A continuous steel web-plate truss double-layer composite swing bridge structure

Abstract

The present application relates to the swivel bridge relates to the construction technology, especially to a continuous steel truss-web double-layer combined swivel bridge structure, which is arranged in a continuous steel truss-web double-layer combined T-shaped structure form, the lower layer is arranged with a ribbed slab type concrete beam bridge deck, the upper layer is arranged with a steel truss beam and an orthotropic steel bridge deck slab, three main trusses are arranged in the horizontal direction of the upper layer, and the longitudinal direction is a Warren type main truss, so that the design and construction technology problems of the double-layer highway overpass railway bridge swivel are properly solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the design and construction technology of swivel bridge, in particular to a continuous steel truss-web double-layer combined swivel bridge structure. BACKGROUND

[0002] The bridge plane swivel construction is a new technology in recent years, which is especially used in the case of crossing existing railway. Since the bridge plane swivel construction is rotated in place by the structure itself, the influence on the traffic under the bridge is very small. Therefore, when the highway bridge crosses the existing railway or similar special construction site environment, the use of this technology for the overall construction of the bridge structure is often more feasible.

[0003] However, the current domestic and foreign design and construction of the cross-rail plane swivel bridge structure is a T-shaped single-layer swivel bridge structure. The limitation of this structure is that each cross-rail swivel bridge can only solve the problem of crossing the railway for one highway. When there are two highways near the place that need to cross the railway, in order to reduce land acquisition and demolition, save land and bridge construction cost, how to use the new scheme of double-layer swivel bridge for the upper and lower layered highways crossing the railway is a problem that needs to be solved for highway construction personnel. SUMMARY

[0004] The present application provides a continuous steel truss-web double-layer combined swivel bridge structure, which uses a support platform to assemble all steel structures parallel to the existing railway direction, then pours and tension the concrete beam segment steel bundle in sequence, and finally removes the support and installs temporary steel support for swivel construction, thereby properly solving the technical problems of bridge swivel design and construction for double-layer highways crossing the railway.

[0005] To achieve the above technical purposes, the technical scheme adopted by the present application is as follows: a continuous steel truss-web double-layer combined swivel bridge structure, which uses a continuous steel truss-web double-layer combined T-shaped bridge structure form to arrange in full width; the lower layer uses a ribbed slab concrete bridge deck, and the upper layer uses a steel truss beam and an orthotropic steel bridge deck slab; the upper layer is horizontally arranged with three main trusses, and vertically arranged with Warren type main trusses;

[0006] The steel truss beam structure of the upper layer of the bridge, the upper chord is selected to be a box section; the web is a box section; the upper chord and the steel web are connected by a node plate + high-strength bolt connection, and the node of the steel web is connected with the lower layer concrete beam through the welded bolt shear key on the node plate;

[0007] The orthotropic steel bridge deck slab of the upper layer of the bridge is composed of longitudinal ribbed beams, transverse ribbed beams and stiffened steel bridge deck slabs, the transverse ribbed beams of the bridge deck structure and the bridge deck slab are welded together with the upper chord of the main truss to form a plate-truss combined structure.

[0008] The ribbed concrete beam bridge deck of the lower layer of the bridge adopts a dense cross beam system structure; the lower layer of the concrete beam is arranged with longitudinal and transverse double-direction prestressed steel strands.

[0009] The connection between the steel web and the concrete beam adopts a steel-concrete joint plate form, the joint plate is embedded in the lower layer of the concrete beam and is provided with an outer steel fiber concrete bump.

[0010] The middle pier of the double-layer combined swivel bridge adopts a reinforced concrete frame type pier, and the top cover beam adopts a prestressed reinforced concrete structure; the upper layer of the side pier is a reinforced concrete double-column T-shaped pier, and the lower layer is a reinforced concrete frame type pier; the upper and lower cover beams both adopt prestressed reinforced concrete structures.

[0011] The overall structure of the double-layer combined swivel bridge adopts a continuous support system, and three supports are arranged transversely at each pier; the inner side support of the middle pier is a fixed support, and the outer side support is a one-way movable support; the inner side support of the side pier is a one-way movable support, and the outer side support is a two-way movable support.

[0012] The combined swivel bridge adopts a plane swivel construction method to cross the existing railway, and adopts a swivel structure mainly supported by a spherical hinge center and supplemented by a ring support; the swivel structure is arranged at the bottom of the middle pier column and is composed of an upper and lower swivel disc, a spherical hinge, a support leg, a ring slide, a traction system and a boosting system.

