Bridge structure for high-speed rail and construction method

Abstract

The invention provides a bridge structure for a high-speed rail and a construction method, and relates to the technical field of bridge structures. The top plate is arranged above the bottom plate; the multiple web plates are arranged at intervals in the width direction, the multiple web plates extend in the length direction, and the tops and the bottoms of the web plates are connected with the top plate and the bottom plate correspondingly; the plurality of truss type partition plates are arranged at intervals in the length direction, and the plurality of truss type partition plates are respectively suitable for connecting the bottom plate, the top plate and the plurality of web plates; wherein part of the web plates are constructed into truss-type web plates. According to the bridge structure, the steel consumption of the web plates and the partition plates is reduced, hoisting and splicing work during site construction is facilitated, meanwhile, contribution values of the web plates and the partition plates in stress of the bridge structure are increased, and load distribution of the bridge structure is optimized.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge structures, and in particular to a bridge structure and a construction method for a high-speed railway. Background Art

[0002] Currently, an increasing number of high-speed railway bridges require larger spans when crossing rivers or other structures. When spans exceed 200 meters, cable-stayed bridges are often preferred, with main girders made of concrete, steel-concrete composite box girders, or steel trusses.

[0003] The steel-concrete composite box girder is one of the most commonly used main beam forms of steel structures. Its overall structure is relatively light and fully utilizes the advantages of both steel and concrete. It can be applied to cable-stayed bridges with a span of about 200 to 800 meters.

[0004] In the existing technology, in order to meet the needs of bridge deck layout and structural stress of high-speed railway bridges, high-speed railway steel-concrete composite box girders mostly adopt a single-box three-chamber structure, in which the middle web and partition are both solid plates. The middle web and partition use a large amount of steel and contribute little to the stress of the bridge structure. Summary of the Invention

[0005] The purpose of the present invention is to provide a bridge structure for high-speed railways to improve the above-mentioned problems. In order to achieve the above-mentioned purpose, the technical solutions adopted by the present invention are as follows:

[0006] In the first aspect, the present application provides a bridge structure for high-speed railway, comprising: a bottom plate; a top plate, the top plate being arranged above the bottom plate; a web plate, the web plate being constructed as a plurality of web plates spaced apart in the width direction, the plurality of web plates extending in the length direction, and the top and bottom of the web plates being connected to the top plate and the bottom plate, respectively; a truss-type diaphragm, the truss-type diaphragm being constructed as a plurality of web plates spaced apart in the length direction, the plurality of truss-type diaphragms being suitable for connecting the bottom plate, the top plate and the plurality of web plates, respectively; wherein some of the web plates are constructed as truss-type web plates.

[0007] In a second aspect, the present invention provides a construction method for erecting a bridge structure for high-speed railways as described above, comprising: laying a plurality of precast concrete bridge panels on the top of the top plate, the plurality of precast concrete bridge panels being spaced apart from each other in the length direction, and defining a first post-casting area between two adjacent precast concrete bridge panels, the first post-casting area being opposite to the partition; and pouring concrete into the first post-casting area.

[0008] The beneficial effects of the present invention are:

[0009] The present invention enables the bridge structure to withstand greater loads through the coordinated application of truss-type webs and truss-type diaphragms. The rods in the truss structure can fully utilize the strength properties of the material, thereby improving the bearing limit of the bridge structure, thereby meeting the high requirements for the bearing capacity of the bridge structure when high-speed trains are running at high speeds. At the same time, the truss-type webs and truss-type diaphragms can distribute the load more evenly inside the structure, avoiding the phenomenon of local stress concentration, helping to reduce fatigue damage to the bridge structure, thereby extending the service life of the bridge structure, and can reduce the amount of steel used in the webs and diaphragms, thereby facilitating the lifting and splicing work during on-site construction.

[0010] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or understood by practicing the embodiments of the present invention. The purposes and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0012] Figure 1 is a cross-sectional view of the bridge structure of the present invention in the longitudinal direction;

[0013] Figure 2 A partial cross-sectional view of the bridge structure of the present invention in the width direction;

[0014] Figure 3 It is a partial cross-sectional view of the bridge structure of the present invention in the height direction.

