Double-layer narrow steel beam bridge suitable for urban viaduct

Abstract

The utility model discloses a double-layer narrow steel beam bridge suitable for an urban viaduct, belongs to the field of bridge engineering, and solves the problem that the height difference between the upper layer and the lower layer of an existing double-layer viaduct is large. The structure height is high, and the construction cost is high. The bridge comprises pier columns oppositely arranged on the two sides of a bridge body, lower-layer box girders are arranged on the tops of the pier columns, upper-layer box girders are arranged above the lower-layer box girders, the upper-layer box girders and the lower-layer box girders are connected through connecting stand columns, and lower-layer girder bodies are arranged between the opposite lower-layer box girders on the two sides of the bridge body. An upper-layer beam body is arranged between the opposite upper-layer box beams on the two sides of the bridge body. The lower-layer box girder and the upper-layer box girder are arranged above the pier columns and connected with the stand columns to form a whole, and the lower-layer girder body and the upper-layer girder body are further arranged to form two layers of bridge surfaces, so that a capping beam and bracket structure of a traditional frame pier is completely omitted, the vertical distance between the upper-layer bridge surface and the lower-layer bridge surface is effectively reduced, and the structural height is reduced.

Description

TECHNICAL FIELD

[0001] The utility model belongs to bridge engineering field, concretely relates to a double-layer narrow-width steel beam bridge suitable for urban viaduct. BACKGROUND

[0002] In recent years, with the tightening of urban land increment, the space under the viaduct becomes a resource to be excavated. The urban double-layer viaduct can effectively reduce land acquisition and demolition and save construction land by adopting the collinear double-layer bridge structure, thereby reducing the cost of land acquisition and demolition and optimizing the land use efficiency. Not only the urban traffic congestion problem is solved and the traffic efficiency is improved, but also a new idea and method for efficient use of urban space are provided. This design concept has important reference value in future urban planning and traffic planning.

[0003] The traditional urban double-layer viaduct is mostly realized by the way of "frame pier erecting double-layer conventional steel box beam", and the structural height is determined by adding the following: the clearance under the bridge, the height of the lower bracket, the height of the lower main beam, the lower use limit, the height of the upper cap beam and the height of the upper main beam. As a result, the height difference between the upper and lower layers is large, the structural height is high, the construction scale is large, and the engineering cost is high.

[0004] Under this background, a double-layer bridge structure that can effectively reduce the vertical spacing of the upper and lower bridge surfaces, reduce the structural height, save the clearance under the bridge and have good economic indicators has a wide application prospect. CONTENT OF THE UTILITY MODEL

[0005] The utility model aims to provide a double-layer narrow-width steel beam bridge suitable for urban viaduct to solve the problem of large height difference between the upper and lower layers of the existing double-layer viaduct, high structural height and high engineering cost.

[0006] The technical scheme of the utility model is: a double-layer narrow-width steel beam bridge suitable for urban viaduct, which comprises pier columns oppositely arranged on both sides of the bridge body, a lower box beam arranged at the top of the pier column, an upper box beam arranged above the lower box beam, a connecting column arranged between the upper box beam and the lower box beam, a lower beam body arranged between the lower box beams oppositely arranged on both sides of the bridge body, and an upper beam body arranged between the upper box beams oppositely arranged on both sides of the bridge body. Both the upper box beam and the lower box beam adopt a narrow-width box beam.

[0007] As a further improvement of the utility model, a plurality of sling cables are arranged between the upper box beam and the lower box beam, and the plurality of sling cables are arranged along the longitudinal direction of the bridge.

[0008] As a further improvement of the utility model, a support is arranged between the lower box beam and the pier column.

[0009] As a further improvement of the utility model, both the lower beam body and the upper beam body adopt a steel longitudinal beam, and a plurality of steel longitudinal beams are connected side by side to form a bridge surface.

[0010] As a further improvement of this utility model, both the lower and upper beams are made of steel crossbeams, and bridge decks are provided on the steel crossbeams.

[0011] As a further improvement of this utility model, lower cantilever beams are provided at both ends of the lower beam, and bridge decks are provided on the lower cantilever beams; upper cantilever beams are provided at both ends of the upper beam, and bridge decks are provided on the upper cantilever beams.

[0012] The beneficial effects of this utility model are:

[0013] 1. This utility model sets up a lower box girder and an upper box girder above the pier and connects them with columns to form a whole. Further, a lower beam and an upper beam are set up to form a two-layer bridge deck, thereby completely eliminating the cap beam and corbel structure of the traditional frame pier, effectively reducing the vertical spacing between the upper and lower bridge decks and reducing the structural height.

[0014] 2. This utility model arranges the lower and upper box girders, which bear longitudinal loads, outside the road clearance. The height of the lower and upper beams within the road clearance is controlled by the transverse span, which is much smaller than the longitudinal span. This can effectively reduce the building height and save clearance under the bridge.

