Pedestrian and vehicle separated bridge type structure

Abstract

This utility model discloses a pedestrian-vehicle separation bridge structure, including a beam structure, a pier structure, and a support system disposed between the beam structure and the pier structure. The support system transfers the self-weight of the beam structure and the load above the bridge deck to the pier structure. The beam structure includes a main vehicular beam and pedestrian cantilever beams disposed on both sides of the main vehicular beam. The main vehicular beam includes a central span and side spans disposed at both ends of the central span. The central span of the main vehicular beam is used to cross the corresponding structures beneath the bridge. Each pedestrian cantilever beam is disposed at the bottom of the beam body of the central span of the main vehicular beam and is laterally fixed to the beam body of the central span of the main vehicular beam to form a cantilever beam structure. The pier structure includes a vehicular passage support system for supporting the main vehicular beam and a pedestrian passage support system for supporting the pedestrian cantilever beams. This utility model effectively solves the problems of vehicles colliding with pedestrians, pedestrians crossing the roadway, and pedestrians having to backtrack due to long crossing distances.

Description

Technical Field

[0001] This utility model relates to the field of bridge construction technology, and in particular to a pedestrian-vehicle separation bridge structure. Background Technology

[0002] With the vigorous development of social economy and transportation construction, the safety and comfort of vehicles and pedestrians crossing bridges have become increasingly important issues. The length of pedestrian bridges and the layout of carriageways and sidewalks in both plan and space directly affect the crossing experience for vehicles and pedestrians. Conventional urban road bridges generally include motor vehicle lanes, non-motor vehicle lanes, and sidewalks, all arranged with equal lengths on the same span. The following three main problems exist:

[0003] First, pedestrians need to walk a long distance to reach the other side of the river, and may even have to backtrack, resulting in a poor travel experience. Second, vehicles often veer off course and collide with pedestrians, posing a safety risk to pedestrians. Third, pedestrians crossing the bridge significantly disrupt vehicle traffic and can sometimes cause congestion.

[0004] Therefore, how to solve the interference between people and vehicles and improve the safe and comfortable travel experience for vehicles and pedestrians crossing bridges has become a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] In view of the above-mentioned defects of the prior art, this utility model provides a pedestrian-vehicle separation bridge structure, which aims to solve the problems of vehicles hitting pedestrians in accidents, pedestrians interfering with vehicles when crossing the lane, and long distances for pedestrians to cross the bridge or even backtracking, thereby improving the safe and comfortable travel experience for vehicles and pedestrians when crossing the bridge.

[0006] To achieve the above objectives, this utility model discloses a pedestrian-vehicle separation bridge structure, including an upper beam structure, a lower pier structure, and a support system disposed between the beam structure and the pier structure. The support system transfers the self-weight of the beam structure and the load above the bridge deck to the pier structure.

[0007] The beam structure includes a main vehicular beam and pedestrian cantilever beams disposed on both sides of the main vehicular beam.

[0008] The main girder includes the middle span of the main girder and the side spans of the main girder located at both ends of the middle span of the main girder;

[0009] The main girder of the vehicle is used to cross the structures under the corresponding bridge;

[0010] Each of the pedestrian cantilever beams is set at the bottom of the beam body in the middle span of the main vehicular beam, and is laterally fixed to the beam body in the middle span of the main vehicular beam to form a cantilever beam structure;

[0011] The bridge pier structure includes a vehicular access support system for supporting the main vehicular beam and a pedestrian access support system for supporting the pedestrian cantilever beam.

[0012] Preferably, the structure is a river, urban road, or urban expressway.

[0013] Preferably, both ends of each of the pedestrian cantilever beams extend beyond the scope of the structure and are provided with pedestrian stair beams, which are connected to the ground.

[0014] More preferably, the pedestrian walkway support system includes pedestrian stair beam foundations corresponding to the pedestrian stair beams; each pedestrian stair beam foundation is located below the lower end of the corresponding pedestrian stair beam, and each foundation transfers its own weight and the load it receives to the foundation soil.

