Steel-concrete combined hollow pier structure of high-speed railway

Abstract

The invention provides a steel-concrete combined hollow pier structure of a high-speed railway, which solves the problems that when the ratio of the width B of a transverse bridge direction wall plate to the thickness t of the transverse bridge direction wall plate of the existing ultrahigh hollow pier structure does not meet the local stability requirement, the width B of the transverse bridge direction wall plate needs to be reduced or the thickness t of the transverse bridge direction wall plate needs to be increased by adjusting a transverse inner slope; the concrete quantity and the foundation design load are increased, and the construction control difficulty is increased. The structure comprises a bottom reinforced concrete solid section, a middle reinforced concrete hollow section and a pier top reinforced concrete solid section which are sequentially arranged from bottom to top, a hollow cavity is formed in the middle reinforced concrete hollow section, a vertical steel partition plate is arranged in the hollow cavity, and the width of the vertical steel partition plate extends in the bridge direction. The two side edges of the vertical steel partition plate are fixedly connected with the transverse bridge wall plates respectively. The width-to-thickness ratio of the wall plates in the transverse bridge direction is reduced through the vertical steel partition plates, the using amount of concrete and the foundation load are reduced, the economical efficiency of the pier is remarkably improved, and the construction difficulty is lowered.

Description

Technical Field

[0001] The invention belongs to the technical field of bridge engineering, and relates to a high-speed railway steel-concrete composite hollow pier structure, in particular to a variable-section steel-concrete composite ultra-high hollow pier structure suitable for large-span high-speed railway bridges. Background Art

[0002] In recent years, my country's high-speed railway has developed rapidly, and by the end of 2024, the high-speed railway mileage will reach 48,000 kilometers. Faced with the characteristics of mountainous terrain with large undulations and complex geological conditions, unfavorable geological areas such as karst groundwater and goaf often control the elevation of the line, and a large number of high-pier and long-span continuous rigid frame bridges are required to adapt to the overall direction of the line. While ensuring that the rigidity of the bridge structure meets the high-speed operation requirements of high-speed rail vehicles, the number of concrete bridge piers and foundation design loads should be minimized.

[0003] High-pier continuous rigid frame bridges mostly use hollow piers with longitudinal straight slopes and transverse slopes. The cross-section adopts a single-box single-chamber hollow section. The thickness of the wall panel along the bridge is a fixed value, and the thickness of the wall panel in the transverse direction of the bridge gradually changes due to the different transverse slopes of the inner and outer sides, which leads to a changing ratio of the transverse wall panel width B to the transverse wall panel thickness t (hereinafter collectively referred to as transverse B / t). At the same time, the greater the pier height, the wider the transverse width, and the greater the transverse B / t.

[0004] The existing hollow piers are composed of a reinforced concrete solid section at the pier top, a reinforced concrete hollow section and a solid section at the bottom. Since the hollow pier is a shell structure, the larger the transverse bridge direction B / t is, the weaker the local stability is. When it is too large, it will cause local instability of the wall panel. When the ratio of the transverse bridge wall panel width B to the transverse bridge wall panel thickness t does not meet the local stability requirements, it is necessary to reduce the transverse bridge wall panel width B or increase the transverse bridge wall panel thickness t by adjusting the transverse inner slope, resulting in an increase in the amount of concrete and the foundation design load, and an increase in the difficulty of construction control. Summary of the invention

