Double-layer bridge for expressway extension and construction method

Abstract

The invention discloses a double-layer bridge for expressway extension and a construction method. The double-layer bridge comprises a bridge body arranged along an expressway, and the bridge body comprises a first beam body and a second beam body arranged below the first beam body; the first beam body comprises a plurality of first beam sections and a plurality of second beam sections which are fixedly connected, and the first beam sections are arranged side by side in the direction perpendicular to the width direction of the beam body; the second beam sections are arranged side by side in the width direction of the beam body. The second beam body comprises a plurality of sub-beams which are fixedly connected, the sub-beams are arranged side by side in the direction perpendicular to the width direction of the beam body, and the sub-beams are continuously arranged in the width direction of the beam body; a plurality of suspenders fixedly connected with the first beam body are arranged on the second beam body; the double-layer bridge further comprises a plurality of bridge piers used for fixing the bridge body. A navigable river channel corresponds to the lower portion of at least part of the area of the second beam body, and no pier is arranged in the area of the navigable river channel.

Description

Technical Field

[0001] The present application generally relates to the technical field of bridge construction, and specifically to a double-deck bridge and a construction method for highway expansion. Background Art

[0002] In the process of urban development, expressways gradually moved from the original suburbs to the current urban areas. In order to concentrate resources and facilitate the development of land on both sides of the expressway and the passage of residents on both sides, during the process of expressway reconstruction and expansion, the expressway is usually rebuilt into two layers, the upper layer is an elevated expressway, which plays a role in fast passage, and the lower layer is the main urban road, which plays a role in connecting the road network, connecting local roads, and facilitating travel.

[0003] During the construction process, problems such as navigable rivers may be encountered. However, the span and clearance of the original bridge cannot meet the planning requirements. Therefore, it is required to be considered in the reconstruction and expansion of the bridge, and traffic should not be interrupted during the construction process. These factors bring many difficulties to the selection and construction of the bridge. Summary of the invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is desired to provide a double-deck bridge and construction method for highway expansion, which can complete the bridge construction without interrupting traffic and meet the requirements of bridge span, clearance, etc.

[0005] In a first aspect, the present application provides a double-deck bridge for highway expansion, the double-deck bridge comprising a bridge body arranged along the highway, the bridge body comprising a first beam body and a second beam body arranged below the first beam body;

[0006] The first beam body comprises a plurality of first beam sections and a plurality of second beam sections that are fixedly connected, wherein the plurality of first beam sections are arranged side by side in a direction perpendicular to the width of the beam body, and each of the first beam sections is arranged continuously in the direction perpendicular to the width of the beam body; the plurality of second beam sections are arranged side by side in the direction perpendicular to the width of the beam body, and each of the second beam sections is arranged continuously in the direction perpendicular to the width of the beam body;

[0007] The second beam body comprises a plurality of sub-beams that are fixedly connected, the plurality of sub-beams are arranged side by side in a direction perpendicular to the width of the beam body, and each of the sub-beams is continuously arranged in the width direction of the beam body; the second beam body is provided with a plurality of suspension rods that are fixedly connected to the first beam body;

[0008] The double-deck bridge also includes a plurality of piers for fixing the bridge body; at least a portion of the area below the second beam body corresponds to a navigable waterway, and the piers are not arranged in the area of ​​the navigable waterway.

[0009] Optionally, a plurality of first piers fixedly connected to the first beam are respectively arranged on both sides of the second beam, the plurality of first piers are distributed in a direction perpendicular to the width of the bridge, and the length of the second beam in the direction perpendicular to the width of the bridge is greater than the distance between two adjacent first piers in the direction perpendicular to the width of the bridge;

[0010] A plurality of the first bridge piers are distributed in a direction perpendicular to the width of the bridge; wherein, at least one first bridge pier is fixedly connected to the first beam section after passing through the sub-beam, and at least two of the first bridge piers are located on both sides of the sub-beam in a direction perpendicular to the width of the bridge.

[0011] Optionally, a plurality of sub-beams are arranged side by side along the width direction of the beam body, the length of the sub-beams is smaller than the width of the second beam body, two adjacent sub-beams are respectively located on both sides of the same first pier, and a gap is provided between the two sub-beams along the width direction of the beam body, and the gap is used for the first pier to pass through;

[0012] Each of the sub-beams is continuously arranged along the width direction of the beam body.

