Railway special suspension bridge

Abstract

The application discloses a track special suspension bridge, and relates to the technical field of suspension bridges.The device comprises two oppositely and parallelly arranged V-shaped towers, a cable system arranged on the V-shaped towers and a steel box girder for supporting a bridge deck and vehicles; the cable system comprises two oppositely arranged main cables, and the transverse spacing of the two main cables gradually increases from the middle to the two ends to form an outwardly-tensioned spatial cable plane; the steel box girder passes through the two V-shaped towers, and both ends of the steel box girder are provided with side piers to form a three-span continuous supporting structure; the rigidity of the steel box girder changes along the longitudinal direction, and the rigidity of the non-suspension area of the side span is greater than that of the suspension area of the main span, and the bottom surface of the steel box girder in the non-suspension area of the side span is provided with a rigidity strengthening structure.The application adopts a three-span continuous supporting variable-rigidity steel box girder, an outwardly-tensioned spatial cable plane cable system and V-shaped towers, thereby improving the transverse rigidity of the structure, enhancing the spatial effect of the main cables, making the stress of the structure more reasonable and having no interference with the connection lines on both banks, saving the cost and improving the aesthetic degree of the bridge.

Description

Technical Field

[0001] This invention relates to the field of suspension bridge technology, and more specifically to a suspension bridge specifically designed for railway tracks. Background Technology

[0002] In recent years, with the continuous advancement of bridge construction technology, suspension bridges have been increasingly applied to long-span railway bridges due to their advantages such as strong span capacity, flexible side span arrangement, and ability to adapt well to the terrain and track alignment on both banks. Currently, most railway suspension bridges are dual-purpose (road and rail) bridges, with relatively wide main girder decks and multi-span continuous support systems using steel trusses to further improve structural rigidity and meet train operation requirements. Compared to dual-purpose road and rail suspension bridges, dedicated railway suspension bridges present the following technical challenges:

[0003] 1. The live load ratio of dedicated suspension bridges for rail transit is high, which places higher demands on the stiffness of the main girder. Although steel trusses can meet the vertical stiffness requirements if steel trusses are used for the main girder, they are expensive, have a large difference in girder height with adjacent elevated sections, and have a poor aesthetic effect.

[0004] 2. The bridge deck of a dedicated railway suspension bridge is relatively narrow, requiring measures to improve the lateral stiffness of the structure. Considering factors such as navigation and surrounding urban buildings, there are generally no conditions for installing lateral wind-resistant cables; while increasing the bridge deck width and dead load to improve lateral stiffness is effective, it is not economical.

[0005] 3. The small lateral spacing of the main cables in the plane results in significant interference between the main cables and anchorages and the elevated viaducts and tunnels on both banks. While increasing the lateral spacing of the cable release points in the side spans can reduce this interference, the main cables in the side spans and main spans have angles, which generate significant lateral horizontal forces on the main cable saddles under dead load. Due to the limitation of the main cable saddles in bearing lateral horizontal forces, the lateral spacing of the cable release points in the side spans cannot be increased too much, only partially solving the problem of interference between the main cables and anchorages and the elevated viaducts and tunnels on both banks.

[0006] 4. Compared to suspension bridges used for both road and rail, when the bridge towers of suspension bridges used for rail are conventional portal towers, the individual tower columns are smaller and have weaker resistance to ship collisions, while the foundations have larger lateral dimensions and slightly poorer overall integrity. Summary of the Invention

[0007] To address the shortcomings of existing technologies, this application provides a dedicated suspension bridge for railway tracks, which solves the problems of existing dedicated suspension bridges for railway tracks being uneconomical in increasing lateral and vertical stiffness, unable to completely avoid mutual interference between the main cable and anchorage and the elevated viaducts and tunnels on both banks, as well as the small size of individual towers and their weak resistance to ship collisions, and the large lateral dimensions of the foundations and their slightly poor overall integrity.