[0005] The purpose of the present invention is to address the above-mentioned problems in the existing technology and propose a high-speed railway steel-concrete composite hollow pier structure. By adding vertical steel partitions in the concrete hollow pier to reduce the B / t in the transverse direction of the bridge, the unnecessary increase in structural dimensions caused by excessive B / t in the transverse direction of the bridge is overcome, thereby optimizing the number of super-high pier concrete projects and foundation loads, while reducing the concrete pouring volume, reducing the difficulty of hydration heat control and the risk of concrete cracking.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] The high-speed railway steel-concrete composite hollow pier structure comprises a bottom reinforced concrete solid section, a middle reinforced concrete hollow section and a pier top reinforced concrete solid section which are arranged in sequence from bottom to top, the middle reinforced concrete hollow section has a hollow cavity, two opposite sides of the hollow cavity distributed along the longitudinal direction of the bridge are provided with transverse wall panels, two opposite sides of the hollow cavity distributed along the transverse direction of the bridge are provided with longitudinal wall panels, a vertical steel partition is arranged in the hollow cavity, the width of the vertical steel partition extends along the longitudinal direction of the bridge, the thickness of the vertical steel partition extends along the transverse direction of the bridge, and both side edges of the vertical steel partition are respectively fixedly connected to the transverse wall panels.

[0008] The cross section of the middle reinforced concrete hollow section is a single-box single-chamber hollow section. The width of the transverse wall panel extends in the transverse direction, and the width of the longitudinal wall panel extends in the longitudinal direction. The width-to-thickness ratio of the transverse wall panel is reduced by vertical steel partitions, which can improve the local stability of the transverse wall panel, reduce the amount of concrete and foundation load, significantly improve the economy of the bridge pier, and reduce the difficulty of construction.

[0009] In the above-mentioned high-speed railway steel-concrete composite hollow pier structure, the bottom edge of the vertical steel partition is fixedly connected to the bottom wall of the hollow cavity.

[0010] In the above-mentioned high-speed railway steel-concrete composite hollow pier structure, the inner and outer surfaces of the transverse bridge wall panels are straight slopes, the inner and outer surfaces of the longitudinal bridge wall panels are slopes, and the distance between the two longitudinal bridge wall panels gradually increases from top to bottom. The wall width and wall thickness of the longitudinal bridge wall panels are fixed values, the upper and lower wall thicknesses of the longitudinal bridge wall panels are consistent, and the upper and lower wall widths of the longitudinal bridge wall panels are also consistent. The wall width and wall thickness of the transverse bridge wall panels are determined according to the slope of the longitudinal bridge wall panels, the upper and lower wall thicknesses of the transverse bridge wall panels are consistent, and the wall width of the transverse bridge wall panels gradually increases from top to bottom.

[0011] The above dimensions are determined based on the overall stiffness of the bridge and the force calculation results.

[0012] In the above-mentioned high-speed railway steel-concrete composite hollow pier structure, the transverse bridge wall panel has a horizontally extending instability line, and the ratio of the wall width to the wall thickness of the transverse bridge wall panel located at the instability line just does not meet the requirements of local stability, and the upper end of the vertical steel partition is not lower than the instability line.

[0013] The width of the transverse bridge wall panel is B, the thickness of the transverse bridge wall panel is t, and the ratio of its width to thickness is B / t. When B / t=S, the transverse bridge wall panel no longer meets the local stability requirement, that is, the ratio of the width to thickness of the transverse bridge wall panel located at the instability line is B / t=S. The ratio of the width to thickness of the transverse bridge wall panel located above the instability line is B / t<S, which meets the requirements of local stability; the ratio of the width to thickness of the transverse bridge wall panel located below the instability line is B / t>S, which does not meet the requirements of local stability. Therefore, a vertical steel partition is set. The vertical steel partition changes the width of the transverse bridge wall panel from the distance between the two longitudinal bridge wall panels to the distance between the longitudinal bridge wall panel and the vertical steel partition, reducing the B value, thereby reducing the S value, so that the transverse bridge wall panel meets the local stability requirements again.

[0014] In the above-mentioned high-speed railway steel-concrete composite hollow pier structure, the upper end of the vertical steel partition is flush with the instability line.

[0015] In the above-mentioned high-speed railway steel-concrete composite hollow pier structure, the ratio of the maximum distance from the vertical steel partition to the longitudinal wall panel to the wall thickness of the transverse wall panel meets the requirements of local stability. Let the maximum distance from the second instability line to the longitudinal wall panel be L, and its ratio to the wall thickness be L / t, L / t<S, which meets the requirements of local stability.

