A bridge span and straddle-type track beam integrating track beam and evacuation platform

Abstract

The present application relates to a bridge span and a straddle-type track beam that integrates a track beam and an evacuation platform, and belongs to the technical field of straddle-type track beams. The bridge span that integrates a track beam and an evacuation platform comprises a main beam, which is arranged along the direction of the bridge, and brackets connected to the main beam are provided on both sides of the main beam, a track beam, which is arranged on both sides of the main beam along the direction of the bridge and is respectively located on the top of the brackets, and an evacuation platform, which is located on the top of the main beam to form an evacuation passage. The present application can make the force more dispersed and uniform through the main beam and the brackets on both sides to increase the span of the bridge under the same deformation requirements, improve the load capacity, and avoid the situation in which the track beams on both sides are unrelated to each other and the force transmission is also unrelated when the existing rail car runs on the track beam, resulting in low structural utilization and heavier load. The bracket can also take into account the maintenance passage function, and the top of the main beam is used as an evacuation platform to improve the utilization efficiency of structural materials.

Description

Technical Field

[0001] The present application relates to the technical field of track beams, and in particular to a bridge span and straddle-type track beam that integrates a track beam with an evacuation platform. Background Art

[0002] Straddle-type monorail transportation is an excellent medium-capacity rail transit system. It refers to a rail transit mode in which vehicles run astride the track beams that are supported, stabilized and guided by a single track. Compared with prefabricated building beams, straddle-type track beams have a large number, a wide variety of types, and a narrow temporary support working surface. The straddle-type monorail transportation with bridge span structure as the main structural form has a small number and quantity of foundation, pier body and track beam components, and a large single-piece size. The components are standardized and disassembled, prefabricated in factories, and assembled on site, which has strong feasibility. The track beams of straddle-type monorail transportation are divided into prestressed (or ordinary reinforced concrete) concrete track beams and steel structure (or steel-concrete composite structure) track beams.

[0003] Prestressed (or ordinary reinforced) concrete track beams have low construction costs, heavy self-weight, relatively low load proportion during vehicle operation, and relatively high stability and comfort. However, it is worth noting that the straddle-type monorail transit track beam is both a load-bearing structure and a running track. The vehicle runs on the track, which requires high linear accuracy of the beam. Although the span can be increased by increasing the beam height, the beam becomes flat and is prone to overturning and breaking, which limits its spanning capacity and leads to dense bridge piers.

[0004] The steel structure painting of steel track beams is difficult to provide long-term protection for the track beam running surface. There are problems with corrosion resistance and weather resistance, and the operating costs are high. Secondly, the friction coefficient of the steel structure is low, and the vehicle is prone to losing control. Cases show that straddle-type rail transit has repeatedly stopped and slipped in rainy and snowy weather, and the anti-skid measures of the steel structure are also difficult to solve.

[0005] Traditional straddle-type rail transit bridges did not consider the evacuation function after vehicle accidents in the early days, posing serious safety risks. With the development of this type of rail transit, subsequent construction projects gradually began to set up evacuation platforms, but they were still not standardized. They were all attached to the bridge span structure in the form of bridge accessories. This form not only increased the stress burden on the track beam, but also caused the steel structure of the evacuation platform to be in an "idle" state, and the materials were not fully utilized. Third, the setting of some evacuation platforms made the landscape messy, reducing the quality of the project. Summary of the Invention

[0006] The embodiments of the present application provide a bridge span and a straddle-type track beam that integrates a track beam and an evacuation platform, so as to solve the problem in the existing track beam structure in the related art that the evacuation platform is an auxiliary structure of the bridge span, the structure of the evacuation platform is not fully utilized, resulting in an increased stress burden on the track beam and low utilization of the evacuation platform structure.

[0007] A first aspect of an embodiment of the present application provides a bridge span integrating a track beam and an evacuation platform, comprising:

[0008] A main beam, the main beam being arranged along the bridge direction, and having brackets connected thereto on both sides of the main beam;

[0009] Track beams, the track beams are arranged on both sides of the main beam along the bridge direction and are respectively located on top of the brackets;

[0010] An evacuation platform is located on the top of the main beam and is used to form an evacuation passage.

