The main pier of the skew bridge over the skew channel is under construction in the water.

Abstract

This invention discloses a main pier for a skew bridge spanning an skewed waterway, constructed with the piers positioned upright. The piers include columns laterally distributed on both sides of the bridge's base. Each column comprises a main load-bearing pier with a rectangular, circular, or elliptical cross-section and an auxiliary anti-collision pier. The line connecting the support points at the top of the main load-bearing pier is parallel to or coincides with the normal to the longitudinal axis of the bridge's length. Both the main load-bearing pier and the auxiliary anti-collision pier have axial sections parallel to the water flow direction. These axial sections pass through the axis of symmetry of their cross-sections. When the pier's cross-section is rectangular or elliptical, the axial sections are distributed along the long axis of the main load-bearing pier and the auxiliary anti-collision pier. This invention satisfies the requirement that the longitudinal axis of the pier in a specific direction aligns with the water flow direction, enabling the upright construction of large-span skew bridges with piers in the water. It solves several problems arising from the skewed intersection of the planned route and the navigable water flow direction, and features a simple, economical, and highly adaptable construction method.

Description

Technical Field

[0001] This invention belongs to the field of design and manufacturing technology of underwater main piers for skew bridges spanning waterways, specifically relating to an underwater main pier for a skew bridge spanning an skew waterway. Background Technology

[0002] According to the "General Specifications for Design of Highway Bridges and Culverts" (JTG D60-2015), the longitudinal axis of a bridge should preferably be orthogonal to the main flood flow direction. For bridges on navigable rivers, the axis of the piers along the water flow direction should be consistent with the main flow direction at the highest navigable water level. However, route planning is generally constrained by site selection, making it difficult to avoid the skewed alignment of the piers along the water flow direction. According to the "Inland Waterway Navigation Standards" (GB50139-2014), the longitudinal axis of the piers of structures crossing rivers should preferably be parallel to the water flow direction. Therefore, piers in the water are often arranged obliquely, resulting in the bridge superstructure also being oblique. Compared to orthogonal bridges, skewed bridges not only present greater challenges in design, manufacturing, and installation, but also restrict bridge type selection, leading to increased project investment and other adverse effects.

[0003] To avoid constructing skewed bridges, a standard skewed bridge design is typically used, where the bridge's longitudinal axis is oblique to the direction of water flow, while the longitudinal axes of the piers and abutments are orthogonal to the bridge's longitudinal axis. The main methods include: 1. A single span across the river, i.e., no piers in the riverbed; 2. Orthogonal piers in the water, increasing the main span length; 3. Skewed piers in the water, with the pier bodies skewed and the pier caps widened to accommodate supports, etc. Methods 1 and 2 generally have larger main spans and correspondingly higher project costs, and are generally not used except in special circumstances. Method 3, with its pier caps having poor load-bearing capacity, is generally used for small-span bridges. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a main pier in the water of a skew bridge spanning an skewed waterway, so as to overcome the shortcomings of the prior art.

[0005] To achieve the above objectives, the present invention is accomplished through the following technical solution:

[0006] A main pier for a skew-crossing waterway bridge is provided, comprising piers laterally distributed on both sides of the bridge bottom. Each pier includes a load-bearing main pier and a collision-resistant auxiliary pier, both with rectangular, circular, or elliptical cross-sections. The top of the load-bearing main pier serves as a support point, and the line connecting the support points is parallel to or coincides with the normal to the longitudinal axis of the bridge along its length. Both the load-bearing main pier and the collision-resistant auxiliary pier have axial sections parallel to the water flow direction. The axial sections of the load-bearing main pier and the collision-resistant auxiliary pier pass through the axis of symmetry of their cross-sections. When the cross-section of the pier is rectangular or elliptical, the axial sections of the pier are distributed along the long axis of the load-bearing main pier and the collision-resistant auxiliary pier.

[0007] As described above, the main pier in the water of the skew bridge of the cross-channel bridge is constructed with the plane of the axial section of the main pier parallel to the direction of water flow coincides with the plane of the axial section of the anti-collision auxiliary pier in the adjacent pier, or the plane of the outer side of the main pier coincides with the plane of the outer side of the anti-collision auxiliary pier in the adjacent pier.

