Large-span single-rib rigid suspension arch bridge for suspended monorail

Abstract

This invention relates to the field of urban rail transit technology, and in particular to a large-span, single-ribbed, rigid suspension arch bridge structure for a suspended monorail, comprising a compression-bearing lower-bearing main arch, a tension-bearing upper-bearing secondary arch, main piers, side piers, and a track running beam. Each of the main piers and side piers has an end crossbeam. The end crossbeam above the main pier extends a certain distance to both sides along the bridge direction. The arch feet of the lower-bearing main arch are fixed above the end crossbeam of the main pier and within the range of the upper-bearing secondary arch. One arch foot of the upper-bearing secondary arch is fixed below the end crossbeam of the main pier and within the range of the lower-bearing main arch, while its other arch foot is fixed below the end crossbeam of the side pier, thus staggering the arch feet of the lower-bearing main arch and the upper-bearing secondary arch. The track running beam is located on both sides of the end crossbeam in the transverse direction of the bridge. The advantages of this invention are: a suspended monorail bridge with large span capacity, good landscape effect, and rich cultural connotation, meeting the needs of scenic spots and parks for large-span landscape track bridges.

Description

Technical Field

[0001] This invention relates to the field of urban rail transit technology, and in particular to a large-span single-rib rigid suspension rod combined arch structure bridge for suspended monorails. Background Technology

[0002] Suspended monorail vehicles, as a type of low-capacity vehicle powered by clean energy, have advantages in terms of construction investment and environmental protection, and are now receiving increasing attention in the last-mile connection of scenic spots, industrial parks, and even cities.

[0003] Traditional suspended monorail beams are mainly 20-30m in span, and large-span structures have not yet been applied to the design. At the same time, there is a lack of relevant research on large-span beams that highlight landscape requirements.

[0004] Given the above premise, the construction of suspended monorails for new energy in scenic areas and parks will inevitably require crossing ancient buildings, protected areas, and scenic lakes. There is very little research on related large-span structures, so there is an urgent need for a bridge with superior landscape effect and stiffness parameters and safety that meet the requirements of rail transit. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of the prior art by providing a large-span single-rib rigid suspender combined arch structure bridge for suspended monorails, which adopts a combination of upper and lower bearing structures, thereby improving the landscape effect and spanning capacity of suspended monorail bridges.

[0006] The objective of this invention is achieved through the following technical solutions:

[0007] A large-span single-rib rigid suspender composite arch structure bridge for suspended monorail, characterized in that it includes a compression-bearing lower-bearing main arch, a tension-bearing upper-bearing secondary arch, main piers, side piers, and track running beams.

[0008] Both the main pier and the side pier are equipped with end crossbeams. The end crossbeam above the main pier extends a certain distance to both sides along the bridge direction. The arch feet on both sides of the lower-bearing main arch are fixed above the end crossbeam of the main pier and within the range of the upper-bearing secondary arch. One arch foot of the upper-bearing secondary arch is fixed below the end crossbeam of the main pier and within the range of the lower-bearing main arch, while the other arch foot is fixed below the end crossbeam of the side pier, so that the arch feet of the lower-bearing main arch and the upper-bearing secondary arch are staggered. The track traveling beam is set on both sides of the end crossbeam in the transverse direction of the bridge.

[0009] The lower-bearing main arch and the track running beam below it are connected as a whole by rigid hangers.

[0010] The two ends of the rigid suspension rod are bolted to the lower-bearing main arch and the track running beam, respectively.

[0011] A central crossbeam is provided between the track running beams located above the upper secondary arch, and the upper secondary arch and the central crossbeam are connected by steel columns to form a whole.

[0012] A central crossbeam and a horizontal tie are provided between the track running beams.

[0013] Several end beams are provided between the lower-bearing main arch and the upper-bearing secondary arch, and the several end beams are connected by stiffening longitudinal beams to form a whole.

[0014] The connection between the upper-bearing secondary arch and the main pier is achieved by locally thickening both.

[0015] The main pier and the side pier are composite structures of steel box sections and concrete sections, with a certain range of steel structure on the top of the pier.

[0016] The track running beam adopts a U-shaped steel section track beam.

