Railway closed concrete bridge

Abstract

The utility model relates to a railway closed concrete bridge which comprises a closed reinforced concrete main beam and bridge piers. The reinforced concrete main beam comprises a top plate, a web plate and a bottom plate which are integrally formed in a pouring mode, the beam height changes along with the span, the top plate is of an outwards-protruding curved surface structure, the web plate is of a vertical structure, a track is laid on the bottom plate, a plurality of top open holes are formed in the top of the reinforced concrete main beam, and the top open holes are communicated with the top open holes. The top hole is positioned in the middle of a top plate of the reinforced concrete girder; main beam web stiffening ribs which are uniformly distributed are arranged on the outer side of a web of the reinforced concrete main beam, or side surface holes which are uniformly distributed are formed in the web of the reinforced concrete main beam. The integral type totally-closed sound insulation reinforced concrete main beam structure is adopted, durability is good, train running safety is high, the noise reduction effect is strong, maintenance and repair difficulty is small, workload is small, investment in the whole life cycle is low, and the landscape effect is good.

Description

Technical Field

[0001] This utility model relates to the field of bridge engineering technology, and in particular to a closed concrete railway bridge. Background Technology

[0002] Currently, various technologies have been applied in railway and urban rail transit for sound insulation, noise reduction, and wind protection. For example, fully enclosed and semi-enclosed sound barrier technologies have been adopted in railway engineering.

[0003] However, existing technologies have some shortcomings: semi-enclosed or top-grooved sound barriers for railways often have insufficient sound insulation effects, are costly, difficult to control in terms of construction quality, and have a limited lifespan and maintenance capacity; while existing box girder and open-cut structures mainly focus on wind resistance design, paying insufficient attention to noise reduction and sound insulation effects, making it difficult to fully meet the environmental, economic, and safety requirements of high-speed railways. Therefore, there is an urgent need to design a fully enclosed concrete bridge structure suitable for railways to achieve better sound insulation and noise reduction effects, reduce project costs, and improve post-construction maintenance and management. Utility Model Content

[0004] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a closed concrete railway bridge, which achieves a deep integration of bridge load-bearing and noise reduction functions through an integrated closed reinforced concrete main beam and innovative structural design.

[0005] To achieve the above objectives, the technical solution of this utility model is as follows:

[0006] A closed-type concrete railway bridge includes a closed reinforced concrete main beam and piers; the reinforced concrete main beam includes an integrally cast top slab, web, and bottom slab, with the beam height varying with the span; the top slab is a convex curved structure, the web is a vertical structure, and a track is laid on the bottom slab; multiple top openings are provided at the top of the reinforced concrete main beam, with the top openings located in the middle of the top slab of the reinforced concrete main beam; uniformly distributed stiffening ribs are provided on the outer side of the web of the reinforced concrete main beam, or uniformly distributed side openings are provided on the web of the reinforced concrete main beam.

[0007] Preferably, the stiffening ribs of the main beam web extend vertically along the web.

[0008] Preferably, the side opening is circular or elliptical.

[0009] Preferably, sound insulation components are provided on the top opening and / or side opening.

[0010] Preferably, the sound insulation component is a transparent resonant sound-absorbing panel.

[0011] Preferably, a polycarbonate light-transmitting panel is provided on the top opening and / or the side opening.

[0012] Preferably, the reinforced concrete main beam has a pre-embedded suspension grouting connection structure.

[0013] Preferably, the bottom of the reinforced concrete main beam is provided with a transverse construction guide groove.

[0014] Preferably, the stiffening ribs of the main beam web are a combination structure of steel bars and steel plates.

[0015] Preferably, a composite damping layer is provided between the base plate and the track.