[0013] As preferred, a continuous steel truss web-plate truss double-layer combined swivel bridge structure construction method, the construction process mainly includes:

[0014] (1) Level the site, move the pipeline, and perform other construction pre-preparation work; drill hole pile protection, bridge pier foundation pit protection, bridge pile foundation and lower pile cap construction, foundation pit to pile cap top backfill construction;

[0015] (2) Install the swivel system, pour the middle pier upper pile cap, and construct the bridge pier, while constructing the foundation and bridge pier of the side pier;

[0016] (3) Set up cast-in-place supports, complete all steel structure (including temporary members) assembly and welding on the supports; pour and tension the lower layer of the concrete beam body in sections, and temporarily consolidate the pier beam at the middle pier;

[0017] (4) Unload the supports, install the pier-side temporary steel support, and remove all cast-in-place supports;

[0018] (5) Swivel construction and system conversion: swivel the swivel beam segment to the bridge position and complete the locking; then arrange the jack on the top surface of the lower cover beam of the side pier, and jack up each side of the main beam; install the side pier support, remove the jacking jack, and complete the system conversion;

[0019] (6) Remove the temporary auxiliary facilities of the swivel, remove the temporary consolidation measures of the pier beam, and install the middle pier support; combine the construction progress of the adjacent joint to construct the upper pier column and the cap beam of the side pier, the whole bridge auxiliary engineering, and finally complete the acceptance and open to traffic.

[0020] The beneficial effects of the present application are: the technical problems of excessive deflection of the cantilever far end of the double-layer steel truss swivel bridge and excessive load weight of the double-layer prestressed ribbed slab type concrete bridge swivel construction are overcome; at the same time, by adopting the double-layer combined structure of the upper layer steel truss and the lower layer prestressed ribbed slab type concrete, when facing the long cantilever stress state of the swivel construction, the experience calculation analysis shows that because of the good tensile function of the upper layer longitudinal steel truss chord, the deflection of the beam end of the continuous steel truss web-plate truss double-layer combined swivel bridge structure is smaller than that of the single-layer bridge with the same structure specification of the lower layer prestressed ribbed slab type concrete bridge; that is, in the overall structure of the continuous steel truss web-plate truss double-layer combined swivel bridge, because of the good tensile function of the upper layer longitudinal steel truss chord, the deflection of the beam end of the long cantilever T-shaped beam is significantly reduced; it can be seen that the reduction value of the upper layer longitudinal steel truss chord to the long cantilever end deflection is greater than the increase value of the bridge long cantilever end deflection caused by the load of the upper layer continuous steel truss web-plate bridge deck combined structure, which is the technical effect of the synergistic effect of the double-layer stress structure in the continuous steel truss web-plate truss double-layer combined swivel bridge structure; on the other hand, this structure technical scheme for reducing the deflection of the cantilever beam far end does not increase the total height of the bridge structure in the construction process, effectively controls the height of gravity center in the bridge swivel construction process, and effectively controls the overturning risk in the bridge swivel construction process. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 : Double-layer combined swivel bridge structure schematic diagram;

[0022] Figure 2 : Double-layer combined swivel bridge structure temporary steel support state schematic diagram;

[0023] Figure 3 : Double-layer combined swivel bridge structure swivel construction schematic diagram;

[0024] Figure 4 : Double-layer combined swivel bridge structure standard section schematic diagram;

[0025] Figure 5 : Bridge pier and swivel structure schematic diagram;

[0026] Wherein: 1 is a double-layer combined swivel bridge, 2 is a ribbed slab type concrete beam deck, 3 is a steel truss beam, 3-1 is an upper chord, 3-2 is a web, 4 is an orthotropic steel bridge deck, 5 is a middle pier, 6-1 is a left side pier, 6-2 is a right side pier, 7 is a temporary steel support, 8 is a cap beam, 9 is a swivel structure, and 10 is a pile cap. DETAILED DESCRIPTION

[0027] The specific embodiments of the present application are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments given here are only for the purpose of illustration and explanation of the present application, and cannot be used to limit the present application.

[0028] Example 1: Continuous steel truss-web double-layer combined swing bridge structure

[0029] In the specific implementation, the main bridge of the Guangzhou-Shenzhen Expressway crossing the Guangzhou-Shenzhen Railway adopts the implementation case of double-layer highway bridge plane swing construction crossing the existing railway.