[0013] Optionally, the sub-beam is provided with the hanger at a position close to the gap, and the hanger is located on both sides of the first pier along the width direction of the beam body.

[0014] Optionally, the first beam body is a box beam, and the suspension rod at least penetrates the lower surface of the box beam.

[0015] Optionally, the bridge body further comprises a third beam connected to the second beam, the third beam is fixedly connected to the sub-beam, and the third beam is arranged below the first beam;

[0016] The double-deck bridge further includes a plurality of second piers for fixing the third beam body.

[0017] In a second aspect, the present application provides a construction method of a double-deck bridge, which is used to construct a double-deck bridge for highway expansion as described above, and the method comprises:

[0018] Forming a first beam body above the highway of the reconstruction section: constructing and forming a first bridge pier, fixing a first beam section and a second beam section on the first bridge pier to form a first beam body, and during the formation of the first beam body, the original bridge is guaranteed to be passable;

[0019] Forming a first road section open to traffic: connecting the expressway with the first beam body to form a first road section open to traffic, and demolishing the original bridge on the reconstructed road section;

[0020] forming a third beam on the rebuilt road section: constructing a second bridge pier, and forming a third beam on the second bridge pier;

[0021] Forming a second beam body on the rebuilt road section: by reserving a plurality of nodes on the lower surface of the first beam body, arranging a plurality of suspension rods on the lower surface of the first beam body, and fixing the sub-beam under the first beam body through the suspension rods to form the second beam body;

[0022] Forming a second road section open to traffic: the second beam body is fixedly connected to the third beam body and is connected to the urban trunk road at the lower level of the expressway to form a second road section open to traffic.

[0023] Optionally, forming a first beam body above the highway of the reconstruction section further comprises:

[0024] fixing a first temporary support on the first pier, and fixing the first beam section on the first pier through the first temporary support;

[0025] By means of a lifting and sliding device arranged on the first beam section, the second beam section is lifted from the outside and slid to a corresponding position on the inside, and finally the first beam body is formed; wherein the second beam section is lifted and slid in the transverse direction by means of a plurality of box beam sections, and finally connected with the first beam section to form the first beam body;

[0026] The first temporary support is removed after the first beam body is finally formed.

[0027] Optionally, forming a second beam body on the rebuilt road section further comprises:

[0028] The second temporary pier and the second temporary support are constructed, and / or the piers on the original bridge are optionally retained as the second temporary piers, and the sub-beam is fixed to the hanger under the first beam body through the second temporary pier and the second temporary support to finally form the second beam body; and the second temporary pier and the second temporary support are removed after the second beam body is formed.

[0029] Optionally, forming a first beam body above the highway of the rebuilt section and forming a second beam body on the rebuilt section both further include:

[0030] One or more of installing anti-collision guardrails, bridge deck paving, and expansion joints.

[0031] The technical solution provided by the embodiments of the present application may have the following beneficial effects:

[0032] The embodiment of the present application provides a double-deck bridge for highway expansion. The upper and lower double-deck bridges share the pier foundation and columns of the main bridge. The upper bridge can adopt a three-span continuous steel box girder structure. The piers are arranged on both sides of the highway and the central dividing strip. The first pier adopts a three-column form to improve the strength of the bridge. The upper bridge can also meet the demand of bearing the load of the lower bridge. The double-deck bridge with this structure is stronger than the existing single-deck bridge in terms of structural height and rigidity. The lower bridge in the present application does not need to be equipped with a main pier in the navigable river area. It is connected to the upper bridge through four horizontal rows of rigid hangers to form a double-deck bridge structure that is integrated from top to bottom.

[0033] The construction method of a double-deck bridge provided in the embodiment of the present application, by constructing a first beam body above the original bridge, can ensure normal traffic during the construction of the first beam body through the original bridge; after dismantling the original bridge, the second beam body is constructed, and during the construction of the second beam body, normal traffic can be guaranteed through the upper first beam body, and the second beam body can be used in conjunction with the navigable river to meet the navigation needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Other features, objects and advantages of the present application will become more apparent by reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0035] Figure 1 A schematic diagram of the layout of a double-deck bridge for highway expansion provided in an embodiment of the present application;

[0036] Figure 2 A schematic diagram of the structure of a double-deck bridge for highway expansion provided in an embodiment of the present application;

[0037] Figure 3 for Figure 2 Schematic diagram of the cross section at A in the middle;