[0015] 3. This utility model effectively reduces the scale of bridge construction and lowers project costs.

[0016] 4. Compared with existing double-deck viaducts, this utility model simplifies the structural form of the piers and main beams, and has good side transparency, which is more in line with the landscape requirements of modern cities. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of an existing double-deck viaduct;

[0018] Figure 2 This is the elevation structural layout diagram of this utility model;

[0019] Figure 3 This corresponds to the first embodiment of the present utility model. Figure 2 AA view in the middle;

[0020] Figure 4 This corresponds to the first embodiment of the present utility model. Figure 2 BB view in the middle;

[0021] Figure 5 This corresponds to the second embodiment of the present utility model. Figure 2 AA view in the middle;

[0022] Figure 6 This corresponds to the second embodiment of the present utility model. Figure 2B-B view in FIG.

[0023] In the figure: 1, upper box girder; 2, lower box girder; 3, upper layer beam body; 4, lower layer beam body; 7, upper cantilever beam; 8, lower cantilever beam; 9, connecting column; 10, deck slab; 11, deck pavement; 12, upper wide box girder; 13, lower wide box girder; 14, support; 15, pier column; 16, bent cap; 17, corbel; 18, sling. DETAILED DESCRIPTION

[0024] The utility model will be described in detail below in combination with the drawings.

[0025] The existing double-layer viaduct, as shown in the figure, includes upper wide box girders 12 and lower wide box girders 13, which are respectively arranged above bent caps 16 and corbels 17, and the load is transmitted to pier columns 15 through the bent caps 16 and the corbels 17. Figure 1

[0026] The utility model, as shown in the figure, is a double-layer narrow steel beam bridge suitable for urban viaducts, which includes pier columns 15 arranged oppositely on both sides of the bridge body, lower box girders 2 arranged on the top of the pier columns 15, upper box girders 1 arranged above the lower box girders 2, connecting columns 9 arranged between the upper box girders 1 and the lower box girders 2, lower layer beam bodies 4 arranged between the lower box girders 2 oppositely on both sides of the bridge body, and upper layer beam bodies 3 arranged between the upper box girders 1 oppositely on both sides of the bridge body. Figure 2

[0027] A plurality of slings 18 are arranged between the upper box girders 1 and the lower box girders 2 and arranged along the longitudinal direction of the bridge.

[0028] Supports 14 are arranged between the lower box girders 2 and the pier columns 15.

[0029] Compared with the double-layer bridge formed by the conventional double-layer general steel box girders erected by the frame pier, the utility model can bring the following improvements: first, the bent caps 16 on the upper part of the frame pier and the corbels 17 on the lower part of the frame pier are completely cancelled, the distance between the upper and lower layers of the bridge is effectively reduced, and the structural height is reduced; second, the narrow box girders (the upper box girders 1 and the lower box girders 2) subjected to the longitudinal force are arranged outside the road boundary, the height of the lower layer beam bodies 4 and the upper layer beam bodies 3 inside the road boundary is controlled by the transverse span, the transverse span is much smaller than the longitudinal span, the building height can be effectively reduced, and the clearance under the bridge is saved; third, the construction scale of the bridge is effectively reduced, and the engineering cost is reduced.

[0030] Embodiment 1,

[0031] As Figure 3 , Figure 4 ​​As shown, the lower beam body 4 and the upper beam body 3 are both steel longitudinal beams, and multiple steel longitudinal beams are connected side by side to form the bridge deck.

[0032] The upper box girder 1 is a continuous steel box structure with equal height and closed rectangular cross section, arranged on both sides of the bridge body outside the road boundary to bear the longitudinal load of the bridge. The upper box girder 1 is connected by the upper beam body 3 (steel longitudinal beam), which is a steel box structure arranged with U-shaped longitudinal ribs in the bridge direction to form a orthotropic bridge deck panel, and a transverse partition plate is arranged every 2.0 m or so in the box chamber. The upper beam body 3 is welded with the upper box girder 1 to form the upper main beam. The bridge deck pavement 11 is laid on the surface of the upper main beam to form the upper passage, which can be used as a fast road.

[0033] Like the upper main beam structure, the lower box girder 2 and the lower beam body 4 (steel longitudinal beam) form the lower main beam, and the bridge deck pavement 11 is laid on the surface of the lower main beam to form the lower passage, which can be used as a general road.

[0034] The lower box girder 2 and the upper box girder 1 are connected by the connecting column 9 at the pier position to form a whole double-layer structure, which is placed on the support 14 and supported by the rectangular pier column 15. The connecting column 9 is also a rectangular steel box structure arranged with vertical stiffening ribs in the ring direction to improve the stability of the connecting column 9. The upper box girder 1 and the lower box girder 2 are connected by the flexible sling 18, which is used to improve the stress and linear of the lower structure.