[0015] Markings in the figure: 10, bottom plate; 20, top plate; 31, first diagonal beam; 32, first stiffening plate; 33, second stiffening plate; 34, first reinforcing plate; 41, outer web; 42, inner web; 421, support plate; 422, second diagonal beam; 423, connecting plate; 424, rib plate; 425, second stiffening plate; 50, precast concrete bridge deck; 51, first post-casting area; 52, second post-casting area. DETAILED DESCRIPTION

[0016] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0017] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of the present invention, the terms "first", "second", etc. are used only to distinguish the description and should not be understood as indicating or implying relative importance.

[0018] Example 1:

[0019] like Figure 1-Figure 3 As shown, this embodiment provides a bridge structure for high-speed railway, including: a bottom plate 10, a top plate 20, a web and a truss-type diaphragm, the top plate 20 is arranged above the bottom plate 10, the web is constructed into a plurality of webs spaced apart in the width direction, the plurality of webs extend respectively in the length direction, and the top and bottom of the web are respectively connected to the top plate 20 and the bottom plate 10, the truss-type diaphragm is constructed into a plurality of webs spaced apart in the length direction, the plurality of truss-type diaphragms are respectively suitable for connecting the bottom plate 10, the top plate 20 and the plurality of webs; wherein some of the webs are constructed as truss-type webs.

[0020] In some embodiments, the top plate 20 is located above the bottom plate 10. The top plate 20 and the bottom plate 10 serve as the main horizontal load-bearing components of the bridge structure, providing a support platform for train travel while bearing the train load, the bridge's own weight, and other additional loads. A plurality of webs are arranged at intervals in the width direction of the bridge, and each web extends along the length direction of the bridge. The top and bottom of the webs are connected to the top plate 20 and the bottom plate 10, respectively, to connect the top plate 20 and the bottom plate 10, transfer the load borne by the top plate 20 to the bottom plate 10, and enhance the vertical and lateral stability of the bridge structure to prevent the bridge from twisting or lateral instability. A plurality of truss-type diaphragms are arranged at intervals in the length direction of the bridge. The function of the truss-type diaphragms is to connect the bottom plate 10, the top plate 20, and the plurality of webs into a whole, so as to enhance the integrity and continuity of the bridge structure in the length direction, so that the bridge structure can better resist deformation and damage under various loads. In addition, part of the web is constructed as a truss-type web. The web of the truss-type structure has higher strength and rigidity, can bear and transfer loads more effectively, and improve the bearing capacity of the bridge.

[0021] Specifically, the spacing of multiple webs in the width direction and the spacing of truss-type partitions in the length direction form a structural system similar to a spatial grid. This structural system similar to a spatial grid can effectively resist the deformation of the bridge in all directions and improve the overall stability of the bridge.

[0022] That is, the rod structure in the trussed web and trussed diaphragm can form a plurality of triangular structures in the trussed web and the trussed diaphragm. The triangle is stable and can withstand large external forces without deformation, thereby enhancing the torsional stiffness and bending stiffness of the bridge structure.

[0023] It is understood that when a train travels on a bridge, the train load first acts on the top plate 20, which then transfers the load to the web plate connected to it. The web plate then transfers the load to the bottom plate 10. The trussed diaphragms connect the various parts along the length direction, allowing the load to be evenly distributed throughout the bridge structure, avoiding structural damage caused by excessive local loads. At the same time, the trussed web plates can more effectively transfer the load to adjacent structural components, improving the efficiency of load transfer. Specifically, the rod structure in the trussed web plates and trussed diaphragms can be used to transfer the load on the top plate 20, thereby increasing the contribution of the web plates and diaphragms to the stress of the bridge structure.

[0024] It is worth mentioning that compared with traditional solid webs, and compared with traditional solid diaphragms, trussed webs and trussed diaphragms have higher shear resistance because they transmit force through rods. They can also reduce their own weight, facilitate transportation and installation, and enhance the ductility and seismic resistance of bridge structures.

[0025] It should be noted that trussed webs and trussed diaphragms can be prefabricated in a factory and then transported to the site for assembly. This not only improves construction efficiency and shortens the construction period, but also ensures construction quality. Furthermore, the relatively simple and clear structure facilitates subsequent maintenance and overhaul, reducing maintenance costs.

