Design method of steel-concrete joint section based on top plate deflection constraint and steel-concrete joint section

Abstract

The present application relates to a design method for a steel-concrete joint section based on a top plate deflection constraint, comprising the following steps: equating the top plate of the steel-concrete joint section to a continuous beam supported on an elastic support, wherein the elastic support includes a stiffening rib or anchor pipe located below the top plate; determining the maximum deflection w of the equivalent continuous beam caused by the first wheel load under the elastic support condition; solving the stiffness k of the stiffening rib or anchor pipe serving as the elastic support; determining the top plate deflection constraint inequality, and solving it in conjunction with the calculation formula for the maximum deflection w of the continuous beam to determine different types of stiffening ribs or anchor pipes and their sizes, and / or transverse bridge spacing. The present application provides a design method for a steel-concrete joint section based on a top plate deflection constraint, which can quickly determine stiffening ribs or anchor pipes that both meet the prestressed steel bundle anchoring space requirements and provide sufficient stiffness support for the top plate.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge engineering design, and in particular to a steel-concrete joint section design method based on top plate deflection constraint and the steel-concrete joint section. Background Art

[0002] With the rapid development of bridge infrastructure in my country, the industry is increasingly interested in bridges with greater spanning capacity and better economics. When crossing large obstacles, hybrid bridges with a main structure of continuous concrete beams or concrete-steel structures and a steel box girder in the middle of the main span are highly suitable. They meet both long span requirements and economical requirements. The use of a steel box girder in the middle of the main span significantly reduces weight and improves the structural strength of the concrete beam.

[0003] In hybrid beam bridges, a steel-concrete joint section is required between the concrete and steel structures. Hybrid beam bridges have relatively large spans and typically require a large number of prestressed steel strands. These numerous strands must be anchored to the top and bottom slabs of the steel structure within the joint section. Furthermore, the joint section itself must also anchor a certain number of localized prestressed steel strands at the same locations, resulting in limited space within the beam. Because the structural layout of the top and bottom slabs must ensure adequate working space for the prestressed steel strands during operation and for the jacks used for construction tensioning, the spacing and dimensions of the stiffeners or anchor pipes in the top slab must be designed to ensure sufficient clearance. For example, if the stiffeners in the top slab are spaced too far apart, the stiffeners' support for the top slab can be weakened, resulting in significant deflection of the top slab under vehicle loads. This deflection must be strictly controlled within allowable limits; otherwise, long-term vehicle loads will cause fatigue failure in the top slab of the steel-concrete joint section.

[0004] Therefore, the layout of stiffeners or anchor pipes, such as their type, spacing, and size, is directly related to the deflection of the roof slab. To determine whether the roof slab deflection corresponding to the stiffener type or anchor pipe spacing and size is within the specified limits, actual design requires experimental or computational analysis, such as full-scale or scaled model testing or finite element calculations. Using the results of actual tests or simulations to verify the rationality of the stiffener or anchor pipe layout in the steel-concrete composite section is often time-consuming. Summary of the Invention

[0005] The technical problem to be solved by this application is that it is time-consuming to perform finite element analysis or experimental analysis when judging whether the top plate deflection corresponding to the stiffening rib type or anchor pipe and its spacing and size is within the limit in the existing related technology.

[0006] The present invention provides a method for designing a steel-concrete joint section based on top plate deflection constraints, comprising the following steps:

[0007] The top plate of the steel-concrete joint section is equivalent to a continuous beam supported on elastic supports, wherein the elastic supports include stiffening ribs or anchor pipes located below the top plate;

[0008] Determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load under elastic support conditions. The calculation formula for the maximum deflection w is:

[0009] Where L is the transverse spacing of the stiffeners or anchor pipes, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, and k is the stiffness of the stiffener or anchor pipe as an elastic support.

[0010] Calculate the stiffness k of the stiffener or anchor pipe as an elastic support; the calculation formula is:

[0011] Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s is the cantilever length of the bending deformation of the stiffener or anchor pipe corresponding to the first wheel load;

[0012] Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and the formula for calculating the maximum deflection w of the continuous beam is solved to obtain: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

[0013] In one embodiment, the wheel width is less than 1 times the transverse bridge spacing of the stiffeners or anchor tubes.

[0014] The present application also provides a method for designing a steel-concrete joint section based on top plate deflection constraints, which includes the following steps:

[0015] The top plate of the steel-concrete joint section is equivalent to a continuous beam supported on elastic supports, wherein the elastic supports include stiffening ribs or anchor pipes located below the top plate;

[0016] Determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load and the second wheel load under elastic support conditions. The calculation formula of the maximum deflection w is:

[0017] Where L is the transverse spacing of the stiffeners or anchor pipes, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, k is the stiffener or anchor pipe stiffness corresponding to the first wheel load, q' is the second wheel load concentration, and k' is the stiffener or anchor pipe stiffness corresponding to the second wheel load.

[0018] Determine the stiffness k and k' of the stiffener or anchor pipe as an elastic support;

[0019] The calculation formula is:

[0020] Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s I is the cantilever length of the bending deformation of the stiffener or anchor pipe corresponding to the first wheel load; s ′ is the moment of inertia of the stiffener or anchor pipe corresponding to the second wheel load, E s ′ is the elastic modulus of the stiffener or anchor pipe corresponding to the second wheel load, L s ' is the bending deformation cantilever length of the stiffener or anchor pipe corresponding to the second wheel load;

[0021]

[0022] Solving this together with the calculation formula for the maximum deflection w of the continuous beam yields: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

[0023] In one embodiment, the wheel width is greater than 1 times the transverse distance between the stiffening ribs or anchor tubes and less than 2 times the transverse distance between the stiffening ribs or anchor tubes.