[0030] The bridge adopts a 2x85m continuous steel truss-web combined structure, and the design elevations of the upper and lower bridge decks are different by 14.8m and are arranged in whole width. The lower layer adopts a ribbed slab concrete beam, and the upper layer adopts a steel truss beam, which is arranged with 3 main trusses in the transverse direction with a center distance of 18.35m, and is a Warren main truss in the longitudinal direction with a panel length of 14m. The main truss height (the distance between the upper and lower chord systems) is 14.879m.

[0031] In the actual construction, the bridge is first assembled with all the steel structures by erecting a support platform parallel to the railway direction, then the concrete beam segments are poured and tensioned in sequence, and then the support is removed and temporary steel supports are installed for swing construction.

[0032] (1) Structural support system: The structure adopts a continuous support system, and 3 bearings are arranged at each pier in the transverse direction. The inner side bearing of the middle pier is a fixed bearing, the outer side bearing of the middle pier is a one-way movable bearing, the inner side bearing of the side pier is a one-way movable bearing, and the outer side bearing of the side pier is a two-way movable bearing.

[0033] (2) Bridge structure design

[0034] (2-1) Bridge superstructure design: The lower layer ribbed slab concrete beam deck is 41.7m wide (including 2m wide maintenance roads on both sides), and adopts a dense beam system. The side rib is 1.6m high and 2.4m wide, and is increased to 3.8m high and 3.6-4.2m wide at the middle support point. The middle rib is 1.6m high and 2.4m wide, and is increased to 3.8m high and 3.6-3.9m wide at the middle support point. The deck slab is 0.3m thick, and a small transverse beam is arranged every 3.5m in the longitudinal direction, and the total height of the small transverse beam is 1.5m, and the web thickness is 0.4m. The middle support point transverse beam is 2m high and 1m wide, and the end transverse beam is 1.5m high and 1m wide. The lower layer concrete beam is arranged with longitudinal and transverse prestressed steel strands.

[0035] The upper chord of the steel truss beam is a box section with an inner width of 1000 mm, an inner height of 1600 mm, and a plate thickness of 20 mm to 40 mm. The web is a box section with an inner width of 1000 mm, an inner height of 1200 mm / 1400 mm, and a plate thickness of 24 mm to 48 mm. The upper chord and the steel web are connected by a node plate and high-strength bolts. The steel web node is connected to the lower concrete beam through a welded shear key on the node plate.

[0036] The upper deck uses an orthotropic steel deck panel composed of longitudinal ribs (beams), transverse ribs (beams), and stiffened steel deck panels. The transverse ribs (beams) of the deck structure and the deck panel are welded together with the upper chord of the main truss to form a plate-truss composite structure. The upper chord node drainage port is matched with the upper deck drainage pipe and pipe cover after procurement.

[0037] The connection between the steel web and the concrete beam uses a steel-concrete composite node plate. The node plate is embedded in the lower concrete beam and is provided with an outer steel fiber concrete protrusion.

[0038] (2-2) Bridge Substructure Design:

[0039] The middle pier uses a reinforced concrete frame pier with a height of 17.5 m (to the top of the lower pile cap). The pier column has a rectangular cross-section with a longitudinal dimension of 3.2 m and a transverse dimension of 3.2 m. The pier top cap beam has a height of 4 m and a width of 4 m. The total length of the pier top cap beam is 42.6 m and uses a prestressed reinforced concrete structure. The foundation uses 14 Φ2.5 m bored piles with a turning disc size of 18 x 18 m. The corner points have a 3.9 x 6.5 m chamfer with a thickness of 2.3 m. The lower pile cap has a size of 22.5 x 19 m with a 5 x 8.25 m chamfer at the corner points and a thickness of 4.5 m. The spherical hinge height between the upper and lower pile caps is 1.88 m, and the total thickness of the pile cap is 8.68 m.

[0040] The upper layer of the side pier is a reinforced concrete double-column T-shaped pier, and the lower layer is a 3-column reinforced concrete frame pier. The left side pier has a height of 32.766 m (to the top of the pile cap), and the right side pier has a height of 32.211 m (to the top of the pile cap). The pier column has a rectangular cross-section with a lower pier column longitudinal dimension of 3 m and a transverse dimension of 3 m, and an upper pier column longitudinal dimension of 1.6 m and a transverse dimension of 2 m. The lower cap beam has a height of 4 m and a width of 4 m. The total length of the lower cap beam is 41.4 m and uses a prestressed reinforced concrete structure. The upper cap beam has a height of 3.8 m and a width of 1.8 m, with a cantilever portion beam height of 1.6 m to 3.8 m. The total length of the upper cap beam is 35.2 m and uses a prestressed reinforced concrete structure. The foundation uses 6 Φ2.5 m bored piles, and the pile cap is rectangular with a size of 16.5 x 10.25 m and a thickness of 4 m. The left side pier pile cap and pile foundation are eccentric to the right side by 0.25 m, and the right side pier pile cap and pile foundation are eccentric to the left side by 0.35 m.

