Bridge girder with high central wall beam

Abstract

The present invention provides a design for an improved girder bridge structure, which includes a high and narrow central wall beam that separates two opposing lanes of traffic, low guard walls on each side of the bridge, an open deck with an optional heated road surface, automatic driving guides, and electric guide rails. The purposes of the design include: (1) maximizing the structural efficiency of the strength-to-weight ratio and stiffness-to-weight ratio through the high and narrow central wall beam; (2) making the girder bridge lighter through the hollow deck; (3) improving the ability to resist wind loads through the improved deck and girder structure, and reducing vortices generated by high winds by allowing wind to flow through the open deck; (4) providing safer travel for vehicles on the windward and leeward sides of the central high box beam; (5) providing safer travel for vehicles on the hollow and heated deck, which can quickly remove water from rain, hail and snow (6) lowering the deck height of bridges with central wall structures to improve space utilization; (7) providing reliable autonomous driving reference and enabling the installation of sensors, wireless signal adapters and traffic signs / signals on the central wall beams and parapets, which can provide better reliable references for unmanned vehicles; (8) reducing interference with ground traffic because of the ability to achieve large spans and / or slender piers; (9) reducing maintenance of bridge structures in combination with the improvements of the present invention; and (10) improving the aesthetic appearance of the structure, reducing scenic obstruction and making it more eye-catching.

Description

Technical Field

[0001] The present invention relates to civil engineering, architectural design, urban planning, public transportation systems, road design, building construction, bridge structure design, beam design, aerodynamics, traffic efficiency, traffic safety, autonomous driving vehicles, independent axle extensions, and especially bridge beam design with a central wall beam and an open deck, which can be used for autonomous driving buses, rubber-wheeled trains and other vehicles. Background Art

[0002] A viaduct or bridge is an elevated road over its entire length. This height is usually achieved by building a viaduct, usually in the form of a long pier bridge. Technically, the entire viaduct is a bridge, which is usually built over a physical obstacle such as a river, valley or road, providing a passage across the obstacle. All of the present invention will apply equally to bridges, viaducts and elevated roads. In order to maintain simplicity and generality, the term bridge will be mainly mentioned in the context of the present invention, which can be interchanged with viaduct and elevated road. Whenever the term bridge is used, the term viaduct and / or elevated road may also be implicitly included below.

[0003] There is a constant need to improve the structural design of bridges so that they can be built with better weather resistance, larger spans, better structural quality, affordable prices, reduced construction difficulty, and faster construction speeds. Bridges come in a variety of structural forms, which are characterized by how they distribute forces such as: bending, tension, compression, shear, and torsion. The most common structural forms include, but are not limited to, beam, cantilever, arch, truss, suspension, and cable-stayed bridges. A variety of building materials can be used to build these structures. The most common materials used in modern bridge construction are concrete, steel, or a combination of the two (reinforced concrete). In the case of the latter, the tensile strength of the steel and the compressive strength of the concrete work together to allow the members to withstand bridge stresses over a considerable span. Both concrete and reinforced concrete have become the most common bridge construction materials in the world due to their reduced construction time, manufacturing, and maintenance costs. Overall, the materials used, the structural elements, and what is carried (i.e., passengers or vehicles) affect the design of the bridge structure.

[0004] A beam bridge consists of one or more beams laid across a supporting substructure, such as abutments or piers. At each end of the bridge, the abutments support the entire end of the bridge, while the piers support each span between the abutments. Beam bridges are known for their simplicity, ease of construction, and low cost. Modern beam bridges include a subcategory called girder bridges, which use girders to support the surface of the bridge. The bridge deck is also called the bridge deck. Each girder transfers the load forces of the deck down to its piers. The ability of a girder to support weight depends on its shape, material, and height. The performance of a girder bridge is also affected by the span of the girder and the traffic on the bridge.

[0005] Three common beam types used in tire-type wheel traffic bridges include: I-beams, T-beams, and box beams. I-beams: I-shaped beams have flanges at the top and bottom; this type of beam is the most common due to its simple design and lower cost. They are often used in conventional rolled steel and alternative plate girder bridge designs, where the plate girder forms the flanges of the I-beam. In general, this beam design has a higher moment of inertia for a given volume, and therefore has greater stability under bending and shear forces parallel to the web. They are also cheaper, easier to build, and easier to maintain. However, these beams do not resist twisting or carry torsion effectively. T-beams: "T"-shaped beams have a flange at the top; these beams have higher compressive strength and can resist shear stresses. However, they cannot carry tension like I-beams; inverted T-beams with top-mounted bridge decks alleviate this problem. Box beams: Multiple walls form a tubular shell in a girder structure. They resist torsion better than other girders and can carry greater loads. Each beam is also stronger per unit area, and quality control is better because the beams are not manufactured on site. Box beams require fewer support points and require less maintenance due to fewer exposed surfaces and edges. However, they are more expensive to manufacture, especially steel beams, due to the amount of material required. Maintenance, while less frequent, is more difficult due to the need to enter the confined space inside the box beam.

[0006] Regardless of the design changes, existing girder bridge structures face multiple challenges. First, each girder of the bridge is heavy, so a structural support design that is integrated with the girder is required to stabilize and support the bridge. Structural support often requires additional vertical space, resulting in a higher vertical height of the bridge structure. If another bridge is built above an existing bridge, the taller bridge is often less safe and requires higher clearance.

[0007] Secondly, heavy girders require more supporting substructures (mainly piers) within a certain distance. In other words, it ultimately limits the distance between two adjacent pier spans. Therefore, more piers and shorter main beam spans are required to cover longer distances. Structural support includes supporting lattice members or trusses. Lattice members or trusses can distribute the compressive and tensile forces acting on the bridge. However, their role is limited, and, ultimately, they cannot solve the problem of the limited span of a beam bridge from one pier to the next.

[0008] Third, heavier girders require more construction materials, longer construction time, and more maintenance. This is especially true for steel bridges. One way to reduce these costs is to use concrete as the primary structural material. However, concrete is more brittle and cannot withstand the high tensile forces that steel can. As mentioned above, existing solutions for helping to support the weight of a bridge increase the overall cost and materials. If possible, overall design improvements would make beam bridges lighter and therefore more cost-effective.

[0009] The fourth major problem with existing bridges is their ability to withstand strong wind forces. The kinetic energy from strong winds is converted into pressure when it hits a surface (such as the bridge deck), which is referred to as wind load. The typical formula for wind load (also known as the resistance equation) is as follows: F = (Cpv 2 A) / 2, where F represents the wind force or wind load acting on the surface area A of a given object (such as a pier or bridge). This wind load also includes the drag coefficient C, wind speed v and air density p; the latter is about 1.2kg / m 3 is a constant, but can vary with temperature. Therefore, higher wind speeds or larger surface areas will cause the wind force to have a greater effect. C is the drag coefficient, which varies primarily with bridge shape, inclination, and size. A bridge shape design with a low drag coefficient will reduce the effect of wind.

[0010] In the field of fluid dynamics, a vortex is a circular motion of a fluid and a reverse flow through a swirl, which is created when the fluid is subjected to a turbulent state. Through this moving fluid, a space is formed on the downstream side of the object where there is no fluid flowing downstream. The fluid behind the obstacle then flows into the void, which forms a fluid vortex on each edge of the obstacle. Soon after, a small section of reverse flow of fluid is formed toward the back of the obstacle. This phenomenon can naturally be observed behind large bridge structures facing the wind. Many strong vortices are harmful for the safety of bridges and traffic. Reducing the effective surface area of ​​the structure blocking the air intake is the key to attenuating or eliminating harmful vortices.

[0011] Typically, wind loads produce significant vibrations in the bridge structure. These vibrations can destabilize the bridge and ultimately affect its structural integrity, especially if the bridge span is large. In some cases, the flanges of the bridge may bend laterally. Overall, the life of the bridge is shortened, and the cost of ongoing maintenance increases. When resonance amplifies the effects of wind loads on a bridge, its structural integrity should be of greater concern. Resonance occurs when external energy is stored, amplified, and transmitted to an object at its natural frequency if it is equal to or close to the natural frequency. When vehicles are passing over the bridge, the vibrations of the wind are relatively small; however, if the natural vibrations of the bridge happen to match the frequency of the wind vibrations, the small amount of wind energy is superimposed on the existing vibrations in a short period of time, creating larger vibrations. In this case, the vibrations of the structure can become strong enough to damage the bridge structure and may eventually cause the bridge to collapse. A classic example is the destruction of the Tacoma Narrows Bridge in 1940 due to resonance. The bridge had a truss that strengthened the deck to withstand the wind loads, however, the truss was not strong enough to support the entire bridge. Other factors that contribute to increased vibrations include wind speed and the angle at which the wind hits the bridge.

[0012] Wind can also cause traffic and safety issues on taller bridges. Since vehicles travel on elevated roads that are higher than surrounding trees, buildings, etc., the crosswind effect plays an important role in the safe driving of vehicles. In the event that a vehicle is affected by wind force, it may be in danger of overturning, spinning, or being blown off the bridge deck. Especially when the vehicle is tall, narrow, and light, its driving ability will eventually be reduced due to the loss of traction.

