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

Abstract

The utility model 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] This utility model belongs to the field of bridge engineering technology and relates to a high-speed railway steel-concrete composite hollow bridge pier structure, especially a variable cross-section steel-concrete composite ultra-high hollow bridge pier structure suitable for long-span high-speed railway bridges. Background Technology

[0002] In recent years, my country's high-speed railway has developed rapidly, reaching 48,000 kilometers by the end of 2024. Facing the characteristics of mountainous terrain with its large undulations and complex geological conditions, adverse geological conditions such as karst groundwater and mining subsidence areas often control the railway's elevation, necessitating the construction of numerous high-pier, long-span continuous rigid frame bridges to adapt to the overall route. The goal is to ensure the bridge structure's rigidity meets the requirements of high-speed train operation while minimizing the number of concrete piers and the foundation design load.

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

[0004] The existing hollow bridge pier consists of a reinforced concrete solid section at the 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 width B / t ratio, the weaker the local stability. If it is too large, it will lead to local instability of the wall panel. When the ratio of transverse bridge wall panel width B to 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, which increases the amount of concrete and the foundation design load, and increases the difficulty of construction control. Utility Model Content

[0005] The purpose of this invention is to address the aforementioned problems in existing technologies by proposing a steel-concrete composite hollow bridge pier structure for high-speed railways. By adding vertical steel diaphragms inside the hollow concrete pier, the transverse bridge section B / t is reduced, thus overcoming the unnecessary increase in structural dimensions caused by an excessively large transverse bridge section B / t. This optimizes the amount of concrete work and foundation load for ultra-high piers, while also reducing the volume of concrete pouring, lowering the difficulty of controlling hydration heat, and reducing the risk of concrete cracking.

[0006] The objective of this utility model can be achieved through the following technical solutions:

[0007] The high-speed railway steel-concrete composite hollow bridge pier structure includes a bottom reinforced concrete solid section, a middle reinforced concrete hollow section, and a top reinforced concrete solid section arranged sequentially from bottom to top. The middle reinforced concrete hollow section has a hollow cavity. The hollow cavity has transverse bridge-oriented wall panels on two opposite sides distributed along the longitudinal direction of the bridge. The hollow cavity also has longitudinal bridge-oriented wall panels on two opposite sides distributed along the transverse direction of the bridge. The hollow cavity contains vertical steel diaphragms. The width of the vertical steel diaphragms extends along the longitudinal direction of the bridge, and the thickness of the vertical steel diaphragms extends along the transverse direction of the bridge. The two sides of the vertical steel diaphragms are fixedly connected to the transverse bridge-oriented wall panels.

[0008] The cross-section of the central reinforced concrete hollow section is a single-box, single-cell hollow section. The width of the transverse wall panel extends along the transverse direction, and the width of the longitudinal wall panel extends along the longitudinal direction. The vertical steel diaphragm reduces the width-to-thickness ratio of the transverse wall panel, which can improve the local stability of the transverse wall panel, reduce the amount of concrete used and the foundation load, significantly improve the economy of the pier, and reduce the construction difficulty.

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

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

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

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

[0013] The width of the transverse bridge wall panel is B, and its thickness is t. The ratio of its width to its thickness is B / t. When B / t = ​​S, the transverse bridge wall panel no longer satisfies local stability requirements; that is, the ratio of width to thickness of the transverse bridge wall panel located at the instability line is B / t = ​​S. Above the instability line, the ratio of width to thickness of the transverse bridge wall panel is B / t < S, satisfying the local stability requirements. Below the instability line, the ratio of width to thickness of the transverse bridge wall panel is B / t > S, failing to satisfy the local stability requirements. Therefore, a vertical steel diaphragm is installed. The vertical steel diaphragm 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 diaphragm, reducing the value of B and thus reducing the value of S, allowing the transverse bridge wall panel to regain local stability requirements.