[0008] In a first aspect, embodiments of this application provide a dedicated suspension bridge for railway tracks, comprising two V-shaped towers arranged opposite and parallel to each other, a cable system erected on the V-shaped towers, and a steel box girder for supporting the bridge deck and vehicles; the cable system includes two main cables arranged opposite to each other, with the lateral spacing between the two main cables gradually increasing from the middle to the two ends of the V-shaped towers, and the main cables on both sides extending outward along the direction of the main cables on the side of the main span to form an outwardly flared spatial cable surface; one end of the steel box girder passes through one of the V-shaped towers, and the other... One end of the steel box girder passes through another V-shaped tower. Both ends of the steel box girder are equipped with side piers. The V-shaped tower and the side piers support the steel box girder and divide it into three sections, forming a three-span continuous support structure. The stiffness of the steel box girder varies along the longitudinal direction. The stiffness of the portion of the steel box girder located between the side piers and the V-shaped towers is greater than that of the portion located between the two V-shaped towers, and they are connected by a stiffness transition zone. The bottom of the portion of the steel box girder located between the side piers and the V-shaped towers is equipped with a stiffness-reinforcing structure.

[0009] In conjunction with the first aspect, in one embodiment, the steel box girder includes a main span suspended section steel box girder and a side span non-suspended section steel box girder; the main span suspended section steel box girder is located between the two V-shaped towers, and the side span non-suspended section steel box girder is located between the V-shaped towers and the side piers.

[0010] In conjunction with the first aspect, in one embodiment, the main span suspended steel box girder and the side span non-suspended steel box girder are connected by a steel box girder stiffness transition zone, which is located on the side of the V-shaped tower closer to the main span suspended steel box girder.

[0011] In conjunction with the first aspect, in one embodiment, the stiffness of the steel box girder varies along the longitudinal direction, with the stiffness of the main span suspended section steel box girder being less than the stiffness of the steel box girder stiffness transition section, and the stiffness of the steel box girder stiffness transition section being less than the stiffness of the side span non-suspended section steel box girder.

[0012] In conjunction with the first aspect, in one embodiment, the stiffness-reinforcing structure is located at the bottom of the steel box girder in the non-suspension zone of the side span. The stiffness-reinforcing structure includes a steel box girder bottom plate, multiple steel box girder transverse diaphragms, and a concrete layer laid on the steel box girder bottom plate. The orientation of the dedicated track suspension bridge is defined as longitudinal, and the orientation perpendicular to the dedicated track suspension bridge in the horizontal plane is defined as transverse. Multiple steel box girder ribs are provided longitudinally on the steel box girder bottom plate, and the steel box girder transverse diaphragms are arranged at regular intervals along the longitudinal direction on the steel box girder bottom plate.

[0013] In conjunction with the first aspect, in one embodiment, holes are made at equal intervals along the longitudinal direction of the steel box girder ribs to form multiple rib holes, and transverse reinforcing bars are inserted into the rib holes; holes are made along the transverse direction of the steel box girder diaphragms to form multiple diaphragm holes, one diaphragm hole is made between every two adjacent steel box girder ribs, and longitudinal reinforcing bars are inserted into the diaphragm holes, and the longitudinal reinforcing bars and the transverse reinforcing bars are tied together at each intersection.

[0014] In conjunction with the first aspect, in one embodiment, the concrete layer of the stiffness-reinforcing structure at the bottom of the steel box girder in the non-suspension zone of the side span is used to connect the reinforcing bars, the steel box girder ribs, and the bottom plate of the steel box girder, and the thickness of the concrete layer is higher than the height of the steel box girder ribs.

[0015] In conjunction with the first aspect, in one embodiment, the cable system further includes multiple suspension cables, the upper ends of which are connected to the main cable on the main span side, and the lower ends of which are connected to the steel box girder of the main span suspension area. The elevation projection of the suspension cable is perpendicular to the steel box girder of the main span suspension area, and the lateral distance of the upper end of the suspension cable from the center of the bridge is greater than the lateral distance of the lower end of the suspension cable from the center of the bridge. The suspension cable is laterally inclined and forms a spatial cable system with the main cable.