[0024] The present application also provides a steel-concrete joint section, which is designed using any of the above-mentioned steel-concrete joint section design methods based on top plate deflection constraints, and serves as a connecting transition portion between a concrete beam and a steel box beam in a hybrid beam bridge.

[0025] The steel-concrete combined section includes a steel-concrete composite section, a bearing plate, and a stiffness transition section connected in sequence, wherein the steel-concrete composite section is connected to the concrete beam, and the stiffness transition section is connected to the steel box beam;

[0026] The stiffness transition section includes a top plate, a bottom plate, a web plate, stiffening ribs, and an anchor pipe. The top plate, bottom plate, and web plate are connected in pairs. The stiffening ribs include an anchor pipe connecting plate fixed below the top plate. The anchor pipe is fixedly connected to the anchor pipe connecting plate.

[0027] In one embodiment, the length of the anchor pipe connecting plate is greater than the length of the anchor pipe.

[0028] In one embodiment, the stiffening ribs further include T-shaped stiffening ribs and reinforcing plate ribs fixed below the top plate, and the T-shaped stiffening ribs and reinforcing plate ribs are arranged at intervals.

[0029] In one embodiment, the stiffening ribs further include U-shaped stiffening ribs fixed below the top plate and provided on both sides of the T-shaped stiffening ribs and / or the reinforcement plate ribs.

[0030] In one embodiment, the rigidity transition section further comprises rigid transverse ribs and at least two transverse partitions connected in sequence, wherein the rigid transverse ribs and transverse partitions are respectively vertically connected to the top plate, the bottom plate and the web plate;

[0031] One end of the anchor pipe is fixed to the pressure plate, and the other end is fixed to the rigid transverse rib;

[0032] One end of the anchor pipe connecting plate is fixed to the pressure plate, and the other end passes through the rigid transverse rib and is fixed to the first transverse partition;

[0033] One end of the T-shaped stiffening rib is fixed to the pressure plate, and the other end passes through the rigid transverse rib and the first transverse diaphragm and is fixed to the second transverse diaphragm;

[0034] One end of the reinforcing plate rib is fixed to the pressure plate, and the other end passes through the rigid transverse rib and the first transverse diaphragm and is fixed to the second transverse diaphragm;

[0035] The U-shaped stiffening rib is arranged between the rigid transverse rib and the transverse partition and / or between two transverse partitions.

[0036] In one embodiment, the steel-concrete combined section is provided with a prestressed steel bundle, one end of the prestressed steel bundle is fixed to the anchor pipe, and the other end passes through the anchor pipe and is fixed to the concrete tooth block in the concrete beam.

[0037] The beneficial effects of the technical solutions provided in the embodiments of the present application include:

[0038] An embodiment of the present application provides a design method for a steel-concrete joint section based on the deflection constraint of the top plate, which equates the top plate of the steel-concrete joint section to a continuous beam supported on elastic supports, and simplifies the discrete finite element analysis into a numerical formula calculation; then, the maximum deflection of the equivalent continuous beam caused by the wheel load under the elastic support condition and the stiffness of the stiffener or anchor pipe are solved; finally, when the method is solved simultaneously with the top plate deflection constraint inequality, the spacing and moment of inertia of the stiffener or anchor pipe that meet the top plate deflection requirements can be quickly obtained, and the size can be calculated from the moment of inertia; or the designer can preliminarily determine the size and spacing of the stiffener or anchor pipe based on experience, and verify whether it meets the top plate deflection deformation limit requirements according to the design method provided in the embodiment of the present application; the design method provided in the embodiment of the present application takes into account both the top plate deflection constraint limit and the elastic stiffness of the stiffener or anchor pipe, and can quickly determine the stiffener or anchor pipe that meets the prestressed steel bundle anchoring space requirements and has sufficient rigidity support for the top plate. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] 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.

[0040] Figure 1 The figure is a flow chart of a method for designing a steel-concrete joint section based on top plate deflection constraints in one embodiment of the present invention.

[0041] Figure 2 Schematic diagram of the force and deformation of the top plate of the steel-concrete joint section under the action of wheel load in one embodiment of the present invention.

[0042] Figure 3 Figure 2 shows the mechanical characteristics and load diagram of a continuous beam equivalent to a top plate in one embodiment of the present invention.

[0043] Figure 4 This is a schematic diagram of the maximum deflection position of the top plate in the longitudinal bridge direction in one embodiment of the present invention.

[0044] Figure 5 Schematic diagram of the cantilever length of the bending deformation of the stiffening rib in one embodiment of the present invention.

[0045] Figure 6 Schematic diagram of the maximum deflection of the top plate under the superposition of multiple wheel loads in one embodiment of the present invention.

[0046] Figure 7 It is a schematic elevation view of a steel-concrete joint section in one embodiment of the present invention.

[0047] Figure 8Schematic diagram of the cross section of the steel-concrete joint section along line AA in one embodiment of the present invention.

[0048] Figure 9 Schematic diagram of the cross section of the steel-concrete joint along line BB in one embodiment of the present invention.

[0049] In the figure: 1. Concrete beam; 11. Concrete tooth block; 2. Steel-concrete combined section; 21. Steel-concrete composite section; 211. Concrete; 22. Pressure plate; 23. Rigidity transition section; 231. Top plate; 232. Bottom plate; 233. Web plate; 234. Stiffening rib; 2341. Anchor pipe connecting plate; 2342. T-shaped stiffening rib; 2343. Reinforcement plate rib; 2344. U-shaped stiffening rib; 2345. Web stiffening rib; 235. Anchor pipe; 2351. Anchor pipe anchor plate; 236. Rigid transverse rib; 237. Transverse diaphragm; 24. Shear stud; 3. Steel box girder; 4. Prestressed steel tendon. DETAILED DESCRIPTION

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

[0051] like Figure 1 As shown, Figure 1 The figure is a flow chart of a method for designing a steel-concrete joint section based on top plate deflection constraints in one embodiment of the present invention.