[0016] Compared with existing technologies, the advantages of this invention are as follows: The fully enclosed concrete bridge exhibits superior performance in terms of traffic flow and noise reduction. Its internal noise and pressure wave effects are similar to those of a tunnel, effectively reducing noise generated by train operation, improving passenger comfort and driving safety. Simultaneously, it significantly controls noise pollution in the surrounding environment, effectively protecting the ecological environment and improving the quality of life for residents along the route. Furthermore, the fully enclosed concrete bridge uses a reinforced concrete integrated structure, eliminating the need for regular painting and maintenance of the sound barriers like traditional sound barrier bridges, greatly reducing subsequent maintenance workload and improving the bridge's operational efficiency and service life. The fully enclosed concrete bridge also has significant economic advantages. By adopting cantilever construction or cast-in-place scaffolding + lateral movement construction methods, the requirements for the scaffolding's load-bearing capacity are reduced, construction risks are decreased, and the construction cycle is optimized, thereby effectively reducing construction costs. In addition, the reduced maintenance workload of the fully enclosed concrete bridge makes the total life-cycle investment more economical. Furthermore, fully enclosed concrete bridges also offer excellent aesthetic appeal. The main body of the bridge is made of reinforced concrete, allowing for painting and beautification during construction. Compared to traditional slab-type sound barrier bridges, they are not only more aesthetically pleasing but also have lower beautification costs, making them particularly suitable for urban railway lines with high requirements for aesthetic effects. Attached Figure Description

[0017] Figure 1 This is a cross-sectional view of the stiffening ribs in the web of the main beam in an embodiment of this utility model.

[0018] Figure 2 This is an elevation view of the stiffening ribs on the web of the main beam in an embodiment of this utility model.

[0019] Figure 3 This is a cross-sectional view of the openings in the web of the main beam in an embodiment of this utility model.

[0020] Figure 4 This is an elevation view of the openings in the web of the main beam in an embodiment of this utility model.

[0021] Figure 5This is a structural diagram of the bridge pier in an embodiment of this utility model.

[0022] Explanation of reference numerals in the attached figures:

[0023] 1-Reinforced concrete main beam, 2-Pier, 3-Top opening, 4-Side opening, 5-Stiffening rib of main beam web. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model belong to the present utility model.

[0025] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0026] like Figure 1-4 As shown, this embodiment discloses a closed-type concrete railway bridge, including a closed reinforced concrete main beam 1 and piers 2. The reinforced concrete main beam 1 includes an integrally cast top slab, web, and bottom slab, and the beam height varies with the span. That is, the height of the reinforced concrete main beam 1 will be different in bridge sections with different spans to adapt to the stress requirements under different spans and improve the overall structural load-bearing capacity and stability. The top slab has an outwardly convex curved structure. This design helps to improve aerodynamic performance, reduce wind resistance when trains pass at high speeds, and effectively reduce the impact of airflow disturbance on the surrounding environment. The web has a vertical structure, which makes the main beam have a stronger load-bearing capacity and facilitates the arrangement of reinforcements. Tracks are laid on the bottom slab, allowing trains to run directly on the closed bridge, thus forming a complete closed railway system and improving the safety and comfort of operation.

[0027] Multiple top openings 3 are provided on the top of the reinforced concrete main beam 1. These openings are mainly used for ventilation, lighting, and pressure balancing, which can effectively reduce the sudden change in internal air pressure when the train passes at high speed, improve passenger comfort, and reduce the aerodynamic noise generated by the train. The top openings 3 are located in the middle of the top plate of the reinforced concrete main beam 1, which makes the stress on the entire structure more uniform and will not affect the overall stiffness and strength of the main beam.

[0028] like Figure 1-2 As shown, in one embodiment, the web of the reinforced concrete main beam 1 is provided with uniformly distributed web stiffeners 5. The web stiffeners 5 enhance the overall stiffness of the web, improve the structure's wind resistance, and resist vibrations generated when trains pass, enabling the main beam to more stably withstand operational loads. The stiffeners 5 effectively reduce deformation of the main beam caused by train loads and environmental factors during long-term use, improving the bridge's durability and service life.