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

[0015] In the aforementioned high-speed railway steel-concrete composite hollow bridge pier structure, the ratio of the maximum distance from the vertical steel diaphragm to the longitudinal wall panel to the wall thickness of the transverse wall panel satisfies the requirements for local stability. Let L be the maximum distance from the second instability line to the longitudinal wall panel, and its ratio to the wall thickness be L / t. Since L / t < S, the requirements for local stability are met.

[0016] In the aforementioned high-speed railway steel-concrete composite hollow bridge pier structure, the vertical steel diaphragm is centrally located. The maximum distance from the vertical steel diaphragm to the longitudinal wall panels on both sides is equal.

[0017] In the aforementioned high-speed railway steel-concrete composite hollow bridge pier structure, the vertical steel diaphragms are multiple and equidistantly distributed, with the maximum distance from the two vertical steel diaphragms at the edges to their corresponding longitudinal wall panels being equal. When only one vertical steel diaphragm is installed, the ratio of the width to the thickness of the transverse wall panel no longer satisfies local stability requirements, necessitating the installation of multiple vertical steel diaphragms.

[0018] The construction method for the entire hollow pier structure is the same as existing technology. During the construction of the central reinforced concrete hollow section, the segment division can be determined based on the construction unit's equipment hoisting capacity, and the height of a single segment should not exceed 6m. The main construction steps are as follows: Reinforcing bars are tied from bottom to top; reinforced concrete formwork is set up; the lower segment of reinforced concrete is constructed; simultaneously, bolt sleeves are pre-embedded at corresponding positions on the vertical diaphragms; after the concrete strength meets the specifications and the upper segment's reinforcing bars are tied in place, the reinforced concrete formwork is moved to the upper segment. After the reinforced concrete formwork is moved to the subsequent segments, the vertical steel diaphragms are hoisted to the designed position and connected to the reinforced concrete with bolts to form a steel-concrete composite hollow section.

[0019] Compared with existing technologies, the steel-concrete composite hollow bridge pier structure of this high-speed railway has the following advantages: Since vertical steel diaphragms are set at and below the instability line, the wall thickness of the reinforced concrete structure only needs to meet the requirements of bridge stiffness and stress, which optimizes the amount of concrete engineering for high piers and the foundation design load, improves the local stability of the transverse wall panels, significantly improves the economy of the bridge piers, and reduces the difficulty of concrete construction control. Attached Figure Description

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

[0021] Figure 2 This is a longitudinal sectional view of a hollow bridge pier structure.

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

[0023] Figure 4 yes Figure 1 Sectional view at point BB.

[0024] In the diagram, 11 is the bottom reinforced concrete solid section; 12 is the middle reinforced concrete hollow section; 120 is the hollow cavity; 121 is the transverse bridge wall panel; 122 is the longitudinal bridge wall panel; 123 is the instability line; 13 is the pier top reinforced concrete solid section; and 14 is the vertical steel diaphragm. Detailed Implementation

[0025] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, 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 includes, from bottom to top, a bottom reinforced concrete solid section 11, a middle reinforced concrete hollow section 12, and a pier top reinforced concrete solid section 13. The middle reinforced concrete hollow section 12 has a hollow cavity 120, as shown in the figure. Figure 3 As shown, the cross-section of the central reinforced concrete hollow section 12 is a single-box, single-cell hollow cross-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, the hollow cavity 120 has transverse bridge wall panels 121 distributed along the longitudinal direction of the bridge, and longitudinal bridge wall panels 122 distributed along the transverse direction of the hollow cavity 120. A vertical steel partition 14 is provided inside the hollow cavity 120. The width of the vertical steel partition 14 extends along the longitudinal direction of the bridge, and the thickness of the vertical steel partition 14 extends along the transverse direction of the bridge. The two sides of the vertical steel partition 14 are fixedly connected to the transverse bridge 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-direction wall panel 121 are straight slopes, while the inner and outer surfaces of the longitudinal bridge-direction wall panel 122 are sloping slopes. The distance between the two longitudinal bridge-direction wall panels 122 gradually increases from top to bottom. The wall width and wall thickness of the longitudinal bridge-direction wall panel 122 are fixed values, and the upper and lower wall thicknesses and widths of the longitudinal bridge-direction wall panel 122 are consistent. The wall width and wall thickness of the transverse bridge-direction wall panel 121 are determined based on the slope of the longitudinal bridge-direction wall panel 122. The upper and lower wall thicknesses of the transverse bridge-direction wall panel 121 are consistent, and the wall width of the transverse bridge-direction wall panel 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. The ratio of the width to the thickness of the transverse bridge wall panel 121 located at the instability line 123 does not meet the requirements for local stability. The upper end of the vertical steel partition 14 is not lower than the instability line 123.