[0038] Figure 4 for Figure 2 Schematic diagram of the cross section at B;

[0039] Figure 5 A schematic diagram of a double-deck bridge construction provided in an embodiment of the present application Figure 1 ;

[0040] Figure 6 A schematic diagram of a double-deck bridge construction provided in an embodiment of the present application Figure 2 ;

[0041] Figure 7 A schematic diagram of a double-deck bridge construction provided in an embodiment of the present application Figure 3 ;

[0042] Figure 8A schematic diagram of a double-deck bridge construction provided in an embodiment of the present application Figure 4 ;

[0043] Fig. 9 A schematic diagram of a double-deck bridge construction provided in an embodiment of the present application Figure 5 ;

[0044] Fig.10 A schematic diagram of a double-deck bridge construction provided in an embodiment of the present application Figure 6 ;

[0045] Fig.11 A schematic diagram of the completion of construction of a double-deck bridge provided in an embodiment of the present application.

[0046] In the figure:

[0047] 100, first beam; 200, second beam; 300, third beam; 400, suspender; 500, navigable river;

[0048] 10, first beam section; 20, second beam section; 30, sub-beam; 40, first bridge pier; 50, second bridge pier;

[0049] 1. Original bridge; 2. First temporary support; 3. Second temporary pier; 4. Second temporary support. DETAILED DESCRIPTION

[0050] The present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the relevant invention, rather than to limit the invention. It is also necessary to explain that, for ease of description, only the parts related to the invention are shown in the accompanying drawings.

[0051] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0052] Please see Figure 1-4 A double-deck bridge for highway expansion, the double-deck bridge comprising a bridge body arranged along the highway, the bridge body comprising a first beam body 100 and a second beam body 200 arranged below the first beam body 100.

[0053] The first beam body 100 includes a plurality of first beam segments 10 and a plurality of second beam segments 20 that are fixedly connected, wherein the plurality of first beam segments 10 are arranged side by side in a direction perpendicular to the width of the beam body, and each of the first beam segments 10 is continuously arranged in the direction perpendicular to the width of the beam body; the plurality of second beam segments 20 are arranged side by side in the direction of the width of the beam body, and each of the second beam segments 20 is continuously arranged in a direction perpendicular to the width of the beam body.

[0054] The second beam body 200 includes a plurality of sub-beams 30 that are fixedly connected, and the plurality of sub-beams 30 are arranged side by side in a direction perpendicular to the width of the beam body, and each of the sub-beams 30 is continuously arranged in the width direction of the beam body; the second beam body 200 is provided with a plurality of suspension rods 400 that are fixedly connected to the first beam body 100.

[0055] The double-deck bridge further comprises a plurality of piers for fixing the bridge body; at least a portion of the area below the second beam body 200 corresponds to a navigable channel 500, and the piers are not arranged in the area of ​​the navigable channel 500.

[0056] In the technical solution of the present application, the double-deck bridge is connected with the highway respectively, the upper first beam 100 forms the upper highway, the lower second beam 200 can be used as the urban trunk road, and the first beam 100 and the second beam 200 are fixedly connected by the suspension rod 400. The upper highway is composed of the first bridge pier 40 and the first beam 100, and the first beam is composed of the first beam section and the second beam section; the lower urban trunk road is composed of the second bridge pier 50, the second beam 200 and the third beam 300, and the second beam is composed of the sub-beam 30 and the suspension rod 400.

[0057] It should be noted that the extension direction of the highway is defined as the first direction in this application, that is, the extension direction or length direction along the bridge body; the second direction is defined as the direction perpendicular to the extension direction of the highway, that is, the width direction along the bridge body; the first direction and the second direction can be set perpendicularly or at an angle, and this application does not limit this. Different settings can be made according to different application scenarios in different embodiments. In the embodiment of this application, the first direction is perpendicular to the second direction for an exemplary description.

[0058] At the same time, the length and width of the second beam body 200 and the first beam body 100 are not limited in the embodiment of the present application. In the present application, for example, the length of the second beam body 200 is smaller than the length of the first beam body 100, and the width of the second beam body 200 is smaller than the width of the first beam body 100. In different embodiments, the lengths can be adjusted according to different application scenarios.

[0059] It is defined in the present application that the sub-beam 30 (or the first beam section 10) is extended along the width direction of the beam body, the second beam section 20 is extended in a direction perpendicular to the width direction of the beam body, the sub-beam 30 along the second direction is the sub-beam length, the sub-beam 30 along the first direction is the sub-beam width, and the sub-beam length is greater than or equal to the sub-beam width.