[0029] like Figure 3-4 As shown, in another embodiment, the web of the reinforced concrete main beam 1 is provided with uniformly distributed side openings 4. The side openings 4 can further reduce the bridge's self-weight, while optimizing aerodynamic characteristics, reducing air resistance during high-speed train operation, and facilitating internal airflow, reducing noise reflection and resonance effects, and improving the overall noise reduction performance of the enclosed bridge. The arrangement of the side openings 4 can also reduce the aerodynamic impact on the web during train operation, reduce the impact of wind loads on the bridge structure, and improve overall safety.

[0030] Furthermore, the stiffening ribs 5 of the main girder web extend vertically along the web, enabling them to more effectively enhance the bending stiffness and shear capacity of the web, improve the stability of the main girder during high-speed train operation, and reduce local deformation caused by wind loads and train dynamic loads. Simultaneously, this vertical arrangement evenly distributes the load, avoiding local stress concentration and improving the bridge's durability. The side openings 4 are circular or elliptical. This shape reduces stress concentration, minimizes the impact of local openings in the web on structural strength, optimizes aerodynamic characteristics, reduces wind load effects, and improves the smoothness of train operation. The circular or elliptical opening design also reduces noise caused by airflow impact when a train passes at high speed, improving the noise reduction performance of the enclosed concrete bridge.

[0031] In some embodiments, sound insulation components are provided on the top opening 3 and / or the side opening 4. The sound insulation components are transparent resonant sound-absorbing panels. The resonant sound-absorbing panels can effectively absorb the mid-to-high frequency noise generated when trains pass by, while maintaining the transparency of the bridge interior, not affecting natural lighting, and improving the comfort of the bridge environment. In addition, the resonant sound-absorbing panels can reduce the reflection and resonance effect of sound waves, further improving the overall noise reduction effect of the enclosed bridge.

[0032] In some embodiments, polycarbonate light-transmitting panels are provided on the main opening 3 and / or the side opening 4. The polycarbonate light-transmitting panels have high light transmittance and excellent weather resistance, which can ensure the lighting inside the bridge while reducing the impact of wind and rain on the internal environment of the bridge and improving the aesthetics of the overall structure.

[0033] In some embodiments, a cantilever construction connection structure is pre-embedded within the reinforced concrete main beam 1. This connection structure is used for precise connection between segments during cantilever construction of the bridge. The reinforced concrete main beam 1 is constructed using a cantilever construction method, which involves hoisting a prefabricated steel frame and pouring integrated concrete within the frame to form the integral reinforced concrete main beam 1 structure. This construction method is suitable for the construction of long-span bridges, reducing reliance on the space beneath the bridge and lowering requirements for terrain conditions, while improving construction efficiency and structural integrity. Cantilever construction also reduces the use of on-site formwork supports, lowers safety risks during construction, ensures high-precision splicing of the main beam structure, and improves the durability and stability of the bridge.

[0034] In some embodiments, the bottom of the reinforced concrete main beam 1 is provided with a lateral movement construction guide groove. This guide groove is used for lateral movement adjustment of the main beam during construction. The reinforced concrete main beam 1 is constructed using a combination of cast-in-place scaffolding and lateral movement construction. This includes casting each segment of the reinforced concrete main beam 1 on the scaffolding and then using lateral movement equipment to move each cast-in-place segment of the reinforced concrete main beam 1 to the next construction position, forming a complete bridge structure. This construction method is suitable for areas with relatively spacious sites and permissible construction conditions. Cast-in-place scaffolding ensures sufficient vibration of the concrete, improving the density and durability of the beam. Lateral movement construction reduces the impact on traffic or water flow, avoids the problem of large-scale support system construction required by traditional scaffolding construction, improves construction safety and efficiency, and reduces overall construction costs.