[0013] An existing solution to mitigate wind loads on traffic is to use wind barriers such as wind fences, which can improve vehicle safety. Such wind fences are installed on both sides of the road to reduce wind loads on vehicles, thereby preventing sudden swaying and generally improving aerodynamic stability. However, existing wind fence designs only work well for bridges with low heights and in areas with weak winds and good geological conditions. In addition, existing windshield wall designs do not mitigate vibrations themselves, and if the windshield is too high it will increase the wind load on the bridge.

[0014] Rain, hail, and snow on bridges make driving more difficult and also affect the bridge structure. Excessive moisture can cause corrosion in steel components, which reduces the effectiveness of the material and causes structural deformation. If the water is not properly drained from the bridge, water accumulation can also cause corrosion in steel components. In freezing conditions, water on the bridge deck, such as standing water, can freeze into ice, making driving dangerous. In addition, snow and ice accumulation means that the bridge deck requires more maintenance through snowplowing. A heated bridge deck can help melt ice and snow quickly.

[0015] When vehicles meet, the aerodynamic forces exerted on them have a significant effect on vehicle handling stability, especially when the vehicles are tall, narrow, light, speeding and close to each other. When two cars pass each other in opposite directions, strong turbulence is induced in the narrow space between them. Turbulence shakes the vehicles and causes the tires to lose grip on the ground.

[0016] To reduce or eliminate the risk of head-on collisions between vehicles, a wider space between two opposing lanes is one of the existing solutions. Road widening is common for ground transportation; however, a wider space will significantly increase the cost of the overhead structure. Another solution is to use a barrier (such as a flower bed or a Jersey barrier) to separate the two lanes. However, the addition of a physical barrier will incur additional construction costs.

[0017] A Jersey barrier is a physical barrier that prevents head-on and side collisions between vehicles traveling in opposite directions. This barrier is a low concrete or plastic barrier placed in the middle of the roadway separating traffic. As a result, head-on collisions, side collisions, and crossovers with opposing lanes are kept to a minimum. The height of a Jersey barrier (approximately 80 cm) is high enough to protect smaller vehicles, however, it is not suitable for larger vehicles such as buses and trucks; these large vehicles may still pass over the barrier and into the other lane. In the event of extreme weather (such as tornadoes and hurricanes), the barrier may also be blown away if not properly anchored. This problem further slows down traffic and increases the likelihood of accidents. Taller barriers, similar to Jersey barriers, may be better traffic dividers on girder bridges. Low wall similar to a barricade on the outside of the bridge road is called a parapet.

[0018] The integration of autonomous vehicles with the bridge structure is also an important consideration. Autonomous vehicles (SVs), also known as autonomous vehicles (AVs), typically use cameras along with many other sensors to continuously sense their surroundings and drive accordingly. Autonomous driving functions work best when there are obvious landmarks such as buildings, and autonomous vehicles can also use the lanes on the bridge deck. In bad weather conditions, cameras cannot easily view the surrounding environment due to reduced visibility in the lanes; this visibility is also reduced in glare. As a result, the cameras and the internal systems of the autonomous vehicle are confused by the parameters of the surrounding area. The application of autonomous driving on bridges may be facilitated if there are external devices and driving references to guide the autonomous vehicle.

[0019] Due to the above issues, a lot of maintenance is required to ensure that the structural integrity and stability of the bridge structure is up to standard. This means that periodic inspections are performed to ensure that there are no loose, corroded or damaged parts. If there are any damaged parts, this means that more materials and labor are required to repair or replace the damaged parts. As mentioned earlier, weather-related maintenance, especially snow and ice on the bridge deck, also needs to be cleared to ensure traffic safety. In addition, regular maintenance of the bridge deck also means a decrease in traffic efficiency due to the need to divert traffic. In order to reduce the maintenance required for the structure and safety, major improvements need to be made to the bridge structure.

[0020] Finally, existing girder bridge designs are often large in size, often obstructing urban views and creating a relatively suffocating feel. Overall, it is not an aesthetically pleasing structure in the communities in which it is located. Additionally, maintenance costs may make it a less than ideal long-term investment for the community. However, aesthetic issues are minor compared to the structural deficiencies and possible safety issues of existing girder bridge designs.

[0021] The present invention provides a high-strength girder bridge design that improves on current concrete and steel bridge solutions with a novel girder structure. The girder consists of a tall central wall-type beam, two parapet walls, an open deck with optional heated rails, driving guides for autonomous vehicles, and electrical rails for electric vehicles. Thanks to this unique design, the bridge structure now solves the problem with a more stable structure, using less material, and less construction and maintenance costs. The new girder itself is lighter than the existing structure, takes up much less vertical space, and allows for longer beam spans between supporting piers. The new bridge design can resist greater wind loads; therefore, the safety of vehicles is improved because the open deck allows wind to flow through and prevents vortices from forming under the vehicle. Snow, hail, and rain can also pass through the open deck, further improving vehicle safety on the bridge. The bridge design in the present invention also greatly facilitates autonomous vehicles and technologies. Thanks to the electrical rails in the middle of the bridge deck, electric vehicles can obtain electricity through the collector shoes. In addition, the new design is not only suitable for autonomous buses and rubber-wheeled trains, but also for vehicles with independent dynamic axle adjustment systems. Summary of the invention

[0022] The technical solution adopted by the present invention is: the bridge girder with a high central wall beam includes a bridge girder with a first and a second wheel track for transporting vehicles between two bridge piers, characterized in that: the central beam is located in the middle of the bridge;

[0023] wherein the central beam has a height comparable to or greater than that of the vehicle;

[0024] Among them, the central beam is narrow in width and can be hollow inside;

[0025] The central beam is used to suspend and support most of the weight and load of the bridge and transfer it down to the piers;

[0026] The first road deck is located on one side of the central beam;

[0027] wherein the first deck includes a first lane for a first direction of vehicular traffic;

[0028] wherein the first lane comprises first and second tracks; wherein the first track is located under a first wheel path of the vehicle and the second track is located under a second wheel path;

[0029] Therein, the first deck is open and hollow between the first and second rails of the first lane, and allows air, rain or snow to flow through.

[0030] Further, the first guard wall is at the end of one side; wherein the first guard wall is lower than the central beam and the inside may be hollow.

[0031] Further, wherein the beam is assembled with a plurality of beam segments; wherein a complete beam bridge can be constructed with a plurality of the beams; wherein each of the beams is supported by a pair of piers located at both ends of the beam and below the beam; wherein adjacent beams can share the same pier.

[0032] Furthermore, the central beam includes a transverse rib structure to increase strength and resist distortion.

[0033] Further, the central beam has holes that accommodate prestressed steel cables or steel bars to support the central beam and deck.

[0034] Further, the central beam and the first guard wall are connected by a purlin; wherein the purlin connects the first and second tracks in the first lane.

[0035] Further, a second road deck is on the other side of the central beam; wherein the second deck includes a second lane for vehicles traveling in a second direction; wherein the second lane includes a third and a fourth track; wherein the second deck is open and hollow between the third and fourth tracks of the second lane and allows air, rain or snow to flow through.

[0036] Furthermore, the beam bridge structure includes a second guard wall at the other lateral end.

[0037] Further, wherein the first track is equipped with a first autonomous vehicle (AV) reference guide, and the second track may be equipped with a second autonomous vehicle reference guide; wherein the autonomous vehicle reference guide ensures that the wheels remain within their respective ranges.

[0038] Further, wherein the reference guide is beside or part of the central beam and / or guard wall; wherein the reference guide can be equipped with relevant equipment or can be detected by relevant equipment; wherein the equipment can be mounted on a vehicle or on a beam bridge structure; wherein the equipment can detect, report and respond to adverse weather conditions such as rain, hail, snow or fog; wherein the equipment can be a sensor, a wireless data communication device, a traffic sign or a signal; wherein the sensor can be used for visual detection or parameter measurement; wherein visual detection can monitor traffic and bridge conditions; wherein parameter measurement may include measuring distance, wind direction and wind speed, incoming vehicle speed and total load of the bridge; wherein wireless data communication may include sending and receiving communications with vehicles, data related to traffic conditions, weather, maps, vehicle demand and vehicle conditions; wherein traffic signs and signal lights regulate traffic flow.

[0039] Furthermore, the surface of the track can be paved with asphalt, concrete, metal, engineering plastics, rubber or other artificial materials; the track can be equipped with a heating device driven by electricity, natural gas or other energy sources; the heating can be used to melt snow or ice or dry rainwater.

[0040] Further, there are two electrified rails in each lane to power electric vehicles (EVs) through collector shoes; wherein the electrified rails are installed by fasteners and isolation devices (such as bolts, nuts, washers, spring bars, brackets and / or plastic pads).

[0041] Further, wherein the lanes are designated for specific applications; wherein the applications include public transportation using passenger cars, rubber tire trains, high-speed vehicles and low-speed vehicles; and other transportation using minivans, coaches, sedans, SUVs, freight trucks, vans and pickup trucks.

[0042] Further, the track can be used to transport an electric vehicle with a dynamic axle system; wherein the dynamic axle system can extend the wheels on both sides of the vehicle outward (or retract inward) through independent axles; wherein sensors can measure the distance from the vehicle to the central beam and the vehicle to the guardrail, thereby providing a reliable reference for the vehicle's steering control system and preventing the wheels from physically contacting the drive reference guide.

