Separated box-truss combined highway-railway dual-purpose cable bearing bridge girder

Abstract

The invention discloses a separated box truss combined highway-railway dual-purpose cable bearing bridge girder, which relates to the field of bridge engineering, and comprises a railway girder, the railway girder is a steel truss girder structure, and comprises a railway upper-layer framework, a railway lower-layer framework and a web member, the two ends of the web member in the height direction are respectively connected with the railway upper-layer framework and the railway lower-layer framework; a railway bridge deck system is arranged on the railway upper-layer framework; the road beam is arranged to be of a steel box beam structure, and a driving pavement system is arranged on the road beam; the connecting cross beam comprises a plurality of cross beam units, the cross beam units are arranged between the road beam and the railway lower-layer framework at intervals in the width direction of the bridge and are connected with the road beam and the railway lower-layer framework, and a gap between every two adjacent cross beam units is used for allowing a bridge tower limb to penetrate through. The technical problems that in the prior art, when the bridge width difference of the road surface and the railway surface of a large-span highway-railway combined bridge is large, structural arrangement is difficult, the longitudinal slope differentiation design of the road surface and the railway surface is difficult, the scale is large, and the manufacturing cost is high are solved.

Description

Technical Field

[0001] The invention relates to the technical field of bridge engineering, and in particular to a main beam of a separated box-girder combined highway-railway dual-purpose cable-bearing bridge. Background Art

[0002] Railways have high requirements for driving stability and comfort due to their heavy loads. They need the main beam to provide sufficient rigidity and strictly control the beam end angle. Usually, steel trusses or steel box beams with higher beam heights are used. Highways have relatively lower requirements for rigidity and beam end angles.

[0003] Existing large-span highway-railway combined bridges usually use steel truss beams or steel box beams. In the combined bridge, the highway load is light, the number of lanes is large, and the bridge deck is wide; while the railway load is heavy, the number of lanes is small, and the bridge deck is narrow. When the steel truss beam scheme is adopted, the structural rigidity is large, the highway and the railway can be arranged in layers, and the traffic interference is small. However, when the width of the highway bridge deck and the railway bridge deck differ greatly, it is obviously unreasonable to arrange the upper and lower decks with equal width. At this time, if the railway is located on the lower layer and the highway is located on the upper layer, in order to reasonably utilize the space, the main beam is usually designed as an inverted trapezoidal section; if the railway is located on the upper layer and the highway is located on the lower layer, the main beam is designed as a trapezoidal section. At this time, the beam width is determined by the height of the highway clearance and the highway width requirement, which will lead to space waste. When the steel box beam scheme is adopted, the highway and the railway are arranged on the same layer, and the beam width can be determined according to their respective width requirements, but the train will interfere with the highway driving to a certain extent, and the beam height needs to be determined according to the railway requirements, resulting in a waste of beam height in the highway driving area.

[0004] In addition, regardless of whether it is a steel truss or steel box girder solution, due to the large width of the main beam, the limbs of the bridge tower are limited by the overall width of the bridge deck, resulting in a large lateral spacing between the limbs, thereby increasing the scale of the bridge tower and the foundation.

[0005] In addition, in large-span highway-railway combined bridges, the longitudinal slope of the railway is small, while the longitudinal slope of the highway is large. When combined, the design can only be controlled according to the longitudinal slope of the railway. The reason is that the steel box girder scheme is a same-layer structure, and it is structurally impossible to achieve different longitudinal slope designs; and in the steel truss scheme, the height of the truss cannot flexibly adapt to the height requirements due to the height limit requirements for the lower bridge deck. Therefore, how to achieve different longitudinal slope designs for the highway and railway surfaces in a bridge is also a blank in the current technical field.

[0006] Common large-span highway-railway cable-supported bridges are usually cable-stayed bridges, suspension bridges, and cable-stayed suspension bridges. Negative reaction forces are generated at the side piers or auxiliary piers, which are usually eliminated by weighting. Under the weighting load, the beam itself bears a large load. Moreover, the weight is large, and the weighting space required is large, resulting in an increase in the structure size and cost. Summary of the invention

[0007] The present application provides a split box-girder combined highway-railway dual-purpose cable-bearing bridge main beam, which can solve the technical problems existing in the prior art of the difficulty in structural arrangement when the road surface and railway surface of a large-span highway-railway combined bridge have a large difference in bridge width, the difficulty in differentiated design of the longitudinal slopes of the road surface and the railway surface, and the large scale and high cost.