[0016] In conjunction with the first aspect, in one embodiment, the V-shaped tower includes a tower column assembly and a crossbeam assembly; the tower column assembly includes a lower tower column and two upper tower columns, the lower tower column is V-shaped, and the upper tower columns are provided on the top of both sides of the lower tower column. The main cable is laid on the top of the upper tower columns, and the distance between the tops of the two upper tower columns is greater than the distance between the bottoms of the two upper tower columns. The bottom of the lower tower column is also provided with a foundation; the crossbeam assembly includes an upper crossbeam and a lower crossbeam, one end of the upper crossbeam is connected to the top of one upper tower column, and the other end of the upper crossbeam is connected to the top of the other upper tower column. The lower crossbeam is located between the two connection points of the lower tower column and the upper tower column, and the top surface of the lower crossbeam is provided with multiple pad stones and multiple supports for supporting the steel box girder.

[0017] In conjunction with the first aspect, in one embodiment, the side pier is a frame pier, and the columns of the side pier are inclined inward and downward to form a V shape, and the top surface of the side pier is provided with multiple pad stones and multiple supports for supporting the steel box girder.

[0018] The beneficial effects of the technical solutions provided in this application include at least the following:

[0019] 1. This invention adopts a three-span continuous variable stiffness steel box girder. Under the premise of ensuring that the vertical stiffness and beam height meet the requirements of train operation, the steel box girder adopts different stiffness and beam height according to the stress characteristics of different areas, thereby saving costs and improving the bridge landscape.

[0020] 2. This invention employs an outward-stretched spatial cable surface system. Without increasing the width of the main girder bridge deck (i.e., maintaining a fixed lateral spacing between suspension points), an outward-stretched spatial cable surface is formed by increasing the lateral spacing of the main cables at the bridge towers. On one hand, the main cables on both sides extend outward along the direction of the main cables on the main span side plane. The larger lateral spacing of the main cable release points effectively avoids mutual interference between the main cables and anchorages and the viaducts and tunnels on both banks. On the other hand, the outward-stretched spatial cable surface causes the suspension cables to tilt laterally and generate lateral force components. Under constant load, the main cables and suspension cables have lateral pretension, which can resist deformation under live loads and lateral winds, improving the lateral stiffness of the structure while saving costs.

[0021] 3. The bridge tower of the present invention adopts a V-shaped tower. On the one hand, the transverse center distance between the upstream and downstream tower columns at the top of the tower is increased and connected by an upper crossbeam, which can effectively enhance the spatial effect of the main cable and improve the transverse stiffness of the structure. On the other hand, the tower columns gradually taper inward from the top to the bottom of the tower to form an integral whole, which can reduce the foundation planar size and scale and increase the ability of the lower tower column and foundation to resist ship collisions. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This application provides a structural elevation view of a dedicated suspension bridge for railway tracks.

[0024] Figure 2 A top view of a dedicated suspension bridge for railway tracks provided in this application;

[0025] Figure 3 A schematic cross-sectional view of the main span suspension zone steel box girder of a dedicated railway suspension bridge provided in this application;

[0026] Figure 4 A schematic cross-sectional view of the steel box girder in the non-suspension zone of a track-specific suspension bridge provided in this application;

[0027] Figure 5 This application provides a structural schematic diagram of a V-shaped tower for a dedicated railway suspension bridge;

[0028] Figure 6 This application provides a structural schematic diagram of a side pier of a dedicated suspension bridge for railway tracks.