[0015] Preferably, the vehicular access support system includes a plurality of load-bearing units disposed below each side span of the main vehicular beam and below the connection position between the middle span of the main vehicular beam and the side span of the main vehicular beam;

[0016] Each of the aforementioned load-bearing units includes several columns evenly distributed along the transverse direction of the bridge.

[0017] A connecting beam is provided between every two adjacent columns of each of the aforementioned bearing units;

[0018] Each of the aforementioned connecting beams is positioned near the upper ends of the corresponding two aforementioned columns;

[0019] The lower ends of all the columns of each of the aforementioned supporting units are fixed to the support platform;

[0020] Each of the aforementioned piers is supported by several pile foundations.

[0021] More preferably, a pad is provided at the upper end of each of the columns and between it and the middle span of the main beam of the vehicle, or the corresponding side span of the main beam of the vehicle.

[0022] Preferably, the bridge deck on the main beam includes a motor vehicle lane and a non-motor vehicle lane, and both sides are equipped with vehicle crash barriers;

[0023] Each of the aforementioned pedestrian cantilever beams has pedestrian railings on both sides of the pedestrian walkway.

[0024] Preferably, the elevation of the bridge deck of the main vehicular beam is higher than the elevation of the bridge deck of all the pedestrian cantilever beams.

[0025] Preferably, the main span of the vehicle beam, all the side spans of the main vehicle beam, all the pedestrian cantilever beams, and all the pedestrian stair beams are all steel structures.

[0026] Preferably, the bridge deck of the main vehicular beam is paved with steel fiber reinforced concrete with a thickness of more than 80 mm and asphalt mastic with a thickness of more than 40 mm from bottom to top.

[0027] All the pavement of the pedestrian cantilever beam bridge deck and all the pavement of the pedestrian stair beams are colored anti-slip epoxy resin with a thickness of more than 20mm.

[0028] The beneficial effects of this utility model are:

[0029] This utility model

[0030] This utility model has a simple structure, is easy to construct, and has significant effects. It effectively solves problems such as vehicles hitting pedestrians in accidents, pedestrians crossing the road and interfering with vehicles, and pedestrians having to backtrack or walk long distances to cross the bridge, thus improving the safe and comfortable travel experience for vehicles and pedestrians crossing the bridge.

[0031] The following will further explain the concept, specific structure and technical effects of this utility model in conjunction with the accompanying drawings, so as to fully understand the purpose, features and effects of this utility model. Attached Figure Description

[0032] Figure 1 This diagram shows a longitudinal structural schematic of an embodiment of the present invention.

[0033] Figure 2 This utility model is shown Figure 1 Schematic diagram of the cross-sectional structure along the AA direction.

[0034] Figure 3 This utility model is shown Figure 1 Schematic diagram of the cross-sectional structure along the BB direction.

[0035] In the diagram: 101 Main span of the vehicle beam, 101-1 crash barrier, 102 Side span of the main vehicle beam, 201 Pedestrian cantilever beam, 201-1 Pedestrian railing, 202 Pedestrian stair beam, 203 Pedestrian stair beam foundation, 301 Pad, 302 Column, 302-1 Connecting beam, 303 Pier cap, 304 Pile foundation. Detailed Implementation

[0036] Example

[0037] like Figures 1 to 3 As shown, the pedestrian-vehicle separation bridge structure includes a beam structure at the top, a pier structure at the bottom, and a support system set between the beam structure and the pier structure. The support system transfers the self-weight of the beam structure and the load above the bridge deck to the pier structure.

[0038] The beam structure includes a main beam for vehicles and pedestrian cantilever beams 201 set on both sides of the main beam for vehicles.

[0039] The main girder includes the middle span 101 of the main girder and the side spans 102 of the main girder located at both ends of the middle span 101 of the main girder;

[0040] The 101-span of the main beam is used to cross the structures beneath the corresponding bridge.

