A three-piece main truss without cross-linked steel truss for road and railway construction

Abstract

The present application provides a road-railway combined three-main-truss non-cross-jointed steel truss, comprising: a lower deck structure, three main trusses, and an upper deck structure; the three main trusses are spaced apart in the transverse direction of the bridge, and the lower deck structure is arranged at the bottom of the three main trusses; the upper deck structure is arranged on top of the three main trusses, the upper deck structure includes an upper bridge deck and a plurality of first cross beams spaced apart in the longitudinal direction of the bridge, and the upper bridge deck is laid on the plurality of first cross beams; each first cross beam includes two variable-section beams, one variable-section beam is respectively arranged between each two adjacent main trusses, and the variable-section beams have variable-section sections connected to the corresponding main trusses at opposite ends along the length direction, and the cross-sectional height of the variable-section section of each variable-section beam gradually decreases from the end connected to the corresponding main truss toward the end away from the corresponding main truss. The road-railway combined three-main-truss non-cross-jointed steel truss structure of the present application is simple and relatively economical.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge engineering, and in particular to a three-main-truss truss beam without a cross-jointed steel beam for combined highway and railway construction. Background Art

[0002] Steel trusses are the predominant bridge type for large-span combined highway and railway bridges and are also the preferred structure for stiffening girders in these cable-stayed bridges. The transverse connection system (abbreviated as transverse connection) is a crucial component of steel trusses. It typically employs a truss structure, connecting two or more main trusses into a single unit. This system restricts main truss deflection, coordinates the forces acting on the main trusses, and supports horizontal lateral forces, balancing uneven forces on the main trusses and enhancing lateral and torsional stiffness.

[0003] However, there are the following disadvantages in setting up truss cross-connections between main trusses: ① The cross-connections increase the truss height, which not only increases the amount of steel used, but also increases the elevation of the highway bridge deck, increasing investment; ② The cross-connections have many members, which increases the difficulty of manufacturing and installation; ③ The cross-connections affect the landscape of the bridge. Summary of the Invention

[0004] In view of this, the main purpose of the embodiments of the present application is to provide a road-rail combined construction with three main trusses and no cross-linked steel trusses with a simple structure and relatively high economy.

[0005] To achieve the above objectives, the technical solution of the embodiment of the present application is implemented as follows:

[0006] The present application provides a three-piece main truss without a cross-jointed steel truss for a combined highway and railway system, comprising:

[0007] Lower deck structure;

[0008] Three main trusses, the three main trusses are spaced apart in the transverse direction of the bridge, and the lower deck structure is arranged at the bottom of the three main trusses;

[0009] An upper bridge deck structure is arranged on the top of the three main trusses, and the upper bridge deck structure includes an upper bridge deck plate and multiple first cross beams. The multiple first cross beams are arranged at intervals along the longitudinal direction of the bridge, and the upper bridge deck is laid on the multiple first cross beams; each of the first cross beams includes two variable-section beams, and one variable-section beam is respectively arranged between each two adjacent main trusses. The variable-section beams have variable-section sections connected to the corresponding main trusses at opposite ends along the length direction, and the cross-sectional height of the variable-section section of each variable-section beam gradually decreases from the end connected to the corresponding main truss toward the end away from the corresponding main truss.

[0010] In one embodiment, the bottom surface of the variable cross-section segment is inclined upward from an end connected to the corresponding main truss toward an end away from the corresponding main truss.

[0011] In one embodiment, the slope of the bottom surface of the variable cross-section segment is 1:8 to 1:4.

[0012] In one embodiment, the main truss includes an upper chord and multiple main truss webs, the upper chord is arranged on the top of the multiple main truss webs, and the opposite ends of each variable-section beam along the length direction are respectively connected to the upper chord and the main truss web of the corresponding main truss.

[0013] In one embodiment, the width of the upper bridge deck structure is greater than the width of the lower bridge deck structure.

[0014] In one embodiment, the main truss further includes a bottom chord, and the bottom chord is arranged at the bottom of the plurality of main truss webs;

[0015] Along the transverse direction of the bridge, among the three main trusses, the main truss located in the middle is arranged vertically, and the main trusses located on both sides are arranged obliquely;

[0016] The lower deck structure includes two lower sub-deck structures, one of which is arranged between each two adjacent main trusses. Each of the lower sub-deck structures is connected to the lower chord of the corresponding main truss on opposite sides along the transverse direction of the bridge.

[0017] In one embodiment, the upper bridge deck structure also includes a plurality of second cross beams arranged on the lower side of the upper bridge deck, and at least one second cross beam is arranged between every two adjacent first cross beams; each second cross beam includes two sub-cross beams, and one sub-cross beam is arranged between every two adjacent main trusses, and the opposite ends of each sub-cross beam along the length direction are respectively connected to the upper chord of the corresponding main truss.