[0052] This embodiment provides a design method for a steel-concrete joint section based on top plate deflection constraints, comprising the following steps:

[0053] Step S1: The top plate of the steel-concrete joint section is equivalent to a continuous beam supported on elastic supports, wherein the elastic supports include stiffening ribs or anchor pipes located below the top plate;

[0054] Step S2: Determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load under elastic support conditions. The calculation formula for the maximum deflection w is:

[0055] Where L is the transverse spacing of the stiffeners, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, and k is the stiffness of the stiffener as an elastic support.

[0056] Step S3, solving the stiffness k of the stiffening rib or anchor pipe as the elastic fulcrum; the calculation formula is:

[0057]

[0058] Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s is the cantilever length of the bending deformation of the stiffener or anchor pipe corresponding to the first wheel load;

[0059] Step S4: Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and solving it together with the calculation formula of the maximum deflection w of the continuous beam, we get: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

[0060] The present embodiment provides a design method for a steel-concrete joint section based on the deflection constraint of the top plate, which equates the top plate of the steel-concrete joint section to a continuous beam supported on elastic supports, and simplifies the discrete finite element analysis into a numerical formula calculation; then, the maximum deflection of the equivalent continuous beam caused by the wheel load under the elastic support condition and the stiffness of the stiffeners or anchor pipes are solved; finally, when the method is solved simultaneously with the top plate deflection constraint inequality, the spacing and moment of inertia of the stiffeners or anchor pipes that meet the top plate deflection requirements can be quickly obtained, and the size can be calculated from the moment of inertia; or the designer can preliminarily determine the size and spacing of the stiffeners or anchor pipes based on experience, and verify whether they meet the top plate deflection deformation limit requirements according to the design method provided in the embodiment of the present application; the design method of the embodiment of the present application takes into account both the top plate deflection constraint limit and the elastic stiffness of the stiffeners or anchor pipes, and can quickly determine the stiffeners or anchor pipes that meet the prestressed steel bundle anchoring space requirements and have sufficient rigidity support for the top plate.

[0061] Each step is described and explained in detail below.

[0062] like Figure 2 As shown, Figure 2 Schematic diagram of the force and deformation of the top plate of the steel-concrete joint section under the action of wheel load in one embodiment of the present invention.

[0063] Step S1: The top plate of the steel-concrete joint section is equivalent to a continuous beam supported on elastic supports, where the elastic supports include stiffening ribs or anchor pipes located below the top plate.

[0064] Specifically, please also refer to the specific structure of the subsequent steel-concrete joint section. The vehicle load acts on the top plate 231 of the steel-concrete joint section 2. The top plate 231 transfers the wheel load acting on the bridge deck to the stiffening ribs 234 or anchor pipes 235 and transverse ribs 236 below the top plate 231, and then transfers it to the web 233. Taking the stiffening ribs 234 as an example, the top plate 231 is equivalent to a continuous beam supported on the stiffening ribs 234. Since the stiffening ribs 234 are not completely rigid, but have a certain degree of elasticity, the stiffening ribs 234 are equivalent to elastic fulcrums; the anchor pipes 235 are similar. Therefore, the top plate 231 is equivalent to a continuous beam supported on an elastic fulcrum.

[0065] From a transverse perspective, top plate 231 of steel-concrete composite section 2 demonstrates that the wheel loads borne by top plate 231 are localized, and the steel plates farther from the wheels participate in the load-bearing process. Therefore, top plate 231 is equivalent to a three-span continuous beam supported on a fulcrum. This fulcrum is formed by stiffening ribs or anchor pipes beneath the top plate. These stiffening ribs come in various forms, such as T-shaped stiffening ribs 2342, U-shaped stiffening ribs 2344, anchor pipe connecting plates 2341, and reinforcing plate ribs 2343. The second and third fulcrums in the middle are elastic supports, while the first and fourth fulcrums on either side are rigid supports, similar to a consolidation boundary.

[0066] like Figure 3 As shown, Figure 3 Figure 2 shows the mechanical characteristics and load diagram of a continuous beam equivalent to a top plate in one embodiment of the present invention.

[0067] Step S2: Determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load under elastic support conditions. The calculation formula for the maximum deflection w is:

[0068] Where L is the transverse spacing of the stiffeners or anchor pipes, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, and k is the stiffness of the stiffener or anchor pipe as an elastic support.

[0069] Specifically, the top plate 231 is equivalent to a three-span continuous beam supported from the first support point to the fourth support point, and its structural mechanical characteristics and load are as follows: Figure 3 shown.

[0070] The cross-sectional width of the three-span continuous beam equivalent to the top plate is b, and the cross-sectional height is h, which is the thickness t of the top plate 231. The maximum displacement of the entire top plate 231 is at point N at the mid-span. The maximum mid-span displacement, or maximum deflection w, is derived using the structural mechanics displacement method, as shown in the following formula.

[0071]

[0072] Maximum deflection

[0073] Where w1 is the elastic deformation deflection of the stiffener or anchor pipe, w2 is the elastic deformation deflection of the top plate under the first wheel load, taking into account the elastic support boundary of the stiffener or anchor pipe. L is the transverse bridge spacing of the stiffeners or anchor pipes, q is the first wheel load concentration, which is equal to the weight of the vehicle load transferred to one wheel divided by the wheel width, and k is the stiffness of the stiffener or anchor pipe as an elastic fulcrum, which is determined by the structural dimensions of the stiffener or anchor pipe and the length of its bending deformation cantilever.

[0074] i is the linear stiffness of the continuous beam, i = EI / L;

[0075] Where E is the elastic modulus of steel, I is the moment of inertia of the three-span continuous beam equivalent to the top plate, b is the width of the continuous beam equivalent to the top plate, and h is the equivalent continuous beam height = top plate thickness t.