[0017] The lower-bearing main arch and the upper-bearing secondary arch are steel box sections.

[0018] The advantages of this invention are: a suspended monorail beam with large span capacity, good landscape effect, and rich cultural connotation, meeting the needs of scenic spots and parks for large-span landscape track beam bridges. The train live load is transferred to the main arch ring through the suspenders, and the main arch ring transfers the force to the lower steel structure piers through axial pressure. At the same time, the longitudinal and transverse linkages ensure the lateral stability of the main beam, and the main arch ring ensures the vertical stiffness requirements of the main beam. The secondary arch rings for the side spans improve the vertical stiffness of the side spans, ensuring the comfort of driving, and are symmetrically arranged with the streamlined main arch, giving it a traditional philosophical aesthetic. Attached Figure Description

[0019] Figure 1 This is the elevation layout of the main bridge of the present invention;

[0020] Figure 2 This is a plan view of the main bridge of the present invention;

[0021] Figure 3 This is a cross-sectional view of the main span at mid-span in this invention;

[0022] Figure 4 This is a cross-sectional view of the mid-span of the side span in this invention;

[0023] Figure 5 This is a cross-sectional view of the main pier section in this invention;

[0024] Figure 6 This is a cross-sectional view of the side pier arrangement in this invention;

[0025] Figure 7This is a structural diagram of the connection between the rigid hanger and the main arch in this invention;

[0026] Figure 8 This is a structural diagram showing the connection between the rigid suspension rod and the track traveling beam in this invention;

[0027] Figure 9 This is a structural diagram showing the connection between the main and secondary arches and the end crossbeams in this invention;

[0028] Figure 10 The diagram shows the structural form of the main arch, which is shaped like a herringbone. Detailed Implementation

[0029] The features and other related features of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments, so as to facilitate understanding by those skilled in the art:

[0030] like Figure 1-10 As shown in the figure, each of the markings represents: Tai Chi double fish imagery structure 10, main arch 11, secondary arch 12, rigid hanger 21, steel column 22, main span middle crossbeam 31, side span middle crossbeam 32, side span end crossbeam 41, main span end crossbeam 42, side span horizontal bracing 51, main span horizontal bracing 52, main span arch foot 61, side span arch foot 62, track running beam 71, side pier 81, main pier 91, main arch hanger anchor plate 101, main arch hanger anchor hole 102, main beam hanger anchor plate 201, main beam hanger anchor hole 202, arch foot stiffening longitudinal beam 301, and main pier thickened steel plate 302.

[0031] Example 1: As Figures 1 to 9 As shown, in this embodiment, the large-span single-rib rigid suspender combined arch structure bridge for suspended monorail adopts a compression-bearing main arch 11 and a tension-bearing secondary arch 12, which improves the bridge's landscape effect and spanning capacity.

[0032] Specifically, the bridge structure includes main piers 91 on both sides of the main arch 11 and side piers 81 located outside the two main piers 91. Each main pier 91 and side pier 81 has a pier cap and corresponding foundation at its bottom to ensure the structural stability of the main piers 91 and side piers 81. A main span end crossbeam 42 is provided above the main pier 91 and is fixedly connected to the main pier 91; a side span end crossbeam 41 is provided above the side piers 81.

[0033] In this embodiment, as Figure 9 As shown, the main span end beam 42 extends to both sides along the bridge direction and includes three end beams. These three end beams are connected and fixed together by the arch foot stiffening longitudinal beam 301 to form an integral structure. The arch foot stiffening longitudinal beam 301 can effectively transfer the force of the main arch 11 and the secondary arch 12 to the pier structure below, thereby ensuring the overall structural strength and stability of the bridge, especially the stability of the main arch 11 and the secondary arch 12.

[0034] Continuous track beams 71 are provided on both sides of the transverse direction of the main span end crossbeam 42 and the side span end crossbeam 41 to form a double-track structure. Several evenly spaced middle crossbeams 4 are provided between the track beams 71 on both sides to connect the track beams 71 on both sides to form an integral structure; specifically, the main span middle crossbeam 31 is provided between the track beams 71 within the range of the main arch 11, and the side span middle crossbeam 32 is provided between the track beams 71 within the range of the secondary arch 12.