[0041] (3) The swivel system design: according to the swivel weight, a spherical hinge with vertical bearing capacity of 290000kN is selected. The rotating spherical hinge is a complete product, which is composed of five main parts, i.e. upper spherical hinge, Teflon sliding plate, lower spherical hinge, base and pin shaft.

[0042] The lower turntable is the foundation supporting the entire weight of the swivel structure, and after the swivel is completed, it forms the foundation together with the upper turntable. The lower turntable is provided with the lower spherical hinge of the swivel system, a 14m-diameter annular lower slide, 2 groups of traction reaction seats and 8 groups of jack boost reaction seats. The reaction seats are used for starting, stopping and posture fine-tuning of the swivel, etc.

[0043] The spherical hinge with a diameter of 5.0m is the core of the rotating system of the swivel construction and the key structure of the swivel construction, which is composed of two steel spherical panels, the upper panel is convex, connected with the upper traction turntable through a conical table, and the upper turntable is located on the traction turntable; the lower panel is concave and embedded in the top surface of the lower turntable. The upper and lower panels are spherical surfaces made of 40mm thick steel plates, with ribs on the back to prevent deformation during processing and transportation, and to facilitate the positioning, strengthening of the spherical hinge and the connection with the surrounding concrete.

[0044] The upper turntable is an important structure during the swivel, and the upper turntable is provided with 8 groups of support legs, each group of support leg is composed of 2 Φ900x24mm steel pipe concrete, and is provided with a 30mm thick steel plate below, and the steel pipe is filled with C55 micro-expanding concrete. The center line diameter of the support leg is 14m. The support leg is integrally manufactured in the factory and transported to the site, and the support leg is installed when the upper spherical hinge is installed in place, and the construction unit should consider factors such as support settlement to ensure that the gap between the support leg and the lower slide is 20mm. Before the swivel, 3mm thick stainless steel plate and 9mm thick polytetrafluoroethylene plate are laid on the slide surface. A sand box is preferably used as a temporary steel support before the swivel. A 1.3m wide slide is provided below the support leg (i.e. the top surface of the lower turntable), the diameter of the center of the slide is 14m, and the support leg can slide in the slide to keep the swivel structure stable during the swivel. It is required that the entire slide surface is on the same horizontal plane, and the relative height difference is not more than 2mm.

[0045] Two groups of ZLD400 (1 spare) hydraulic, synchronous, automatic continuous traction systems (the traction system is composed of continuous jacks, hydraulic pump stations and master control consoles) are selected for the swivel, each group has 2 units, forming a horizontal rotation couple, and through the pulling of the anchoring and winding 2x19-Φ15.2 steel strands on the circumference of the 1700cm diameter rotating table, the rotating system is rotated. The maximum traction force required during startup is 3222kN, and the traction force required during rotation is 1933kN.

[0046] The main bridge adopts the plane swivel construction method to cross the existing railway, and adopts the swivel system mainly with the spherical hinge central support and supplemented with the ring channel support. The swivel structure is arranged at the bottom of the middle pier pier column, and is composed of the upper and lower swivel plates, spherical hinge, support leg, ring slide, traction system and boosting system and the like.

[0047] In the specific implementation, the beam body cantilever is relatively long, the swivel structure should be weighed before the swivel, and the actual gravity center position is measured. The unbalanced bending moment can be eliminated by temporary balance weight and the like, so that the weight of the whole swivel structure is mainly borne by the central spherical hinge, and the specific setting is determined in combination with the construction scheme and monitoring data.

[0048] The swivel lower disc is the pile cap of the middle pier, and after the swivel is completed, the lower disc forms the bridge foundation together with the upper swivel plate. The lower swivel plate adopts C40 concrete, and the 1.0m thick post-poured section at the top adopts C45 concrete. The lower swivel plate is provided with the lower spherical hinge of the rotating system, the ring lower slide with a central diameter of 14m, 2 groups of traction reaction seats and 8 groups of jack boosting reaction seats. The gap between the support leg and the lower slide is 20mm. The reaction seat is used for starting, stopping and posture fine adjustment of the swivel and the like.