[0008] The present application provides a split box girder combined highway-railway dual-purpose cable-bearing bridge main beam, which includes:

[0009] Railway beam, the railway beam is a steel truss structure, including a railway upper frame, a railway lower frame and a web, the two ends of the web in the height direction of the web are respectively connected to the railway upper frame and the railway lower frame, and the railway upper frame is provided with a railway bridge deck system;

[0010] A highway beam, wherein the highway beam is configured as a steel box beam structure, the highway beam is arranged on both sides of the lower frame of the railway, and a driving road surface system is arranged on the highway beam;

[0011] And, a connecting beam, the connecting beam includes a plurality of beam units, each of the beam units is arranged at intervals between the highway beam and the lower railway frame along the width direction of the bridge, and connects the highway beam and the lower railway frame, and the gap between adjacent beam units is used for the bridge tower limbs to pass through.

[0012] By adopting the above technical scheme, the traffic of railway and highway is separated, and the mutual interference of highway and railway traffic is reduced. The highway and railway adopt a structure separated from top to bottom. The height of the highway beam can be set according to demand and is not restricted by the height of the railway beam; the width of the railway beam can be set according to the number of lines and is not affected by the width of the highway beam. The width of the steel box girder is determined by the number of lanes of the highway, and the height is determined by the stiffness and strength required by the highway through comprehensive calculation. The longitudinal slope design between the highway and the railway will not restrain each other, which solves the problems of difficult structural arrangement and difficult design of differentiated longitudinal slopes between the highway and railway surfaces when the width of the highway and railway surfaces of a large-span highway-railway combined bridge is different.

[0013] In one embodiment, the railway upper skeleton includes upper chord rods spaced apart along the width direction of the bridge, and the top surface of the upper chord rods is connected to the railway bridge deck.

[0014] The railway lower skeleton includes a lower chord and a middle cross beam, wherein the lower chord is arranged at intervals along the width direction of the bridge; the middle cross beam is arranged at intervals between adjacent lower chords, and the length direction of the middle cross beam is parallel to the width direction of the bridge;

[0015] The two ends of the web member in the height direction are respectively connected to the upper chord and the lower chord located on the same vertical plane.

[0016] By adopting the above technical solution, the upper chord, the lower chord and the web members on the same vertical plane can form a truss skeleton in the main beam of the bridge.

[0017] In one embodiment, the railway lower skeleton further comprises:

[0018] A fastening connection system is arranged between adjacent middle cross beams.

[0019] By adopting the above technical solution, the overall structural strength of the railway beam can be made higher.

[0020] In one embodiment, a bridge ballast area is provided on the fastening connection.

[0021] By adopting the above technical solution, the space can be effectively utilized while facilitating the installation of the entire load-bearing area of ​​the bridge.

[0022] In one embodiment, the highway beam comprises:

[0023] The web member is connected with the upper chord member and the lower chord member to form an "N"-shaped structure.

[0024] By adopting the above technical solution, the connection strength between the web member and the upper chord member and the lower chord member can be further improved.

[0025] In one embodiment, the highway beam comprises:

[0026] A highway top plate, wherein the driving road surface is arranged on the top plate;

[0027] A highway bottom plate, the edge of which is connected to the edge of the highway top plate (21) via a highway web;

[0028] And, a highway partition, wherein the highway partition is arranged between the highway top plate and the highway bottom plate.

[0029] By adopting the above technical solution, the edge of the highway bottom plate is connected to the edge of the highway top plate through the highway web to form a box shape, thereby improving the overall structural strength of the highway beam.

[0030] In one embodiment, the beam unit comprises:

[0031] A crossbeam top plate, wherein a plurality of the crossbeam top plates are located on the same horizontal line;

[0032] The crossbeam bottom plate is connected to the crossbeam top plate via a crossbeam web, and the cross section of the crossbeam web is adapted to the cross section of the railway lower frame and the highway beam connected thereto.