[0011] In some embodiments, the main beam includes an upper chord and a lower chord that can serve as an evacuation platform, and a web member disposed between the upper chord and the lower chord, and the bracket is disposed on both sides of the lower chord;

[0012] A pier column is provided below the main beam;

[0013] The height of the main beam is adapted to the height of the rail vehicle door.

[0014] In some embodiments, the lower chord is a hollow structure, and a plurality of partitions are provided inside the lower chord;

[0015] Each of the partitions corresponds to each of the brackets;

[0016] A manhole is provided on the partition.

[0017] In some embodiments, the cross-section of the bracket is I-shaped.

[0018] In some embodiments, the bracket is connected to the main beam by welding.

[0019] In some embodiments, both sides of one end of the bracket close to the main beam are folded and extended respectively, so that the cross section of the bracket is T-shaped;

[0020] The extended end of the bracket is attached to and connected to the main beam.

[0021] In some embodiments, the bracket includes an upper plate, a lower plate, and a connecting plate disposed between the upper plate and the lower plate;

[0022] Reinforcing ribs are provided between the upper plate and the main beam.

[0023] In some embodiments, the reinforcing rib is Y-shaped, one end of the reinforcing rib is connected to the upper plate, the other end of the reinforcing rib is connected to the connecting plate, and the remaining end of the reinforcing rib is connected to the main beam.

[0024] A second aspect of the embodiments of the present application provides a straddle-type track beam, comprising:

[0025] The track beam body is composed of a plurality of bridge span structures. The main beams in each bridge span structure are not connected to each other, and the track beams in each bridge span structure are connected to each other to form a whole.

[0026] A third aspect of the embodiments of the present application provides a straddle-type track beam, comprising:

[0027] The track beam body is composed of a plurality of bridge span structures, the main beams in each bridge span structure are connected to form a whole, and the track beams in each bridge span structure are connected to form a whole.

[0028] The beneficial effects of the technical solution provided by this application include:

[0029] There are brackets on both sides of the main beam, and track beams are installed on the brackets. When the rail car is running, the track beams press down the brackets, and the brackets transfer the pressure to the main beam, causing the main beam to bear the load.

[0030] When a single-sided rail car runs on the track beam, the pressure on the track beam is transmitted to the bracket, and the bracket transmits the pressure to the main beam and the bracket on the other side, which can reduce the elastic deformation of the bracket 2 under the track beam on the running side, thereby improving the stability of the rail car during travel, and avoiding the existing rail car force transmission only being transmitted to the track beam, resulting in the existing track beam deformation caused by the force under the same force conditions being larger. The main beam and the brackets on both sides are mutually subjected to force, making the force more dispersed and uniform, so that the bridge span is increased under the same deformation requirements and the load capacity is improved. It also avoids the existing rail car running on the track beam, where the track beams on both sides are unrelated to each other and the force transmission is also unrelated to each other, resulting in low structural utilization and greater force load. The bracket can take into account the maintenance channel function, and the top of the main beam is used as an evacuation platform, which improves the utilization efficiency of structural materials.

[0031] When the span of the bridge is increased, the number of piers can be reduced, avoiding the need for a large number of piers during the construction of existing track beams, which leads to increased costs, and also avoiding the need for a larger construction scope required for the construction of multiple piers, which leads to the occupation of more daily traffic roads.

[0032] When the rail cars on both sides are running at the same time, the force on the bracket is directly transmitted to the main beam. The main beam is an integral structure, which disperses the running pressure of the rail car and transmits it more evenly, increases the force transmission area, and reduces the force on the pier column. Therefore, there is no need to set up multiple pier columns, avoiding the existing situation where the force is directly transmitted to the track beam when the rail car is running. The track beam is directly connected to the pier column, so that the force is directly transmitted to the pier column, resulting in the pier column being the main load point. Therefore, multiple pier columns are required to load the running pressure.