[0035] Furthermore, horizontal bracing is provided between the track traveling beams 71 in a cross arrangement to further improve the connection strength between the two track traveling beams 71 and ensure the integrity; specifically, a main span horizontal bracing 52 is provided between the track traveling beams 71 within the range of the main arch 11; and a side span horizontal bracing 51 is provided between the track traveling beams 71 within the range of the secondary arch 12.

[0036] A main arch 11, which is a single-ribbed arch, is installed above the two main piers 91. Rigid hangers 21 are installed between the main arch 11 and the two track running beams 71 on both sides below, so that the main arch 11 and the track running beams 71 can be connected into an integral structure. The arch feet 61 of the main span at both ends of the main arch 11 are fixedly connected to the crossbeams 42 at the ends of the main span and are located within the range of the secondary arch 12.

[0037] like Figure 7 and Figure 8 As shown, a hanger anchor plate 101 is located at the position of the rigid hanger 21 on the main arch 11, and a hanger anchor hole 102 is formed on the hanger anchor plate 101. A hanger anchor plate 201 is located at the position of the rigid hanger 21 on the track beam 71, and a hanger anchor hole 202 is formed on the hanger anchor plate 201. Simultaneously, anchor holes are also formed at both ends of the rigid hanger 21 at the positions corresponding to the hanger anchor holes 102 and 202, respectively. After the rigid hanger 21 is installed in place, high-strength bolts are screwed into the corresponding anchor holes to achieve a fixed connection between both ends of the rigid hanger 21 and the main arch 11 and the track beam 71, respectively. At this time, the rigid hanger 21 has the characteristics of transmitting tensile force, compressive force, and bending moment, increasing the lateral stability of the bridge.

[0038] A secondary arch 12 is installed below the main pier 91 and its adjacent side pier 81. This secondary arch 12 is also a single-ribbed arch, with one side span arch foot 62 fixedly connected to the main span end crossbeam 42 and located within the range of the main arch 11, while the other side span arch foot 62 is fixedly connected to the side span end crossbeam 41. At this time, the main arch 11 and the secondary arch 12 are staggered in front of and behind the main pier 91, forming a structure 10 resembling the imagery of the Tai Chi symbol in traditional Chinese philosophy, enhancing the aesthetics of the bridge.

[0039] Within the range of the secondary arch 12, a steel column 22 is provided between each side span middle crossbeam 32 and the secondary arch 12. The steel column 22 enables the arch rib 1 to be connected with the side span middle crossbeam 4 to form an integral structure.

[0040] like Figure 9 As shown, the secondary arch 12 is welded to a local position corresponding to the main pier 91, and the secondary arch is widened by a certain plate thickness. Similarly, a thickened steel plate 302 is added to the corresponding position of the main pier 91. The shape of the thickened steel plate 302 matches the shape of the secondary arch 12, thereby effectively connecting the secondary arch 12 and the main pier 91 and completing the local transition, further improving the structural stability.

[0041] In this embodiment, the main arch 11 is a compression member, which adopts a steel box girder section and is welded to the main span end beam 42. The secondary arch 12 is a tension member, which adopts a wide box section and can be equipped with stiffening ribs along its longitudinal direction. Vertical stiffening ribs are arranged around each steel column 22 to counteract the warping of the steel plate caused by excessive local compression.

[0042] In this embodiment, the main arch 11 (bottom-bearing type) and the secondary arch 12 (top-bearing type) both adopt steel box sections. The rigid hanger 21 adopts H-beams, the steel column 22 adopts a box section, the main span middle crossbeam 31 adopts an I-beam structure, the side span middle crossbeam 32 adopts a box steel structure, the side span end crossbeam 41 and the main span end crossbeam 42 adopt box sections, the track running beam 71 adopts a U-shaped open section steel structure track beam, and the main pier 91 and side pier 81 combine steel structure columns and concrete columns.