[0033] By adopting the above technical solution, the two ends of the beam web in the height direction are rigidly welded to the beam top plate and the beam bottom plate respectively, and the cross-section of the beam web is adapted to the cross-section of the lower railway skeleton and the highway beam connected to it, that is, the connecting beam is arranged in the form of variable height, which can enhance the integrity of the connection between the beam unit and the lower railway skeleton and the highway beam while reducing the construction materials of a single beam unit, further reducing the cost of the bridge.

[0034] In one embodiment, a cable-beam anchoring structure is provided at the connection between the connecting cross beam and the highway beam.

[0035] By adopting the above technical solution, the bending moment generated by the railway beam and the bridge weight zone is in the opposite direction to the bending moment generated by the highway beam on the connecting beam, which can effectively offset the bending moment generated by the highway beam on the connecting beam and reduce the height of the connecting beam.

[0036] In one embodiment, the fastening connection system and the connecting crossbeam are both made of steel.

[0037] By adopting the above technical solution, the connection strength of the fastening connection system and the connecting beam can be improved.

[0038] In one embodiment, the connecting cross beam is rigidly welded to the railway beam and the highway beam.

[0039] By adopting the above technical solution, the connection strength between the connecting beam and the railway beam and the highway beam can be improved.

[0040] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0041] 1. By setting the railway beam as a steel truss structure, the rigidity is large, which can provide good driving rigidity for the railway; and the railway beam is specifically set up in layers of the upper railway skeleton and the lower railway skeleton, the railway bridge deck system is set on the upper railway skeleton, the lower railway skeleton is connected to the highway beam, the highway beam is set as a steel box beam, and a driving road surface system is set, so that the driving of the railway and the highway is separated, reducing the interference of the railway on the highway. The highway and the railway adopt a structure set up with upper and lower separation. The height of the highway beam can be set according to the needs and is not controlled by the height of the railway beam; the width of the railway beam can be set according to the number of lines, which is not affected by the width of the highway beam. The width of the steel box beam is determined by the number of lanes of the highway, and the height is determined by the rigidity and strength required by the highway through calculation. The longitudinal slope design between the highway and the railway will not restrain each other, which solves the problem of difficult structural arrangement and difficult differentiated design of longitudinal slopes between the highway and railway surfaces when the width of the highway and railway surfaces of the large-span highway-railway combined bridge is large;

[0042] 2. The railway beam and the highway beam are connected by a connecting beam, and the connecting beam is composed of multiple parallel beam units. In the subsequent construction of the bridge, the piers of the bridge tower can pass through the gaps between adjacent beam units, so that the width of the bridge during construction is only related to the width of the middle railway beam. The scale of the bridge tower can be reduced according to the actual number of railways required, and the bridge tower can be directly connected to the bridge foundation under the main beam, reducing the scale of the foundation and the cost of the bridge. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. 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 creative work.

[0044] Figure 1 This is a structural schematic diagram of a main beam of a separated box girder combined highway-railway dual-purpose cable-bearing bridge in this application;

[0045] Figure 2 It is a schematic diagram of the connection between the main beam and the tower limb of the separated box girder combined highway-railway dual-purpose cable-supported bridge;

[0046] Figure 3 for Figure 2 A partial cross-sectional view of the middle connecting beam;

[0047] Figure 4 for Figure 1 A cross-sectional view of a part of the railway beam in the AA direction;

[0048] Figure 5 for Figure 1 Partial BB-direction cross-sectional view of the connection between the lower railway skeleton and the highway beam;

[0049] In the figure: 1. Railway beam; 11. Upper chord; 12. Lower chord; 13. Web member; 14. Railway deck system; 15. Fastening connection system; 16. Middle cross beam; 2. Highway beam; 21. Highway top plate; 22. Highway bottom plate; 23. Highway web plate; 24. Highway partition; 3. Connecting cross beam; 31. Cross beam top plate; 32. Cross beam bottom plate; 33. Cross beam web plate; 4. Cable-beam anchorage structure; 5. Bridge tower limb. DETAILED DESCRIPTION

[0050] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0051] The embodiments of the present application provide a main beam of a split box-girder combined highway-railway cable-bearing bridge, which can solve the problems in the prior art of difficult structural arrangement when the width of the highway and railway surfaces of large-span highway-railway combined bridges is greatly different, difficult design of differentiated longitudinal slopes of the highway and railway surfaces, and large-scale and high cost.