[0033] According to the structural characteristics of the main beam, an evacuation platform will be formed in the top space of the main beam, so that the main beam and the evacuation platform can be combined and used as the main load-bearing structure, avoiding the existing evacuation platform structure being set as an auxiliary structure on the track beam, which leads to further increase in pressure on the pier column. In addition, the evacuation platform is rarely used, resulting in low structural utilization rate of the evacuation platform and waste. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0035] Figure 1 A schematic diagram of the structure provided in an embodiment of the present application;

[0036] Figure 2 A schematic top view of an embodiment of the present application;

[0037] Figure 3 A schematic diagram of the main view provided for an embodiment of the present application;

[0038] Figure 4 A three-dimensional schematic diagram provided for an embodiment of the present application.

[0039] 1. Main beam; 2. Bracket; 3. Track beam; 11. Upper chord; 12. Lower chord; 121. Partition; 122. Manhole; 13. Web member; 21. Upper plate; 22. Lower plate; 23. Connecting plate. DETAILED DESCRIPTION

[0040] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0041] The embodiments of the present application provide a bridge span and a straddle-type track beam that integrates a track beam and an evacuation platform, which can solve the problem that in the existing track beam structure, the evacuation platform is an auxiliary structure of the bridge span, the structure of the evacuation platform is not fully utilized, resulting in an increased stress burden on the track beam and low utilization of the evacuation platform structure.

[0042] See also Figure 1-4 As shown, an embodiment of the present application provides a bridge span integrating a track beam and an evacuation platform, comprising:

[0043] The main beam 1 is arranged along the bridge direction, and brackets 2 connected to the main beam 1 are provided on both sides;

[0044] Track beams 3 are arranged on both sides of the main beam 1 along the bridge direction and are respectively located on top of the brackets 2;

[0045] The evacuation platform is located on the top of the main beam 1 and is used to form an evacuation channel.

[0046] Brackets 2 are provided on both sides of the main beam 1, and track beams 3 are provided on the brackets 2. When the rail vehicle is running, the track beams 3 are subjected to force to press down the brackets 2, and the brackets 2 will transfer the pressure to the main beam 1, so that the main beam 1 bears the load. The evacuation platform is integrated through the main beam 1, and the load is transferred to the track beam 3 through the main beam 1.

[0047] When a single-sided rail car runs on the track beam 3, the pressure on the track beam 3 is transmitted to the bracket 2, and the bracket 2 transmits the pressure to the main beam 1 and the bracket 2 on the other side, which can reduce the elastic deformation of the bracket 2 under the track beam 3 on the running side, thereby improving the stability of the rail car during travel, avoiding the existing rail car force transmission only being transmitted to the track beam 3, resulting in the existing track beam 3 under the same force conditions. The deformation is larger. The main beam 1 and the brackets 2 on both sides are mutually stressed, making the force more dispersed and uniform, increasing the span of the bridge under the same deformation requirement conditions, and improving the load capacity. It also avoids the existing rail car running on the track beam 3. The track beams 3 on both sides are unrelated to each other, and the force transmission is also unrelated to each other, resulting in low structural utilization and greater force load. The bracket 2 can also take into account the function of the maintenance channel. The top of the main beam 1 is used as an evacuation platform to improve the utilization efficiency of structural materials.

[0048] When the span of the bridge is increased, the number of piers can be reduced, avoiding the need for a large number of piers during the construction of the existing track beam 3, which leads to increased costs, and also avoiding the need for a larger construction scope required for the construction of multiple piers, which leads to the occupation of more daily traffic roads.

[0049] When the rail cars on both sides are running at the same time, the force on the bracket 2 is directly transmitted to the main beam 1. The main beam 1 is an integral structure, which disperses the running pressure of the rail car and transmits it more evenly, increases the force transmission area, and reduces the force on the pier column. Therefore, there is no need to set up multiple pier columns, avoiding the existing situation where the force is directly transmitted to the track beam 3 when the rail car is running. The track beam 3 is directly connected to the pier column, so that the force is directly transmitted to the pier column, resulting in the pier column being the main load point. Therefore, multiple pier columns are required to load the running pressure.

[0050] According to the structural characteristics of the main beam 1, an evacuation platform will be formed in the top space of the main beam 1, so that the main beam 1 and the evacuation platform can be combined and used as the main load-bearing structure, avoiding the existing evacuation platform structure being set as an auxiliary structure on the track beam 3, which leads to further increase in pressure on the pier column, and the evacuation platform is used very rarely, resulting in low structural utilization rate of the evacuation platform and waste.