[0060] The sub-beam 30 (or the first beam section 10, the second beam section 20) can adopt a steel box beam structure. The steel box beam is also called a steel plate box beam. It is a common structural form for large-span bridges. The steel box beam is generally connected by a top plate, a bottom plate, a web plate, a transverse diaphragm, a longitudinal diaphragm and stiffening ribs through a full welding method. The steel box beam has the characteristics of simple structure, easy manufacturing, convenient construction, strong bearing capacity, environmental protection and energy saving. In the embodiment of the present application, the second beam body 200 and the first beam body 100 adopt the beam section or sub-beam method, which can facilitate construction and installation.

[0061] It should be emphasized that the length of the second beam body 200 in the embodiment of the present application is determined by the length of the navigable channel 500, the length of the second beam body 200 is greater than the length of the navigable channel 500 along the first direction, and the second beam body 200 is not provided with bridge piers at least in the area corresponding to the navigable channel 500 to prevent the bridge piers from affecting the river surface of the navigable channel 500 and meet the clearance requirements of the planned navigable channel 500.

[0062] In the present application, the second beam 200 is fixedly installed on the first beam 100 by means of a suspension rod 400, which can meet the requirements of the construction for the fixing strength of the second beam 200, and at the same time can reduce the design requirements of the bridge piers below the second beam 200 to ensure navigation requirements. At the same time, the use of the suspension rod 400 facilitates the fixed installation of the second beam 200 and improves the construction efficiency.

[0063] In an optional embodiment of the present application, the piers can be arranged according to design requirements. The number of the piers arranged is not limited in the embodiment of the present application, and an exemplary description is given by taking the number of the first piers 40 arranged along the second direction as three. The first pier 40 is used to support the first beam 100, wherein part of the first pier 40 passes through the bridge deck of the second beam 200. The positions passing through the first pier 40 can be located at both ends of the second beam 200 along the first direction to avoid affecting the navigable river 500.

[0064] like Figure 3 As shown, a plurality of first piers 40 fixedly connected to the first beam body 100 are respectively arranged on both sides of the second beam body 200, and the plurality of first piers 40 are distributed in a direction perpendicular to the width of the bridge, and the length of the second beam body 200 in the direction perpendicular to the width of the bridge is greater than the distance between two adjacent first piers 40 in the direction perpendicular to the width of the bridge.

[0065] Multiple first piers 40 are distributed in a direction perpendicular to the width of the bridge; wherein, at least one first pier 40 is fixedly connected to the first beam section 10 after passing through the sub-beam 30, and at least two first piers 40 are located on both sides of the sub-beam 30 in a direction perpendicular to the width of the bridge.

[0066] In order to facilitate construction, the sub-beam 30 can be installed in the form of multiple sections of sub-beams 30, and multiple sub-beams 30 are arranged side by side along the width direction of the beam body, and the length of the sub-beam 30 is less than the width of the second beam body 200. Two adjacent sub-beams 30 are respectively located on both sides of the same first bridge pier 40, and a gap is set between the two sub-beams 30 along the width direction of the beam body, and the gap is used for the first bridge pier 40 to pass through; each sub-beam 30 is continuously arranged along the width direction of the beam body.

[0067] In this embodiment, the sub-beam 30 is provided with the suspension rod 400 at a position close to the gap, and the suspension rod 400 is located on both sides of the first pier 40 along the width direction of the beam body. In this embodiment, the number of the suspension rods 400 along the second direction can be four. Through the arrangement of the suspension rods 400 and the first pier 40, the force of the second beam body 200 can be transmitted to the first beam body 100 through the suspension rods 400, and then transmitted to the first pier 40 through the first beam body 100.

[0068] Optionally, the first beam body 100 is a box beam, and the suspension rod 400 at least penetrates the lower surface of the box beam. The first beam body 100 of the box beam structure facilitates the fixing construction of the sub-beam 30, while not affecting the normal passage after the second beam body 200 is constructed.

[0069] In another embodiment of the present application, the bridge body also includes a third beam body 300 connected to the second beam body 200, the third beam body 300 is fixedly connected to the sub-beam 30, and the third beam body 300 is arranged below the first beam body 100; the double-deck bridge also includes a plurality of second piers 50 for fixing the third beam body 300.