[0043] Further, the ground road surface below the bridge girder can be planned as at least one two-way left-turn lane to improve ground traffic; and natural light can penetrate the open deck.

[0044] Further, wherein the central beam is used as and replaces any other shape of beam structure, such as box beam, T-beam or I-beam.

[0045] Furthermore, the cross-sectional shape of the purlin may be rectangular, I-shaped, T-shaped, triangular, trapezoidal, elliptical or other shapes.

[0046] Furthermore, the bridge pier is reinforced concrete with solid or hollow filling; wherein the cross-sectional shape of the column is rectangular, octagonal, circular or elliptical.

[0047] A method for constructing a girder bridge between two piers for the traffic of vehicles having first and second wheel tracks comprises the following steps:

[0048] Provide a central beam located in the middle of the bridge;

[0049] Among them, the central beam has a height comparable to that of the vehicle;

[0050] Among them, the width of the central beam is narrow;

[0051] Among them, the central beam is used to suspend and support most of the weight and load of the bridge structure and transmit its force downward to the piers;

[0052] providing a first road deck on the bridge on one side of the central beam and providing a second road deck on the bridge on the other side of the central beam;

[0053] wherein the first deck comprises a first lane; wherein the first lane comprises first and second tracks; wherein the second deck comprises a second lane; wherein the second lane comprises third and fourth tracks; wherein the first and third tracks are located under a first wheel path of the vehicle and the second and fourth tracks are located under a second wheel path;

[0054] wherein the first deck is open and hollow between the first and second rails of the first lane, and the second deck is open and hollow between the third and fourth rails of the second lane; wherein air, rain or snow can flow through the hollow portions of the first and second decks;

[0055] Precasting of multiple original girder segments off-site;

[0056] wherein the girder section includes the central girder and a portion of the deck;

[0057] Creating a set of giant beam segments; wherein the giant beam segment connects two or more of the original beam segments as required;

[0058] After the girder bridge installation process is carried out, the girder bridge is constructed using the original girder segments and huge girder segments.

[0059] Furthermore, in the above method, the installation process of the girder bridge includes:

[0060] Lift the girder sections and / or giant girder sections and temporarily secure them in place;

[0061] Connect girder segments and install post-tensioning cables to form spans and become girders;

[0062] Repeat the operation, advancing and securing each girder in turn, until the entire bridge is complete.

[0063] Beneficial effects of the invention: The present invention provides a design of an improved girder bridge structure, which includes a high and narrow central wall beam that separates two opposing lanes of traffic, a low guard wall on each side of the bridge, an open deck with an optional heated pavement, an automatic driving guide, and an electric guide rail. The purposes of the design include: (1) maximizing the structural efficiency of the strength-to-weight ratio and the stiffness-to-weight ratio through a high and narrow central wall beam; (2) making the weight of the girder bridge lighter through a hollow deck; (3) improving the ability to resist wind loads through an improved deck and girder structure, and reducing vortices generated by strong winds by allowing wind to flow through the open deck; (4) providing safer travel for vehicles on the windward and leeward sides of the central high box beam; (5) providing safer travel for vehicles on the hollow and heated deck, which can quickly remove water from rain, hail and snow; (6) reducing the pressure of vehicles with a central (7) provide a reliable reference for autonomous driving and enable the installation of sensors, wireless signal adapters and traffic signs / signals on the central wall beam and parapet, which can provide better and reliable reference for unmanned vehicles (especially vehicles equipped with dynamic axle adjustment systems); (8) reduce interference with ground traffic because of the ability to achieve large spans and / or slender piers; (9) reduce maintenance of bridge structures in combination with the improvements of the present invention; and (10) improve the aesthetic appearance of the structure, reduce scenic obstruction, and make it more eye-catching. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] Figure 1 1 is an overall oblique view of the shape of a girder bridge structure constructed using a preferred embodiment of the present invention.

[0065] Figure 2 FIG. 1 is a diagram showing the wind effects of a girder bridge having a central wall beam using a preferred embodiment of the present invention.

[0066] Figure 3 are oblique, front and cross-sectional views of an intermediate beam segment constructed using a preferred embodiment of the present invention.

[0067] Figure 4 1 is a front view of different vehicles traveling on the bridge deck of the preferred embodiment of the present invention.

[0068] Figure 5 It is an exemplary diagram of how a ground vehicle on the central lane under the beam bridge of the present invention turns left in various situations.

[0069] Figure 6 It is a side view of two crossed girder bridges at different heights and a front view of the height difference between the bridge of the present invention and the existing box-type girder bridge. Implementation

[0070] The language used herein describes only specific embodiments; however, it is not intended to be limited to specific embodiments of the present invention. Within the present invention, the term "and / or" includes any and all combinations of one or more related items. Unless otherwise specified, "one", "a kind" and "the" can cover the singular and plural forms in the content of the present invention. It should also be noted that "they" or "their" are now used interchangeably because "they" or "their" are now considered to be gender-neutral pronouns. The terms "include" and / or "comprise" in this specification should specify the presence of the features, steps, operations, elements and / or components; however, they do not exclude the presence or addition of other functions, steps, operations, elements, components and / or groups. Unless otherwise defined, all terms used herein, including technical and scientific terms, have the same definitions as those commonly understood by ordinary technicians in the field to which the present invention generally belongs. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the same meaning as defined in the context of the relevant field and the present invention. Unless explicitly described herein, these terms will not be interpreted in a fanciful or overly strict sense. It should be understood that a variety of techniques and steps are disclosed in the specification, each of which has its own benefits. Each technique or step can also be used in combination with a single, multiple or all other disclosed techniques or steps. For the sake of clarity, the description will avoid unnecessary repetition of every possible combination of steps. Nevertheless, it should be understood that such combinations are within the scope of the present invention and claims.

[0071] In the following description, specific details are mentioned to fully understand the present invention. However, it may be obvious to a person skilled in the art. Therefore, the present invention can be applied without mentioning these specific details. The present invention is represented as an implementation. However, the present invention is not necessarily limited to the specific embodiments shown in the following figures or descriptions. The description of the present invention will now be explained by specifying the figures representing preferred or alternative embodiments. All relevant vehicles shown by the figures are right-hand driving traffic (RHT); however, the present invention is not necessarily limited to right-hand driving traffic, and it is also applicable to left-hand driving traffic (LHT).

[0072] The present invention provides a design for a uniquely shaped girder bridge structure including a tall, narrow central wall beam that separates two lanes of traffic for vehicles traveling in opposite directions, a low parapet on each side of the bridge, and an open deck with optional heated pavement, autopilot guides, and electrical guide rails. The term central wall beam is interchangeable with central wall beam, wall beam, and central wall. The purpose of the design is to alleviate the problems of existing girder bridge designs by using the improvements provided in the present invention, which include: (1) maximizing structural efficiency in terms of strength-to-weight and stiffness-to-weight ratios through a tall, narrow central wall beam; (2) making the girder bridge lighter by having a hollow deck; (3) improving the ability to resist wind loads through an improved deck and girder structure, and reducing vortices generated by high winds by allowing wind to flow through the open deck; (4) providing safer travel for vehicles on the windward and leeward sides of the central high wall beam; and (5) providing safer travel for vehicles on the hollow and heated deck. The system can quickly remove water from rain, hail and snow; (6) reduce the deck height of bridges with central wall structures to improve space utilization; (7) provide reliable autonomous driving reference and enable the installation of sensors, wireless signal adapters and traffic signs / signals on the central wall beams and parapets, which can provide better and reliable reference for unmanned vehicles (especially vehicles equipped with dynamic axle adjustment systems); (8) reduce interference with ground traffic because of the ability to achieve large spans and / or slender piers; (9) combined with the improvements of the present invention, reduce the maintenance of bridge structures. (10) Improve the aesthetic appearance of the structure, reduce scenery obstruction, and make it more eye-catching.

[0073] The design includes a new girder design that sits on top of a supporting structure, such as a bridge pier. The girder can be made of concrete, steel, or a combination of the two - reinforced concrete. The new girder includes a unique tall, narrow center wall beam that suspends and supports two hollow decks: one on each side of the center wall beam. The center wall beam is also hollowed out so that the weight is minimized. There are many holes throughout the girder, and steel bars are embedded in the holes to support the girder and the bridge deck. The center wall beam is about the same height as standard traffic and acts as a barrier to separate the two lanes of traffic. Each hollow deck serves as a single lane travel lane and travels in one direction of traffic. Although the direction of traffic can be either direction, in a preferred embodiment of the present invention, the direction on one side of the center wall beam is opposite to the other side.

[0074] Because the new design moves the support structure of the T-beam, I-beam or box beam from the bottom of the beam to the center, the support structure overlaps the vertical height of most vehicles. It effectively eliminates the need for additional vertical space, so the bridge can be built with a lower overall profile, with the overall height including the height of the bridge itself and the vehicles on the deck. This optimizes structural efficiency and space utilization.

