arranged on the bottom wall plate 111 and is connected to the highway bridge deck 31. The two sub-beam bodies are respectively arranged on both sides of the second longitudinal beam 114. The plurality of cable anchoring assemblies 50 are arranged on the highway bridge deck 31 and are located above the second longitudinal beam 114. That is to say, the cables of the combined box-truss beam bridge with cantilevers can be arranged on the longitudinal center line of the highway bridge deck 31. That is, the combined box-truss beam bridge with cantilevers 12 can be a cable-stayed bridge with a central cable plane. Thus, it is convenient for the selection of the bridge tower of the long-span bridge and can also improve the overall landscape.

[0052] In a specific embodiment, the plurality of cable anchoring assemblies 50 can also be arranged on the highway bridge deck 31 and are respectively located above the two first longitudinal beams 113. That is to say, the cables of the combined box-truss beam bridge with cantilevers can also be arranged on both sides of the highway bridge deck 31. That is, the combined box-truss beam bridge with cantilevers can also be a cable-stayed bridge with double cable planes. Thus, different design requirements can be met. It should be noted that when the plurality of cable anchoring assemblies 50 are respectively arranged above the two first longitudinal beams 113, the box body 11 may not be provided with the second longitudinal beam 114, which is equivalent to that the third cross beam 112 is an integral structure without being divided into two sub-beam bodies.

[0053] Please refer to Figure 1 , in a specific embodiment, the two main trusses 20 are inclined, and the width between the tops of the two main trusses 20 is greater than the width between the bottoms of the two main trusses 20. That is to say, the main trusses 20 can adopt an inclined truss structure. Thus, the width of the railway bridge deck 41 can be reduced, saving space and reducing the project cost at the same time.

[0054] Please refer to Figure 1 , in a specific embodiment, the first cross beam 42 includes a second transverse diaphragm 421 and a third stiffening assembly 422. The third stiffening assembly 422 is arranged on the second transverse diaphragm 421. Specifically, the third stiffening assembly 422 can also include a plurality of stiffening plates. The plurality of stiffening plates can all be arranged vertically, or a part of them can be arranged vertically and a part horizontally. Thus, the second transverse diaphragm 421 can be strengthened to improve the strength and stiffness of the first cross beam 42.

[0055] Please refer to Figure 1 , in a specific embodiment, the railway bridge deck system 40 further includes small stringers 43, and a plurality of small stringers 43 are arranged between every two adjacent first cross beams 42. The structure of the small stringer 43 is simple. While improving the strength and stiffness of the railway bridge deck system 40 and improving the driving conditions, the project cost can also be reduced.

[0056] The above are only the preferred embodiments of the present application and are not intended to limit the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A combined box-truss girder bridge for both railway and highway with cantilever arms, characterized in that, Comprising: A steel box girder, the steel box girder including a box body and two cantilever arms, the two cantilever arms being arranged on both sides of the box body in the transverse direction; Two main trusses arranged on the lower side of the steel box girder, the main trusses including lower chord bars and a plurality of web members, the two main trusses being arranged at intervals in the transverse direction of the bridge, and the plurality of web members connecting the lower chord bars and the box body; A highway bridge deck system, the highway bridge deck system including a highway bridge deck, the highway bridge deck being arranged on the steel box girder; A railway bridge deck system, the railway bridge deck system including a railway bridge deck and a plurality of first cross beams, the plurality of first cross beams connecting the lower chord bars of the two main trusses, and the railway bridge deck being arranged on the plurality of first cross beams; The two main trusses are inclined, and the width between the tops of the two main trusses is greater than the width between the bottoms of the two main trusses; The railway bridge deck system further includes small longitudinal beams, and a plurality of the small longitudinal beams are arranged between every two adjacent first cross beams.

2. The combined box-truss girder bridge for railway and highway with cantilever according to claim 1, wherein The cantilever arm includes a plurality of second cross beams arranged at intervals in the longitudinal direction of the bridge, the second cross beam including a first web and a flange connected to the first web, the first web being connected to the box body and the highway bridge deck, and the flange being located on the lower side of the first web.

3. The combined box-truss girder bridge for railway and highway with cantilever according to claim 2, characterized in that The second cross beam further includes a first stiffening assembly, and the first stiffening assembly is arranged on the first web.

4. The combined box-truss girder bridge for railway and highway with a cantilever according to any one of claims 1-3, characterized in that The box body includes a bottom wall plate, two first longitudinal beams, and a plurality of third cross beams; The two first longitudinal beams and the plurality of third cross beams are all arranged on the bottom wall plate, the two first longitudinal beams being arranged at intervals in the transverse direction of the bridge, the plurality of third cross beams being arranged between the two first longitudinal beams and at intervals in the longitudinal direction of the bridge, and the two first longitudinal beams and the third cross beams are all connected to the highway bridge deck; Each of the first longitudinal beams is respectively connected to a corresponding one of the cantilever arms; A plurality of the web members of each main truss are all connected to a corresponding one of the first longitudinal beams.

5. The combined box-truss girder bridge for railway and highway with cantilever according to claim 4, characterized in that The third cross beam includes a first transverse diaphragm and a second stiffening assembly, and the second stiffening assembly includes a transverse stiffening plate and a longitudinal stiffening plate; The first transverse diaphragm is arranged on the bottom wall plate and at intervals in the longitudinal direction of the bridge, and the highway bridge deck is connected to the first transverse diaphragm; The number of the transverse stiffening plates is at least two, at least two of the transverse stiffening plates being arranged at intervals in the vertical direction on the first transverse diaphragm, and a plurality of the longitudinal stiffening plates are arranged between every two adjacent first transverse diaphragms.

6. The combined girder bridge for railway and highway with cantilever according to claim 4, characterized in that The third cross beam includes two sub-beam bodies, the sub-beam body including a first transverse diaphragm and a second stiffening assembly, the box body further including a second longitudinal beam, and the combined highway-railway box-truss beam bridge with cantilever arms further includes a plurality of cable anchoring assemblies; The second longitudinal beam is arranged on the bottom wall plate and is connected to the highway bridge deck; The two sub-beam bodies are respectively arranged on both sides of the second longitudinal beam; A plurality of the cable anchoring assemblies are arranged on the highway bridge deck and are located on the upper side of the second longitudinal beam.

7. The combined railway and highway box-truss composite beam bridge with cantilever according to claim 4, characterized in that, The combined highway-railway box-truss beam bridge with cantilever arms further includes a plurality of cable anchoring assemblies; A plurality of the cable anchoring assemblies are arranged on the highway bridge deck and are respectively located on the upper sides of the two first longitudinal beams.

8. The combined railway and highway box-truss composite beam bridge with cantilever according to any one of claims 1-3, characterized in that, Both the highway bridge deck and the railway bridge deck are orthotropic steel bridge decks.

9. The combined highway-railway box-truss composite beam bridge with cantilever according to any one of claims 1-3, characterized in that, The main truss is a Warren truss, a triangular truss or an N-shaped truss; and / or, The web member is a box-shaped member or an H-shaped member.

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