[0029] Figure 7 A structural side view of a side pier of a dedicated suspension bridge for railway tracks is provided in this application;

[0030] In the diagram: 1. Steel box girder; 101. Main span suspended steel box girder; 102. Side span non-suspended steel box girder; 103. Steel box girder stiffness transition zone; 104. Steel box girder bottom plate; 105. Steel box girder rib plate; 106. Steel box girder diaphragm; 2. Cable system; 201. Main cable; 202. Suspension cable; 3. V-shaped tower; 301. Upper tower column; 302. Lower tower column; 303. Upper crossbeam; 304. Lower crossbeam; 305. Foundation; 4. Side pier. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0032] This application provides a dedicated suspension bridge for railway tracks, which solves the problems of existing dedicated suspension bridges for railway tracks, such as being uneconomical in increasing lateral and vertical stiffness, being unable to completely avoid mutual interference between the main cable and anchorage and the elevated access roads and tunnels on both banks, having small individual towers with weak resistance to ship collisions, and having large foundation lateral dimensions with slightly poor overall integrity.

[0033] See Figure 1 and Figure 2 As shown, this application provides a dedicated suspension bridge for railway tracks, including two V-shaped towers 3 arranged opposite to each other and in parallel, a cable system 2 erected on the V-shaped towers 3, and a steel box girder 1 for supporting the bridge deck and vehicles;

[0034] As an optional embodiment, see [link to example]. Figure 4As shown, the V-shaped tower 3 includes a tower column assembly and a crossbeam assembly. The tower column assembly includes a lower tower column 302 and two upper tower columns 301. The lower tower column 302 is V-shaped, and upper tower columns 301 are provided on the top of both sides of the lower tower column 302. The main cable 201 is laid on the top of the upper tower column 301, and the distance between the tops of the two upper tower columns 301 is greater than the distance between the bottoms of the two upper tower columns 301. The crossbeam assembly includes an upper crossbeam 303 and a lower crossbeam 304. One end of the upper crossbeam 303 is connected to the top of one upper tower column 301, and the other end of the upper crossbeam 303 is connected to the top of the other upper tower column 301. The lower crossbeam 304 is located between the two connection points of the lower tower column 302 and the upper tower column 301, and the top surface of the lower crossbeam 304 is provided with pad stones and supports for supporting the steel box girder 1. A foundation 305 is provided at the bottom of the lower tower column 302. The upper crossbeam 303 connects the two upper tower columns 301 together, which can effectively enhance the spatial effect of the main cable 201 and improve the lateral stiffness of the cable system 2. At the same time, the edge of the V-shaped tower 3 gradually tapers inward from the top to the bottom of the tower, and the inner side of the lower tower column 302 widens from the lower crossbeam 304 to the bottom of the tower, which can reduce the planar size and scale of the foundation 305 and increase the ability of the lower tower column 302 and the foundation 305 to resist ship impact.

[0035] See Figure 1 and 2 As shown, the cable system 2 includes two main cables 201 arranged opposite each other, and the lateral spacing between the two main cables 201 on the main span gradually increases from the middle to the V-shaped towers 3 at both ends. By increasing the lateral spacing between the two main cables 201 at the V-shaped towers 3, the cable system as a whole tilts laterally and generates a lateral component force. Under the action of the lateral component force of the cable system, the main cables 201 form a spatial cable surface, so that the main cables 201 have lateral pretension under constant load.

[0036] The main cables on both sides of the span extend outward along the direction of the main cable on the main span and are anchored to anchorages on both banks, forming an outward-stretched spatial cable surface with the main cable on the main span. The anchorages on both banks used to anchor the main cables on the side spans adopt a separate upstream and downstream structure and are arranged along the direction of the main cable to adapt to the outward-stretched shape of the main cable. The anchorages on both banks can be gravity anchorages or tunnel anchorages depending on the terrain and geological conditions. On the one hand, under constant load, the main cable 201 exerts no lateral force on the V-shaped tower 3 and the main cable saddle at the top of the tower, resulting in a more rational structural stress distribution. On the other hand, the lateral spacing between the cable release points of the main cables on the side spans is larger, which can avoid mutual interference between the main cables and anchorages on the side spans and the elevated connecting structures and tunnels on both banks.