[0018] In one embodiment, the width of the upper bridge deck structure is equal to the width of the lower bridge deck structure.

[0019] In one embodiment, the lower deck structure is an orthotropic steel box girder; and / or the upper deck is an orthotropic deck.

[0020] The embodiment of the present application provides a road-railway combined three-main truss without cross-jointed steel trusses, which is provided with three main trusses and a plurality of first cross-jointed steel trusses, the first cross-jointed steel trusses having two variable-section beams, and the cross-sectional height of the variable-section segments on each variable-section beam gradually decreases from the end connected to the corresponding main truss toward the end away from the corresponding main truss. The variable-section beams can improve the force of the first cross-joint beam, enhance the stiffness of the corner points, and prevent the distortion of the corner points. Thus, the two adjacent main trusses do not need to be connected by a truss-type cross-joint to meet the force requirements. While saving steel, the elevation of the upper bridge deck can be reduced, and the economy is relatively high. In other words, the road-railway combined three-main truss without cross-jointed steel trusses structure of the embodiment of the present application is simple and relatively economical. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a cross-sectional schematic diagram of the location of the first crossbeam of a three-piece main truss without a cross-jointed steel truss in a highway-railway combined construction according to the present application;

[0022] Figure 2 for Figure 1 The schematic cross-sectional view of the location of the second crossbeam of the three main trusses of the combined highway and railway without the cross-connecting steel trusses shown;

[0023] Figure 3 for Figure 1 The schematic diagram of the cross section between the first and second cross beams of the three main trusses of the combined highway and railway construction without cross-linked steel trusses is shown;

[0024] Figure 4 This is a cross-sectional schematic diagram of the location of the first crossbeam of another type of highway-railway combined construction with three main trusses and no cross-connecting steel trusses in this application.

[0025] Description of Reference Numerals

[0026] Lower deck structure 10; lower sub-deck structure 11; main truss 20; upper chord 21; main truss web 22; lower chord 23; upper deck structure 30; upper deck plate 31; first crossbeam 32; variable-section beam 321; variable-section segment 321a; bottom surface 321b; second crossbeam 33; sub-crossbeam 331. DETAILED DESCRIPTION

[0027] It should be noted that, unless there is a conflict, the embodiments and technical features in the embodiments of this application can be combined with each other, and the detailed description in the specific implementation method should be understood as an explanation of the purpose of this application and should not be regarded as an improper restriction on this application.

[0028] In this application, the orientation or position relationship of "cross bridge direction", "top" and "bottom" is based on the attached Figure 1In the orientation or positional relationship shown, the "longitudinal bridge direction" refers to the direction in which the three main trusses of the combined highway and railway structure extend without the cross-linking steel trusses. It should be understood that these directional terms are merely for the convenience of describing this application and simplifying the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0029] The embodiment of this application provides a three-piece main truss without cross-linked steel truss for a combined highway and railway construction. Figures 1 to 4 The three main trusses of the railway-highway combined construction without cross-linked steel trusses include a lower deck structure 10, an upper deck structure 30 and three main trusses 20; the three main trusses 20 are spaced apart in the transverse direction of the bridge, and the lower deck structure 10 is arranged at the bottom of the three main trusses 20; the upper deck structure 30 is arranged on the top of the three main trusses 20, and the upper deck structure 30 includes an upper bridge deck 31 and a plurality of first cross beams 32, and the plurality of first cross beams 32 are spaced apart in the longitudinal direction of the bridge, and the upper bridge deck 31 is laid on the plurality of first cross beams 32; each first cross beam 32 includes two variable-section beams 321, and each adjacent two main trusses 20 are respectively A variable-section beam 321 is provided, and the variable-section beam 321 has variable-section segments 321a connected to the corresponding main truss 20 at the opposite ends along the length direction. The cross-sectional height of the variable-section segment 321a of each variable-section beam 321 gradually decreases from the end connected to the corresponding main truss 20 toward the end away from the corresponding main truss 20. That is, the cross-sectional height of the variable-section segment 321a gradually decreases from one end to the other end along the axial direction of the variable-section segment 321a, and the end of each variable-section segment 321a with relatively higher cross-sectional height is connected to the corresponding main truss 20.

[0030] Specifically, the upper deck structure 30 can be used for vehicle travel, and the lower deck structure 10 can be used for train travel. As needed, a four-track railway, a two-track railway, or a single-track railway can be laid on the lower deck structure 10.