[0070] In the embodiment of the present application, the length of the second beam 200 is not limited. The design of the second beam 200 can ensure navigation requirements. When this requirement is met, the overall length requirement and strength requirement of the lower bridge can be met through the design of the third beam 300 fixedly connected to the second beam 200. At the same time, through the coordinated design of the second beam 200 and the third beam 300, a variety of different application scenarios can be met, and it is suitable for the construction of Haihe bridges of different lengths.

[0071] The expressway constructed in this application can be a double-deck bridge, with an 8-lane expressway on the upper level and a 6-lane urban trunk road on the lower level, in order to open up the land on both sides of the expressway, facilitate the passage of residents on both sides, and meet the 500-meter clearance requirement for the planned navigable river. The double-deck bridge designed in this application can realize normal traffic on the expressway during construction without interrupting traffic, and is convenient for various construction conditions of the reconstruction of existing bridges.

[0072] In terms of structure, the double-deck bridge provided by the present application shares the pier foundation and columns of the main bridge with the upper and lower double-deck bridges, wherein the upper bridge can adopt a 3-span continuous steel box girder structure, and the piers are arranged on both sides of the expressway and at the central dividing strip, and the first pier 40 adopts a three-column form to improve the strength of the bridge; the upper bridge also meets the need to bear the load of the lower bridge. The double-deck bridge with this structure is stronger than the existing single-deck bridge in terms of structural height and rigidity; the lower bridge in the present application does not need to set up a main pier in the navigable river channel 500 area, and is connected to the upper bridge through 4 horizontal rows of rigid hangers 400 to form a double-deck bridge structure that is integrated from top to bottom.

[0073] like Figure 5-10 As shown, the present application provides a construction method of a double-deck bridge, which is used to construct a double-deck bridge for highway expansion as described above, and the method comprises:

[0074] S100, forming a first beam body 100 above the highway of the reconstruction section: constructing a first bridge pier 40, fixing a first beam section 10 and a second beam section 20 on the first bridge pier 40 to form the first beam body 100, and during the process of forming the first beam body 100, the original bridge 1 is guaranteed to be passable. Figure 5-6 shown.

[0075] Among them, Figure 7-8 As shown, a first beam body 100 is formed above the highway of the reconstruction section, and further includes:

[0076] S101 . Fix a first temporary support 2 on the first pier 40 , and temporarily fix the first beam section 10 on the first pier 40 through the first temporary support 2 .

[0077] S102, hoisting and sliding the second beam section 20 from the outside to the corresponding position inside by means of the hoisting and sliding device arranged on the first beam section 10, and finally forming the first beam body 100, the second beam section 20 can be hoisted and slid in the transverse direction by means of a plurality of box beam sections, and finally connected with the first beam section to form the first beam body;

[0078] S103 , after forming the first beam body 100 , removing the first temporary support 2 .

[0079] It should be noted that the assembly order of the first beam section 10 and the second beam section 20 is not limited in the embodiment of the present application. For example, in the specific construction process of the first beam section 10 and the second beam section 20, the second beam section 20 can be hoisted on the first temporary support after the first beam section 10 is fixed. By providing the transversely extending first beam section 10 and the longitudinally extending second beam section 20, the assembly of the first beam body 100 can be facilitated without affecting the traffic of the original bridge 1 and improving the construction efficiency.

[0080] Optionally, forming the first beam body 100 above the highway in the rebuilt section further includes:

[0081] One or more of installing anti-collision guardrails, bridge deck paving, and expansion joints.

[0082] In the embodiment of the present application, temporary bridge piers are constructed to assist in the construction of the first beam section 10, and the temporary bridge piers can be removed as needed after the construction of the first beam section 10 is completed. It should be noted that in the embodiment of the present application, the first beam body 100 is directly constructed on the original bridge 1, and when the first beam body 100 is constructed, the original bridge 1 can be used to ensure traffic.

[0083] In the embodiment of the present application, the construction of the first beam body 100 can adopt a variety of different construction methods, such as side span closure section, main beam closure and other operations, which are not limited in the present application.

[0084] S200, forming a first road section open to traffic: connecting the expressway with the first beam body 100 to form a first road section open to traffic, and dismantling the original bridge 1 on the rebuilt road section.

[0085] In the embodiment of the present application, after the first beam 100 is completed, the original bridge 1 is dismantled while ensuring that traffic can pass smoothly, thereby ensuring traffic during the construction process.