[0049] In the specific implementation, the main construction process of the bridge is as follows:

[0050] (1) Construction access, site leveling, exploration of the railway light and cable position, and removal of the interference;

[0051] (2) Construction of the bored pile protection on the railway side of the cast-in-place beam body to ensure the stability of the railway foundation and the safety of the railway;

[0052] (3) Construction of the foundation pit protection project of the bridge pier foundation;

[0053] (4) Construction of the bridge pile foundation and the lower pile cap;

[0054] (5) Timely backfilling of the foundation pit to the top of the pile cap, installation of the swivel system, pouring of the upper pile cap of the middle pier and construction of the bridge pier, and at the same time, construction of the foundation of the side pier and the bridge pier.

[0055] (6) Parallel railway erection of the cast-in-place support, and completion of the assembly and welding of all the steel structures (including the temporary members) on the support.

[0056] (7) Pouring and tensioning of the lower layer of concrete beam body from the middle to the two sides in sections. The pier beam at the middle pier is temporarily fixed.

[0057] (8) Construction of the lower layer of the outside maintenance access railings; construction of the upper and lower layers of the outside anti-collision guardrails and the anti-throwing net.

[0058] (9) Multi-point, hierarchical unloading of the support, so that the natural deflection of the cantilever structure is completed, and the longitudinal stability of the cantilever structure during unloading must be ensured. Temporary steel support beside the installation pier must be ensured to not limit the symmetrical deflection of the cantilever structure. After the completion of the cantilever deflection, the steel support and the beam bottom are tightly connected without gaps. The support system only provides vertical support for the main beam, and the horizontal force is borne by the pull rod in the support system.

[0059] The construction party must develop a special construction plan for the temporary support system.

[0060] (10) Remove all cast-in-place supports.

[0061] (11) Swivel construction: turn the swivel beam segment counterclockwise by 81.1° to the bridge position, and complete the locking.

[0062] (12) After the swivel is in place and locked, arrange the jack on the top surface of the lower cap beam of the side pier, and jack up each side of the main beam, with double control of the jacking force and jacking displacement, and the error needs to be controlled within 5%. The jacking position is longitudinally arranged within the end cross beam range; the transverse jacking position should be as close to the support as possible, and the outer support jacking position is within 2m of the side longitudinal beam on one side of the end cross beam, and the inner support jacking position is within 1.5m of the end cross beam on both sides of the middle longitudinal beam. Real-time monitoring of the overall vertical deformation of the main beam and the stress of the main control section should be carried out during the jacking process to ensure the safety of the construction process and ensure that the jacking force is effectively and accurately applied.

[0063] After accurate calculation and analysis, the average deflection of the cantilever distal end of the double-layer composite bridge structure at different positions is about 25cm, and the detailed calculation and analysis are shown in Table 1 below.

[0064] Table 1: Cantilever deflection and beam end jacking parameter table

[0065]

[0066] (13) Install the side pier support, remove the jacking jack, and complete the system conversion.

[0067] (14) Remove the temporary auxiliary facilities of the swivel, remove the temporary consolidation measures of the pier beam, and install the middle pier support.

[0068] (15) Combined with the construction progress of the adjacent joint, the upper pier column and cap beam of the side pier and the full-bridge auxiliary project are constructed,

[0069] Finally, the project is completed and accepted and put into operation.

[0070] Example 2: Double-layer steel truss swivel bridge

[0071] The continuous steel truss-web-plate truss double-layer combined swing bridge structure technical solution in Example 1 is replaced by a double-layer steel truss swing bridge structure technical solution, in which the lower ribbed concrete beam bridge deck of the bridge superstructure is replaced by a steel truss beam and an orthotropic steel bridge deck. Through structural analysis and estimation, the average deflection of the far end of the cantilever of the bridge is about 80 cm, which is about 3.2 times the deflection of the far end of the long cantilever in Example 1, and the deflection is too large.

[0072] Example 3: Double-layer prestressed ribbed concrete bridge

[0073] The continuous steel truss-web-plate truss double-layer combined swing bridge structure technical solution in Example 1 is replaced by a double-layer steel truss swing bridge structure technical solution, in which the upper steel truss beam and the orthotropic steel bridge deck structure of the bridge superstructure are replaced by a ribbed concrete beam bridge deck structure, that is, a ribbed concrete beam bridge deck structure swing bridge structure technical solution. Through structural analysis and estimation, the bridge swing weight is about 1.8 times the bridge swing weight in Example 1, the swing weight is selected to be a spherical hinge with a vertical bearing capacity increased to 522000 kN, the swing weight is too large, and the height of the center of gravity of the bridge during swing construction is also greatly increased, and the swing construction risk is too high.