[0026] According to the bridge structure for high-speed railways of the present invention, the coordinated application of trussed webs and trussed diaphragms enables the bridge structure to withstand greater loads, and the rods in the trussed structure can give full play to the strength properties of the material, thereby improving the bearing limit of the bridge structure, thereby meeting the high requirements for the bearing capacity of the bridge structure when the high-speed railway train is running at high speeds. At the same time, the trussed webs and trussed diaphragms can make the load more evenly distributed inside the structure, avoiding the phenomenon of local stress concentration, helping to reduce fatigue damage of the bridge structure, thereby extending the service life of the bridge structure, and can reduce the amount of steel used in the webs and diaphragms, thereby facilitating the lifting and splicing work during on-site construction.

[0027] According to some embodiments of the present invention, the truss-type partition includes a first diagonal beam 31, which is arranged between two adjacent webs, and one end of the first diagonal beam 31 is connected to the bottom of an adjacent web, and the other end of the first diagonal beam 31 is connected to the top of another adjacent web.

[0028] In some embodiments, the truss-type partition includes a first diagonal beam 31, which is arranged between two adjacent webs. The connection method is that one end of the first diagonal beam 31 is connected to the bottom of an adjacent web, and the other end of the first diagonal beam 31 is connected to the top of another adjacent web, so that the first diagonal beam 31 forms an oblique support structure between the adjacent webs.

[0029] It is understood that when a bridge is subjected to external forces such as train loads and its own weight, the load is transferred to the webs through the top plate 20. The presence of the first diagonal beam 31 changes the load transfer path between adjacent webs. The first diagonal beam 31 can diagonally transfer part of the load from the bottom of one web to the top of the adjacent web, distributing the load more widely between adjacent webs. This prevents a single web from bearing excessive concentrated loads, thereby reducing the risk of localized stress concentration and damage.

[0030] That is, the first cable-stayed beam 31, the web, the top plate 20 and the bottom plate 10 together constitute a spatial force system. The load is transmitted and redistributed in this spatial force system through the interaction between the rods, making the force of the entire bridge structure more uniform and reasonable, and improving the overall load-bearing capacity of the bridge structure.

[0031] It's worth noting that during high-speed train travel, the bridge structure may be subject to torque due to factors such as train dynamics and wind loads. The diagonal support formed by the first cable-stayed beam 31 between adjacent webs provides additional torsional restraint for the bridge structure. When the bridge is subjected to torque, the first cable-stayed beam 31 resists relative rotation between adjacent webs, enhancing the structure's torsional rigidity and reducing torsional deformation under torque, thereby ensuring smooth and safe train travel.

[0032] Under lateral loads (such as wind loads and lateral train sway forces), the first diagonal beam 31 can limit the relative lateral displacement of adjacent webs. In other words, the first diagonal beam 31 connects adjacent webs into a single unit, giving the entire truss-type diaphragm greater lateral rigidity. This effectively resists structural deformation caused by lateral loads and improves the lateral stability of the bridge structure.

[0033] According to some embodiments of the present invention, the truss-type diaphragm further includes a first stiffening plate 32 . The first stiffening plate 32 is provided on each side of two adjacent webs facing each other, and the first inclined beam 31 is connected to the webs via the first stiffening plate 32 .

[0034] In some embodiments, the first inclined-stayed beam 31 will generate a large stress concentration at the connection portion with the web during the load transfer process. The provision of the first stiffening plate 32 increases the local area of ​​the connection portion. When the stress transferred from the first inclined-stayed beam 31 acts on the first stiffening plate 32, the stress can be more widely dispersed on the plate surface of the first stiffening plate 32, avoiding the stress being directly concentrated in a small area of ​​the web, thereby reducing the risk of local damage to the web at the connection portion.

[0035] Therefore, the first stiffening plate 32 provides a smoother path for the transfer of stress between the first cable-stayed beam 31 and the web. The first stiffening plate 32 can more effectively convert the oblique tension or pressure borne by the first cable-stayed beam 31 into a stress form that the web can withstand, so that the load can be more evenly transferred to other parts of the web, and then to the entire bridge structure, thereby improving the efficiency and reliability of load transfer.