[0076] In one embodiment, according to the wheel load range requirements of the "Urban Bridge Design Code," the wheel range is 0.6m horizontally and 0.2m vertically. Considering the pavement thickness is generally 0.08m (0.2 + 0.08 * 2 = 0.36m), the longitudinal dimension and width b of top plate 231 are preferably 0.36m. The center of the equivalent continuous beam of top plate 231 is located at the center of the area of ​​maximum deflection of top plate 231, i.e., centered between the two transverse diaphragms (the detailed structure of the steel-concrete joint section is described later).

[0077] Step S3, solving the stiffness k of the stiffening rib or anchor pipe as the elastic fulcrum; the calculation formula is:

[0078]

[0079] Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s is the cantilever length of the stiffener or anchor pipe bending deformation corresponding to the first wheel load.

[0080] In step S2 , the stiffening ribs 234 or the anchor tubes 235 provide an elastic support stiffness k to the continuous beam equivalent to the top plate 231 , which is determined by the structural dimensions of the stiffening ribs 234 or the anchor tubes 235 and the bending deformation cantilever length thereof.

[0081] The following takes the stiffening rib 234 as an example, and the anchor pipe 235 is similar to it. If the stiffening rib 234 is a rectangular cross section, the dimension is the width b s , height h s , then the moment of inertia of the stiffener is If the stiffener is of other types, the moment of inertia I of the stiffener can be obtained by common formulas or integrals. s .

[0082] like Figure 4 and Figure 5 As shown, Figure 4 This is a schematic diagram of the maximum deflection position of the top plate in the longitudinal bridge direction in one embodiment of the present invention. Figure 5 Schematic diagram of the cantilever length of the bending deformation of the stiffening rib in one embodiment of the present invention.

[0083] The following example uses stiffener 234 as an example, and anchor pipe 235 is similar. The bending deformation cantilever length of stiffener 234: From the perspective of the longitudinal bridge of steel-concrete joint section 2, because the top plate 231 is supported on stiffener 234, and the two ends of stiffener 234 are fixed to the front and rear transverse partitions, the position where the top plate has the largest deflection is the center of the two transverse partitions in the longitudinal bridge direction. Assuming the distance between the two transverse partitions is L0, the bending deformation cantilever length of stiffener 234 is

[0084] Step S4: Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and solving it together with the calculation formula of the maximum deflection w of the continuous beam, we get: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

[0085] Specifically, the relevant specifications stipulate that the maximum deflection of the top plate is (a is a constant), such as w≤L / 700, where L is the transverse spacing of stiffeners or anchor pipes.

[0086] Substituting the maximum deflection formula in step S2 into the top plate deflection constraint inequality, we obtain:

[0087] Maximum deflection

[0088] Then, the stiffening rib stiffness formula and line stiffness formula in step S3 are substituted into the equation to obtain:

[0089] Maximum deflection

[0090] In the above formula, the known parameters are the first wheel load q; the elastic modulus E of the top plate (top plate is steel); the elastic modulus E of the stiffener or anchor pipe (steel) s ; Equivalent continuous beam inertia moment I of the top plate; Unit displacement δ; Bending deformation length L of stiffener or anchor pipe s = L0 / 2, where L0 is the longitudinal distance between the two transverse diaphragms. The only unknown parameters are the transverse distance L between the stiffeners or anchor pipes and the moment of inertia I of the stiffeners or anchor pipes. s , moment of inertia I s Related to the size of the stiffener or anchor pipe.

[0091] Through the above scheme, the inequality trial calculation is performed to determine the moment of inertia I of the stiffener or anchor pipe s Or the transverse spacing of the bridge, and then determine the size of the stiffeners or anchor pipes, or verify through trial calculation whether the size and spacing of the stiffeners or anchor pipes meet the requirements of the top plate deflection limit. Simple trial calculations can quickly obtain a reasonable stiffener or anchor pipe layout plan, quickly verify the size of the stiffeners or anchor pipes and their layout spacing, avoid complex finite element calculations, and improve design efficiency.

[0092] The above solution is applicable to the case where the wheel width is less than 1 times the transverse spacing of the stiffeners or anchor pipes. For example, when the top plate is provided with stiffeners with a spacing of 0.3m, the wheel load of the trolley only acts within the interval of one stiffener, which is applicable to the trolley with a wheel width less than 0.3m.

[0093] The embodiment of the present application also provides a steel-concrete joint section design method based on the top plate deflection constraint, which is suitable for large vehicles with a wheel width greater than 1 times the transverse bridge spacing of the stiffeners or anchor pipes and less than 2 times the transverse bridge spacing of the stiffeners or anchor pipes. For example, when the top plate is provided with stiffeners with a spacing of 0.3m, the wheel load of the vehicle acts within the interval between the two stiffeners, which is suitable for large vehicles with a wheel width of 0.3m to 0.6m; if the wheel width is greater than 2 times the stiffener spacing, then according to this idea, the deflection effect of the third wheel load can be superimposed to expand the scope of application.

[0094] A design method for a steel-concrete joint section based on top plate deflection constraint includes the following steps:

[0095] Step S1: The top plate 231 of the steel-concrete combined section 2 is equivalent to a continuous beam supported on elastic fulcrums, where the elastic fulcrums include stiffening ribs 234 or anchor pipes 235 located below the top plate 231 .

[0096] Step S2: Determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load and the second wheel load under elastic support conditions. The calculation formula for the maximum deflection w is:

[0097] Where L is the transverse spacing of the stiffeners or anchor pipes, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, k is the stiffener or anchor pipe stiffness corresponding to the first wheel load, q' is the second wheel load concentration, and k' is the stiffener or anchor pipe stiffness corresponding to the second wheel load.