[0052] Reference Figure 1 and Figure 2 The present application discloses a main beam of a split box-truss combined dual-purpose cable-bearing bridge for road and railway, comprising a railway beam 1, a highway beam 2 and a connecting crossbeam 3, wherein the railway beam 1 is a steel truss beam structure, comprising an upper railway frame, a lower railway frame and a web 13, the two ends of the web 13 in the height direction are respectively connected to the upper railway frame and the lower railway frame, the upper railway frame, the lower railway frame and the web 13 are all made of welded steel structures to improve the overall rigidity of the railway beam 1, and a railway bridge deck system 14 is arranged on the upper railway frame to facilitate the passage of railway traffic; the highway beam 2 is set as a steel box beam structure, in this embodiment, there are two highway beams 2, both sides of the lower railway frame are connected to a highway beam 2 through a connecting crossbeam 3, and a driving road surface system is arranged on the highway beam 2 for the passage of highway traffic. Since the railway beam 1 is set as an upper and lower layered structure, The railway upper skeleton in the railway beam 1 is used for railway traffic, and the railway lower skeleton is used to connect with the highway beam 2, so that the driving road surface system and the railway bridge deck system 14 are separated by a spacing height equal to the height of the web member 13, so that the railway and highway traffic are separated and the mutual interference between the highway and railway traffic is reduced. The highway and the railway adopt a structure separated from each other. The height of the highway beam 2 can be set according to demand and is not restricted by the height of the railway beam 1; the width of the railway beam 1 can be set according to the number of lines and is not affected by the width of the highway beam 2. The width of the steel box beam is determined by the number of lanes of the highway, and the height is determined by the stiffness and strength required by the highway through comprehensive calculation. The longitudinal slope design between the highway and the railway will not restrain each other, which solves the problems of difficult structural arrangement and difficult differentiated design of longitudinal slopes of the highway and railway surfaces when the width of the highway and railway surfaces of a large-span highway-rail combined bridge is different.

[0053] Reference Figure 3 and Figure 4 , for ease of understanding, the length direction of the bridge is Figure 1The vehicle travel direction on the main beam of the center-split box girder combined highway-railway dual-purpose cable-supported bridge is the width direction of the bridge. Figure 1 The direction of vehicle travel is perpendicular to the same horizontal plane. In the process of bridge construction, the main beam of the separated box girder combined highway-railway cable-bearing bridge is built above the bridge foundation. The connecting beam 3 is composed of multiple beam units. Each beam unit is arranged at intervals along the length direction of the bridge, and the length direction of a single beam unit is parallel to the width direction of the bridge. The pylon limbs 5 are connected to the bridge foundation and pass through the gaps between adjacent beam units, so that the lateral distance between the pylon limbs during bridge construction is only related to the width of the middle railway beam. The lateral scale of the pylon can be reduced according to the actual number of railways required, and the pylon can be directly connected to the bridge foundation under the main beam, reducing the foundation scale and bridge cost issues. The two ends of the beam unit are respectively connected to the railway beam 1 and the highway beam 2.

[0054] In this embodiment, the beam unit includes a beam top plate 31, a beam web 33 and a beam bottom plate 32. The two ends of the beam web 33 in the height direction are rigidly welded to the beam top plate 31 and the beam bottom plate 32 respectively, and the cross section of the beam web 33 is adapted to the cross section of the lower railway skeleton and the highway beam 2 connected thereto, that is, the connecting beam is arranged in the form of variable height, which can enhance the integrity of the connection between the beam unit and the lower railway skeleton and the highway beam 2 while reducing the construction materials of a single beam unit, thereby further reducing the cost of the bridge.