[0016] In the above-mentioned high-speed railway steel-concrete composite hollow pier structure, the vertical steel partition is centrally arranged, and the maximum distances from the vertical steel partition to the sidewalls along the bridge are equal.

[0017] In the above-mentioned high-speed railway steel-concrete composite hollow pier structure, the vertical steel partitions are multiple and equidistantly distributed, and the maximum distances between the two vertical steel partitions at the edge and the corresponding longitudinal wall panels are equal. When one vertical steel partition is provided, the ratio of the wall width to the wall thickness of the transverse wall panel still no longer meets the local stability, and multiple vertical steel partitions need to be provided.

[0018] The construction method of the entire hollow pier structure is the same as the existing technology. When constructing the middle reinforced concrete hollow section, the casting segment division can be determined according to the equipment hoisting capacity of the construction unit, and the height of a single segment is not more than 6m. The main construction steps are as follows: tie the steel bars from bottom to top, set the reinforced concrete formwork, construct the lower segment reinforced concrete, and embed bolt sleeves at the corresponding position of the vertical partition. After the concrete strength meets the requirements of the specification and the upper segment steel bars are tied in place, move the reinforced concrete formwork to the upper segment. After the reinforced concrete formwork is moved to the subsequent segment, hoist the vertical steel partition to the designed position and connect it to the reinforced concrete through bolts to form a steel-concrete composite hollow section.

[0019] Compared with the existing technology, this high-speed railway steel-concrete composite hollow pier structure has the following advantages: since vertical steel partitions are set at and below the instability line, the wall thickness of the reinforced concrete structure only needs to meet the stiffness and force requirements of the bridge, which optimizes the number of high pier concrete projects and the foundation design load, improves the local stability of the transverse bridge wall, significantly improves the economy of the pier, and reduces the difficulty of concrete construction control. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a cross-sectional view of the hollow pier structure.

[0021] Figure 2 It is a cross-sectional view along the bridge direction of the hollow pier structure.

[0022] Figure 3 yes Figure 1 Sectional view at AA.

[0023] Figure 4 yes Figure 1 Cross-sectional view at BB in the middle.

[0024] In the figure, 11, the solid reinforced concrete section at the bottom; 12, the hollow reinforced concrete section in the middle; 120, the hollow cavity; 121, the transverse wall panel; 122, the longitudinal wall panel; 123, the instability line; 13, the solid reinforced concrete section at the pier top; 14, the vertical steel partition. DETAILED DESCRIPTION

[0025] The following are specific embodiments of the present invention and the accompanying drawings to further describe the technical solution of the present invention, but the present invention is not limited to these embodiments.

[0026] like Figure 1 and Figure 2 The high-speed railway steel-concrete composite hollow bridge pier structure shown in the figure comprises a bottom reinforced concrete solid section 11, a middle reinforced concrete hollow section 12 and a pier top reinforced concrete solid section 13 arranged in sequence from bottom to top, and the middle reinforced concrete hollow section 12 has a hollow cavity 120, as shown in FIG. Figure 3 As shown, the cross section of the middle reinforced concrete hollow section 12 is a single-box single-chamber hollow section, the width of the transverse bridge wall panel 121 extends along the transverse bridge direction, and the width of the longitudinal bridge wall panel 122 extends along the longitudinal bridge direction. Figure 3 and Figure 4As shown, two opposite sides of the hollow cavity 120 distributed along the longitudinal direction are provided with transverse wall panels 121, and two opposite sides of the hollow cavity 120 distributed along the transverse direction are provided with longitudinal wall panels 122. A vertical steel partition 14 is provided in the hollow cavity 120, and the width of the vertical steel partition 14 extends along the longitudinal direction, and the thickness of the vertical steel partition 14 extends along the transverse direction. Both side edges of the vertical steel partition 14 are respectively fixedly connected to the transverse wall panels 121, and the bottom edge of the vertical steel partition 14 is fixedly connected to the bottom wall of the hollow cavity 120.