[0098] Specifically, if Figure 6 As shown, Figure 6 The diagram shows the maximum deflection of the roof under the combined effect of multiple wheel loads in one embodiment of the present invention. The first wheel load is between the second and third fulcrums, and the second wheel load is between the first and second fulcrums.

[0099] If the wheel range is large, the first wheel load q and the second wheel load q' are distributed across the span L of two adjacent stiffening ribs 234 on the top plate 231. The maximum deflection of the top plate 231 is the maximum deflection caused by the first wheel load q, plus the elastic deformation deflection w1' of the stiffening rib or anchor pipe caused by the second wheel load q'.

[0100] Maximum deflection

[0101] Step S3, solving the stiffness k and k' of the stiffening rib or anchor pipe serving as the elastic fulcrum;

[0102] The calculation formula is:

[0103] Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s I is the cantilever length of the bending deformation of the stiffener or anchor pipe corresponding to the first wheel load; s ′ is the moment of inertia of the stiffener or anchor pipe corresponding to the second wheel load, E s ′ is the elastic modulus of the stiffener or anchor pipe corresponding to the second wheel load, L s ' is the bending deformation cantilever length of the stiffener or anchor pipe corresponding to the second wheel load;

[0104] Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and solving it together with the calculation formula of the maximum deflection w of the continuous beam, we get: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

[0105] The meanings of other steps and the same parameters are the same as those in the first design method and will not be repeated here.

[0106] like Figure 7-Figure 9 As shown, Figure 7 It is a schematic elevation view of a steel-concrete joint section in one embodiment of the present invention. Figure 8 Schematic diagram of the cross section of the steel-concrete joint section along line AA in one embodiment of the present invention. Figure 9 Schematic diagram of the cross section of the steel-concrete joint along line BB in one embodiment of the present invention.

[0107] The embodiment of the present application further provides a steel-concrete joint section, which is designed by applying the above-mentioned steel-concrete joint section design method based on top plate deflection constraint. The steel-concrete joint section 2 serves as a connecting transition portion between the concrete beam 1 and the steel box beam 3 in a hybrid beam bridge.

[0108] The steel-concrete combined section 2 includes a steel-concrete composite section 21, a bearing plate 22, and a stiffness transition section 23 connected in sequence. The steel-concrete composite section 21 is connected to the concrete beam 1, and the stiffness transition section 23 is connected to the steel box beam 3.

[0109] The stiffness transition section 23 includes a top plate 231, a bottom plate 232, a web 233, stiffening ribs 234, and an anchor pipe 235. The top plate 231, the bottom plate 232, and the web 233 are welded to each other. The stiffening ribs 234 on the top plate 231 include an anchor pipe connecting plate 2341 fixed below the top plate 231, and the anchor pipe 235 is fixedly connected to the anchor pipe connecting plate 2341.

[0110] Through the above scheme, under the premise of meeting the anchorage space, tensioning work space and transportation space of the prestressed tendons of the concrete beam, anchor pipe connecting plates are provided as top plate stiffening ribs to provide rigidity support for the top plate, transmit huge prestress, and make the support interval of the top plate smaller, so that the top plate can be thinner, reducing the deadweight on the basis of meeting the deflection limit of the top plate.

[0111] The top plate 231, bottom plate 232, and web 233 of the rigidity transition section 23 are welded to the pressure plate 22, extending beyond the pressure plate 22 and into the concrete 211 of the steel-concrete composite section 21. Shear studs 24 are welded to the top plate 231, bottom plate 232, web 233, and pressure plate 22. These shear studs connect the concrete 211 directly to the concrete, transmitting internal forces under compression. This shear stud connection enhances mutual shear and tensile strength. The concrete 211 of the steel-concrete composite section 21 and the concrete of the concrete beam 1 are cast integrally.

[0112] The connection between the stiffness transition section 23 and the steel box girder 3 is a combination of welding and bolting. The top plate 231, bottom plate 232, and web plate 233 are welded to the corresponding top plate, bottom plate, and web plate of the steel box girder 3; the stiffening ribs 234 are bolted to the corresponding stiffening ribs of the steel box girder 3.

[0113] In one embodiment, the stiffness transition section 23 further includes sequentially connected rigid transverse ribs 236 and at least two transverse diaphragms 237. The rigid transverse ribs 236 and transverse diaphragms 237 are perpendicularly connected to the top plate 231, bottom plate 232, and web 233, respectively, thereby enhancing the cross-section's torsional resistance and improving its integrity. The transverse diaphragms 237 have pre-welded holes to allow for the passage of the stiffening ribs 234.

[0114] In one embodiment, the anchor pipe connecting plate 2341 of the stiffening rib 234 is welded and fixed to the top plate 231, one end of which presses against the pressure plate 22 and is welded and fixed to the pressure plate 22, and the other end passes through the rigid transverse rib 236 and the welding hole reserved for the first transverse partition 237, presses against the first transverse partition 237 and is welded and fixed to the first transverse partition 237.

[0115] In one embodiment, the anchor pipe 235 is fixed to the bottom of the anchor pipe connecting plate 2341 by single-sided beveled full-penetration welding. One end of the anchor pipe 235 is pressed against the pressure plate 22 and welded to the pressure plate 22, and the other end passes through the welding hole reserved in the rigid transverse rib 236 and is welded to the rigid transverse rib 236.

[0116] Furthermore, an anchor pipe anchor plate 2351 is welded to one end portion where the anchor pipe 235 and the rigid transverse rib 236 are welded and fixed in a circumferential welding manner.

[0117] In one embodiment, the length of the anchor pipe connecting plate 2341 is greater than the length of the anchor pipe 235 .

[0118] Through the above solution, the length of the anchor pipe connecting plate 2341 is greater than the length of the anchor pipe 235, which can enhance the support force on the top plate 231 and extend the support range.