[0055] Reference Figure 1 and Figure 4 The railway upper skeleton in the railway beam 1 includes an upper chord 11 arranged at intervals along the width direction of the bridge, and the top surface of the upper chord 11 is connected to the railway bridge deck system 14; the railway lower skeleton includes a lower chord 12 and a middle cross beam 16, and the lower chord 12 is arranged at intervals along the width direction of the bridge; the middle cross beam 16 is arranged at intervals between adjacent lower chords 12, and the length direction of the middle cross beam 16 is parallel to the width direction of the bridge; the two ends of the web member 13 in the height direction are respectively connected to the upper chord 11 and the lower chord 12 located on the same vertical plane, so that the upper chord 11, the lower chord 12 and the web member 13 on the same vertical plane can form a truss skeleton in the main beam of the bridge.

[0056] Reference Figure 5In this embodiment, the railway beam 1 specifically includes two pieces of the above-mentioned truss skeletons, and the web members 13 are rigidly welded with the upper chord 11 and the lower chord 12 to improve the overall connection strength of the truss skeleton. In a single truss skeleton, the web members 13 between the upper chord 11 and the lower chord 12 are connected to the upper chord 11 and the lower chord 12 in two ways, namely, inclined and vertical, to form an "N"-shaped structure to further improve the overall connection strength of the single truss. The spacing between the trusses and the width of the railway bridge deck system 14 are determined by the number of railway lines. The height of the truss is comprehensively determined by the rigidity and strength required for railway driving through preliminary design calculations, for example, by establishing a finite element model for simulation calculation. In other embodiments, the web members 13 and the upper chord 11 and the lower chord 12 can also be connected by bolts, and the use of splicing to connect is more convenient for the early processing of various components and the construction of the bridge.

[0057] More specifically, a single crossbeam unit in the connecting crossbeam 3 is welded to the lower chord 12, the side of the lower chord 12 adjacent to the highway beam 2 is welded to a single crossbeam unit, the top plate of the lower chord 12 is welded to the crossbeam top plate 31 at the same horizontal line, the side of the lower chord 12 is welded to the crossbeam web 33, and the height size of the crossbeam web 33 and the side of the lower chord 12 are adapted, so that the bottom surface of the lower chord 12 can be welded to the crossbeam bottom plate 32 at the same horizontal line, so that the welded connection between the crossbeam unit and the lower chord 12 is more integrated and the connection is more stable. In other embodiments, the above-mentioned welding connection method can also be replaced by bolt connection, which is convenient for the preliminary processing of each component and the construction of the bridge. The specific connection method can be adjusted according to the actual construction environment.

[0058] Further, see Figure 2 The lower railway skeleton also includes a fastening connection system 15, which is rigidly welded between adjacent middle cross beams 16. In this embodiment, the fastening connection system 15 is specifically configured to connect the diagonal "X"-shaped steel plates of adjacent middle cross beams 16 to increase the overall structural strength of the railway beam 1. The fastening connection system 15 is provided with a bridge weight-bearing area, which effectively utilizes the space and facilitates the installation of the overall load-bearing area of ​​the bridge.

[0059] Reference Figure 1The highway beam 2 includes a highway top plate 21, a highway bottom plate 22, a highway web plate 23 and a highway partition plate 24. The driving road surface is set on the highway top plate 21. The edge of the highway bottom plate 22 is rigidly welded with the edge of the highway top plate 21 through the highway web plate 23 to form a box shape. The highway partition plate 24 is arranged between the highway top plate 21 and the highway bottom plate 22. The highway web plate 23 of the highway beam 2 facing the railway beam 1 is rigidly welded to the cross beam unit, and the cross beam top plate 31 and the highway top plate 21 are located on the same horizontal line. The height dimension of the cross beam web plate 33 is adapted to the dimension of the highway web plate 23 to improve the integrity of the connection between the cross beam unit and the highway beam 2.

[0060] Furthermore, a cable-beam anchoring structure 4 is provided at the connection between the connecting beam 3 and the highway beam 2. In the present embodiment, the cable-beam anchoring structure 4 is specifically provided at the connection between the beam top plate 31 and the highway top plate 21, so that the bending moment generated by the railway beam 1 and the weight-bearing area is opposite to the bending moment generated by the highway beam 2 on the connecting beam 3, which can effectively offset the bending moment generated by the highway beam 2 on the connecting beam 3 and reduce the height of the connecting beam 3.