[0075] With the same construction cost, the beam span of this central wall type beam structure can be longer than any other structural design. The longer the beam span, the fewer piers are required for support. Using fewer piers can not only minimize the interference of the bridge on the ground, road construction and building traffic, thereby improving traffic on the ground; it also reduces construction costs and makes the entire construction process easier to implement. Due to the large beam span, it is now possible to design a central lane, also known as a central left turn lane and a two-way left turn lane in the ground area under the bridge to facilitate traffic turning. Related content will be discussed in subsequent paragraphs and Figure 5 Detailed description in.

[0076] Each hollow deck, also called an open deck, can be divided into several lanes. Each such lane is hollowed out in the middle of most of the road, forming a deck of two parts, each deck part is located under the wheel path of the vehicle, such as the left and right wheel paths. The decks of the left and right parts are connected to the purlin. In an exemplary embodiment of the present invention, each deck has only one lane, a part of the deck is located near the central wall beam of the lane, and the other part of the deck is located near the guard wall at the other edge of the lane. Hereinafter, the deck part near the central wall beam is referred to as the near-central wall track. The deck part near the guard wall is referred to as the near-guard wall track hereinafter. The guard wall is similar to a smaller version of the central wall beam and is located at the far end of the beam. The surface of the two tracks can be paved with asphalt, concrete, metal, engineering plastics, rubber or other artificial materials. If used in a city with cold weather, a heating device powered by electricity, natural gas or other energy sources can be installed on the track. The heating is used to melt snow or ice, or to dry rainwater on the deck surface. Two electrical rails are also installed in the center of each lane to power electric vehicles.

[0077] Both the near center wall track and the near guard wall track are slightly wider than the vehicle's wheels and are located below the vehicle's wheel path. Above the near center wall track, there is an autosteer guide with a portion of the center wall beam. It is called the near center wall driving guide. Above the near guard wall track, there is an autosteer guide with a portion of the guard wall beam. It is called the near guard wall autosteer guide. Autosteer guides ensure that the wheels can drive properly on their respective tracks. They are particularly useful for autosteer vehicles equipped with sensors to measure the distance between the vehicle's sides and objects. Autosteer guides also protect and guide wheels with dynamic axles so that they do not move too far outward.

[0078] The specific designs described here are only for the convenience of illustrating the basic idea of ​​the invention and should not be considered as limiting the design options. This includes variations in mechanical design to achieve similar features or functional purposes, as well as variations with different materials, number of components, shapes, structures and deployment sequences, which are obvious to those of ordinary skill in the art.

[0079] Figure 1 An overall oblique view of the unique shape of a beam bridge structure constructed using a preferred embodiment of the present invention is shown. The bridge consists of two main parts: the superstructure (100) and the substructure (104). The superstructure (100) covers everything from the bearing pad (102) onwards. The superstructure (100) between two adjacent substructures is called a girder. Most commonly, the girder is cast in sections. The girder is assembled from a series of girder segments, which are of two types: end girder segments (108) and intermediate girder segments (106). The substructure (104) is the foundation for transferring loads from the superstructure (100) to the ground. The bottom of the intermediate girder segment (106) and the top of the end girder segment (108) have a set of holes, hereinafter referred to as cable holes (156). The cable holes (156) are used to fix the cable and the casing; this will be explained in the subsequent paragraphs. The above-ground portion of the substructure (104) consists of piers or abutments. In the subsequent description of the present invention, the terms substructure and piers are interchangeable and are identified as (104). The superstructure (100) includes a deck and a support structure. The support structure includes a primary support, a secondary support, and connections between them. The primary support is a wall beam called a central wall beam or simply a central wall (110), which separates two lanes to allow vehicles to travel in opposite directions. The interior of the central wall beam (110) is a hollow chamber (140). The secondary support includes two parapet beams (120), which are also interchangeably referred to as parapets. The connection between the primary support and the secondary support is a purlin (112). The beam also has smaller holes, hereinafter referred to as steel bar holes (150, 158), for arranging prestressing steel cables or steel bars. The steel bar holes (150, 158) will be explained in subsequent paragraphs.

[0080] The open deck includes a near-center wall track (146) and a near-guard wall track (148). These tracks (146, 148) serve as a driving lane for each lane of the bridge. The road surface on the near-center wall track (146) near the center wall beam (110) is called the near-center wall road surface (126). The road surface on the near-guard wall track (148) near the guard wall (120) is called the near-guard wall road surface (128). Wheels roll on these two road surfaces (126, 128). Take right-hand driving (RHT) as an example. The left wheel drives on the near-center wall road surface (126) and the right wheel drives on the near-guard wall road surface (128). Two electrical rails (116, 118) installed on the top of the purlin (112) are used to power electric vehicles (EVs). In addition to the purlin (112) and the tracks (116, 118), the portion between the near-center wall road surface (126) and the near-guard wall road surface (128) is hollow. In the present invention, this hollow portion is essential to realize the open deck concept of the girder bridge. Its importance will be further explained in the following paragraphs. A driving guide is provided next to each road surface (126, 128) to serve as a steering reference and boundary for the wheels: the near-center wall driving guide (136) is part of the center wall type beam (110) and is adjacent to the center wall road surface (126); the near-guard wall driving guide (138) is part of the guard wall (120) and is adjacent to the guard wall road surface (128). In a sense, the driving guides (136, 138) act like curbs to ensure that the wheels remain within the upper surface of the road surface (126, 128). The guard wall (120) further constrains the outer wheels to the near-guard wall road surface (128) and prevents the vehicle from leaving the bridge deck. The center wall type beam (110) further constrains the inner wheels to the near-center wall road surface (126).

[0081] The electrical rails (116, 118) are mounted above the top of the purlin (112). The purlin serves as a sleeper for the electrical rails. Fasteners and insulating devices, such as bolts, nuts, washers, springs, brackets, plastic pads, etc., are not Figure 1 . The advantages of using electrical rails (116, 118) are reduced or even no emissions, higher efficiency and lower operating costs. However, a major disadvantage is that power outages are prone to occur. In an alternative embodiment of the present invention, the electrical rails (116, 118) may be partially or completely replaced by one or more overhead wires. The voltage of the overhead wires will be higher than that of the preferred embodiment. However, the reliability of overhead wires is poor and requires more maintenance. In addition, because overhead wires require higher vertical space, overhead wire facilities are not ideal for situations where multiple girder bridges need to be built at different levels. Overhead wire equipment will also be affected by strong winds and other adverse weather conditions, which may cause power outages and affect the power supply to vehicles on the bridge.

[0082] The beam segments (106, 108) have holes for placing cables or rebars that connect each segment together. The tensioning method of the preferred embodiment of the present invention is completed in two stages. In the first stage, it includes rebar holes (150) located throughout the beam to lay out the post-tensioned cables or rebars. Once the cables are installed through the rebar holes (150), then: ① place anchor plates / blocks; ② use a tensioning machine to stretch the cables; ③ anchor the cables with wedges; ④ grout the rebar holes (150); ⑤ trim the ends of the cables and add sealing caps. Once the rebars are installed through the rebar holes (150), then: ① place anchor plates / blocks; ② use a tensioning machine to stretch the rebars; ③ anchor the rebars with wedges or nuts; ④ grout the rebar holes (150); ⑤ trim the ends of the rebars and add sealing caps. The sealing / filling and end caps of the rebar holes (150) protect the cables and rebars from corrosion. The second stage of construction involves the installation of stay cable holes (156) at the bottom of the intermediate girder segments (106) and the top of the end girder segments (108). These stay cable holes (156) hold plastic cable tubes containing multiple cables. Each cable tube can be heat welded or glued to the joint. Once the stay cables are installed through the stay cable holes (156) and chambers (140), then: ① place anchor plates / blocks; ② use a tensioning machine to stretch the cables; ③ anchor the cables with wedges; ④ grout the pipes; ⑤ trim the ends of the cables and add sealing caps. The sealing / filling and end caps of the stay cable tubes protect the cables from corrosion.

[0083] In another embodiment of the present invention, a casting and tensioning stage construction step is involved, which serves to reduce on-site construction time, which also reduces the use of end epoxy and girder geometry control. Two or more intermediate girder segments (106) can be connected on the ground before on-site installation. To increase shear strength, steel bars are partially installed in the steel bar holes (150) as reinforcements. The connected group of girder segments (hereinafter referred to as giant girder segments) is hoisted into place. Then, the next stage involving the connection and tensioning process is performed.

[0084] The construction of the improved girder of the present invention is usually done by prefabrication in sections, which can be erected by using a gantry to lift each girder segment or a huge girder segment. This method is a proven construction method that is very suitable for repeated construction to save time and money, especially when the girder is prefabricated off-site. Other benefits of prefabrication in sections include minimal disruption, reduced environmental impact and reduced maintenance. The method of erecting the segmented girder used in the present invention is the span-by-span method, which is the most common, fastest, simplest and cheapest erection method. It is an ideal choice for longer bridges with multiple spans. The steps of this method are as follows: ① The segment is lifted and temporarily fixed in place by the gantry; ② After installation, the steel cable is tensioned to connect the beam segments to form a span girder; ③ Each girder is installed and fixed in place in turn. It should be noted that although this construction method is generally cheap for short spans, it may become expensive for long spans. Due to the novel design with lightweight structure, the cost of construction equipment is reduced, and the span-by-span erection of long spans is still an ideal choice for the present invention.