[0037] As an optional embodiment, see [link to example]. Figure 1 and Figure 3As shown, the cable system 2 also includes multiple suspension cables 202. The upper end of the suspension cable 202 is connected to the main cable on the main span side, and the lower end of the suspension cable 202 is connected to the steel box girder 101 in the main span suspension area. The elevation projection of the suspension cable 202 is perpendicular to the steel box girder 101 in the main span suspension area. Since the two main cables 201 form an outward-stretched spatial cable surface, the lateral distance from the upper end of the suspension cable 202 to the center of the bridge is greater than the lateral distance from the lower end of the suspension cable 202 to the center of the bridge. The suspension cable 202 is laterally inclined and generates a lateral component force, forming a spatial cable system with the main cable 201. Since both the main cable 201 and the suspension cable 202 have lateral pretension under dead load, they can resist deformation caused by live load, lateral wind, etc., thereby improving the lateral stiffness of the track-specific suspension bridge provided in this application without increasing the main girder bridge deck width and dead load weight.

[0038] See Figure 1 and Figure 2 As shown, one end of the steel box girder 1 passes through one of the V-shaped towers 3, and the other end passes through another V-shaped tower 3. Both ends of the steel box girder 1 are provided with side piers 4. The V-shaped towers 3 and the side piers 4 support the steel box girder 1 and divide the steel box girder 1 into three sections to form a three-span continuous support structure. The stiffness of the steel box girder 1 varies along the longitudinal direction. The stiffness of the part of the steel box girder 1 located between the side piers 4 and the V-shaped towers 3 is greater than the stiffness of the part of the steel box girder 1 located between the two V-shaped towers 3 and they are connected by a stiffness transition zone. The bottom of the part of the steel box girder 1 located between the side piers 4 and the V-shaped towers 3 is provided with a stiffness reinforcement structure.

[0039] As an optional embodiment, see [link to example]. Figure 1 , Figure 3 and Figure 4 As shown, the stiffness of the steel box girder 1 varies along the longitudinal direction. In the main span suspension zone, i.e., the area between the two V-shaped towers 3, the vertical stiffness of the structure is mainly provided by the cable system 2 and the steel box girder 1. Therefore, the steel box girder 1 in this section can adopt a relatively small vertical stiffness and beam height. In the non-suspension zones of the two side spans, i.e., the area outside the V-shaped towers 3, the vertical stiffness of the structure is provided solely by the steel box girder 1 and is significantly affected by its beam height. Therefore, the steel box girder 1 in this section adopts a larger vertical stiffness and beam height. The steel box girder 1 is a variable stiffness steel box girder. While ensuring that the vertical stiffness and beam height of the steel box girder 1 meet the requirements for train operation, different stiffnesses and beam heights are adopted for different areas based on their stress characteristics, thereby saving costs and improving the bridge's aesthetics.

[0040] As an optional embodiment, see [link to example]. Figure 1As shown, the main span suspended steel box girder 101 and the side span non-suspended steel box girder 102 are connected by a steel box girder stiffness transition zone 103, which is located on the side of the V-shaped tower 3 closest to the main span suspended steel box girder 101. The stiffness of the main span suspended steel box girder 101 is less than that of the steel box girder stiffness transition zone 103, and the stiffness of the steel box girder stiffness transition zone 103 is less than that of the side span non-suspended steel box girder 102. The box girder stiffness transition zone 103 not only achieves a uniform transition of vertical stiffness between the main span suspended steel box girder 101 and the side span non-suspended steel box girder 102, meeting the requirements for linear smoothness after deformation of the steel box girder 1 during train operation, but also uniformly transitions the beam height between the main span suspended steel box girder 101 and the side span non-suspended steel box girder 102, ensuring the overall aesthetics of the steel box girder 1.