[0027] In this embodiment, the inner and outer surfaces of the transverse bridge wall plate 121 are straight slopes, and the inner and outer surfaces of the longitudinal bridge wall plate 122 are slopes, and the distance between the two longitudinal bridge wall plates 122 gradually increases from top to bottom. The wall width and wall thickness of the longitudinal bridge wall plate 122 are fixed values, the upper and lower wall thicknesses of the longitudinal bridge wall plate 122 are consistent, and the upper and lower wall widths of the longitudinal bridge wall plate 122 are also consistent. The wall width and wall thickness of the transverse bridge wall plate 121 are determined according to the slope of the longitudinal bridge wall plate 122, the upper and lower wall thicknesses of the transverse bridge wall plate 121 are consistent, and the wall width of the transverse bridge wall plate 121 gradually increases from top to bottom.

[0028] like Figure 1 and Figure 2 As shown, the transverse bridge wall panel 121 has a horizontally extending instability line 123 , and the ratio of the wall width to the wall thickness of the transverse bridge wall panel 121 located at the instability line 123 just does not meet the requirements of local stability, and the upper end of the vertical steel partition 14 is not lower than the instability line 123 .

[0029] Assume that the wall width of the transverse bridge wall panel 121 is B, the wall thickness of the transverse bridge wall panel 121 is t, and the ratio of the wall width to the wall thickness is B / t. When B / t=S, the transverse bridge wall panel 121 no longer satisfies the local stability, that is, the ratio of the wall width to the wall thickness of the transverse bridge wall panel 121 located at the instability line 123 is B / t=S. The ratio of the wall width to the wall thickness of the transverse bridge wall panel 121 located above the instability line 123 is B / t<S, which meets the requirements of local stability; the ratio of the wall width to the wall thickness of the transverse bridge wall panel 121 located below the instability line 123 is B / t>S, which does not meet the requirements of local stability. Therefore, a vertical steel partition 14 is provided. The vertical steel partition 14 changes the wall width of the transverse bridge wall panel 121 from the distance between the two longitudinal bridge wall panels 122 to the distance between the longitudinal bridge wall panel 122 and the vertical steel partition 14, thereby reducing the B value, thereby reducing the S value, so that the transverse bridge wall panel 121 meets the local stability requirements again.

[0030] In this embodiment, the upper end of the vertical steel partition 14 is flush with the instability line 123 .

[0031] The ratio of the maximum distance from the vertical steel partition 14 to the longitudinal wall plate 122 to the wall thickness of the transverse wall plate 121 meets the requirements of local stability. Figure 4As shown, the maximum distance from the second instability line 123 to the longitudinal wall plate 122 is L, and its ratio to the wall thickness is L / t, L / t<S, which meets the requirements of local stability. After adding the vertical steel partition 14, the ratio of the wall width to the wall thickness of the transverse wall plate 121 is reduced by half under the condition that the total width of the transverse pier is the same.

[0032] like Figure 1 and Figure 4 As shown, a vertical steel partition 14 is centrally disposed.

[0033] During the construction of the middle reinforced concrete hollow section 12, the casting segment division can be determined according to the equipment hoisting capacity of the construction unit, and the height of a single segment is not more than 6m. The main construction steps are as follows: tie the steel bars from bottom to top, set the reinforced concrete formwork, construct the reinforced concrete of the lower segment, and at the same time embed bolt sleeves at the corresponding position of the vertical partition. After the concrete strength meets the requirements of the specification and the upper segment steel bars are tied in place, move the reinforced concrete formwork to the upper segment. After the reinforced concrete formwork is moved to the subsequent segment, hoist the vertical steel partition 14 to the designed position, connect it with the reinforced concrete through bolts, and form a steel-concrete composite hollow section.