[0086] S300, forming a third beam 300 on the rebuilt road section: constructing a second bridge pier 50, and forming a third beam 300 on the second bridge pier 50. Fig. 9 shown.

[0087] In the embodiment of the present application, the third beam 300 can be rebuilt or reconstructed on the basis of the original bridge 1. For example, the piers of the original bridge 1 can be used as the second piers 50, or the piers of the original bridge 1 can be used as temporary piers. The present application is not limited and adjustments are made in different embodiments according to application scenarios, etc.

[0088] S400, forming a second beam body 200 on the rebuilt road section: by reserving a plurality of nodes on the lower surface of the first beam body 100, setting a plurality of suspension rods 400 on the lower surface of the first beam body 100, and fixing the sub-beam 30 under the first beam body 100 through the suspension rods 400, so as to form the second beam body 200. Fig.10 and Fig.11 shown.

[0089] Wherein, forming a second beam body 200 on the rebuilt road section further comprises:

[0090] A second temporary pier 3 and a second temporary support 4 are constructed, and / or the piers on the original bridge 1 are optionally retained as the second temporary pier 3, and the sub-beam 30 is fixed to the hanger 400 under the first beam body 100 through the second temporary pier 3 and the second temporary support 4, and finally the second beam body 200 is formed; and the second temporary pier 3 and the second temporary support 4 are removed after the second beam body 200 is formed.

[0091] Optionally, forming the second beam body 200 above the highway in the rebuilt section further includes:

[0092] One or more of installing anti-collision guardrails, bridge deck paving, and expansion joints.

[0093] It should be noted that in the embodiment of the present application, the temporary piers during the construction of the second beam body 200 can be constructed by borrowing part of the piers of the original bridge 1, or the temporary piers can be rearranged where needed, and the present application does not limit this. The second temporary support 4 can be in the form of Bailey beams and brackets. In the embodiment of the present application, the construction of the second beam body 200 can be carried out in a variety of different construction methods, such as side span closing sections, main beam closing and other operations, which are not limited in the present application.

[0094] S500, forming a second road section open to traffic: the second beam body 200 is fixedly connected to the third beam body 300 and is connected to the urban trunk road at the lower level of the expressway to form a second road section open to traffic.

[0095] The construction method of the double-deck bridge provided in the embodiment of the present application, by constructing the first beam 100 above the original bridge 1, can ensure the normal traffic during the construction of the first beam 100 through the original bridge 1; after dismantling the original bridge 1, the second beam 200 is constructed, and during the construction of the second beam 200, the upper first beam 100 can ensure the normal traffic, and the second beam 200 cooperates with the navigable river 500 to meet the navigation needs.

[0096] It should be understood that the orientation or position relationship indicated by terms such as "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention 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 operate in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0097] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0098] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art in the technical field of the present invention. The terms used herein are only for describing specific implementation purposes and are not intended to limit the present invention. Terms such as "setting" and the like appearing in this article can mean that one component is directly attached to another component, or that one component is attached to another component through an intermediate. Features described in this article in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or otherwise specified.

[0099] The present invention has been described through the above-mentioned embodiments, but it should be understood that the above-mentioned embodiments are only for the purpose of example and illustration, and are not intended to limit the present invention to the described embodiments. It can be understood by those skilled in the art that more variations and modifications can be made according to the teachings of the present invention, and these variations and modifications all fall within the scope of the protection claimed by the present invention.

Claims

1. A double-deck bridge for highway expansion, characterized in that: The double-deck bridge comprises a bridge body arranged along the expressway, the bridge body comprising a first beam body and a second beam body arranged below the first beam body; The first beam body comprises a plurality of first beam sections and a plurality of second beam sections that are fixedly connected, wherein the plurality of first beam sections are arranged side by side in a direction perpendicular to the width of the beam body, and each of the first beam sections is arranged continuously in the direction perpendicular to the width of the beam body; the plurality of second beam sections are arranged side by side in the direction perpendicular to the width of the beam body, and each of the second beam sections is arranged continuously in the direction perpendicular to the width of the beam body; The second beam body comprises a plurality of sub-beams that are fixedly connected, the plurality of sub-beams are arranged side by side in a direction perpendicular to the width of the beam body, and each of the sub-beams is continuously arranged in the width direction of the beam body; the second beam body is provided with a plurality of suspension rods that are fixedly connected to the first beam body; The double-deck bridge also includes a plurality of piers for fixing the bridge body; at least a portion of the area below the second beam body corresponds to a navigable waterway, and the piers are not arranged in the area of ​​the navigable waterway.