[0051] The main beam 1 is preferably a steel-concrete structure, and the bracket 2 is preferably a steel structure.

[0052] In some optional embodiments, see Figure 1 and Figure 4 As shown, in the mid-span of the rail beam bridge, the main beam 1 includes an upper chord 11 and a lower chord 12 that can be used as an evacuation platform, and a web 13 arranged between the upper chord 11 and the lower chord 12. The bracket 2 is arranged on both sides of the lower chord 12. Piers are provided below the main beam 1. The height of the main beam 1 is adapted to the height of the rail vehicle door.

[0053] The upper chord 11 is preferably a concrete structure, and the lower chord 12 and the web 13 are preferably steel structures. After the bracket 2 is connected to the lower chord 12 of the main beam 1, the bracket 2 applies tension and pressure to the main beam 1, which will produce corresponding deformation to improve resistance and load capacity. The main body of the main beam 1 composed of the lower web 13 is integrated through the upper chord 11 of the concrete structure, and the characteristics of concrete are used to make the structure of the main beam 1 more tightly connected, avoiding the low strength when the upper chord 11 adopts the same steel structure, which makes the main beam 1 easy to deform.

[0054] The top space of the upper chord 11 can be used as an evacuation platform, avoiding the low utilization rate and structural waste caused by setting up a separate evacuation platform. The main beam 1 and the evacuation platform can be combined and used as the main load-bearing structure, avoiding the existing evacuation platform structure being set as an auxiliary structure on the track beam 3, which leads to further increase in pressure on the pier column. The evacuation platform is used very rarely, resulting in low structural utilization rate of the evacuation platform and waste.

[0055] In some optional embodiments, see Figure 1 and Figure 4As shown, in the middle of the span of the rail beam bridge, the lower chord 12 is a hollow structure with openings at both ends. A number of partitions 121 are provided inside the lower chord 12, and each partition 121 corresponds to each bracket 2 respectively. A manhole 122 is provided on the partition 121, and staff can enter through the manhole 122 for maintenance, forming a maintenance passage.

[0056] When the bracket 2 is subjected to force, the bracket 2 is pressed downward, causing the top horizontal direction to tilt away from the main beam 1, resulting in tension on the main beam 1. The bottom horizontal direction of the bracket 2 will be squeezed away from the main beam 1, generating pressure on the main beam 1. Because the lower chord 12 is a hollow structure, a partition 121 is provided at the position corresponding to each bracket 2 inside. The partition 121 further improves the load capacity and compression and deformation resistance of the lower chord 12, thereby preventing the lower chord 12 from being deformed due to excessive tension and pressure, thereby preventing the structure from being damaged.

[0057] In some optional embodiments, see Figure 1-4 As shown, in the middle span of the track beam bridge, the cross section of the bracket 2 is I-shaped. When the cross section is made in a direction parallel to the main beam 1, the bracket 2 is I-shaped at this time, so that the installation area of ​​the track beam 3 installed on the bracket 2 is large, and the force of the bracket 2 can be evenly distributed and transferred to the main beam 1.

[0058] In some optional embodiments, see Figure 1 As shown, in the middle of the span of the track beam bridge, the bracket 2 and the main beam 1 are connected by welding, and the main beam 1 and the bracket 2 are integrated by welding.

[0059] In some optional embodiments, in the middle of the span of the rail beam bridge, both sides of the bracket 2 close to the main beam 1 are folded and extended so that the cross-section of the bracket 2 is T-shaped, and the extended end of the bracket 2 is attached to and connected to the main beam 1.

[0060] A cross section is made in the direction perpendicular to the main beam 1 to make the bracket 2 T-shaped, thereby increasing the contact area between the bracket 2 and the main beam 1, making the force transmission of the bracket 2 to the main beam 1 more uniform, increasing the tension area and pressure area of ​​the bracket 2 on the main beam 1, making the force-bearing area of ​​the main beam 1 large, reducing the local force pressure, and making the force more uniform, avoiding the connection of a single structural point, which causes the structural point to be subjected to excessive force and easily cause fracture, resulting in a reduced service life.