[0036] Of course, the first stiffening plate 32 itself possesses a certain degree of strength. Together with the web and first diagonal beam 31, it forms a composite structure. When subjected to load, the first stiffening plate 32 can partially absorb the stress, enhancing the joint's resistance to external forces. Even under significant loads, the joint is unlikely to break or deform, ensuring the overall integrity of the bridge structure.

[0037] It's worth noting that the presence of the first stiffening plate 32 increases the rigidity of the connection. This reduces deformation of the connection when subjected to stress, preventing relative displacement between the first cable-stayed beam 31 and the web caused by excessive deformation of the connection. This ensures the stability of the truss-type diaphragm structure and the normal performance of the entire bridge structure under load.

[0038] Preferably, the first stiffening plate 32 extends in the height direction, and the top and bottom of the first stiffening plate 32 are respectively connected to the top plate 20 and the bottom plate 10. Thus, the above arrangement can also increase the force transmission path from the top plate 20 to the bottom plate 10, thereby making the force on the entire bridge more balanced.

[0039] According to some embodiments of the present invention, the truss-type partition also includes a second stiffening plate 33 and a first stiffening plate 34, the second stiffening plate 33 extends in the width direction and the bottom is connected to the base plate 10, the first stiffening plate 34 is arranged between the first stiffening plate 32 and the second stiffening plate 33, and the first stiffening plate 34 is suitable for connecting the first stiffening plate 32 and the second stiffening plate 33; wherein the second stiffening plate 33 and the first stiffening plate 34 are both connected to multiple webs.

[0040] In some embodiments, when the bridge is subjected to load, the load first acts on the top plate 20 and is transferred to the bottom plate 10 via the web plate. Since the bottom of the second stiffening plate 33 is connected to the bottom plate 10, the second stiffening plate 33 can directly receive the load transferred from the web plate and further distribute it to the bottom plate 10. At the same time, the first reinforcing plate 34 connects the first stiffening plate 32 and the second stiffening plate 33, so that the load can be redistributed between the first stiffening plate 32 and the second stiffening plate 33, forming a multi-path load transfer channel and avoiding excessive concentration of load on a single path.

[0041] Because the second stiffening plates 33 and first reinforcing plates 34 are connected to multiple webs, they, together with the webs, form a coordinated load-bearing system. Under load, each component, based on its own rigidity and strength, shares and transmits the load, improving the load-bearing capacity of the entire truss diaphragm and the bridge structure.

[0042] It's worth noting that the second stiffening plate 33 extends widthwise and connects to the base plate 10, while the first reinforcing plate 34 connects the first stiffening plate 32 and the second stiffening plate 33, increasing the spatial rigidity of the truss-type diaphragm. When the bridge is subjected to lateral, longitudinal, or vertical loads, the mutual restraint and support between these components resist structural deformation, reduce torsion, bending, and displacement, and enhance the overall stability of the bridge structure.

[0043] The connection between the second stiffening plate 33 and the bottom plate 10, as well as the multiple webs, provides local support for the bottom plate 10 and the webs, enhancing the local stability of the connection between the bottom plate 10 and the webs. The first reinforcing plate 34 connects the first stiffening plate 32 and the second stiffening plate 33, preventing relative displacement or deformation between the first stiffening plate 32 and the second stiffening plate 33, thereby ensuring the stability of the internal structure of the truss-type diaphragm.

[0044] According to some embodiments of the present invention, the plurality of webs include two inner webs 42 and two outer webs 41, the two inner webs 42 are spaced apart between the two outer webs 41, both inner webs 42 are truss-type webs, and the outer webs 41 are constructed as steel plates extending in the length direction.

[0045] In some embodiments, the two inner webs 42 are designed in a truss-type, and the two outer webs 41 are made of traditional steel plates. The inner webs 42 are located between the outer webs 41 to form a sandwich structure.

[0046] It is understandable that the trussed web design has higher shear resistance than solid steel plates, and can reduce its own weight and lower the foundation bearing requirements. At the same time, it can provide better ductility and seismic resistance to adapt to the vibration and impact caused by train operation in high-speed railway bridges.