[0041] As an optional embodiment, see [link to example]. Figure 4 As shown, considering that the steel box girder 102 in the non-suspended area of ​​the side span needs to provide all the vertical stiffness of this area, a stiffness-reinforcing structure is provided at the bottom of the steel box girder 102 in the non-suspended area of ​​the side span to further enhance the stiffness of the steel box girder 1 in the non-suspended area of ​​the side span under the condition of a certain beam height. The stiffness-reinforcing structure includes a steel box girder bottom plate 104, multiple steel box girder transverse diaphragms 106, and a concrete layer laid on the steel box girder bottom plate 104; wherein, the orientation of the dedicated track suspension bridge is set as longitudinal, and the orientation perpendicular to the dedicated track suspension bridge in the horizontal plane is set as transverse. Multiple steel box girder plate ribs 105 are provided on the steel box girder bottom plate 104 along the longitudinal direction, and the steel box girder transverse diaphragms 106 are set on the steel box girder bottom plate 104 at certain intervals along the longitudinal direction.

[0042] As an optional embodiment, see [link to example]. Figure 4 As shown, the steel box girder ribs 105 have holes at equal intervals along the longitudinal direction to form multiple rib holes, and transverse reinforcing bars are inserted into the rib holes; the steel box girder diaphragms 106 have holes along the transverse direction to form multiple diaphragm holes, and one diaphragm hole is made between every two adjacent steel box girder ribs 105, and longitudinal reinforcing bars are inserted into the diaphragm holes, and the longitudinal reinforcing bars and transverse reinforcing bars are tied together at each intersection.

[0043] As an optional embodiment, see [link to example]. Figure 4As shown, the concrete layer in the stiffness reinforcement layer at the bottom of the steel box girder 102 in the non-suspended section of the side span is used to connect the reinforcing bars, the steel box girder ribs 105, and the bottom plate 104 of the steel box girder, and the thickness of the concrete layer is greater than the height of the steel box girder ribs 105. The concrete layer is connected to the steel box girder ribs 105 and the bottom plate 104 through the reinforcing bars to form a steel-concrete composite section in the bottom plate. With a fixed beam height of the steel box girder 102 in the non-suspended section of the side span, the steel-concrete composite section in the bottom plate can further improve the vertical stiffness of the steel box girder 102 in the non-suspended section of the side span to resist deformation caused by live loads and system temperature, and can reduce the beam end rotation angle; at the same time, the concrete layer is connected to the bottom plate 104 of the steel box girder inside the box, reducing the steel-concrete temperature difference effect caused by solar gradient temperature.

[0044] As an optional embodiment, see [link to example]. Figure 1 , Figure 6 and Figure 7 As shown, both ends of the steel box girder 3 are equipped with side piers 4. The side piers 4 are frame piers, and the columns of the side piers 4 are inclined inward and downward to form a V shape. The two V-shaped towers 3 and the two side piers 4 support the steel box girder 1, dividing the steel box girder 1 into three sections to form a three-span continuous support structure. The top surface of the side piers 4 is equipped with pad stones and supports for supporting the steel box girder 1. The unique shape of the side piers 4 echoes the shape of the V-shaped towers 3 and is more rhythmic in terms of landscape.

[0045] In summary, the steel box girder 1 used in this application for a dedicated railway suspension bridge is a three-span continuously supported variable stiffness steel box girder. While ensuring that the vertical stiffness and beam height of the steel box girder 1 meet the requirements for train operation, different stiffnesses and beam heights are adopted according to the stress characteristics of different areas, thereby saving costs and improving the bridge's aesthetics. Furthermore, to connect the main span suspended section steel box girder 101 and the side span non-suspended section steel box girder 102, a steel box girder stiffness transition zone 103 is provided between the main span suspended section steel box girder 101 and the side span non-suspended section steel box girder 102, thus achieving a connection between the main span suspended section steel box girder 101 and the side span non-suspended section steel box girder 102. The vertical stiffness and uniform height transition of the steel box girder 102 in the non-suspended area are enhanced. In addition, the bottom of the steel box girder 102 in the non-suspended area of ​​the side span is provided with a stiffness-enhancing structure. Holes are made in the steel box girder ribs 105 and the steel box girder diaphragms 106, and steel bars are used to tie them together as a whole. On this foundation, the bottom plate 104 of the box girder of the steel box girder 102 in the non-suspended area of ​​the side span is used as a template to pour concrete to form a steel-concrete composite section, which further increases the vertical stiffness of the steel box girder 102 in the non-suspended area of ​​the side span. At the same time, the concrete located inside the steel box girder can also reduce the temperature difference effect of the steel-concrete composite section caused by the solar gradient temperature.