[0008] As described above, the angle between the normal to the longitudinal plane along the length of the bridge and the direction of water flow is greater than 5° for the main pier in the water where the bridge is being constructed.

[0009] As described above, the main pier in the water of the skew bridge of the cross-crossing waterway is constructed with both the load-bearing main pier and the anti-collision auxiliary pier having a waist-shaped opening in cross section.

[0010] As described above, the main pier in the water of the skew bridge of the cross-channel bridge is a support point that is the connection point between the upper and lower structures. The upper and lower structures are independently connected by supports, or the upper and lower structures are directly connected as a whole.

[0011] The beneficial effects of the technical solution of this invention are:

[0012] By forming a combined pier with a load-bearing main pier and an anti-collision auxiliary pier, the bridge not only meets the requirement that the longitudinal axis of the pier in a specific direction is consistent with the direction of water flow, but also achieves the purpose of making the skew bridge of a large-span skew bridge with piers in the water straight. At the same time, it reminds passing ships to pay attention to the special navigation conditions in the bridge area, effectively solving a series of problems caused by the skew of the planned route and the direction of navigable water flow. The construction method is simple, economical and highly adaptable. Attached Figure Description

[0013] To further illustrate the above-mentioned objectives, structural features, and effects of the present invention, the present invention will be described in detail below with reference to the accompanying drawings.

[0014] Figure 1 This is a plan view of a preferred embodiment of the present invention;

[0015] Figure 2This is a front view of a preferred embodiment of the present invention (only including the main pier under stress);

[0016] Figure 3 This is a side view of a preferred embodiment of the present invention;

[0017] Figure 4 This is a plan view of another preferred embodiment of the present invention;

[0018] Figure 5 This is a front view of another preferred embodiment of the present invention (including only the main pier under stress);

[0019] Figure 6 This is a side view of another preferred embodiment of the present invention;

[0020] In the diagram: 0, water flow direction; 1, main pier under load; 2, auxiliary pier for impact protection; 3, support point; 4, longitudinal plane along the length of the bridge; 5, normal to the longitudinal plane along the length of the bridge; 6, longitudinal plane along the longitudinal axis of the main pier under load; 7, longitudinal plane along the longitudinal axis of the auxiliary pier for impact protection. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the scope of the invention.

[0022] See Figures 1 to 6 As shown, the main pier in the water of the skew bridge of the present invention includes piers laterally distributed on both sides of the bottom of the bridge. The piers include a load-bearing main pier 1 with a rectangular, circular or elliptical cross-section and a collision-resistant auxiliary pier 2. The load-bearing main pier 1 functions to support the superstructure and prevent ship collisions, and the collision-resistant auxiliary pier 2 functions to prevent ship collisions. The top of the load-bearing main pier 1 is a support point 3 (at least one). The line connecting the support points 3 is parallel to the normal line 5 of the longitudinal axis plane 4 along the length of the bridge or coincides with the normal line 5 of the longitudinal axis plane 4 along the length of the bridge. Both the main load-bearing pier 1 and the anti-collision auxiliary pier 2 have axial sections parallel to the direction of water flow. The axial sections of the main load-bearing pier 1 and the anti-collision auxiliary pier 2 pass through the axis of symmetry of the cross sections of the main load-bearing pier 1 and the anti-collision auxiliary pier 2. When the cross section of the pier column is rectangular or elliptical, the axial section of the pier column is usually distributed along the long axis of the main load-bearing pier 1 and the anti-collision auxiliary pier 2. The circular and elliptical outer arc surfaces can effectively reduce the resistance at the contact point between the main pier and the water flow.

[0023] The main pier 1 is capable of supporting the superstructure and resisting ship impacts. The top of the anti-collision auxiliary pier 2 is not lower than 0.5m above the highest water level and not higher than the height of the main pier 1. It is capable of resisting ship impacts and can indicate the position of the navigation channel.