2. The double-deck bridge for highway expansion according to claim 1, characterized in that: A plurality of first piers fixedly connected to the first beam are respectively arranged on both sides of the second beam, the plurality of first piers are distributed in a direction perpendicular to the width of the bridge, and the length of the second beam in the direction perpendicular to the width of the bridge is greater than the distance between two adjacent first piers in the direction perpendicular to the width of the bridge; A plurality of the first bridge piers are distributed in a direction perpendicular to the width of the bridge; wherein, at least one first bridge pier is fixedly connected to the first beam section after passing through the sub-beam, and at least two of the first bridge piers are located on both sides of the sub-beam in a direction perpendicular to the width of the bridge.

3. The double-deck bridge for highway expansion according to claim 2, characterized in that: A plurality of sub-beams are arranged side by side along the width direction of the beam body, the length of the sub-beams is smaller than the width of the second beam body, two adjacent sub-beams are respectively located on both sides of the same first pier, and a gap is arranged between the two sub-beams along the width direction of the beam body, and the gap is used for the first pier to pass through; Each of the sub-beams is continuously arranged along the width direction of the beam body.

4. The double-deck bridge for highway expansion according to claim 3, characterized in that: The sub-beam is provided with the suspension rod at a position close to the gap, and the suspension rod is located at both sides of the first pier along the width direction of the beam body.

5. The double-deck bridge for highway expansion according to claim 1, characterized in that: The first beam body is a box beam, and the suspension rod at least penetrates the lower surface of the box beam.

6. The double-deck bridge for highway expansion according to claim 1, characterized in that: The bridge body further comprises a third beam connected to the second beam, the third beam is fixedly connected to the sub-beam, and the third beam is arranged below the first beam; The double-deck bridge further includes a plurality of second piers for fixing the third beam body.

7. A construction method for a double-deck bridge, characterized in that: For constructing a double-deck bridge for highway expansion as claimed in any one of claims 1 to 6, the method comprises: Forming a first beam body above the highway of the reconstruction section: constructing and forming a first bridge pier, fixing a first beam section and a second beam section on the first bridge pier to form a first beam body, and during the formation of the first beam body, the original bridge is guaranteed to be passable; Forming a first road section open to traffic: connecting the expressway with the first beam body to form a first road section open to traffic, and demolishing the original bridge on the reconstructed road section; forming a third beam on the rebuilt road section: constructing a second bridge pier, and forming a third beam on the second bridge pier; Forming a second beam body on the rebuilt road section: by reserving a plurality of nodes on the lower surface of the first beam body, arranging a plurality of suspension rods on the lower surface of the first beam body, and fixing the sub-beam under the first beam body through the suspension rods to form the second beam body; Forming a second road section open to traffic: the second beam body is fixedly connected to the third beam body and is connected to the urban trunk road at the lower level of the expressway to form a second road section open to traffic.

8. The construction method of a double-deck bridge according to claim 7, characterized in that: A first beam body is formed above the highway of the reconstruction section, and further comprises: fixing a first temporary support on the first pier, and temporarily fixing the first beam section on the first pier through the first temporary support; By means of a lifting and sliding device arranged on the first beam segment, the second beam segment is lifted from the outside and slid to a corresponding position on the inside, and finally the first beam body is formed, wherein the second beam segment is lifted and slid in the transverse direction through a plurality of box beam segments, and finally connected with the first beam segment to form the first beam body; The first temporary support is removed after the first beam body is formed.

9. The construction method of a double-deck bridge according to claim 7, characterized in that: Forming a second beam body on the rebuilt road section also includes: The second temporary pier and the second temporary support are constructed, and / or the piers on the original bridge are optionally retained as the second temporary piers, and the sub-beam is fixed to the hanger under the first beam body through the second temporary pier and the second temporary support to finally form the second beam body; and the second temporary pier and the second temporary support are removed after the second beam body is formed.

10. The construction method of a double-deck bridge according to claim 7, characterized in that: Forming a first beam body above the highway of the rebuilt section and forming a second beam body on the rebuilt section both further include: One or more of installing anti-collision guardrails, bridge deck paving, and expansion joints.

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