Claims

1. A construction method of a continuous steel truss-web double-deck swing bridge structure, characterized in that, The upper structure is arranged in the form of continuous steel web-plate truss double-layer combined T-shaped bridge structure, the lower layer is a ribbed slab concrete beam bridge deck, the upper layer is a steel truss beam and an orthotropic steel bridge deck, three main trusses are arranged in the transverse direction of the upper layer, and a Warren main truss is arranged in the longitudinal direction, the middle pier of the lower structure is a reinforced concrete frame pier, the pier top cap beam is a prestressed reinforced concrete structure, the upper layer of the side pier is a reinforced concrete double-column T-shaped pier, the lower layer is a reinforced concrete frame pier, and the upper and lower cap beams of the side pier are prestressed reinforced concrete structures; The double-layer combined swivel bridge structure is mainly supported by a spherical hinge central support and supplemented by a ring support, and the swivel structure is arranged at the bottom of the middle pier column and is composed of upper and lower swivel plates, spherical hinges, support feet, ring slides, traction systems and boosting systems; The double-layer combined swivel bridge structure adopts a continuous support system, and three supports are arranged at each pier in the transverse direction; the inner side support of the middle pier is a fixed support, the outer side support is a one-way movable support; the inner side support of the side pier is a one-way movable support, and the outer side support is a two-way movable support; The combined swivel bridge structure adopts a plane swivel construction method to cross the existing railway, and the construction process comprises: (1) construction access, site leveling, exploration of the position of the railway light and cable, and removal of interference; (2) construction of a bored pile protection on the side of the cast-in-place beam body of the railway to ensure the stability of the railway foundation and the safety of the railway; (3) construction of a foundation pit protection project of the pier foundation, construction of a bridge pile foundation and a lower pile cap; (4) timely backfilling of the foundation pit to the top of the pile cap, installation of a swivel system, pouring of the upper pile cap of the middle pier and construction of the pier and the foundation and pier of the side pier; (5) erection of cast-in-place supports parallel to the railway, and completion of the assembly and welding of all steel structures on the supports; (6) segmented pouring and tensioning of the lower concrete beam body from the middle to the two sides; temporary consolidation of the pier beam at the middle pier; (7) construction of an outer maintenance passage railing of the lower layer; construction of outer anti-collision railings and anti-throw nets of the upper and lower layers; (8) multi-point and staged unloading of the supports to naturally sag the cantilever structure and complete the whole sagging; installation of temporary steel supports beside the pier; and removal of all cast-in-place supports; (9) swiveling of the swivel beam segment to the bridge position and completion of locking; arrangement of a jack on the top surface of the lower cap beam of the side pier to jacking of each side of the main beam; installation of the pier support, removal of the jacking jack, and completion of the system conversion; (10) removal of the temporary auxiliary facilities of the swivel, removal of the temporary consolidation measures of the pier beam, and installation of the middle pier support; in combination with the construction progress of the adjacent joint, construction of the upper pier column and cap beam of the side pier and the whole bridge auxiliary project, and finally completion, acceptance and opening to traffic.

2. The construction method of a continuous steel-web-plate truss double-deck swing bridge structure according to claim 1, characterized in that: The steel truss beam selects a box section for the upper chord; the steel web is a box section; the upper chord and the steel web are connected by a node plate and high-strength bolts, and the node of the steel web is connected with the lower concrete beam through a welded bolt shear key on the node plate; the orthotropic steel bridge deck is composed of longitudinal rib beams, transverse rib beams and stiffened steel bridge decks, the transverse rib beams and the bridge deck are welded together with the upper chord of the main truss to form a plate-truss combined structure.

3. The construction method of a continuous steel-web-plate truss double-decked swing bridge structure according to claim 2, characterized in that: The ribbed concrete beam bridge deck adopts a dense beam system structure; the lower concrete beam is arranged with longitudinal and transverse double-direction prestressed steel bars; the connection between the steel web member and the concrete beam adopts a steel-concrete joint plate form, the joint plate is embedded into the lower concrete beam and is provided with an outer steel fiber concrete bump.

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