[0119] In one embodiment, the reinforcing ribs 234 further include T-shaped reinforcing ribs 2342 and reinforcing plate ribs 2343 fixed below the top plate 231 , and the T-shaped reinforcing ribs 2342 and reinforcing plate ribs 2343 are arranged at intervals.

[0120] Through the above scheme, the T-shaped stiffening ribs 2342 and the reinforcing plate ribs 2343 further provide support for the top plate 231. At the same time, the T-shaped stiffening ribs 2342 and the reinforcing plate ribs 2343 are arranged at intervals to leave enough space for prestressing, and also reserve path space for the jack to enter the working position.

[0121] Specifically, the T-shaped stiffening rib 2342 is welded and fixed to the top plate 231, one end of which presses against the pressure plate 22 and is welded to the pressure plate 22, and the other end passes through the rigid transverse rib 236 and the welding hole reserved in the first transverse partition 237, presses against the second transverse partition 237 and is welded to the second transverse partition 237.

[0122] The reinforcing plate rib 2343 is welded and fixed to the top plate 231, one end of which presses against the pressure plate 22 and is welded to the pressure plate 22, and the other end passes through the rigid transverse rib 236 and the welding hole reserved in the first transverse partition 237, presses against the second transverse partition 237 and is welded to the second transverse partition 237.

[0123] In one embodiment, the stiffening ribs 234 also include U-shaped stiffening ribs 2344 fixed below the top plate 231 and arranged on both sides of the T-shaped stiffening ribs 2342 and / or the reinforcement plate ribs 2343. The U-shaped stiffening ribs 2344 are arranged between the rigid transverse ribs 236 and the transverse partitions 237 and / or between the two transverse partitions 237.

[0124] Specifically, the U-shaped stiffening rib 2344 on the T-shaped stiffening rib 2342 is divided into two parts, each of which passes through the reserved welding holes of the two transverse partitions 237 and is fixed on both sides of the T-shaped stiffening rib 2342 using a single-sided welding and double-sided forming process. The U-shaped stiffening rib 2344 on the reinforcing plate rib 2343 is divided into two parts, each of which passes through the reserved welding holes of the first transverse partition 237 and is fixed on both sides of the reinforcing plate rib 2343 using a single-sided welding and double-sided forming process.

[0125] In one embodiment, one end of the U-shaped stiffening rib 2344 presses against the rigid transverse rib 236 and is welded to the rigid transverse rib 236, and the other end passes through the welding holes reserved in the two transverse partitions 237 and is welded to each other, extending to the construction site connection seam with the steel box girder 3 and connected to the steel box girder 3.

[0126] Furthermore, the top plate 231 is provided with a transverse slope of i%, the U-shaped stiffening ribs 2344 are provided perpendicular to the top plate 231, and the T-shaped stiffening ribs 2342 are provided vertically.

[0127] Through the above scheme, the anchor pipe connecting plate 2341, the anchor pipe 235, the T-shaped stiffening ribs 2342, the reinforcement plate ribs 2343, and the U-shaped stiffening ribs 2344 as a whole provide stronger support stiffness for the top plate 231, increasing the ability to withstand vehicle loads and fatigue loads caused by repeated rolling.

[0128] The rigid transverse ribs 236 provide transverse restraints for the anchor pipe connecting plate 2341, the anchor pipe 235, the T-shaped stiffening ribs 2342, the reinforcing plate ribs 2343, and the U-shaped stiffening ribs 2344. The two transverse diaphragms 237 provide transverse restraints for the T-shaped stiffening ribs 2342, the reinforcing plate ribs 2343, and the U-shaped stiffening ribs 2344.

[0129] Between the pressure plate 2 and the rigid transverse rib 236, the top plate 231 is fixed with an anchor pipe connecting plate 2341, T-shaped stiffening ribs 2342, and reinforcement plate ribs 2343; between the rigid transverse rib 236 and the first transverse partition 237, the top plate 231 is fixed with an anchor pipe connecting plate 2341, T-shaped stiffening ribs 2342, reinforcement plate ribs 2343, and U-shaped stiffening ribs 2344; between the first transverse partition 237 and the second transverse partition 237, the top plate 231 is fixed with T-shaped stiffening ribs 2342, reinforcement plate ribs 2343, and U-shaped stiffening ribs 2344. Through the mutual cooperation of different types of stiffening ribs 234 in the above three areas, a smooth transition is achieved, so that the support of the top plate 231 will not change suddenly, and the top plate 231 has stable and reliable support.

[0130] In one embodiment, the steel-concrete joint section 23 is provided with a prestressed steel strand 4 , one end of which is fixed to the anchor pipe 235 , and the other end of which passes through the anchor pipe 235 and is fixed to the concrete tooth block 11 in the concrete beam 1 .

[0131] Specifically, holes are opened at corresponding positions of the pressure plate 2 and the anchor pipe 235, leaving holes for the prestressed steel bundle 4 to pass through; when the anchor pipe 235 is provided with an anchor pipe anchor plate 2351, one end of the prestressed steel bundle 4 passes through the anchor pipe 235 and is anchored to the anchor pipe anchor plate 2351, and the other end passes through the anchor pipe 235, the pressure plate 2 and the concrete, and is fixed to the concrete tooth block 11 in the concrete beam 1, forming a combined matching anchoring method, which is convenient for anchoring the prestressed steel bundle 4; and the huge prestress is smoothly transferred by the anchor pipe 235 to the stiffness transition section 23, and then to the pressure plate 22 and the concrete beam 1, so that the force transmission is more uniform and balanced, the concrete is not easily crushed, and the stiffness connection is smoother.