[0031] The three-piece main truss without cross-jointed steel trusses of the road-railway combined construction embodiment of the present application is provided with three main trusses 20 and multiple first cross-jointed steel trusses. The first cross-jointed steel trusses 32 have two variable-section beams 321. The cross-sectional height of the variable-section segment 321a on each variable-section beam 321 gradually decreases from the end connected to the corresponding main truss 20 toward the end away from the corresponding main truss 20. The variable-section beam 321 can improve the force of the first cross-jointed beam 32, enhance the corner stiffness, and prevent corner distortion. Therefore, the two adjacent main trusses 20 do not need to be connected by a truss cross-joint to meet the force requirements. While saving steel, the elevation of the upper bridge deck 31 can be lowered, and the economy is relatively high. In other words, the three-piece main truss without cross-jointed steel trusses of the road-railway combined construction embodiment of the present application has a simple structure and is relatively economical.

[0032] In addition, the three main trusses without cross-jointed steel trusses in the embodiment of the present application cancel out the cross-joints, which can also facilitate manufacturing and installation and improve the landscape of the bridge, with significant economic and social benefits.

[0033] The three main trusses without cross-linked steel trusses of the highway-railway combined construction embodiment of the present application can be used for highway-railway combined steel truss bridges of ordinary span, and can also be used for highway-railway combined steel truss cable-stayed bridges of large span.

[0034] The lower deck structure 10 of the embodiment of the present application may be an orthotropic steel box girder, that is, an orthotropic box-truss combination structure may be provided between the lower deck structure 10 and the main truss 20 .

[0035] The upper bridge deck 31 of the embodiment of the present application may be an orthotropic bridge deck, that is, an orthotropic plate-truss combination structure may be provided between the upper bridge deck structure 30 and the main truss 20 .

[0036] In one embodiment, please refer to Figure 1 and Figure 4 The bottom surface 321b of the variable cross-section segment 321a is inclined upward from the end connected to the corresponding main truss 20 toward the end away from the corresponding main truss 20. In other words, the variable cross-section segment 321a mainly adopts a structural form in which the bottom surface 321b is inclined.

[0037] In one embodiment, please refer to Figure 1 and Figure 4 The slope of the bottom surface 321b of the variable cross-section segment 321a is 1:8 to 1:4, which can meet the force requirements of the variable cross-section beam 321 and is easy to process and manufacture.

[0038] In one embodiment, please refer to Figure 1 and Figure 4 The main truss 20 includes an upper chord 21 and multiple main truss webs 22. The upper chord 21 is positioned atop the multiple main truss webs 22. Each variable-section beam 321 is connected to the upper chord 21 and main truss web 22 of the corresponding main truss 20 at its opposite ends along the length direction. In other words, the connection between the variable-section beam 321 and the main truss 20 is located at the connection point between the upper chord 21 and the main truss web 22. This improves the integrity of the three main trusses 20 and prevents corner distortion.

[0039] In one embodiment, please refer to Figures 1 to 3 The width of the upper bridge deck structure 30 is equal to the width of the lower bridge deck structure 10, that is, the three main trusses without cross-linked steel trusses of the highway-railway combined construction of this application can also adopt a rectangular cross-section with the same width at the top and bottom.

[0040] In one embodiment, please refer to Figure 4 , the width of the upper bridge deck structure 30 is greater than the width of the lower bridge deck structure 10.

[0041] Specifically, in the relevant technology, the three-main-truss, non-cross-jointed steel trusses of the combined highway and railway construction suitable for four-track railways generally adopt a rectangular cross-section with the same width at the top and bottom. However, in order to meet the driving needs of vehicles, the upper highway bridge deck generally requires a larger width than the lower railway bridge deck. The rectangular cross-section with the same width at the top and bottom will cause a large amount of idleness on the lower railway bridge deck, thereby causing waste of the lower railway bridge deck.

[0042] In one embodiment of the present application, the width of the upper bridge deck structure 30 is set to be greater than the width of the lower bridge deck structure 10, so that the upper bridge deck structure 30 and the lower bridge deck structure 10 can match the layout of the highway and railway, thereby avoiding the idle waste of the lower bridge deck structure 10 of the railway.

[0043] In a specific embodiment, please refer to Figure 4 The main truss 20 also includes a lower chord 23, which is arranged at the bottom of the multiple main truss webs 22; along the transverse direction of the bridge, among the three main trusses 20, the main truss 20 located in the middle is arranged vertically, and the main trusses 20 located on both sides are arranged obliquely; the lower deck structure 10 includes two lower sub-deck structures 11, and a lower sub-deck structure 11 is respectively arranged between each two adjacent main trusses 20, and each lower sub-deck structure 11 is respectively connected to the lower chord 23 of the corresponding main truss 20 on opposite sides along the transverse direction of the bridge. In other words, the three main trusses without cross-linked steel trusses of the highway-railway combined construction of the present application can adopt an inverted trapezoidal cross-section that is wide at the top and narrow at the bottom. The inverted trapezoidal cross-section has high rigidity, strong integrity and compact structural arrangement, which can save materials and facilitate construction.