[0061] In some optional embodiments, in the middle span of the track beam bridge, the bracket 2 includes an upper plate 21 and a lower plate 22 and a connecting plate 23 arranged between the upper plate 21 and the lower plate 22, and reinforcing ribs are arranged between the upper plate 21 and the main beam 1.

[0062] In this embodiment, the reinforcing rib is Y-shaped, one end of the reinforcing rib is connected to the upper plate 21 , the other end of the reinforcing rib is connected to the connecting plate 23 , and the remaining end of the reinforcing rib is connected to the main beam 1 .

[0063] When the bracket 2 is pressed down, the reinforcing ribs are used to further improve the compressive resistance and avoid deformation of the bracket 2. The reinforcing ribs are used to further transfer the pressure of the track beam 3 on the bracket 2 to the main beam 1, reducing the load on the bracket 2, improving the stability of the bracket 2, and making the rail car more stable when driving.

[0064] See also Figure 1-4 As shown, the second aspect of the embodiment of the present application provides a straddle-type track beam, comprising:

[0065] The track beam body is composed of a plurality of bridge span structures. The main beams 1 in each bridge span structure are not connected to each other, and the track beams 3 in each bridge span structure are connected to each other to form a whole.

[0066] When a complete track beam 3 is built using bridge spans, the main beams 1 between each bridge span are connected to each other, which can make the force on the entire track beam 3 uniform. When the rail car is running, the seamless design can make the rail car run more smoothly.

[0067] See also Figure 1-4 As shown, the third aspect of the embodiment of the present application provides a track beam bridge span, including:

[0068] The track beam body is composed of a plurality of bridge span structures. The main beams 1 in each bridge span structure are connected to form a whole. The track beams 3 in each bridge span structure are connected to form a whole.

[0069] When a complete track beam 3 is built using bridge spans, the main beams 1 between each span are not connected to each other, so that when a single section of the track beam 3 is subjected to large pressure, it will not affect the remaining spans, avoiding the abnormality of a single section of the span affecting other spans, thereby improving the safety of rail vehicle driving.

[0070] The working principle and process of this application:

[0071] Brackets 2 are provided on both sides of the main beam 1, and track beams 3 are provided on the brackets 2. When the rail vehicle is running, the track beams 3 press down the brackets 2, and the brackets 2 transfer the pressure to the main beam 1, causing the main beam 1 to bear the load.

[0072] When a single-sided rail vehicle travels on the track beam 3, the pressure on the track beam 3 is transmitted to the bracket 2, and the bracket 2 transmits the pressure to the main beam 1 and the bracket 2 on the other side, which can reduce the elastic deformation of the bracket 2 under the track beam 3 on the traveling side, thereby improving the stability of the rail vehicle during travel, and avoiding the existing rail vehicle force transmission only being transmitted to the track beam 3, resulting in the existing track beam 3 under the same force conditions being deformed more. The main beam 1 and the brackets 2 on both sides are mutually subjected to force, making the force more dispersed and uniform, thereby increasing the span of the bridge under the same deformation requirements and improving the load capacity. It also avoids the existing rail vehicle running on the track beam 3, where the track beams 3 on both sides are unrelated to each other, and the force transmission is also unrelated to each other, resulting in low structural utilization and a greater force load.

[0073] When the span of the bridge is increased, the number of piers can be reduced, avoiding the need for a large number of piers during the construction of the existing track beam 3, which leads to increased costs, and also avoiding the need for a larger construction scope required for the construction of multiple piers, which leads to the occupation of more daily traffic roads.

[0074] When the rail cars on both sides are running at the same time, the force on the bracket 2 is directly transmitted to the main beam 1. The main beam 1 is an integral structure, which disperses the running pressure of the rail car and transmits it more evenly, increases the force transmission area, and reduces the force on the pier column. Therefore, there is no need to set up multiple pier columns, avoiding the existing situation where the force is directly transmitted to the track beam 3 when the rail car is running. The track beam 3 is directly connected to the pier column, so that the force is directly transmitted to the pier column, resulting in the pier column being the main load point. Therefore, multiple pier columns are required to load the running pressure.