[0024] The tops of the main load-bearing pier 1 and the auxiliary anti-collision pier 2 are independent or connected, while the bottom foundations are shared or separate. Specifically, the tops are connected by cap beams or connecting beams, and the bottoms are connected by shared foundations.

[0025] The plane containing the longitudinal plane 6 along the long axis of the main pier 1 coincides with the plane containing the longitudinal plane 7 along the long axis of the auxiliary anti-collision pier 2 in the adjacent pier column, or the plane containing the outer side of the main pier 1 coincides with the plane containing the outer side of the auxiliary anti-collision pier 2 in the adjacent pier column.

[0026] The angle α between the normal 5 of the longitudinal plane 4 along the length of the bridge and the direction of water flow 0 is greater than 5°.

[0027] Both the main load-bearing pier 1 and the anti-collision auxiliary pier 2 have waist-shaped perforations in their cross-section.

[0028] Support point 3 is the connection point between the upper and lower structures. The upper and lower structures are connected by a detachable support, such as... Figures 1 to 3 As shown, or, the upper and lower structures are directly connected as a whole, such as... Figures 4 to 6 As shown.

[0029] In this case, the bridge superstructure is independently supported on the main pier 1 via bearings. The line connecting the support points 3 on the main pier 1 is perpendicular to the longitudinal plane 4 along the length of the bridge, meaning the superstructure is a skew bridge. To meet the requirement that the longitudinal plane 6 along the longitudinal axis of the main pier 1 is aligned with the water flow direction 0, an auxiliary anti-collision pier 2 is added. When the cross-sections of the main pier 1 and the auxiliary anti-collision pier 2 are rectangular or elliptical, the longitudinal plane 6 along the longitudinal axis of the main pier 1 and the longitudinal plane 7 along the longitudinal axis of the auxiliary anti-collision pier 2 are both parallel to the water flow direction 0. In this way, the main pier 1 supports the superstructure and resists ship collisions, while the auxiliary anti-collision pier 2 resists ship collisions and, together with the main pier 1, forms an oblique pier platform, guiding passing ships safely.

[0030] This invention forms a combined pier by using a main load-bearing pier and an anti-collision auxiliary pier. This not only satisfies the requirement that the longitudinal axis of the pier in a specific direction is consistent with the direction of water flow, but also achieves the purpose of constructing an inclined bridge. At the same time, it alerts passing ships to the special navigation conditions in the bridge area, effectively solving a series of problems caused by the oblique intersection of the planned route and the direction of navigable water flow. The construction method is simple, economical, and highly adaptable.

[0031] The above are merely preferred embodiments of the present invention and are not intended to limit the implementation methods and protection scope of the present invention. Those skilled in the art should recognize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A main pier in water for a skew bridge spanning an oblique waterway, characterized in that, The bridge includes piers laterally distributed on both sides of its base. Each pier comprises a main load-bearing pier and a secondary anti-collision pier with a rectangular, circular, or elliptical cross-section. The top of the main load-bearing pier serves as a support point, and the line connecting these support points is parallel to or coincides with the normal to the longitudinal axis of the bridge. Both the main load-bearing pier and the secondary anti-collision pier have axial sections parallel to the direction of water flow. These axial sections pass through the axis of symmetry of their cross-sections. When the cross-section of the pier is rectangular or elliptical, the axial sections are distributed along the long axis of the main load-bearing pier and the secondary anti-collision pier. The plane containing the axial section of the main load-bearing pier parallel to the direction of water flow coincides with the plane containing the axial section of the secondary anti-collision pier within an adjacent pier, or the plane containing the outer surface of the main load-bearing pier coincides with the plane containing the outer surface of the secondary anti-collision pier within an adjacent pier.

2. The main underwater pier of the skew bridge of the skew-crossing waterway bridge as described in claim 1, characterized in that, The angle between the normal to the longitudinal plane along the length of the bridge and the direction of water flow is greater than 5°.

3. The main underwater pier of the skew bridge of the skew-crossing waterway bridge as described in claim 1, characterized in that, The support point is the connection point between the upper and lower structures. The upper and lower structures are independently connected by supports, or the upper and lower structures are directly connected as a whole.

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