[0035] Example 2,

[0036] As shown in Figure 5 , Figure 6 the lower beam body 4 and the upper beam body 3 are both steel cross beams, and the bridge deck panel 10 is arranged on the steel cross beam.

[0037] The lower cantilever beam 8 is arranged at both ends of the lower beam body 4, and the bridge deck panel 10 is arranged on the lower cantilever beam 8; the upper cantilever beam 7 is arranged at both ends of the upper beam body 3, and the bridge deck panel 10 is arranged on the upper cantilever beam 7.

[0038] The upper box girder 1 is arranged on the two sides of the bridge body and outside the road boundary, and bears the longitudinal load of the bridge. The upper box girders 1 at the opposite positions are connected with each other through the upper beam bodies 3 (steel cross beams), and the distance between the steel cross beams along the longitudinal direction of the bridge is about 4m. The upper box girders 1 are welded with the upper cantilever beams 7 at the two ends, the upper cantilever beams 7 and the upper cross beams 5 are arranged correspondingly and located on the same straight line. The top surfaces of the upper box girders 1, the upper beam bodies 3 and the upper cantilever beams 7 are flush, and the bridge deck 10 is borne by them. The bridge deck 10 is made of common reinforced concrete and has a thickness of about 25cm, and is connected with the upper box girders 1, the upper beam bodies 3 and the upper cantilever beams 7 through welding nail connecting pieces to form a steel-concrete combined structure. The bridge deck 10 is paved with the bridge deck pavement 11 to form an upper passage, which can be used as a fast road.

[0039] Similarly, the lower box girder 2, the lower beam body 4 (steel cross beam), the lower cantilever beam 8, the concrete bridge deck 10 and the bridge deck pavement 11 form a lower passage, which can be used as a common road.

[0040] The upper box girder 1 and the lower box girder 2 are connected by the connecting columns 9 at the positions of the piers to form a whole double-layer structure, which is arranged above the bridge support 14 and supported by the rectangular pier column 15. The connecting columns 9 are also made of rectangular steel box structures and arranged with vertical stiffening ribs in the circumferential direction to improve the stability of the connecting columns 9. The upper box girder 1 and the lower box girder 2 are connected by the flexible hangers 18, which are used for improving the stress and linear shape of the lower structure.

[0041] The utility model discloses a narrow box girder is arranged on the two sides of the structure and outside the road boundary, and bears the longitudinal load of the bridge by using the good torsional rigidity and lateral bending rigidity of the narrow box girder. The bridge deck load is borne by the lower beam body 4 and the upper beam body 3 between the narrow box girders and is transmitted to the narrow box girder. The steel longitudinal beam and the steel cross beam have obvious transverse stress characteristics, and the size can be relatively light and thin compared with the lower box girder 2 and the upper box girder 1.

Claims

1. A double-deck narrow-span steel beam bridge suitable for urban elevated highways, comprising piers arranged opposite each other on both sides of the bridge body, characterized in that: A lower box girder (2) is provided on the top of the pier (15), and an upper box girder (1) is provided above the lower box girder (2). The upper box girder (1) and the lower box girder (2) are connected by a connecting column (9). A lower beam body (4) is provided between the lower box girders (2) on both sides of the bridge body, and an upper beam body (3) is provided between the upper box girders (1) on both sides of the bridge body.

2. The double-deck narrow steel beam bridge suitable for urban elevated roads according to claim 1, characterized in that: Multiple suspension cables (18) are also provided between the upper box girder (1) and the lower box girder (2), and the multiple suspension cables (18) are arranged along the longitudinal direction of the bridge.

3. The double-deck narrow steel beam bridge suitable for urban elevated roads according to claim 2, characterized in that: A support (14) is provided between the lower box girder (2) and the pier (15).

4. A double-deck narrow steel beam bridge suitable for urban elevated roads according to any one of claims 1-3, characterized in that: Both the lower beam (4) and the upper beam (3) are made of steel longitudinal beams, and multiple steel longitudinal beams are connected side by side to form the bridge deck.

5. A double-deck narrow steel beam bridge suitable for urban elevated roads according to any one of claims 1-3, characterized in that: Both the lower beam (4) and the upper beam (3) are made of steel crossbeams, and bridge decks (10) are provided on the steel crossbeams.

6. The double-deck narrow steel beam bridge suitable for urban elevated roads according to claim 5, characterized in that: Lower cantilever beams (8) are provided at both ends of the lower beam (4), and bridge deck (10) is provided on the lower cantilever beams (8); upper cantilever beams (7) are provided at both ends of the upper beam (3), and bridge deck (10) is provided on the upper cantilever beams (7).

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