[0085] In yet another embodiment of the present invention, other erection methods related to segmental beams will be used. Other types of segmental beam erection include: ① balanced cantilever erection; ② progressive arrangement. Balanced cantilever: The deck is erected on each side of the pier in sequence using a crane, gantry or lifting frame. The segments are attached to the opposite ends of the cantilever in an alternating manner. By using this method, load imbalance and longitudinal bending of the pier can be minimized. This is particularly useful for beams with large spans or when the ground under the bridge is difficult to access, such as rugged terrain or environmentally sensitive areas. Progressive arrangement: The beam segments are erected from one end of the bridge and placed sequentially in a single direction. During construction, temporary piers are placed in the middle. This construction method is completed at a single working location and is considered to be the most time-consuming. However, process control is more direct and the required equipment is relatively cheap. In addition, bridges can be built with minimal interference with environmentally sensitive areas.

[0086] By improving the design of the piers (104) and the end beam segments (108), the bridge saves vertical space, which results in a lower deck height and the use of total vertical space. The bearing pad (102) supports the bottom of the deck, and the lower part of the central wall beam (110) below the deck and the upper part of the pier cap use the same vertical space. Compared with the existing box girder bridge, the deck height is reduced, and the top weight of the improved girder bridge structure is smaller, and due to the wide lateral span, the end girder segments (108) connected thereto are more firmly fixed in place. In addition, the girder (100) and the piers (104) have a symmetrical structure. Assuming that there is only one lane in each direction, the load can be better distributed to improve stability. This also makes it possible to construct multiple preferred embodiments of the improved beam bridge structure at different height levels. This will be described in subsequent paragraphs and Figure 6 Explained in.

[0087] Depending on the surrounding environment in which the bridge is constructed, the characteristics of the pier (104) may also vary. In the case of a preferred embodiment of the present invention, the reinforced concrete pier (104) is located on the ground and has a solid structure, square columns and a hammer-shaped pier cap. Moreover, the solid pier (104) minimizes the use of space. In other alternative embodiments, the pier (104) may be hollow. Hollow reinforced concrete piers (104) are often used in high-rise bridges to maximize the structural efficiency of strength-to-weight ratio and stiffness-to-weight ratio. However, hollow piers (104) require more ground space and are more likely to block the driver's view of ground traffic. The columns of the pier (104) may be a variety of shapes suitable for different applications. The cross-sectional shape of the column may be rectangular, octagonal, circular, elliptical, etc. These shapes may be used in alternative embodiments of the present invention.

[0088] In an alternative embodiment, there may be two or more lanes for vehicles traveling in the same direction. Each lane has a designated application. For example: one lane for buses and rubber-wheeled trains, and another lane for other traffic. In another case, one lane is for high-speed vehicles and the other lane is for low-speed vehicles.

[0089] The improved design of the bridge structure looks more eye-catching or attractive. The attractive appearance may make the bridge gain more recognition and become a landmark architectural structure in the area where it is inhabited. In addition, the design of the girder allows the application of sensors, wireless signal adapters, and traffic signs / signals on the structure itself. They can be installed on the central wall beam (110), the parapet wall (120), the bridge pier (104), etc.; this will be discussed in subsequent paragraphs and Figure 4 Sensors can also be integrated with girder bridge structures to detect, report and protect against adverse weather conditions such as rain, hail, snow, fog, etc.

[0090] Like any elevated structures and objects, strong winds can exert forces on girder bridges and vehicles. Figure 2 The effect of wind on a bridge having a central wall beam (110) using a preferred embodiment of the present invention is shown. Figure 2Subfigure (a) of shows the effect of wind on a bridge when a solid deck is used. Wind flow (206) passes over the retaining wall (120) and forms a lee vortex (216) on the deck (208) and the other side of the retaining wall (120). Wind (204) passing over the retaining wall (120) will be further deflected and create turbulence (214) on the deck (208) of the bridge. Such vortices and turbulence can cause strong wind forces to be applied to the bridge, shaking the deck, and creating unsafe driving conditions. Wind flow (202) passes over the center wall beam (110) and forms a lee vortex (212) on the deck (210) and the other side of the center wall beam (110). The lee vortex (212) may also shake the deck (210) and vehicles, thereby creating unbalanced vibrations. The stronger the passing wind (202, 204, 206), the more destructive the unbalanced vibrations on the bridge. If the wall beam (110) is taller, the wind-related problems become worse. The taller the wall beam (110), the greater the possibility of rupture, because the dangerous torque is proportional not only to the wind intensity but also to the height of the wall beam (110). In addition, if the frequency of the wind is close to the natural frequency of the bridge, then all vibrations caused by the wind can be amplified. This will cause resonance and eventually damage and destroy the bridge structure.

[0091] Figure 2 Sub-figure (b) of shows the wind effect on the bridge in the preferred embodiment of the present invention. With the girder design in the preferred embodiment, the wind flow (224, 226) passes over the guard wall (120) and is then directed to the central wall beam (110). Due to the novel open deck design, the wind flow (224, 226) is mostly deflected downward (234, 236) and leaks through the deck opening (228). The wind flow (224, 226) may still generate some turbulence, but the impact on the bridge structure is much smaller and provides safer driving conditions. At the same time, the slightly deflected wind flow (222) passes over the central wall beam (110) and then passes over the right guardrail (120) together with the wind flow upward through the deck opening (230). Due to the novel open deck design on the other side of the central wall beam (110), dangerous turbulence and vortices are also greatly reduced.

[0092] Figure 2 Neither sub-figure (a) nor sub-figure (b) of shows the effect of wind on the bridge when the wind passes under the beams. The main part of the central wall beam (110) and the parapet wall (120) is above the deck. Therefore, the main effect of the wind force is on the part above the deck. A small amount of wind travels under the parapet wall (120), and the lower body of the central wall beam (110) also deflects the wind direction. This creates less turbulence or eddies, and has less impact on the beam structure.

[0093] Figure 3An oblique view, a front view and a cross-sectional view of an intermediate beam segment (106) constructed using a preferred embodiment of the present invention are shown. Figure 1 All descriptions of beams in also apply to Figure 3 Each subgraph of . Figure 3 Sub-figure (a) of shows an oblique view of the girder section. In this preferred embodiment of the present invention, the hollow chamber (140) allows people to walk in for installation and inspection of the inclined cables. The purlin (112) is designed as a T-beam, which has a higher shear resistance and compressive strength. In another embodiment of the present invention, the cross-sectional shape of the purlin can be rectangular, I-shaped, triangular, trapezoidal, elliptical, etc. Some of these shapes have less air resistance and less accumulation of water, snow and ice; but may result in higher material usage. In addition to its supporting function, the purlin (112) also serves as a sleeper for the electrical rail. The driving guides (136, 138) on each side of each lane are used as references for the autonomous vehicle. This is to ensure that its wheels remain within the track (146, 148) and do not fall into the open space.

[0094] The design of the center wall beam (110) of the present invention has three main purposes: ① It provides strong support for the open structure beams and long beam spans with very low deck height and light beam weight. As mentioned above, the center wall beam (110) replaces the traditional box beam, I beam or T beam structure under the deck. The reason for this low deck height will be explained in the following paragraphs and Figure 6 ② It protects vehicles traveling beside the central wall beam (110) from strong winds. The steering guide guides the wheels and prevents the wheels from moving sideways. The taller central wall beam (110) reduces the wind force on the windward side vehicle and the leeward side vehicle; ③ It physically separates and prevents vehicles from colliding head-on or sideways in opposite directions. Compared with the standard Jersey roadblock, its higher height can extend safety protection to larger vehicles, such as buses and rubber-wheeled trains for public transportation. When two or more vehicles pass each other, the central wall beam (110) reduces the possibility of shaking the vehicles due to sudden air turbulence. With the design of the open deck, the vehicle can maintain good traction on the road surface (126, 128) supported by the rails (146, 148). The details of the open deck will be explained in subsequent paragraphs.

[0095] The top of the central wall beam (110) and the guard wall beam (120) can also be used to mount external sensors, wireless signal adapters and traffic signs / signals as a means of communicating with vehicles on the bridge. The functions of such sensors may vary and include, but are not limited to: visual sensors for monitoring traffic and bridge conditions; wind sensors for measuring wind direction and wind speed; ultrasonic sensors for detecting the speed of incoming vehicles; deflection sensors for detecting the overall load of the bridge. The wireless signal adapter communicates with the vehicle, sending data related to traffic conditions, weather, map data, etc., and receiving data related to vehicle demand, vehicle status, etc. Traffic signs and signals are used to regulate traffic flow. All of these sensors are very useful for autonomous vehicles.

[0096] Figure 3 Sub-figure (b) shows a front view and a cross-sectional view of the middle beam segment (106), Figure 3 All descriptions of the beam in sub-figure (a) of also apply here. The front view of this sub-figure also shows the central wall rib (330) inside the cavity (140) of the central wall beam (110) and two parapet webs (332) inside the parapet (120) of the beam. The inclined cable hole (156) is shown at the bottom of the central wall rib (330), which is usually in the middle beam segment (106). Sub-figure (b) also shows other holes on the purlin (112). These holes are hereinafter referred to as large purlin holes (340) and small purlin holes (342). Some purlin holes (340, 342) are used to support drainage gutters, and other holes are used to support power and signal pipes.