[0075] According to the structural characteristics of the main beam 1, an evacuation platform will be formed in the top space of the main beam 1, so that the main beam 1 and the evacuation platform can be combined and used as the main load-bearing structure, avoiding the existing evacuation platform structure being set as an auxiliary structure on the track beam 3, which leads to further increase in pressure on the pier column, and the evacuation platform is used very rarely, resulting in low structural utilization rate of the evacuation platform and waste.

[0076] When a complete track beam 3 is built using bridge spans, the main beams 1 between each span are not connected to each other, so that when a single section of the track beam 3 is subjected to large pressure, it will not affect the remaining spans, avoiding the abnormality of a single section of the span affecting other spans, thereby improving the safety of rail vehicle driving.

[0077] When a complete track beam 3 is built using bridge spans, the main beams 1 between each bridge span are connected to each other, which can make the force on the entire track beam 3 uniform. When the rail car is running, the seamless design can make the rail car run more smoothly.

[0078] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships 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, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0079] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0080] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present 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 the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A bridge span integrating a track beam and an evacuation platform, characterized in that: include: A main beam (1), the main beam (1) is arranged along the bridge direction, and brackets (2) connected thereto are provided on both sides of the main beam (1); the main beam (1) includes an upper chord (11) and a lower chord (12) serving as an evacuation platform, and a web member (13) arranged between the upper chord (11) and the lower chord (12), the brackets (2) are arranged on both sides of the lower chord (12), the upper chord (11) is a concrete structure, and the lower chord (12) and the web member (13) are both steel structures; Track beams (3), the track beams (3) being arranged on both sides of the main beam (1) along the bridge direction and respectively located on top of the brackets (2); An evacuation platform is located on the top of the main beam (1) and is used to form an evacuation passage.

2. The bridge span integrating the track beam and the evacuation platform according to claim 1, characterized in that: A pier column is provided below the main beam (1); The height of the main beam (1) is adapted to the height of a rail vehicle door.

3. The bridge span integrating the track beam and the evacuation platform according to claim 2 is characterized in that: The lower chord (12) is a hollow structure, and a plurality of partitions (121) are provided inside the lower chord (12); Each of the partitions (121) corresponds to each of the brackets (2); A manhole (122) is provided on the partition (121).

4. The bridge span integrating the track beam and the evacuation platform according to claim 1 is characterized in that: The cross section of the bracket (2) is in an I-shape.

5. The bridge span integrating the track beam and the evacuation platform according to claim 1 is characterized in that: The bracket (2) and the main beam (1) are connected by welding.

6. The bridge span integrating the track beam and the evacuation platform according to claim 1 is characterized in that: Both sides of the bracket (2) at one end close to the main beam (1) are folded and extended respectively, so that the cross section of the bracket (2) is T-shaped; The extended end of the bracket (2) is attached to and connected to the main beam (1).

7. The bridge span integrating the track beam and the evacuation platform according to claim 1 is characterized in that: The bracket (2) comprises an upper plate (21), a lower plate (22), and a connecting plate (23) arranged between the upper plate (21) and the lower plate (22); Reinforcing ribs are provided between the upper plate (21) and the main beam (1).

8. The bridge span integrating the track beam and the evacuation platform according to claim 7, characterized in that: The reinforcing rib is Y-shaped, one end of the reinforcing rib is connected to the upper plate (21), the other end of the reinforcing rib is connected to the connecting plate (23), and the remaining end of the reinforcing rib is connected to the main beam (1).

9. A straddle-type track beam, characterized in that: The straddle-type track beam uses a bridge span integrating a track beam and an evacuation platform according to any one of claims 1 to 8, comprising: The track beam body is composed of a plurality of bridge span structures, the main beams (1) in each of the bridge span structures are not connected to each other, and the track beams (3) in each of the bridge span structures are connected to each other to form a whole.

10. A straddle-type track beam, characterized in that: The straddle-type track beam uses a bridge span integrating a track beam and an evacuation platform according to any one of claims 1 to 8, comprising: The track beam body is composed of a plurality of bridge span structures, the main beams (1) in each of the bridge span structures are connected to form a whole, and the track beams (3) in each of the bridge span structures are connected to form a whole.

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