Prefabricated mixed structure continuous beam bridge suitable for straddle type monorail
By adopting a combined design of concrete main beams and steel structure main beams in a span-mounted monorail bridge, the factory prefabricated and on-site rapid installation of track beams is achieved, which solves the problems of long construction period and great environmental impact, and improves construction efficiency and the stress performance of the bridge.
Patent Information
- Application Number
- CN202422300073.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-20
- Publication Date
- 2025-07-25
- Estimated Expiration
- 2034-09-20
AI Technical Summary
The existing span-mounted monorail bridge structure cannot achieve factory prefabrication and rapid on-site installation of track beams, resulting in a long construction period and great environmental impact, especially in small and medium-span bridges, which cannot effectively utilize the high-strength characteristics of the steel structure.
The continuous beam bridge assembly is adopted, including two sections of side span track beams and mid span track beams, which are connected by concrete main beams and steel structure main beams through steel-concrete bonding sections, and are prefabricated and transported to on-site welding. The high strength of the steel structure is used to cancel the prestressed steel beams of the middle fulcrum to achieve full-section pressure.
Through factory prefabrication and on-site welding, the structural quality and accuracy are ensured, the construction cycle is shortened, and the environmental impact is reduced. The high-strength characteristics of the steel structure are used to improve the stiffness and stress uniformity of the bridge.
Smart Images
Figure CN223151013U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of medium and low volume rail transit bridge engineering, and particularly relates to a precast hybrid structure continuous beam bridge applicable to a straddle monorail. Background Technique
[0002] In recent years, rail transit in China, especially medium and low volume rail transit, has developed rapidly. There are various medium and low volume rail transit systems. The straddle monorail is currently widely used due to its strong route adaptability, low noise, strong climbing ability, etc. The straddle monorail generally adopts an elevated bridge structure form. The superstructure of the bridge is generally called a track beam under this system. The track beam is not only a load-bearing structure but also the track for vehicle operation, and is one of the key technologies of the straddle monorail system.
[0003] Deficiencies of the prior art:
[0004] Currently, in the field of highway or railway bridges, there are bridge type structures such as hybrid continuous beams, rigid frame hybrid beams, and hybrid beam cable-stayed bridges. However, this structure is generally applicable to long-span bridges and generally adopts cantilever casting construction. The piers are prestressed concrete structures, and the mid-span is steel structures. Limited by the beam section, the straddle monorail generally has a small span design and is a medium and small span bridge. If the traditional pier concrete and mid-span steel structure form are adopted, a large number of prestressed steel bundles need to be configured to balance the negative moment force at the piers. In addition, the above solution cannot achieve the purpose of prefabricating the track beam in the factory and quickly installing it on site. Content of the Utility Model
[0005] The purpose of the utility model is to provide a precast hybrid structure continuous beam bridge applicable to a straddle monorail to solve the problems raised in the above background technique.
[0006] To achieve the above purpose, the utility model provides the following technical solution: A precast hybrid structure continuous beam bridge applicable to a straddle monorail, including bridge piers. The bridge piers are provided with continuous beam bridge components. The continuous beam bridge components include two side span track beams and a mid-span track beam. The two side span track beams are respectively arranged at both ends of the mid-span track beam and are connected to the mid-span track beam and arranged on the bridge piers. The two side span track beams and the mid-span track beam all include a concrete main beam, a steel-concrete joint section, and a steel structure main beam.
[0007] Preferably, the concrete main beam is connected to the steel structure main beam through the steel-concrete joint section.
[0008] Preferably, the steel-concrete composite section is arranged between the concrete main girder and the steel structure main girder. The steel-concrete composite section is connected to the concrete main girder by a front bearing plate and prestressed steel tendons. The steel-concrete composite section includes a steel top plate, a steel bottom plate, steel webs, a rear bearing plate and internal box partitions. The steel top plate and the steel bottom plate are respectively arranged on the upper and lower sides of the front bearing plate. The steel webs are respectively connected to the steel top plate and the steel bottom plate and are arranged on the front bearing plate. The internal box partitions are arranged on the front bearing plate. The rear bearing plate is respectively connected to the steel top plate and the steel bottom plate and is arranged on the internal box partitions.