[0044] In the embodiment of the present application, the top end of the main truss web 22 of each main truss 20 can be connected to the upper chord 21 via an integral node, and the bottom end of the main truss web 22 can also be connected to the lower chord 23 via an integral node. The lower sub-deck structure 11 and the corresponding lower chord 23 of the main truss 20 can be integrally connected by bolting or welding.

[0045] In one embodiment, please refer to Figure 2 The upper bridge deck structure 30 also includes a plurality of second cross beams 33 arranged on the lower side of the upper bridge deck 31. At least one second cross beam 33 is arranged between every two adjacent first cross beams 32. Each second cross beam 33 includes two sub-cross beams 331. A sub-cross beam 331 is respectively arranged between every two adjacent main trusses 20. The opposite ends of each sub-cross beam 331 along the length direction are respectively connected to the upper chord 21 of the corresponding main truss 20.

[0046] Specifically, the second cross beam 33 can be a common uniform cross-section beam, and the second cross beam 33 is only connected to the upper chord 21, but not to the main truss web 22. Thus, while facilitating construction, the structural stress can be further optimized.

[0047] The above is only a preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, various modifications and variations of the present application are possible. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A three-piece main truss without cross-linked steel truss for combined highway and railway construction, characterized in that: include: Lower deck structure; Three main trusses, each main truss comprising an upper chord and a plurality of main truss webs, wherein the upper chord is disposed on top of the plurality of main truss webs; the three main trusses are spaced apart in the transverse direction of the bridge, and the lower deck structure is disposed at the bottom of the three main trusses; The upper deck structure is arranged on the top of the three main trusses, and the upper deck structure includes an upper bridge deck, a plurality of first cross beams and a plurality of second cross beams. The plurality of first cross beams are arranged at intervals along the longitudinal bridge direction, and at least one second cross beam is arranged between every two adjacent first cross beams. The upper bridge deck is laid on the plurality of first cross beams and the plurality of second cross beams; each first cross beam includes two variable-section beams, and one variable-section beam is respectively arranged between every two adjacent main trusses, and the variable-section beams are divided into two opposite ends along the length direction. It has a variable cross-section section, and the opposite ends of each variable cross-section beam along the length direction are respectively connected to the upper chord and the main truss web of the corresponding main truss. The cross-sectional height of the variable cross-section section of each variable cross-section beam gradually decreases from the end connected to the corresponding main truss toward the end away from the corresponding main truss. Each second cross-beam includes two sub-cross-beams, and one sub-cross-beam is respectively arranged between each adjacent two main trusses. The opposite ends of each sub-cross-beam along the length direction are respectively connected to the upper chord of the corresponding main truss.

2. The three-piece main truss without cross-linked steel truss for combined highway and railway construction according to claim 1 is characterized in that: The bottom surface of the variable cross-section segment is inclined upward from an end connected to the corresponding main truss toward an end away from the corresponding main truss.

3. The three-piece main truss without cross-linked steel truss for the combined highway and railway construction according to claim 2 is characterized in that: The slope of the bottom surface of the variable cross-section section is 1:8 to 1:

4.

4. The three-piece main truss without cross-linked steel truss for combined highway and railway construction according to any one of claims 1 to 3, characterized in that: The width of the upper bridge deck structure is greater than the width of the lower bridge deck structure.

5. The three-piece main truss without cross-linked steel truss for combined highway and railway construction according to claim 4 is characterized in that: The main truss further includes a lower chord, which is arranged at the bottom of the plurality of main truss webs; Along the transverse direction of the bridge, among the three main trusses, the main truss located in the middle is arranged vertically, and the main trusses located on both sides are arranged obliquely; The lower deck structure includes two lower sub-deck structures, one of which is arranged between each two adjacent main trusses. Each of the lower sub-deck structures is connected to the lower chord of the corresponding main truss on opposite sides along the transverse direction of the bridge.

6. The three-piece main truss without cross-linked steel truss for combined highway and railway construction according to any one of claims 1 to 3, characterized in that: The width of the upper bridge deck structure is equal to the width of the lower bridge deck structure.

7. The three-piece main truss without cross-linked steel truss for combined highway and railway construction according to any one of claims 1 to 3, characterized in that: The lower bridge deck structure is an orthotropic steel box girder; and / or the upper bridge deck is an orthotropic bridge deck.

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