[0046] This application provides a railway-specific suspension bridge that also employs a cable system 2 with an outward-stretching spatial cable surface. Without increasing the bridge deck width or dead load, the lateral spacing between the two main cables 201 at the V-shaped tower 3 is increased, causing the cable system to tilt laterally and generate a lateral component force. Under the action of this lateral component force, the main cables 201 and the suspenders 202 form a spatial cable system, exhibiting lateral pretension under dead load, thus improving the structural lateral stiffness and saving costs. The main cables on the side spans extend outward along the direction of the main cables on the main spans and are anchored to the anchorages on both banks. Under dead load, the main cables 201 exert no lateral force on the V-shaped tower 3 and the main cable saddle at the top of the tower, resulting in a more rational structural stress distribution. Simultaneously, the larger lateral spacing between the cable release points on the side spans prevents interference between the main cables and anchorages and the elevated viaducts and tunnels on both banks.

[0047] This application provides a railway-specific suspension bridge that also employs V-shaped towers 3 as bridge towers. The top surfaces of the two upper tower columns are laterally extended to facilitate the erection of the main cables, which effectively enhances the spatial effect of the main cables 201, improves the lateral stiffness of the cable system 2, and increases the resistance of the lower tower columns 302 and foundations 305 to ship collisions. The two V-shaped towers 3 and two side piers 4 support the steel box girder 1, dividing the steel box girder 1 into three sections to form a three-span continuous support structure. The unique shape of the side piers 4 echoes the shape of the V-shaped towers 3, and also adds a sense of rhythm to the landscape.

[0048] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0049] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0050] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A rail-specific suspension bridge, characterized in that, The application relates to a track special-purpose suspension bridge, which comprises the following parts: two opposite and parallel V-shaped towers (3); a cable system (2) arranged on the V-shaped towers (3), wherein the cable system (2) comprises two opposite main cables (201), the transverse spacing between the main spans of the two main cables (201) gradually increases from the middle to the two ends of the V-shaped towers (3), and the main cable planes on the two sides of the main spans continue to extend outward along the direction of the main cables to form an outer-tensioned space cable plane; a steel box girder (1) for supporting a bridge deck and vehicles, one end of the steel box girder (1) passes through one of the V-shaped towers (3), the other end of the steel box girder (1) passes through the other V-shaped tower (3), both ends of the steel box girder (1) are provided with side piers (4), the V-shaped towers (3) and the side piers (4) support the steel box girder (1) and divide the steel box girder (1) into three sections to form a three-span continuous structure; wherein the rigidity of the steel box girder (1) is variable along the longitudinal direction, the rigidity of the part of the steel box girder (1) between the side piers (4) and the V-shaped towers (3) is greater than the rigidity of the part of the steel box girder (1) between the two V-shaped towers (3), and the two parts are connected through a rigidity transition zone; the bottom of the part of the steel box girder (1) between the side piers (4) and the V-shaped towers (3) is provided with a rigidity strengthening structure; the V-shaped tower (3) comprises a tower column group and a cross beam group; the tower column group comprises a lower tower column (302) and two upper tower columns (301), the lower tower column (302) is V-shaped, the top of each side of the lower tower column (302) is provided with the upper tower column (301), the main cables (201) are arranged on the top of the upper tower columns (301), the distance between the tops of the two upper tower columns (301) is greater than the distance between the bottoms of the two upper tower columns (301), and the bottom of the lower tower column (302) is further provided with a foundation (305); the cross beam group comprises an upper cross beam (303) and a lower cross beam (304), one end of the upper cross beam (303) is connected with the top of one upper tower column (301), the other end of the upper cross beam (303) is connected with the top of the other upper tower column (301), and the lower cross beam (304) is located between the two connecting positions of the lower tower column (302) and the upper tower columns (301), and the top surface of the lower cross beam (304) is provided with a plurality of cushion stones and a plurality of supports for supporting the steel box girder (1).