[0047] It should be noted that in the prior art, the middle web contributes little to the stress of the bridge structure. This application, by configuring the middle web (i.e., the inner web 42) as a truss-type web, can reduce the amount of steel used in the bridge structure while optimizing the stress of the bridge structure, thereby making the stress of the entire bridge structure more balanced.

[0048] According to some embodiments of the present invention, the inner web 42 includes a support plate 421 and a second inclined beam 422. The support plate 421 is constructed to correspond to and be connected to the truss-type partitions one by one, and the two ends of the multiple support plates 421 are respectively connected to the top plate 20 and the bottom plate 10. Two second inclined beams 422 are arranged between two adjacent truss-type partitions. The bottom ends of the two second inclined beams 422 are respectively connected to the bottoms of the two truss-type partitions, and the top ends of the two second inclined beams 422 are respectively connected to the top plate 20.

[0049] In some embodiments, support plates 421 serve as vertical support components, directly transferring the load borne by top plate 20 to bottom plate 10, achieving effective vertical load transfer. Furthermore, because support plates 421 are connected to the corresponding truss diaphragms, they can further disperse the load within the truss diaphragm structure, distributing the load more evenly within the bridge structure and preventing excessive localized loads.

[0050] The diagonal tensioning of the second diagonal beam 422 provides an additional load transfer path for the bridge structure. When the bridge is loaded, the second diagonal beam 422 transfers the load from the bottom of the truss diaphragm to the top plate 20 in the form of diagonal tension. This, in conjunction with the vertical load transfer of the support plate 421, forms a three-dimensional load transfer system, reducing the load borne by individual components and minimizing the risk of localized damage to the bridge structure.

[0051] Naturally, the support plate 421 and the second diagonal beam 422 work together to form an organic whole with the inner web 42, the trussed diaphragm, the top plate 20, and the bottom plate 10. Under load, these components mutually constrain and cooperate with each other, improving the overall stability of the bridge structure. (When the bridge structure is subjected to lateral loads, the diagonal tension of the second diagonal beam 422 can enhance the bridge structure's resistance to lateral displacement and reduce lateral deformation.)

[0052] According to some embodiments of the present invention, a connecting plate 423 connected to the top plate 20 is provided between two adjacent truss-type partitions, and the top ends of the two second inclined beams 422 are respectively connected to the connecting plate 423 .

[0053] In some embodiments, a connecting plate 423 serves as an intermediate connecting member, connecting the top ends of the two second cable-stayed beams 422. When the bridge is under load, the connecting plate 423 can distribute the load on the top plate 20 to the two second cable-stayed beams 422, improving the force transmission path from the top plate 20 to the bottom plate 10 and optimizing the load-bearing effect of the bridge structure.

[0054] In other embodiments, two first inclined beams 31 are provided between the two inner webs 42 . The two first inclined beams 31 are connected to each other to form an “X”-shaped structure, and both ends of the two first inclined beams 31 are respectively connected to the two inner webs 42 .

[0055] According to some embodiments of the present invention, the inner web 42 also includes ribs 424 and a second reinforcing plate 425, and the top plate 20 and the bottom plate 10 are each provided with ribs 424 on one side facing each other, and the two ribs 424 are each provided with a second reinforcing plate 425 on one side facing each other, and the ribs 424 and the second reinforcing plate 425 are suitable for being connected to a plurality of support plates 421 and a plurality of truss-type partitions.

[0056] In some embodiments, the ribs 424 provided on the top plate 20 and bottom plate 10 can increase the stiffness of the top plate 20 and bottom plate 10 in localized areas. When the bridge is subjected to loads, the ribs 424 can more effectively transfer the loads borne by the top plate 20 and bottom plate 10 to the connected support plates 421 and truss diaphragms, thereby more evenly distributing the load within the bridge structure and avoiding localized stress concentrations.

[0057] The second reinforcing plate 425 is arranged on the side of the rib plate 424 facing each other. The second reinforcing plate 425 can further disperse and transfer the load transferred from the rib plate 424, so that the load can be more effectively transferred to the support plate 421 and the truss-type partition to form a more complete load transfer network, thereby improving the load-bearing capacity of the entire inner web 42 structure.