[0061] In the description of the present application, it should be noted that the terms "upper", "lower", etc. 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 the present application and simplifying the description, rather than indicating or implying 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 the present 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 it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0062] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such 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 including 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, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0063] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A split box girder combined highway-railway dual-purpose cable-bearing bridge main beam, characterized in that: It includes: A railway beam (1), the railway beam (1) being a steel truss structure, comprising a railway upper frame, a railway lower frame and a web member (13), the two ends of the web member (13) in the height direction being respectively connected to the railway upper frame and the railway lower frame, and a railway bridge deck system (14) being arranged on the railway upper frame; A highway beam (2), wherein the highway beam (2) is configured as a steel box beam structure, the highway beam (2) is arranged on both sides of the lower frame of the railway, and a driving road surface system is arranged on the highway beam (2); And, a connecting crossbeam (3), the connecting crossbeam (3) comprising a plurality of crossbeam units, each of the crossbeam units being arranged at intervals between the highway beam (2) and the lower railway skeleton along the width direction of the bridge, and connecting the highway beam (2) and the lower railway skeleton, and the gaps between adjacent crossbeam units are used for the passage of bridge tower limbs.

2. The main beam of a split box girder combined highway-railway dual-purpose cable-bearing bridge according to claim 1, characterized in that: The railway upper skeleton comprises upper chord rods (11) arranged at intervals along the width direction of the bridge, and the top surface of the upper chord rods (11) is connected to the railway bridge deck system (14). The railway lower skeleton comprises a lower chord (12) and a middle cross beam (16), wherein the lower chord (12) is arranged at intervals along the width direction of the bridge; the middle cross beam (16) is arranged at intervals between adjacent lower chords (12), and the length direction of the middle cross beam (16) is parallel to the width direction of the bridge; The two ends of the web member (13) in the height direction are respectively connected to the upper chord member (11) and the lower chord member (12) located on the same vertical plane.

3. The main beam of a split box girder combined highway-railway dual-purpose cable-bearing bridge according to claim 2, characterized in that: The railway lower skeleton also includes: A fastening connection system (15), wherein the fastening connection system (15) is arranged between adjacent middle cross beams (16).

4. The main beam of a split box girder combined highway-railway dual-purpose cable-bearing bridge according to claim 3 is characterized in that: The fastening connection system (15) is provided with a bridge weight-bearing area.

5. The main beam of a split box girder combined highway-railway dual-purpose cable-bearing bridge according to claim 2, characterized in that: The highway beam (2) comprises: The web member (13) is connected to the upper chord member (11) and the lower chord member (12) to form an "N"-shaped structure.

6. The main beam of a split box girder combined highway-railway dual-purpose cable-bearing bridge according to claim 1, characterized in that: The highway beam (2) comprises: A highway top plate (21), wherein the driving road surface is arranged on the top plate; A highway bottom plate (22), the edge of which is connected to the edge of the highway top plate (21) via a highway web plate (23); And, a highway partition (24), wherein the highway partition (24) is arranged between the highway top plate (21) and the highway bottom plate (22).

7. The main beam of a split box girder combined highway-railway dual-purpose cable-bearing bridge according to claim 1, characterized in that: The beam unit comprises: A crossbeam top plate (31), wherein a plurality of crossbeam top plates (31) are located on the same horizontal line; A crossbeam bottom plate (32), wherein the crossbeam bottom plate (32) is connected to the crossbeam top plate (31) via a crossbeam web (33), and the cross section of the crossbeam web (33) is adapted to the cross sections of the railway lower frame and the highway beam (2) connected thereto.

8. The main beam of a split box girder combined highway-railway dual-purpose cable-bearing bridge according to claim 1, characterized in that: A cable-beam anchoring structure (4) is provided at the connection between the connecting cross beam (3) and the highway beam (2).

9. The main beam of a split box girder combined highway-railway dual-purpose cable-bearing bridge according to claim 3, characterized in that: The fastening connection system and the connecting crossbeam (15) are made of steel material.

10. The main beam of a split box girder combined highway-railway dual-purpose cable-supported bridge according to claim 1, characterized in that: The connecting cross beam (3) is rigidly welded to the railway beam (1) and the highway beam (2).

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