[0009] Preferably, a plurality of web stiffeners are arranged on the inner side of the steel webs.
[0010] Preferably, the steel structure main girder includes the steel top plate, the steel bottom plate, the steel webs and the web stiffeners, and a plurality of partitions are arranged at intervals between the steel top plate and the steel bottom plate.
[0011] Preferably, shear studs are arranged on the steel top plate, the steel bottom plate, the internal box partitions, the front bearing plate and the rear bearing plate.
[0012] Preferably, one end of the prestressed steel tendon is arranged inside the concrete main girder, and the other end of the prestressed steel tendon is arranged outside the rear bearing plate; the front bearing plate is also provided with web prestressed steel tendons. One end of the web prestressed steel tendons is fixedly arranged on the concrete main girder, and the other end of the web prestressed steel tendons is arranged outside the front bearing plate.
[0013] Preferably, variable-height transition stiffeners are arranged at the steel top plate and the steel bottom plate.
[0014] Compared with the prior art, the beneficial effects of the utility model are as follows:
[0015] The precast hybrid structure continuous beam bridge applicable to the straddle monorail is provided with a continuous beam bridge assembly. The continuous beam bridge assembly includes two side-span track beams and a mid-span track beam. The two side-span track beams and the mid-span track beam all include a concrete main girder, a steel-concrete composite section and a steel structure main girder. The two side-span track beams and the mid-span track beam are precast in a factory and transported to the construction site for welding to form a continuous beam bridge assembly, which can effectively ensure the structural quality and precision of the continuous beam bridge assembly. The concrete main girder is connected by the steel-concrete composite section and the steel structure main girder. The on-site operation time is short, the construction period can be greatly shortened, and the environmental impact is small; and it is ensured that the whole steel-concrete composite section and the concrete main girder and the steel structure main girder are in full-section compression. The structural supports of the two side-span track beams and the mid-span track beam are made of steel structures. The high strength characteristic of the steel structure can be used to cancel the mid-support prestressed steel tendons.
[0016] The precast hybrid structure continuous beam bridge applicable to straddle monorail, the steel-concrete combined section is the transition section between the concrete main girder and the steel structure main girder, which effectively ensures the force requirements of the steel structure main girder and the concrete main girder and the uniform transition of the bridge stiffness. Brief Description of the Drawings
[0017] Figure 1 It is the overall structure schematic diagram of the present utility model;
[0018] Figure 2 It is the schematic diagram of the precast track beam of the present utility model;
[0019] Figure 3 It is the overall schematic diagram of the steel-concrete combined section of the present utility model;
[0020] Figure 4 It is the front view of the steel-concrete combined section of the present utility model;
[0021] In the figure: 110, pier; 120, two side-span track beams; 130, mid-span track beam; 140, concrete main girder; 150, steel-concrete combined section; 151, front bearing plate; 152, prestressed steel bundle; 153, steel top plate; 154, steel bottom plate; 155, steel web; 156, rear bearing plate; 157, internal partition in the box; 158, web stiffener; 159, web prestressed steel bundle; 160, steel structure main girder; 170, partition; 180, shear stud; 190, variable-height transition stiffener; 200, expansive self-compacting filling concrete. Detailed Embodiment
[0022] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative work shall fall within the protection scope of the present utility model.
[0023] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present utility model.
[0024] In the description of this patent, it should be noted that unless otherwise clearly specified and defined, the terms "installation", "connection", and "setting" should be understood in a broad sense. For example, it can be fixedly connected and set, or detachably connected and set, or integrally connected and set. For those of ordinary skill in the art, the specific meanings of the above terms in this patent can be understood according to specific circumstances.
[0025] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of this utility model, the meaning of "a number of" is two or more unless otherwise clearly and specifically defined. Embodiment
[0026] Please refer to Figures 1-4 As shown, a technical solution of a precast hybrid structure continuous beam bridge applicable to a straddle monorail provided by this utility model: includes a pier 110, on which a continuous beam bridge assembly is installed. The continuous beam bridge assembly includes two side span track beams 120 and a middle span track beam 130. The two side span track beams 120 are respectively connected to both ends of the middle span track beam 130. Both the two side span track beams 120 and the middle span track beam 130 include a concrete main beam 140, a steel-concrete composite section 150, and a steel structure main beam 160. The two side span track beams 120 and the middle span track beam 130 are precast in a factory and then transported to the construction site for welding to form a continuous beam bridge assembly, which can effectively ensure the structural quality and accuracy of the continuous beam bridge assembly. The concrete main beam 140 is connected through the steel-concrete composite section 150 and the steel structure main beam 160. The on-site operation time is short, which can greatly shorten the construction period and has little impact on the environment. It is a typical industrial production mode.