[0097] Figure 3 Sub-figure (b) of FIG. 1 also shows a cross-section of the girder marked as section AA. It mainly shows the central wall rib (330) and a steel bar hole (158) for fixing prestressed steel bars or steel cables to increase tensile strength. The steel bar hole (158) shown in section AA passes through the purlin (112), the parapet web (332) and the middle crossbar of the central wall rib (330).

[0098] The central wall rib (330) and two parapet webs (332) make the girder lighter and more compact while being strong enough to support the loads on the girder and deck. Figure 3As shown in the AA part of the sub-figure (b) of FIG. , the middle beam segment (106) is symmetrical. The central wall rib (330), the parapet web (332) and the purlin (112) are at the mid-plane of the beam segment; these components (330, 332, 112) serve as transverse reinforcement components. Due to the use of this transverse reinforcement structure, the design significantly reduces the weight and material cost of the beam. The middle crossbar of the central wall rib (330) is at the same level as the top of the track (146, 148), which is the key to improving the strength of the beam and resisting twisting. In another embodiment of the present invention, two or more crossbars of the central wall rib (330) can be cast across the cavity (140). More crossbars will affect people walking in the cavity (140). The parapet web (332) enhances the strength of the hollow parapet (120). In another embodiment of the present invention, the parapet is solid and the web is no longer required.

[0099] The cable holes (156) cast at the bottom of the rib (330) are used to fix the cables and pipes. Only some intermediate girder segments (106) in the middle of the entire girder use these holes at the bottom of the rib (330). For the rest of the intermediate girder segments (106), the cables and pipes are suspended through the chamber (140). In the chambers of some intermediate girder segments (106), the cables are attached to the intermediate girder segments (106) through brackets to evenly distribute the support of the beam. Take a 10-segment girder as an example. First, count the segments in order from 1 to 10. Segment 1 is the leftmost girder segment and segment 10 is the rightmost girder segment; both of them are end girder segments (108). The cables and pipes are fixed in the cable holes (156) at the top of the end girder segments (108). Segments 2 to 9 are intermediate beam segments (106), and only segments 5 and 6 use cable holes (156) to secure the cables and bushings. The cables and bushings run through the chambers (140) of segments 2, 3, 4, 7, 8, and 9. Segments 3 and 8 are connected to the cables by brackets.

[0100] The open space between the tracks (146, 148) and the purlins (112) is key to achieving the following goals: ① lighter beams; ② better resistance to wind loads for vehicles and beams; ③ easier handling of rain, hail, and snow. First achievement: Light weight means reduced amount of building materials, easier transportation and lifting, shorter construction time, and less maintenance. The bridge does not need to support as much weight and is therefore more stable and has a longer service life. Longer spans allow the piers (104) to be farther apart. Such a large span saves construction time and is easier to build. It also allows for better integration with ground transportation, which will be discussed in subsequent paragraphs and Figure 5 Explained in.

[0101] Second achievement: The open deck prevents eddies from forming under the vehicle, and the central wall beam (110) reduces the wind force to the side of the vehicle. As a result, the track and road surface (146, 148, 126, 128) keep the vehicle in place and the wheels in contact with the ground. By using a taller central wall beam (110), vehicles are further prevented from colliding with each other. Because the wall beam (110) is the same height as a bus, it shields vehicles passing on both sides. As a result, it transfers the impact of wind loads from the vehicle to the bridge. The combination of these two novelties means that vehicles are rarely affected by strong winds and instantaneous negative pressure. As a result, accidents related to high winds are greatly reduced, if not eliminated. In addition, the combination of the open deck and the central wall beam (110) mitigates turbulence caused by wind loads. In this way, the vibration of the bridge structure is greatly reduced, and even if the natural frequency of the bridge is similar to the natural frequency of the wind, vibrations are difficult to accumulate. In other words, resonance is less likely to occur.

[0102] Third Achievement: The open deck allows rain, hail or snow to pass directly through the open deck of the bridge without accumulation. In the case of hail or heavy snow, they fall on the road surface (126, 128) and are melted by the heated road surface. The water in the ice or snow is then drained out through the hollow spaces of the deck. With this novel design, vehicles can travel on the girder bridge in adverse weather conditions. Since the heated road surface melts the ice and snow, the road surface (126, 128) will not be blocked or frozen. Therefore, the heated road surface makes driving safer and reduces maintenance costs. In another embodiment of the present invention, the purlin holes (340, 342) are used to support gutters to collect excess water from the girder in adverse weather conditions (i.e., rain, hail or snow). This will be mentioned again in subsequent paragraphs.

[0103] Figure 4 A front view of a vehicle traveling in one lane of a bridge deck in a preferred embodiment of the present invention is shown. Figure 4Sub-figure (a) of shows a front view of one lane of the main girder bridge and an electric rubber-wheeled train (402) running thereon. The height of the central wall beam (110) is slightly lower than the height of the train (402). In another embodiment of the present invention, the height of the central wall beam is higher than the height of the train. A taller wall beam results in a higher load capacity and / or a longer span. The vehicle (402) has a near-central wall wheel (406) and a near-guard wall wheel (408). The near-central wall wheel (406) runs on a near-central wall pavement (126). The near-guard wall wheel (408) runs on a near-guard wall pavement (128). Ideally, the near-central wall wheel (406) should always be aligned with the near-central wall pavement (126). Also ideally, the near-guard wall wheel (408) should always be aligned with the near-guard wall pavement (128). Sensors mounted beside the vehicle (402) body measure the distance from the vehicle to the center wall beam (110) and from the vehicle to the guard wall (120), which provides a reliable reference for the steering control system. It prevents the wheels (406, 408) from physically contacting the steering guides (136, 138). The electrical rails (116, 118) are bolted to the top of the purlin (112). The rails (116, 118) provide power to the electric vehicle (402) via collector shoes (416, 418).

[0104] Figure 4Sub-figure (b) of shows a front view of one lane of a girder bridge and an electric mini van (422) having a dynamic axle system and traveling on the bridge. The height of the central wall type girder (110) is slightly higher than the height of the mini van (422). The mini van (422) has a near central wall wheel (426) and a near guard wall wheel (428). The near central wall wheel (426) travels on the near central wall pavement (126). The near guard wall wheel (428) travels on the near guard wall pavement (128). Ideally, the near central wall wheel (426) should always be aligned with the near central wall pavement (126). Also ideally, the near guard wall wheel (428) should always be aligned with the near guard wall pavement (128). A dynamic axle system attaching the wheels (426, 428) to the frame allows the wheels (426, 428) on both sides of the minivan to be extended outward (or retracted inward) by independent axles. The axle for the near center wall wheel (426) extends a certain distance (440). The axle for the near guard wall wheel (428) extends a certain distance (442). As the minivan axle is extended, the width from the outside of the near center wall wheel (426) to the outside of the near guard wall wheel (428) matches the corresponding width of the rubber wheel train (402) as shown in sub-figure (a). Independent axle adjustment can ensure that the wheels (426, 428) are perfectly aligned with the road surface (126, 128). Sensors mounted next to the body of the vehicle (422) will measure the distance from the vehicle to the center wall beam (110) and the vehicle to the guard wall (120), which provides a reliable reference for the steering control system. This prevents the wheels (426, 428) from physically contacting the steering guides (136, 138). The electrical rails (116, 118) are bolted to the top of the purlin (112). The rails (116, 118) provide electrical power to the electric vehicle (422) via collector shoes (416, 418).

[0105] In alternative embodiments of the present invention, the improved beam will be applicable to a variety of vehicle types. In addition to the above-mentioned electric rubber-wheeled train (402) and minivan (422), freight trucks, vans, buses, coaches, cars, SUVs and pickup trucks can also use the improved beam bridge. If applied to heavy vehicles, the structure of the beam needs to be stronger and the span needs to be shorter to enable such heavy vehicles to travel safely on the bridge. For vehicles with narrower wheelbases, a dynamic axle extension system is required to accommodate the tracks separated by a wider distance on the bridge deck. However, some of the above-mentioned vehicles may be independently powered and will not obtain power from the tracks (116, 118) through the collector shoes. In addition to electric vehicles, vehicles with internal combustion engines and hybrid vehicles can also use the bridge as long as they meet the specifications of the bridge.

[0106] Figure 5Example diagrams showing how ground vehicles use the center lane under the girder bridge of the present invention to turn left in various situations. Due to the new girder bridge design in the present invention, the superstructure (100) is lighter and the beam height of the central wall beam is higher. This novel bridge design can significantly expand the girder span and make the bridge piers slimmer. The longer span means that two adjacent supporting piers can be farther away from each other. The longer span and slimmer bridge piers facilitate ground traffic planning. In one embodiment of the present invention, there is a five-lane highway under the bridge superstructure (100) of the present invention, which has T-intersections connected to alleys at different locations. The center lane (502), also known as the center left turn lane and the two-way left turn lane, is a lane in the middle of the road for cars turning left from either direction. The center lane (502) does not need to be continuous, but in most cases, it is wider than a conventional lane.