2. The track special-purpose suspension bridge according to claim 1, wherein: the steel box girder (1) comprises a main-span suspension area steel box girder (101) and a side-span non-suspension area steel box girder (102); the main-span suspension area steel box girder (101) is located between the two V-shaped towers (3), and the side-span non-suspension area steel box girder (102) is located between the V-shaped tower (3) and the side pier (4).

3. A rail-specific suspension bridge as claimed in claim 2, characterized in that: the main-span suspension area steel box girder (101) and the side-span non-suspension area steel box girder (102) are connected through a steel box girder rigidity transition zone (103), and the steel box girder rigidity transition zone (103) is located on the side of the V-shaped tower (3) close to the main-span suspension area steel box girder (101).

4. A rail-specific suspension bridge as claimed in claim 3, characterized in that: The rigidity of the steel box girder (1) is variable along the longitudinal direction, the rigidity of the main span suspension area steel box girder (101) is smaller than the rigidity of the steel box girder rigidity transition area (103), and the rigidity of the steel box girder rigidity transition area (103) is smaller than the rigidity of the side span non-suspension area steel box girder (102).

5. The rail-specific suspension bridge of claim 2, wherein: The rigidity reinforcing structure is located at the bottom of the side span non-suspension area steel box girder (102), and the rigidity reinforcing structure comprises a steel box girder bottom plate (104), a plurality of steel box girder transverse diaphragms (106), and a concrete layer laid on the steel box girder bottom plate (104). The orientation of the rail-specific suspension bridge is set as the longitudinal direction, and the horizontal direction is perpendicular to the orientation of the rail-specific suspension bridge, the steel box girder bottom plate (104) is provided with a plurality of steel box girder plate ribs (105) along the longitudinal direction, and the steel box girder transverse diaphragms (106) are arranged on the steel box girder bottom plate (104) at a certain distance along the longitudinal direction.

6. A rail-specific suspension bridge as claimed in claim 5, characterized in that: The steel box girder plate ribs (105) are provided with holes at the same interval along the longitudinal direction to form a plurality of plate rib holes, and transverse steel bars are arranged in the plate rib holes; the steel box girder transverse diaphragms (106) are provided with holes along the horizontal direction to form a plurality of transverse diaphragm holes, one transverse diaphragm hole is arranged between every two adjacent steel box girder plate ribs (105), and longitudinal steel bars are arranged in the transverse diaphragm holes, and the longitudinal steel bars and the transverse steel bars are bound together at each intersection.

7. A rail-specific suspension bridge as claimed in claim 6, characterized in that: The concrete layer of the rigidity reinforcing structure at the bottom of the side span non-suspension area steel box girder (102) is used to combine the steel bars, the steel box girder plate ribs (105), and the steel box girder bottom plate (104), and the thickness of the concrete layer is higher than the height of the steel box girder plate ribs (105).

8. A rail specific suspension bridge as claimed in claim 2, characterized in that: The cable system (2) further comprises a plurality of hangers (202), the upper ends of the hangers (202) are connected with the main span side main cables, the lower ends of the hangers (202) are connected with the main span suspension area steel box girder (101), the vertical projection of the hangers (202) is perpendicular to the main span suspension area steel box girder (101), the distance between the upper ends of the hangers (202) and the bridge center in the horizontal direction is greater than the distance between the lower ends of the hangers (202) and the bridge center in the horizontal direction, and the hangers (202) are horizontally inclined to form a spatial cable system together with the main cables (201).

9. The rail-specific suspension bridge of claim 2, wherein: The side pier (4) is a frame pier, the vertical column of the side pier (4) is inclined inward and downward to form a V shape, and the top surface of the side pier (4) is provided with a plurality of abutments and a plurality of supports for supporting the steel box girder (1).

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