[0027] Furthermore, the steel-concrete joint section 150 is installed between the concrete main girder 140 and the steel structure main girder 160. The steel-concrete joint section 150 is a transition section between the concrete main girder 140 and the steel structure main girder 160. The cross-sectional dimensions of the steel-concrete joint section 150 are consistent with the shapes of the concrete main girder 140 and the steel structure main girder 160, ensuring the comfort and safety of the wheels when the monorail vehicle runs. The steel-concrete joint section 150 is connected to the concrete main girder 140 by pre-installed front bearing plates 151 and prestressed steel tendons 152. The steel-concrete joint section 150 includes a steel top plate 153, a steel bottom plate 154, steel webs 155, rear bearing plates 156, and internal box partitions 157. The steel top plate 153 and the steel bottom plate 154 are respectively installed on both sides of the front bearing plate 151. The steel webs 155 are respectively connected to the steel top plate 153, the steel bottom plate 154, and the front bearing plate 151. The internal box partitions 157 are connected to the front bearing plate 151 and the rear bearing plate 156. The rear bearing plate 156 is respectively connected to the steel top plate 153 and the steel bottom plate 154 and is arranged inside the internal box partition 157. A number of web stiffeners 158 are installed inside the steel webs 155; and the steel top plate 153, the steel bottom plate 154, the steel webs 155, the web stiffeners 158, the internal box partitions 157, and the front bearing plate 151 are welded together to form a steel lattice. Shear studs 180 are provided on the steel top plate 153, the steel bottom plate 154, the internal box partitions 157, and the rear bearing plate 156 to prevent relative slip and detachment between the concrete and the steel beam directly. Then, slightly expanded self-compacting filling concrete 200 is poured into the steel lattice. And in order to ensure that the entire steel-concrete joint section 150 and the concrete main girder 140 and the steel structure main girder 160 are under full-section compression, prestressed steel tendons 152 and web prestressed steel tendons 159 are respectively arranged above and below the front bearing plate 151. One end of the prestressed steel tendon 152 is arranged inside the concrete main girder 140, and the other end of the prestressed steel tendon 152 is arranged outside the rear bearing plate 156. One end of the web prestressed steel tendon 159 is fixedly arranged on the concrete main girder 140, and the other end of the web prestressed steel tendon 159 is arranged outside the front bearing plate 151.
[0028] Furthermore, the steel top plate 153, the steel bottom plate 154, the steel webs 155, and the web stiffeners 158 form the steel structure main girder 160 along the longitudinal direction of the line. A number of partitions 170 are installed at intervals between the steel top plate 153 and the steel bottom plate 154. A number of web stiffeners 158 are arranged inside the steel webs 155, located on the sides of the connection bridge components where the stable wheels and guide wheels of the monorail vehicle act, two on each side, a total of four, which can improve the stiffness of the steel webs 155 and prevent local buckling of the steel webs 155; Variable-height transition stiffeners 190 are installed at the steel top plate 153 and the steel bottom plate 154. The variable-height transition stiffeners 190 can achieve a gradual change in the stiffness between the steel structure main girder 160 and the steel-concrete joint section 150, disperse the local bearing load of the rear bearing plate 156, reduce the stress concentration phenomenon of the steel structure main girder 160, and to a certain extent, the plate thickness of the rear bearing plate 156 can be reduced.