[0107] Figure 5 Just one span of a girder bridge superstructure (100) is shown. There are vehicles (532) traveling on the bridge superstructure (100). From the top to the bottom of the figure, there is a bridge pier (104) at the very top and another bridge pier (104) at the very bottom. Between the two bridge piers (104) is ground traffic that is unobstructed by obstacles. The direction of traffic can also be defined as: up north, down south, left west, right east. There are two lanes of traffic traveling north and another two lanes traveling south. The center lane (502) divides these lanes in the middle to allow vehicles to turn onto smaller side streets (511, 515). Because the bridge superstructure (100) has an open deck, natural light can pass through the deck and illuminate the entire center lane (502).

[0108] Figure 5 Two main scenarios are shown for a vehicle utilizing a center lane to turn left under a girder bridge of the present invention. The first scenario shows a vehicle at an initial position (504) on a northbound roadway, planning to turn left into an alley (511) and ultimately arrive at a target vehicle position (512). In order to turn left, the vehicle must first change lanes from its initial position (504) and follow the path (506) shown in the figure to enter the center lane (502) at the next position (508); ideally, the vehicle should be parallel to the lane boundary of the center lane (502) when at position (508). The vehicle (508) then waits for no vehicles to pass in the southbound lane to its left. When there is a gap in traffic, the vehicle then turns left to cross both lanes and follows the path (510) shown to enter the alley (511) at the target vehicle position (512).

[0109] The second scenario shows a vehicle at an initial position (514) in a side street (515), traveling west, planning to turn left to reach a target vehicle position (522) traveling south. To turn left, the vehicle must first observe both northbound lanes. When traffic is clear, it turns from its initial position (514) along the path (516) shown in the figure to the next position (518) located in the center lane (502). Ideally, the vehicle is parallel to the lane boundary of the center lane (502) when in position (518). The vehicle then waits for the southbound lane to its right to be clear of vehicles. When there is a gap in traffic, the vehicle follows the path (520) shown in the figure to enter the adjacent right lane at the target vehicle position (522).

[0110] Due to the design of high wall beams (110) and light superstructure (100), the girder bridge is erected on the central lane (502) with a large span and slender piers. As a result, there is no need to expand the existing five-lane road to accommodate the use of ground space by the bridge piers. Also, ground traffic drivers can still see the surrounding traffic. In other words, the bridge does not affect the function of the central lane (502). In addition, its aesthetically extraordinary appearance makes it easy to identify the central lane (502) or the center of the road from a distance. By transferring public transportation to the bridge, road use efficiency, traffic throughput and transportation safety can be greatly improved. Compared with the other improvements provided by the girder bridge, the aesthetic appearance improvement does not appear to be very important.

[0111] The preferred embodiment of the present invention contemplates a road having five lanes. In alternative embodiments of the present invention, the bridge may also be built on a road having an even number of lanes (e.g., four, six, or eight lanes). Although the bridge piers (104) are elongated, it may still be necessary to widen the road to accommodate the use of ground space by the bridge piers (104). If there are no traffic lights or other signal systems, vehicles may not be allowed to pass through the center of the road. To alleviate this possible problem, two solid white / yellow lines may be set in the middle of the road to indicate that no passing is allowed. In addition, roadblocks may also be set up to separate traffic in opposite directions. Because the hollow portions of the deck allow rain and sunlight to pass through the girders, flower beds can be built under the girders to serve as roadblocks.

[0112] Even though the open deck design allows rain, hail and snow to drip from the hollow portion of the deck, it still requires gutters that can collect rain and melted snow water from the center wall beam (110), the parapet (120) and the road surface (126, 128). The gutters can be hidden in the hollow portion of the driveway (146, 148) and / or the center wall beam chamber. In another exemplary embodiment of the present invention, purlin holes (340, 342) are used to support the gutters. External gutters are more accessible and easier to maintain. The water is then drained to the underground gutter through pipes. The gutter will ensure that there will not be a large flow of water, snow and ice falling from the beams and disturbing drivers on the road below, especially those on the center lane (502).

[0113] Figure 6 A side view of two crossed girder bridges at different heights is shown, as well as a front view of the height difference between the bridge of the invention and a box girder bridge. Figure 6 Sub-figure (a) of the present invention shows two new beam spans (600, 602). The two beam spans (600, 602) are supported by a pair of piers (104) at both ends of the span. Sub-figure (a) mainly illustrates how two or more central wall beam bridges can be effectively stacked to implement urban transportation design planning. The first beam bridge (600) carries a self-driving electric bus (606) on its open deck. The second beam bridge (602) crosses the first beam (600) in the vertical direction. The second beam bridge (602) carries a self-driving electric bus (608) on its open deck. There is enough clearance from the top of the bus (606) on the first bridge (600) to the bottom of the central beam of the second bridge (602), and the deck of the second bridge (602) still maintains a lower vertical height (604).

[0114] Due to the previously described design features of the girder bridge structure (600, 602) of the present invention, the new girder can have a lower deck than the traditional box girder, T-beam or I-beam and maintain the same clearance to the ground under the bridge, which means that the new girder bridge of the present invention requires less vertical space. In other words, the new girder bridge can accommodate more floors within the same vertical space required by the traditional girder bridge. The lower deck height is beneficial to both vehicles and passengers, which makes it easier for vehicles and passengers to reach the deck height. In addition, this leads to less material usage.

[0115] Figure 6Sub-figure (b) of Figure 1 shows the height difference between the new girder bridge structure (left) and the existing conventional box girder bridge structure (right). The column height (628) of the new bridge’s piers (104) is similar to the column height (618) of the box girder bridge with its conventional piers (644). In sub-figure (b), the bridge clearance heights represented by column heights (618, 628) are governed by the Canadian Highway Bridge Design Code and may vary slightly between provinces. The raised deck height (620) of the new bridge structure is much lower than the deck height (610) of the conventional box girder design. This is because the new girder does not require the additional beam height used in the conventional girder to achieve similar bridge strength and reliability. The deck-to-ground height (620) of the new center wall girder design is the sum of its column height (628), pier cap height (626), and deck thickness (624). The deck-to-ground height (610) of a conventional box girder design is the sum of its column height (618), its pier cap height (616), and its box girder height (614). The center wall girder height (622) of a new girder bridge is the sum of its deck-to-top-of-beam height (632) and deck-to-bottom-of-beam height (630). The deck-to-top-of-beam portion (632) shares the same vertical space as vehicles (642). The deck-to-bottom-of-beam portion (630) shares the same vertical space as the pier cap. This height savings is why the new center wall girder bridge has a lower deck height and takes up much less vertical space.

[0116] Although the deck of the new girder design (left) is much lower than that of the conventional box girder design (right), the new girder has similar or higher load-bearing capacity and / or longer beam spans. The main reasons are as follows: ① Due to the characteristics of the quadratic wheelbase (moment of inertia) of the section, the height of the beam is the most important factor affecting its load-bearing capacity; the beam height (622) of the central wall girder (110) is much higher than the height (614) of the conventional box girder. Therefore, the new central wall girder has a higher load-bearing capacity than the conventional box girder; ② The total load of the structure is the weight of the superstructure plus the total weight of the vehicles on the deck, and the weight of the superstructure itself is much greater than the weight of the vehicles; thanks to the novel open deck design, the new girder is much lighter than the box girder, so it can withstand higher loads from vehicles than the conventional box girder. In other words, if the two bridges have the same load-bearing capacity, the central wall open deck girder bridge will have lower material requirements, lower cost, and / or a longer beam span.

[0117] Since the vehicles (640, 642) are traveling on an elevated road that is higher than surrounding trees, buildings, etc., crosswinds affect the safe driving of the vehicles (640, 642). In the case where the vehicle is affected by wind, the vehicle (640) traveling on a conventional bridge deck is at risk of overturning, rotating, or being blown off the bridge deck. The vehicle (642) on the new girder bridge travels on the windward side or leeward side of the central wall beam (110). If the vehicle (642) travels on the windward side of the central wall beam (110), the air pressure between the vehicle (642) and the central wall beam (110) increases because the airflow is mitigated and changed in direction by the central wall beam (110). Then, the high-pressure air on the leeward side of the vehicle (642) supports the vehicle (642) to resist the pressure of the airflow from the windward side of the vehicle. Even in a storm, extremely strong winds push the vehicle (642), but the vehicle (642) can only drift toward the center wall beam (110) side. The near-center wall driving guide (136) supports the wheels of the vehicle (642); therefore, the vehicle (642) is always safe. If the vehicle (642) drives on the leeward side of the center wall beam (110) and is shielded by it, the wind force is applied to the wall beam (110) instead of the vehicle (642) itself. In this case, the vehicle (642) is also safe.

[0118] The reinforced concrete girder of the present invention can be manufactured on-site or off-site. The method of prefabrication in a factory can better control the quality and reduce the production cost. The construction of the girder can be divided into the following categories: ① The integral girder is produced off-site or on-site and then erected; ② The girder segments are first manufactured in the factory, and then the girder segments are assembled on the ground into huge girder segments, and then the huge girder segments are assembled into integral girders on the bridge pier (104); ③ Prefabricated girder segments are lifted separately and assembled on the bridge pier.