[0029] Let the width of the transverse bridge wall 121 be B, and the thickness of the transverse bridge wall 121 be t. The ratio of its width to its thickness is B / t. When B / t = ​​S, the transverse bridge wall 121 no longer satisfies local stability, that is, the ratio of the width to its thickness of the transverse bridge wall 121 located at the instability line 123 is B / t = ​​S. The ratio of the width to the thickness of the transverse bridge wall panel 121 above the instability line 123 is B / t < S, which meets the requirements for local stability. The ratio of the width to the thickness of the transverse bridge wall panel 121 below the instability line 123 is B / t > S, which does not meet the requirements for local stability. Therefore, a vertical steel partition 14 is installed. The vertical steel partition 14 changes the 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 value of B and thus reducing the value of S, so that the transverse bridge wall panel 121 can meet the requirements for local stability 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 diaphragm 14 to the longitudinal wall panel 122 to the wall thickness of the transverse wall panel 121 meets the requirements for local stability. For example... Figure 4As shown, let L be the maximum distance from the second instability line 123 to the longitudinal wall panel 122, and let L be the ratio of L to the wall thickness. L / t < S, which satisfies the requirements for local stability. After adding the vertical steel diaphragm 14, the ratio of the wall width to the wall thickness of the transverse wall panel 121 is reduced by half under the condition that the total width of the transverse piers is the same.

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

[0033] The segment division for pouring the central reinforced concrete hollow section 12 can be determined based on the hoisting capacity of the construction unit's equipment, and the height of a single segment should not exceed 6m. The main construction steps are as follows: Tie the reinforcing bars from bottom to top, set up the reinforced concrete formwork, construct the lower segment of reinforced concrete, and simultaneously pre-embed bolt sleeves at corresponding positions on the vertical diaphragm. After the concrete strength meets the specifications and the upper segment's reinforcing bars are tied in place, move the reinforced concrete formwork to the upper segment. After the reinforced concrete formwork is moved to the subsequent segments, hoist the vertical steel diaphragm 14 to the designed position and connect it to the reinforced concrete with bolts to form a steel-concrete composite hollow section.

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

[0035] The vertical steel diaphragm 14 reduces the width-to-thickness ratio of the transverse bridge wall 121, which can improve the local stability of the transverse bridge wall 121, reduce the amount of concrete and foundation load, significantly improve the economy of the pier, and reduce the construction difficulty. It is particularly suitable for high-speed railway transverse variable cross-section ultra-high hollow bridge pier structures with a pier height of 130m and a pier bottom transverse width of more than 25m.

[0036] The specific embodiments described herein are merely illustrative examples illustrating the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.

Claims

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

2. The high-speed railway steel-concrete composite hollow pier structure according to claim 1, characterized in that, The bottom edge of the vertical steel partitions (14) is fixedly connected with 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 plates (121) are straight slopes, the inner and outer surfaces of the longitudinal bridge wall plates (122) are inclined 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, characterized in that, The transverse bridge wall plates (121) are provided with horizontal instability lines (123), the ratio of the wall width to the wall thickness of the transverse bridge wall plates (121) at the instability lines (123) does not meet the requirement of local stability, and the upper end of the vertical steel partitions (14) is not lower than the instability lines (123).

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

6. The high-speed railway steel-concrete composite hollow pier structure according to claim 4, characterized in that, The ratio of the maximum distance from the vertical steel partitions (14) to the longitudinal bridge wall plates (122) to the wall thickness of the transverse bridge wall plates (121) meets the requirement of local stability.

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

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

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