[0058] The provision of ribs 424 and second reinforcing plates 425 increases the rigidity and strength of the local structure, preventing localized instability. Specifically, at the junctions between support plate 421 and top plate 20 and bottom plate 10, ribs 424 and second reinforcing plates 425 provide additional support and restraint, ensuring the stability of the junctions and improving the reliability of the entire inner web 42 structure.

[0059] Example 2:

[0060] The following describes the construction method of the present invention, which is applicable to the bridge structure for high-speed railway described in Example 1, and includes:

[0061] A plurality of precast concrete bridge panels 50 are laid on top of the top plate 20. The plurality of precast concrete bridge panels 50 are spaced apart from each other in the length direction, and a first post-casting area 51 is defined between two adjacent precast concrete bridge panels 50. The first post-casting area 51 is opposite to the partition.

[0062] The use of precast concrete bridge deck 50 allows for standardized production in advance at the factory, reducing on-site construction time and processes, greatly shortening the construction period. In addition, the factory prefabrication environment is relatively stable, making it easy to strictly control concrete raw materials, mix ratios, casting processes, etc., effectively ensuring the quality stability and consistency of the precast concrete bridge deck 50 and improving the overall quality of the bridge.

[0063] Concrete is poured into the first post-casting area 51 .

[0064] After the concrete poured in the first post-casting area 51 solidifies, the adjacent precast concrete bridge panels 50 can be connected into a whole. At the same time, the precast concrete bridge panels 50 can be firmly combined with the main structure of the bridge to form a continuous and stable bridge superstructure system, effectively transmitting train loads and improving the bearing capacity and overall stability of the bridge.

[0065] That is, the overall structure formed by concrete pouring can better resist the dynamic loads generated during train operation, the stress caused by temperature changes, and the effects of natural disasters such as earthquakes, reduce the deformation and cracks of the bridge structure, and extend the service life of the bridge structure.

[0066] According to some embodiments of the present invention, the precast concrete bridge deck 50 is provided with a plurality of second post-casting areas 52 penetrating in the height direction. The plurality of second post-casting areas 52 are respectively opposite to the plurality of webs, and the second post-casting areas 52 are suitable for pouring concrete.

[0067] In some embodiments, because the second post-cast area 52 is directly opposite and extends through the web, after concrete is poured into the second post-cast area 52, the newly poured concrete comes into direct contact with the web. When the bridge structure is subjected to load, the load on the precast concrete bridge deck 50 can be directly transferred to the web via the concrete in the second post-cast area 52, reducing energy loss and stress concentration in the load transfer path and enabling more efficient and uniform load transfer to the main bridge structure.

[0068] Furthermore, the newly poured concrete forms a tightly integrated whole with the web and precast concrete deck 50. Under loads such as those from train traffic, the three components work together to resist deformation and damage. The web provides vertical support for the precast concrete deck 50, which transfers loads to the web. The concrete in the second post-cast area 52 strengthens the connection between the precast concrete deck 50 and the web, improving the overall structural performance of the bridge.

[0069] Moreover, multiple second post-cast areas 52 are respectively opposite to multiple webs. In the longitudinal direction of the bridge, by pouring concrete in the second post-cast areas 52, adjacent precast concrete bridge panels 50 and the precast concrete bridge panels 50 and the webs are connected into one, thereby enhancing the longitudinal integrity of the bridge structure, helping to reduce the longitudinal displacement and deformation of the bridge structure under the action of train loads, and improving the longitudinal stability of the bridge structure.

[0070] From a spatial structural perspective, the second post-casting area 52 provides a good vertical connection between the precast concrete deck 50 and the web, enhancing the spatial rigidity and stability of the bridge structure. This improves resistance to torsion and lateral displacement under lateral loads (such as wind loads and train lateral sway forces), ensuring the safety and stability of the bridge structure.

[0071] It is worth mentioning that the second post-casting area 52 is pre-set on the precast concrete bridge deck 50 to facilitate concrete pouring operations at the construction site. Construction workers can more accurately pour concrete into the designated location, improving construction accuracy and efficiency, while also facilitating quality control of the construction process.