[0132] Under the premise of satisfying the anchorage space for the prestressed tendons of the concrete beam, the tensioning workspace, and the transportation space, the existing steel-concrete joint section requires a top plate thickness of more than 30mm to meet the top plate deflection limit requirements. However, by applying the steel-concrete joint section design method based on top plate deflection constraints provided in the embodiment of the application, the steel-concrete joint section designed provides sufficient rigidity support for the top plate through different types of stiffening ribs or the form and size of anchor pipes. The top plate thickness is thinner, only 18mm, which can meet the top plate deflection limit requirements, and can also significantly reduce the deadweight and save materials.

[0133] In one embodiment, the structure of the bottom plate 232 is similar to that of the top plate 231 , and the structure of the stiffening ribs 234 on the bottom plate 232 is similar to that of the stiffening ribs 234 on the top plate 231 , which includes an anchor pipe connecting plate 2341 fixed above the bottom plate 232 , and the anchor pipe 235 is fixedly connected to the anchor pipe connecting plate 2341 .

[0134] In one embodiment, the anchor pipe connecting plate 2341 of the stiffening rib 234 is welded and fixed to the base plate 232, one end of which presses against the pressure plate 22 and is welded and fixed to the pressure plate 22, and the other end passes through the rigid transverse rib 236 and the welding hole reserved for the first transverse partition 237, presses against the first transverse partition 237 and is welded and fixed to the first transverse partition 237.

[0135] In one embodiment, the anchor tube 235 of the stiffening rib 234 is secured to the top of the anchor tube connection plate 2341 by single-sided beveled full-thickness welding. One end of the anchor tube 235 presses against the pressure plate 22 and is welded to the pressure plate 22, while the other end passes through the weld hole reserved in the rigid transverse rib 236 and is welded to the rigid transverse rib 236. Furthermore, an anchor tube anchor plate 2351 is welded to the end portion of the anchor tube 235 where it is welded to the rigid transverse rib 236.

[0136] In one embodiment, the length of the anchor pipe connecting plate 2341 is greater than the length of the anchor pipe 235 .

[0137] In one embodiment, the reinforcing ribs 234 on the bottom plate 232 further include T-shaped reinforcing ribs 2342 and reinforcing plate ribs 2343 fixed above the bottom plate 232 , and the T-shaped reinforcing ribs 2342 and reinforcing plate ribs 2343 are arranged at intervals.

[0138] Specifically, the T-shaped stiffening rib 2342 is welded and fixed to the base plate 232, one end of which presses against the pressure plate 22 and is welded to the pressure plate 22, and the other end passes through the rigid transverse rib 236 and the welding hole reserved in the first transverse partition 237, presses against the second transverse partition 237 and is welded to the second transverse partition 237.

[0139] The reinforcing plate rib 2343 is welded and fixed to the bottom plate 232, one end of which presses against the pressure plate 22 and is welded to the pressure plate 22, and the other end passes through the rigid transverse rib 236 and the welding hole reserved in the first transverse partition 237, presses against the second transverse partition 237 and is welded to the second transverse partition 237.

[0140] The rigid transverse ribs 236 provide transverse restraints for the anchor pipe connecting plate 2341, the anchor pipe 235, the T-shaped stiffening ribs 2342, and the reinforcing plate ribs 2343. The two transverse partitions 237 provide transverse restraints for the T-shaped stiffening ribs 2342 and the reinforcing plate ribs 2343.

[0141] In one embodiment, the steel-concrete joint section 23 is provided with a prestressed steel strand 4 , one end of which is fixed to the anchor pipe 235 , and the other end of which passes through the anchor pipe 235 and is fixed to the concrete tooth block 11 in the concrete beam 1 .

[0142] Specifically, holes are opened at corresponding positions of the pressure plate 2 and the anchor pipe 235, leaving holes for the prestressed steel bundle 4 to pass through; when the anchor pipe 235 is provided with an anchor pipe anchor plate 2351, one end of the prestressed steel bundle 4 passes through the anchor pipe 235 and is anchored to the anchor pipe anchor plate 2351, and the other end passes through the anchor pipe 235, the pressure plate 2 and concrete, and is fixed to the concrete tooth block 11 in the concrete beam 1.

[0143] In one embodiment, the stiffening ribs 234 on the web 233 include an anchor pipe connecting plate 2341 welded and fixed to the web 233 and a web stiffening rib 2345. The structure of the anchor pipe connecting plate 2341 and the anchor pipe 235 on the web 233 is basically the same as the structure of the anchor pipe connecting plate 2341 and the anchor pipe 235 on the top plate 231, and will not be repeated here.

[0144] Furthermore, the web stiffening ribs 2345 and the anchor pipe connecting plates 2341 are arranged alternately, and the web stiffening ribs 2345 extend onto the pressure bearing plate 2. The left or right side of the anchor pipe 235 on the web 233 is welded to the anchor pipe connecting plates 2341.

[0145] The web stiffening rib 2345 is welded and fixed to the web 233, one end of which is pressed against the pressure plate 22 and welded to the pressure plate 22, and the other end passes through the rigid transverse rib 236 and the two transverse partitions 237 with reserved welding holes, and extends to the construction site connection seam with the steel box girder 3, and is connected to the steel box girder 3.

[0146] 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.

[0147] 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 "comprises", "includes" 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 "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0148] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0149] The above are merely specific embodiments of the present application to enable those skilled in the art to 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 may 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 rather is intended to conform to the widest scope consistent with the principles and novel features of the present application.