[0034] In some other embodiments, when one vertical steel partition 14 is provided, the ratio of the wall width to the wall thickness of the transverse bridge wall panel 121 still no longer satisfies the local stability, and multiple vertical steel partitions 14 need to be provided. The multiple vertical steel partitions 14 are evenly distributed, and the maximum distances from the two vertical steel partitions 14 at the edge to the corresponding longitudinal bridge wall panels 122 are equal.

[0035] The vertical steel partition 14 reduces the width-to-thickness ratio of the transverse bridge wall panel 121, thereby improving the local stability of the transverse bridge wall panel 121, reducing the amount of concrete and foundation load, significantly improving the economy of the bridge pier, and reducing the construction difficulty. It is particularly suitable for the high-speed railway transverse variable-section ultra-high hollow bridge pier structure with a pier height of more than 130m and a pier bottom transverse width greater than 25m.

[0036] The specific embodiments described herein are merely examples of the spirit of the present invention. Those skilled in the art may make various modifications or additions to the specific embodiments described or replace them in similar ways, but they will not deviate from the spirit of the present invention or exceed the scope defined by the appended claims.

Claims

1. A high-speed railway steel-concrete composite hollow pier structure, characterized in that: The invention comprises a bottom reinforced concrete solid section (11), a middle reinforced concrete hollow section (12) and a pier top reinforced concrete solid section (13) which are arranged in sequence from bottom to top. The middle reinforced concrete hollow section (12) has a hollow cavity (120) therein. Two opposite sides of the hollow cavity (120) distributed along the longitudinal direction of the bridge are provided with transverse wall panels (121). Two opposite sides of the hollow cavity (120) distributed along the transverse direction of the bridge are provided with longitudinal wall panels (122). A vertical steel partition (14) is arranged in the hollow cavity (120). The width of the vertical steel partition (14) extends along the longitudinal direction of the bridge. The thickness of the vertical steel partition (14) extends along the transverse direction of the bridge. Both side edges of the vertical steel partition (14) are respectively fixedly connected to the transverse wall panels (121).

2. The high-speed railway steel-concrete composite hollow pier structure according to claim 1 is characterized in that: The bottom edge of the vertical steel partition (14) is fixedly connected to the bottom wall of the hollow cavity (120).

3. The high-speed railway steel-concrete composite hollow pier structure according to claim 1 or 2, characterized in that: The inner and outer surfaces of the transverse bridge wall plate (121) are straight slopes, and the inner and outer surfaces of the longitudinal bridge wall plate (122) are slopes, and the distance between the two longitudinal bridge wall plates (122) gradually increases from top to bottom.

4. The high-speed railway steel-concrete composite hollow pier structure according to claim 3 is characterized in that: The transverse bridge wall panel (121) has a horizontally extending instability line (123), the ratio of the wall width to the wall thickness of the transverse bridge wall panel (121) located at the instability line (123) just does not meet the requirements of local stability, and the upper end of the vertical steel partition (14) is not lower than the instability line (123).

5. The high-speed railway steel-concrete composite hollow pier structure according to claim 4 is characterized in that: The upper end of the vertical steel partition (14) is flush with the instability line (123).

6. The high-speed railway steel-concrete composite hollow pier structure according to claim 4 is characterized in that: The ratio of the maximum distance between the vertical steel partition (14) and the longitudinal wall plate (122) to the wall thickness of the transverse wall plate (121) meets the requirements of local stability.

7. The high-speed railway steel-concrete composite hollow pier structure according to claim 6 is characterized in that: The vertical steel partition (14) is centrally arranged.

8. The high-speed railway steel-concrete composite hollow pier structure according to claim 6 is characterized in that: The vertical steel partitions (14) are multiple and equidistantly distributed, and the maximum distances between the two vertical steel partitions (14) located at the edge and the corresponding longitudinal bridge wall panels (122) are equal.

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