[0029] The working principle of the utility model is as follows:
[0030] When a precast hybrid structure continuous beam bridge applicable to a straddle monorail in this embodiment is in use, by providing a continuous beam bridge assembly, the continuous beam bridge assembly includes two side span track beams 120 and a middle span track beam 130. The two side span track beams 120 are respectively connected to both ends of the middle span track beam 130. The two side span track beams 120 and the middle span track beam 130 both include a concrete main beam 140, a steel-concrete combined section 150, and a steel structure main beam 160. The two side span track beams 120 and the middle span track beam 130 are precast in a factory and then transported to a construction site for welding to form the continuous beam bridge assembly, which can effectively ensure the structural quality and precision of the continuous beam bridge assembly. The concrete main beam 140 is connected through the steel-concrete combined section 150 and the steel structure main beam 160. The on-site operation time is short, the construction period can be greatly shortened, and the impact on the environment is small. It is a typical industrial production mode.
[0031] The above shows and describes the basic principle, main features, and advantages of the utility model. Those skilled in the art should understand that the utility model is not limited by the above embodiments. The above embodiments and the descriptions in the specification are only preferred examples of the utility model and are not used to limit the utility model. Without departing from the spirit and scope of the utility model, the utility model will have various changes and improvements, and these changes and improvements all fall within the scope of the utility model claimed. The scope of protection claimed by the utility model is defined by the appended claims and their equivalents.
Claims
1. A precast hybrid structure continuous beam bridge applicable to a straddle-type monorail, comprising a pier (110), characterized in that: The pier (110) is provided with a continuous girder bridge assembly, and the continuous girder bridge assembly includes two side-span track girders (120) and a mid-span track girder (130). The two side-span track girders (120) are respectively arranged at both ends of the mid-span track girder (130) and are connected to the mid-span track girder (130) and arranged on the pier (110). The two side-span track girders (120) and the mid-span track girder (130) all include a concrete main girder (140), a steel-concrete composite section (150), and a steel structure main girder (160).
2. The precast hybrid structure continuous beam bridge applicable to the straddle monorail according to claim 1, characterized in that: The concrete main girder (140) is connected to the steel structure main girder (160) through the steel-concrete composite section (150).
3. A precast hybrid structure continuous beam bridge applicable to straddle monorail, characterized in that: The steel-concrete composite section (150) is arranged between the concrete main girder (140) and the steel structure main girder (160). The steel-concrete composite section (150) is connected to the concrete main girder (140) by providing a front bearing plate (151) and prestressed steel tendons (152). The steel-concrete composite section (150) includes a steel top plate (153), a steel bottom plate (154), steel webs (155), a rear bearing plate (156), and internal box diaphragms (157). The steel top plate (153) and the steel bottom plate (154) are respectively arranged on the upper and lower sides of the front bearing plate (151). The steel webs (155) are respectively connected to the steel top plate (153) and the steel bottom plate (154) and are arranged on the front bearing plate (151). The internal box diaphragms (157) are arranged on the front bearing plate (151). The rear bearing plate (156) is respectively connected to the steel top plate (153) and the steel bottom plate (154) and is arranged on the internal box diaphragms (157).
4. A precast hybrid structure continuous beam bridge applicable to straddle monorail, characterized in that: A number of web stiffeners (158) are arranged on the inner side of the steel webs (155).
5. A precast hybrid structure continuous beam bridge applicable to straddle monorail, characterized in that: The steel structure main girder (160) includes the steel top plate (153), the steel bottom plate (154), the steel webs (155), and the web stiffeners (158), and a number of diaphragms (170) are arranged at intervals between the steel top plate (153) and the steel bottom plate (154).
6. A precast hybrid structure continuous beam bridge applicable to a straddle-type monorail, characterized in that: Shear studs (180) are arranged on the steel top plate (153), the steel bottom plate (154), the internal box diaphragms (157), the front bearing plate (151), and the rear bearing plate (156).
7. A precast hybrid structure continuous girder bridge applicable to straddle-type monorail, characterized in that: One end of the prestressed steel tendon (152) is arranged inside the concrete main girder (140), and the other end of the prestressed steel tendon (152) is arranged outside the rear bearing plate (156); the front bearing plate (151) is also provided with a web prestressed steel tendon (159). One end of the web prestressed steel tendon (159) is fixedly arranged on the concrete main girder (140), and the other end of the web prestressed steel tendon (159) is arranged outside the front bearing plate (151).
8. A precast hybrid structure continuous girder bridge applicable to straddle-type monorail, characterized in that: Variable-height transition stiffeners (190) are arranged at the steel top plate (153) and the steel bottom plate (154).