[0043] Compared to traditional suspended track beam structures, this embodiment innovatively adopts a combined upper and lower bearing structure. The piers are staggered at the arch feet, and a rigid hanger 21, along with the combined end beams and arch foot structure, are used. The upper and lower connections abandon traditional supports, employing rigid connections. The entire bridge structure is a double-track beam structure. The main arch 11 and the track running beam 71 are welded, and their anti-warping performance can be improved by filling with steel fiber reinforced concrete in certain areas, enhancing the durability and economy of the main span arch foot 61 of the main arch 11. The rigid hanger 21 is connected to the main arch 11 and the track running beam 71 using high-strength bolts, enabling the rigid hanger 21 to transmit bending moment, torque, and pressure, thus improving lateral stability. The track running beam 71 is bolted to the main span mid-section beam 31 and the main span horizontal bracing 52, forming a stable spatial triangular truss structure. The secondary arch 12 adopts a single-ribbed under-bearing structure, with the steel column 22 welded to the secondary arch 12. Simultaneously, the track running beam 71 is welded to the side span middle crossbeam 32, and connected by the side span horizontal bracing 51. This embodiment significantly improves the aesthetic appeal and spanning capacity of the suspended monorail bridge, especially achieving effective spanning of the main span between 50-80m.

[0044] Example 2: Figure 10 As shown, in addition to the single-ribbed structure used in Embodiment 1, the main arch 11 can also adopt a herringbone structure.

[0045] Although the above embodiments have described the concept and embodiments of the present invention in detail with reference to the accompanying drawings, those skilled in the art will recognize that various improvements and modifications can still be made to the present invention without departing from the scope of the claims, and therefore will not be elaborated here.

Claims

1. A large-span single-rib rigid suspension rod composite arch structure bridge for suspended monorail, characterized in that: It includes the compression-bearing main arch, the tension-bearing secondary arch, the main pier, the side pier, and the track running beam; Both the main pier and the side pier are equipped with end crossbeams. The end crossbeam above the main pier extends a certain distance to both sides along the bridge direction. The two arch feet of the lower-bearing main arch are fixed above the end crossbeam of the main pier and within the range of the upper-bearing secondary arch. One arch foot of the upper-bearing secondary arch is fixed below the end crossbeam of the main pier and within the range of the lower-bearing main arch, while the other arch foot is fixed below the end crossbeam of the side pier, so that the arch feet of the lower-bearing main arch and the upper-bearing secondary arch are staggered. The upper-bearing secondary arch has a concave structure. The track running beam is set on both sides of the end crossbeam in the transverse direction of the bridge.

2. A large-span single-rib rigid suspension rod combined arch structure bridge for suspended monorail as described in claim 1, characterized in that: The lower-bearing main arch and the track running beam below it are connected as a whole by rigid hangers.

3. A large-span single-rib rigid suspension rod combined arch structure bridge for suspended monorail as described in claim 2, characterized in that: The two ends of the rigid suspension rod are bolted to the lower-bearing main arch and the track running beam, respectively.

4. A large-span single-rib rigid suspension rod combined arch structure bridge for suspended monorail as described in claim 1, characterized in that: A central crossbeam is provided between the track running beams located above the upper secondary arch, and the upper secondary arch and the central crossbeam are connected by steel columns to form a whole.

5. A large-span single-rib rigid suspension rod combined arch structure bridge for suspended monorail as described in claim 1, characterized in that: A central crossbeam and a horizontal tie are provided between the track running beams.

6. A large-span single-rib rigid suspension rod combined arch structure bridge for suspended monorail as described in claim 1, characterized in that: Several end beams are provided between the lower-bearing main arch and the upper-bearing secondary arch, and the several end beams are connected by stiffening longitudinal beams to form a whole.

7. A large-span single-rib rigid suspension rod composite arch structure bridge for suspended monorail as described in claim 1, characterized in that: The connection between the upper-bearing secondary arch and the main pier is achieved by locally thickening both.

8. A large-span single-rib rigid suspension rod combined arch structure bridge for suspended monorail as described in claim 1, characterized in that: The main pier and the side pier are composite structures of steel box sections and concrete sections, with a certain range of steel structure on the top of the pier.

9. A large-span single-rib rigid suspension rod combined arch structure bridge for suspended monorail as described in claim 1, characterized in that: The track running beam adopts a U-shaped steel section track beam.

10. A large-span single-rib rigid suspension rod composite arch structure bridge for suspended monorail as described in claim 1, characterized in that: The lower-bearing main arch and the upper-bearing secondary arch are steel box sections.

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