[0072] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

[0073] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A bridge structure for high-speed railway, characterized in that: include: Bottom plate (10); a top plate (20), the top plate (20) being arranged above the bottom plate (10); A web, wherein the web is configured as a plurality of webs spaced apart in the width direction, the plurality of webs respectively extending in the length direction, and the top and bottom of the webs are respectively connected to the top plate (20) and the bottom plate (10); A truss-type partition is constructed as a plurality of truss-type partitions spaced apart in the length direction, wherein the plurality of truss-type partitions are respectively suitable for connecting the bottom plate (10), the top plate (20) and the plurality of webs; wherein some of the webs are constructed as truss-type webs.

2. The bridge structure for high-speed railway according to claim 1, characterized in that: The truss-type diaphragm includes a first inclined beam (31), which is arranged between two adjacent webs, and one end of the first inclined beam (31) is connected to the bottom of an adjacent web, and the other end of the first inclined beam (31) is connected to the top of another adjacent web.

3. The bridge structure for high-speed railway according to claim 2, characterized in that: The truss-type partition further includes a first stiffening plate (32), and the first stiffening plate (32) is provided on each side of two adjacent webs facing each other, and the first inclined beam (31) is connected to the webs via the first stiffening plate (32).

4. The bridge structure for high-speed railway according to claim 3, characterized in that: The truss-type diaphragm further includes a second stiffening plate (33) and a first stiffening plate (34), wherein the second stiffening plate (33) extends in the width direction and the bottom is connected to the bottom plate (10), and the first stiffening plate (34) is arranged between the first stiffening plate (32) and the second stiffening plate (33), and the first stiffening plate (34) is suitable for connecting the first stiffening plate (32) and the second stiffening plate (33); wherein The second stiffening plate (33) and the first reinforcement plate (34) are both connected to the plurality of webs.

5. The bridge structure for high-speed railway according to claim 1, characterized in that: The plurality of webs respectively include two inner webs (42) and two outer webs (41), the two inner webs (42) are spaced apart between the two outer webs (41), the two inner webs (42) are both truss-type webs, and the outer webs (41) are constructed as steel plates extending in the length direction.

6. The bridge structure for high-speed railway according to claim 5, characterized in that: The inner web (42) includes a support plate (421) and a second inclined beam (422), wherein the support plate (421) is constructed to correspond to and be connected to the truss-type partitions one by one, and the two ends of the plurality of support plates (421) are respectively connected to the top plate (20) and the bottom plate (10), and two second inclined beams (422) are arranged between two adjacent truss-type partitions, the bottom ends of the two second inclined beams (422) are respectively connected to the bottoms of the two truss-type partitions, and the top ends of the two second inclined beams (422) are respectively connected to the top plate (20).

7. The bridge structure for high-speed railway according to claim 6, characterized in that: A connecting plate (423) connected to the top plate (20) is provided between two adjacent truss-type partitions, and the top ends of the two second inclined beams (422) are respectively connected to the connecting plate (423).

8. The bridge structure for high-speed railway according to claim 6, characterized in that: The inner web (42) also includes a rib plate (424) and a second reinforcing plate (425), the top plate (20) and the bottom plate (10) are both provided with the rib plate (424) on one side facing each other, and the two rib plates (424) are both provided with the second reinforcing plate (425) on one side facing each other, and the rib plate (424) and the second reinforcing plate (425) are suitable for being connected to a plurality of the support plates (421) and a plurality of truss-type partitions.

9. A construction method, characterized in that: include: Erecting a bridge structure for a high-speed railway as described in any one of claims 1 to 8; A plurality of precast concrete bridge panels (50) are laid on top of the top plate (20), the plurality of precast concrete bridge panels (50) are spaced apart from each other in a length direction, and a first post-casting area (51) is defined between two adjacent precast concrete bridge panels (50), and the first post-casting area (51) is directly opposite to the partition; Concrete is poured into the first post-casting area (51).

10. The construction method according to claim 9, characterized in that: The precast concrete bridge deck (50) is provided with a plurality of second post-casting areas (52) penetrating in the height direction, the plurality of second post-casting areas (52) are respectively opposite to the plurality of webs, and the second post-casting areas (52) are suitable for pouring concrete.

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