[0119] Option 1: Produce integral beams in the factory or on site and then erect them. This solution is suitable for bridge structures with shorter spans, curves, slopes, and forks. Producing beams in the manufacturing plant is both cost-effective and time-saving. However, this leads to higher requirements for the use of transportation vehicles. In addition, if the beam is produced on site, it requires a longer construction time and a larger on-site ground space. In addition, it generates noise during the production process. Therefore, this option is not suitable for construction on existing roads in urban areas.

[0120] Option 2: The production of precast girder segments is divided into two stages. In the first stage, the girder segments are cast in the factory. In the second stage, the giant girder segments are composed of two or more girder segments, and reinforced concrete is poured between each adjacent segment. This is done according to the different requirements of curve radius, slope, length and support points. First, the girder segments are placed and positioned accordingly, and steel molds are installed between adjacent girder segments. Then, the steel bars and / or cables are placed in the steel bar holes (150) of the girder segments. Wet concrete is then poured to fill the gap between two adjacent girder segments. The concrete is tamped with a vibrator. When the concrete is cured, the steel bars and / or cables are stretched and fixed. The inner steel bar holes (150) are grouted to cover the steel bars and / or cables. The second stage can be completed off-site or on-site. When the giant girder segments are produced, they are lifted to the predetermined height separately by special machinery. The steel cables are installed in the remaining steel bar holes (150). Then adhesive is applied to the joint surface. After that, the steel cables are stretched and fixed. The steel bar holes (150) are then grouted to cover the steel cables. The cable-stayed cable tubes and cables are then installed in the chambers (140) of the central wall beam. The cables are then tightened and secured. The cable-stayed cable tubes are grouted to cover the steel cables. Finally, the tube ends are capped. Cable stretching, anchoring, and tube filling are key processes at this stage. Option two is suitable for bridge structures with large spans, curves, slopes, and forks. If the huge girder segments are built in the factory, it will result in large cargo volumes to be transported. If the huge girder segments are built on site, it will require a long construction time and a large on-site ground space. In addition, it will generate noise during the production process.

[0121] Option three: First, the girder segments are cast in the factory. After being transported to the site, the girder segments are individually lifted to a predetermined height by a special machine. The internal steel cables are installed in the steel bar holes (150). Then, an adhesive is applied to the joint surface. The internal steel cables are stretched and fixed. The steel bar holes (150) are grouted to cover the steel cables. Then, the inclined steel cable tubes and cables are installed in the chamber (140) of the central wall beam. The cables are then tightened and fixed. The inclined steel cable tubes are grouted to cover the cables. The on-site assembly of this method is completed in the air without pouring and tamping. Therefore, it has the least impact on the existing traffic and living environment of residents in the surrounding area. It is most suitable for construction on existing urban roads.

Claims

1. A bridge girder with a high central wall beam, comprising a bridge girder with a first and a second wheel track for transporting vehicles between two bridge piers, characterized in that: The central beam located in the middle of the bridge; wherein the central beam has a height comparable to or greater than that of the vehicle; Among them, the central beam is narrow in width and hollow inside; The central beam is used to suspend and support most of the weight and load of the bridge and transfer it down to the piers; The first road deck is located on one side of the central beam; wherein the first deck includes a first lane for a first direction of vehicular traffic; wherein the first lane comprises first and second tracks; wherein the first track is located under a first wheel path of the vehicle and the second track is located under a second wheel path; Therein, the first deck is open and hollow between the first and second rails of the first lane, and allows air, rain or snow to flow through.

2. The bridge girder with a high central wall beam according to claim 1, characterized in that: The first guard wall is at the end of one side; wherein the first guard wall is lower than the central beam and is hollow inside.

3. The bridge girder with a high central wall beam according to claim 2, characterized in that: The beams are assembled from a plurality of beam segments; a complete beam bridge is constructed using a plurality of the beams; each of the beams is supported by a pair of piers located at both ends of the beam and below the beam; and adjacent beams share the same pier.

4. The bridge girder with a high central wall beam according to claim 1, characterized in that: The central beam includes transverse rib structures to increase strength and resist twisting.

5. The bridge girder with a high central wall beam according to claim 1, characterized in that: The central beam has holes that receive prestressed steel cables or rebar to support the central beam and deck.

6. The bridge girder with a high central wall beam according to claim 2, characterized in that: The central beam and the first guard wall are connected by a purlin; wherein the purlin connects the first and second rails in the first lane.

7. The bridge girder with a high central wall beam according to claim 1, characterized in that: A second road deck is on the other side of the central beam; wherein the second deck includes a second lane for vehicle travel in a second direction; wherein the second lane includes third and fourth rails; wherein the second deck is open and hollow between the third and fourth rails of the second lane and allows air, rain or snow to flow through.

8. The bridge girder with a high central wall beam according to claim 2, characterized in that: The girder bridge structure includes a second guard wall at the other lateral end.

9. The bridge girder with a high central wall beam according to claim 1, characterized in that: The first track is equipped with a first autonomous vehicle reference guide, and the second track is equipped with a second autonomous vehicle reference guide; wherein the autonomous vehicle reference guide ensures that the wheels remain within their respective ranges.

10. The bridge girder with a high central wall beam according to claim 9, characterized in that: The reference guide is beside or part of the central beam and / or guard wall; wherein the reference guide is equipped with relevant equipment or can be detected by relevant equipment; wherein the equipment is mounted on a vehicle or on a large beam bridge structure; wherein the equipment is capable of detecting, reporting and responding to adverse weather conditions; wherein the equipment is a sensor, a wireless data communication device, a traffic sign or a signal; wherein the sensor is used for visual detection or parameter measurement; wherein visual detection monitors traffic and bridge conditions; wherein parameter measurement includes measuring distance, wind direction and wind speed, incoming vehicle speed and total load of the bridge; wherein wireless data communication includes sending and receiving communications with vehicles, data related to traffic conditions, weather, maps, vehicle demand and vehicle conditions; wherein traffic signs and signal lights regulate traffic flow.

11. The bridge girder with a high central wall beam according to claim 1, characterized in that: The surface of the track is paved with asphalt, concrete, metal, engineering plastic, rubber or other artificial materials; wherein the track is installed with a heating device driven by electricity, natural gas or other energy sources; wherein the heating is used to melt snow or ice or dry rainwater.

12. The bridge girder with a high central wall beam according to claim 6, characterized in that: There are two electrified rails in each lane to supply power to the electric vehicles through collector shoes; wherein the electrified rails are installed by fasteners and isolation devices.

13. The bridge girder with a high central wall beam according to claim 1, characterized in that: The lanes are designated for specific applications; wherein the applications include public transportation using high-speed vehicles and low-speed vehicles.

14. The bridge girder with a high central wall beam according to claim 10, characterized in that: The track is used to transport electric vehicles with a dynamic axle system; wherein the dynamic axle system allows the wheels on both sides of the vehicle to extend outward or retract inward through independent axles; wherein sensors measure the distance from the vehicle to the central beam and the vehicle to the guardrail, thereby providing a reliable reference for the vehicle's steering control system and preventing the wheels from physically contacting the driving reference guide.

15. The bridge girder with a high central wall beam according to claim 1, characterized in that: The ground road surface beneath the bridge girder is planned as at least one two-way left-turn lane to improve ground traffic, with natural light passing through the open deck.

16. The bridge girder with a high central wall beam according to claim 1, characterized in that: The central beam acts as and replaces any other shaped beam structure.

17. The bridge girder with a high central wall beam according to claim 6, characterized in that: The cross-sectional shape of the purlin is rectangular, I-shaped, T-shaped, triangular, trapezoidal, elliptical or other shapes.

18. The bridge girder with a high central wall beam according to claim 1, characterized in that: The bridge pier is reinforced concrete with solid or hollow filling; wherein the cross-sectional shape of the bridge pier is rectangular, octagonal, circular or elliptical.

19. A method of constructing a girder bridge between two piers for the traffic of vehicles having first and second wheel tracks, characterized in that: The steps include: Provide a central beam located in the middle of the bridge; Among them, the central beam has a height comparable to that of the vehicle; Among them, the width of the central beam is narrow; Among them, the central beam is used to suspend and support most of the weight and load of the bridge structure and transmit its force downward to the piers; providing a first road deck on the bridge on one side of the central beam and providing a second road deck on the bridge on the other side of the central beam; wherein the first deck comprises a first lane; wherein the first lane comprises first and second tracks; wherein the second deck comprises a second lane; wherein the second lane comprises third and fourth tracks; wherein the first and third tracks are located under a first wheel path of the vehicle and the second and fourth tracks are located under a second wheel path; wherein the first deck is open and hollow between the first and second rails of the first lane, and the second deck is open and hollow between the third and fourth rails of the second lane; wherein air, rain or snow flows through the hollow portions of the first and second decks; Precasting of multiple original girder segments off-site; wherein the girder section includes the central girder and a portion of the deck; Creating a set of giant beam segments; wherein the giant beam segment connects two or more of the original beam segments as required; After the girder bridge installation process is carried out, the girder bridge is constructed using the original girder segments and huge girder segments.

20. The method according to claim 19, characterized in that: The installation process of the girder bridge includes: Lift the girder sections and / or giant girder sections and temporarily secure them in place; Connect girder segments and install post-tensioning cables to form spans and become girders; Repeat the operation, advancing and securing each girder in turn, until the entire bridge is complete.

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