[0035] Furthermore, the stiffening rib 5 in the web of the main beam adopts a composite structure of steel bars and steel plates. This structure combines the tensile strength of steel bars with the bending stiffness of steel plates, enabling the stiffening rib 5 to provide stronger load-bearing capacity and fatigue resistance, while optimizing the weight distribution of the main beam and improving the bridge's seismic performance and service life. A composite damping layer is installed between the bottom plate and the track. This composite damping layer can effectively reduce the vibration generated by train operation, reduce fatigue damage to the bridge structure, improve train operation comfort, reduce the transmission of noise to the external environment, and further improve the acoustic environment along the railway line.

[0036] In summary, this utility model discloses a closed-type concrete bridge for railways. The bridge structure employs a combination of a closed reinforced concrete main beam 1 and piers 2. The main beam structure includes an integrally cast top slab, web slab, and bottom slab. The beam height varies with the span. Multiple top openings 3 are provided at the top, and side openings 4 or stiffening ribs 5 can be provided on the web slab to optimize mechanical and acoustic performance. This innovative technical solution applies a closed structure to railway bridges, effectively controlling noise generated by train operation while also considering construction convenience, economy, and aesthetic appeal. The closed-type concrete bridge for railways is suitable for future railway construction projects, offering numerous advantages in practicality. It is an efficient, economical, and safe structural form suitable for railways. This structure not only creatively solves the noise problem when railways pass through sensitive areas, reducing environmental impact and improving the operational efficiency and safety of railway trains, but also allows for construction methods such as suspended grouting or cast-in-place scaffolding with lateral movement, effectively reducing construction difficulty and cost. Compared to traditional bridge structures, this design offers lower maintenance costs and more economical investment over its entire lifecycle. Furthermore, its simple and elegant overall design blends seamlessly with the surrounding environment, resulting in superior aesthetic appeal. This provides a new option for the design of fully enclosed noise barriers for railways.

[0037] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Under the concept of this utility model, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of this utility model as described above. For the sake of brevity, they are not provided in detail. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A closed concrete railway bridge, characterized in that, The structure includes a closed reinforced concrete main beam (1) and a pier (2); the reinforced concrete main beam (1) includes an integrally cast top plate, web plate and bottom plate, and the beam height varies with the span. The top plate is a convex curved structure, the web plate is a vertical structure, and a track is laid on the bottom plate. Multiple top openings (3) are provided on the top of the reinforced concrete main beam (1), and the top openings (3) are located in the middle of the top plate of the reinforced concrete main beam (1). The web plate of the reinforced concrete main beam (1) is provided with uniformly distributed main beam web stiffening ribs (5) on the outer side or the web plate of the reinforced concrete main beam (1) is provided with uniformly distributed side openings (4).

2. The enclosed concrete railway bridge according to claim 1, characterized in that, The stiffening ribs (5) of the main beam web extend vertically along the web.

3. The enclosed concrete railway bridge according to claim 1, characterized in that, The side opening (4) is circular or elliptical.

4. The enclosed concrete railway bridge according to claim 3, characterized in that, Sound insulation components are provided on the top opening (3) and / or the side opening (4).

5. The enclosed concrete railway bridge according to claim 4, characterized in that, The sound insulation component uses a transparent resonant sound-absorbing panel.

6. The enclosed concrete railway bridge according to claim 3, characterized in that, A polycarbonate light-transmitting panel is provided on the top opening (3) and / or the side opening (4).

7. The enclosed concrete railway bridge according to claim 1, characterized in that, The reinforced concrete main beam (1) has a pre-embedded suspension grouting connection structure.

8. The enclosed concrete railway bridge according to claim 1, characterized in that, The bottom of the reinforced concrete main beam (1) is provided with a transverse construction guide groove.

9. The enclosed concrete railway bridge according to claim 1, characterized in that, The stiffening ribs (5) of the main beam web are made of a combination of steel bars and steel plates.

10. The enclosed concrete railway bridge according to claim 1, characterized in that, A composite damping layer is provided between the base plate and the track.

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