Claims

1. A design method for steel-concrete joint sections based on top plate deflection constraints, characterized in that: It includes the following steps: The top plate of the steel-concrete joint section is equivalent to a continuous beam supported on elastic supports, wherein the elastic supports include stiffening ribs or anchor pipes located below the top plate; Determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load under elastic support conditions. The calculation formula for the maximum deflection w is: Where L is the transverse spacing of the stiffeners or anchor pipes, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, and k is the stiffness of the stiffener or anchor pipe as an elastic support. Calculate the stiffness k of the stiffener or anchor pipe as an elastic support; the calculation formula is: Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener corresponding to the first wheel load, δ is the unit displacement 1, L s is the cantilever length of the bending deformation of the stiffener or anchor pipe corresponding to the first wheel load; Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and the formula for calculating the maximum deflection w of the continuous beam is solved to obtain: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

2. The steel-concrete joint section design method based on top plate deflection constraint according to claim 1 is characterized in that: The wheel width is less than 1 times the transverse distance between the stiffeners or anchor pipes.

3. A design method for steel-concrete joint sections based on top plate deflection constraints, characterized in that: It includes the following steps: The top plate of the steel-concrete joint section is equivalent to a continuous beam supported on elastic supports, wherein the elastic supports include stiffening ribs or anchor pipes located below the top plate; Determine the maximum deflection w of the equivalent continuous beam caused by the first wheel load and the second wheel load under elastic support conditions. The calculation formula of the maximum deflection w is: Where L is the transverse spacing of the stiffeners or anchor pipes, i is the linear stiffness of the continuous beam, q is the first wheel load concentration, k is the stiffener or anchor pipe stiffness corresponding to the first wheel load, q' is the second wheel load concentration, and k' is the stiffener or anchor pipe stiffness corresponding to the second wheel load. Determine the stiffness k and k' of the stiffener or anchor pipe as an elastic support; The calculation formula is: Among them, E s is the elastic modulus of the stiffener or anchor pipe corresponding to the first wheel load, I s is the moment of inertia of the stiffener or anchor pipe corresponding to the first wheel load, δ is the unit displacement 1, L s I is the cantilever length of the bending deformation of the stiffener or anchor pipe corresponding to the first wheel load; s ′ is the moment of inertia of the stiffener or anchor pipe corresponding to the second wheel load, E s ′ is the elastic modulus of the stiffener or anchor pipe corresponding to the second wheel load, L s ' is the bending deformation cantilever length of the stiffener or anchor pipe corresponding to the second wheel load; Determine the top plate deflection constraint inequality, the maximum deflection of the top plate (a is a constant), and the formula for calculating the maximum deflection w of the continuous beam is solved to obtain: To determine different types of stiffeners or anchor pipes and their sizes, and / or transverse spacing.

4. The steel-concrete joint section design method based on top plate deflection constraint according to claim 3 is characterized in that: The wheel width is greater than 1 times the transverse spacing of the stiffeners or anchor pipes and less than 2 times the transverse spacing of the stiffeners or anchor pipes.

5. A steel-concrete joint section designed using the steel-concrete joint section design method based on top plate deflection constraint according to any one of claims 1 to 4, characterized in that: The steel-concrete combined section (2) serves as a connecting transition portion between the concrete beam (1) and the steel box beam (3) in the hybrid beam bridge; The steel-concrete combined section (2) comprises a steel-concrete composite section (21), a pressure plate (22), and a stiffness transition section (23) connected in sequence, the steel-concrete composite section (21) being connected to the concrete beam (1), and the stiffness transition section (23) being connected to the steel box beam (3); The stiffness transition section (23) includes a top plate (231), a bottom plate (232), a web plate (233), a stiffening rib (234), and an anchor pipe (235). The top plate (231), the bottom plate (232), and the web plate (233) are connected in pairs. The stiffening rib (234) includes an anchor pipe connecting plate (2341) fixed below the top plate (231). The anchor pipe (235) is fixedly connected to the anchor pipe connecting plate (2341).

6. The steel-concrete joint section according to claim 5, characterized in that: The length of the anchor pipe connecting plate (2341) is greater than the length of the anchor pipe (235).

7. The steel-concrete joint section according to claim 5, characterized in that: The reinforcing ribs (234) further include T-shaped reinforcing ribs (2342) and reinforcing plate ribs (2343) fixed below the top plate (231), and the T-shaped reinforcing ribs (2342) and reinforcing plate ribs (2343) are arranged at intervals.

8. The steel-concrete joint section according to claim 7, characterized in that: The stiffening ribs (234) further include U-shaped stiffening ribs (2344) fixed below the top plate (231) and arranged on both sides of the T-shaped stiffening ribs (2342) and / or the reinforcing plate ribs (2343).

9. The steel-concrete joint section according to claim 8, characterized in that: The rigidity transition section (23) further comprises rigid transverse ribs (236) and at least two transverse partitions (237) connected in sequence, wherein the rigid transverse ribs (236) and transverse partitions (237) are respectively vertically connected to the top plate (231), the bottom plate (232) and the web plate (233); One end of the anchor pipe (235) is fixed to the pressure plate (22), and the other end is fixed to the rigid transverse rib (236); One end of the anchor pipe connecting plate (2341) is fixed to the pressure bearing plate (22), and the other end passes through the rigid transverse rib (236) and is fixed to the first transverse partition (237); One end of the T-shaped stiffening rib (2342) is fixed to the pressure plate (22), and the other end passes through the rigid transverse rib (236) and the first transverse diaphragm (237), and is fixed to the second transverse diaphragm (237); One end of the reinforcing plate rib (2343) is fixed to the pressure plate (22), and the other end passes through the rigid transverse rib (236) and the first transverse diaphragm (237), and is fixed to the second transverse diaphragm (237); The U-shaped stiffening rib (2344) is arranged between the rigid transverse rib (236) and the transverse partition (237) and / or between two transverse partitions (237).

10. The steel-concrete joint section according to claim 5, characterized in that: The steel-concrete combined section (2) is provided with a prestressed steel bundle (4), one end of the prestressed steel bundle (4) is fixed to the anchor pipe (235), and the other end passes through the anchor pipe (235) and is fixed to the concrete tooth block (11) in the concrete beam (1).

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