[0041] Each pedestrian cantilever beam 201 is set at the bottom of the beam body of the middle span 101 of the main beam of the vehicle, and is laterally fixed to the beam body of the middle span 101 of the main beam of the vehicle to form a cantilever beam structure.

[0042] The pier structure includes a vehicular access support system for supporting the main vehicular beams and a pedestrian access support system for supporting the pedestrian cantilever beams 201.

[0043] This utility model separates the sidewalk from the vehicle lane and non-motorized vehicle lane, making pedestrians safer and vehicle traffic more orderly;

[0044] The sidewalk section uses a thinner cantilever beam design, which reduces the amount of steel used and makes the structure more economical.

[0045] In some embodiments, the structure is a waterway, a city road, or a city expressway.

[0046] In some embodiments, both ends of each pedestrian cantilever beam 201 extend beyond the scope of the structure and are provided with pedestrian stair beams 202, which are connected to the ground.

[0047] In practical applications, after pedestrians cross the bridge along the pedestrian cantilever beam 201, a staircase beam is set up to land on the ground. Compared with conventionally designed bridges, this can greatly reduce the length of the pedestrian walkway on the bridge, making it more comfortable for pedestrians to cross.

[0048] In some embodiments, the pedestrian walkway support system includes pedestrian stair beam foundations 203 corresponding to the pedestrian stair beams 202; each pedestrian stair beam foundation 203 is located below the lower end of the corresponding pedestrian stair beam 202, and each transfers its own weight and the load it receives to the foundation soil through the corresponding pedestrian stair beam foundation 203.

[0049] In some embodiments, the vehicular access support system includes several load-bearing units disposed below each side span 102 of the main vehicular beam and below the connection position between the middle span 101 of the main vehicular beam and the side span 102 of the main vehicular beam.

[0050] Each load-bearing unit includes several columns 302 evenly distributed along the transverse direction of the bridge.

[0051] A connecting beam 302-1 is provided between every two adjacent columns 302 of each load-bearing unit;

[0052] Each connecting beam 302-1 is located near the upper end of the corresponding two columns 302;

[0053] The lower ends of all columns 302 in each bearing unit are fixed to the foundation 303;

[0054] Each pier cap 303 has several pile foundations 304 underneath it.

[0055] In some embodiments, a pad 301 is provided between the upper end of each column 302 and the middle span 101 of the main beam of the vehicle, or the corresponding side span 102 of the main beam of the vehicle.

[0056] In some embodiments, the bridge deck on the main vehicular girder includes a motor vehicle lane and a non-motor vehicle lane, and vehicle crash barriers 101-1 are provided on both sides;

[0057] Each pedestrian cantilever beam 201 has a pedestrian walkway with pedestrian railings 201-1 on both sides of the bridge deck.

[0058] In some embodiments, the elevation of the bridge deck of the vehicular main girder is higher than the elevation of the bridge deck of all pedestrian cantilever beams 201.

[0059] In practical applications, the elevation of the vehicular main girder is higher than the elevation of the bridge deck of all pedestrian cantilever beams 201, which can form a two-level bridge structure and realize the separation of pedestrians and vehicles.

[0060] In some embodiments, the main span 101 of the vehicular main beam, all the side spans 102 of the vehicular main beam, all the pedestrian cantilever beams 201 and all the pedestrian stair beams 202 are all steel structures.

[0061] In some embodiments, the pavement of the main vehicular bridge deck consists of steel fiber reinforced concrete with a thickness of more than 80 mm and asphalt mastic with a thickness of more than 40 mm, from bottom to top.

[0062] All pedestrian cantilever beams 201 and all pedestrian stair beams 202 are paved with colored anti-slip epoxy resin with a thickness of more than 20mm.

[0063] The preferred embodiments of this utility model have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of this utility model without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of this utility model through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A pedestrian-vehicle separation bridge structure; characterized in that, It includes a beam structure at the top, a pier structure at the bottom, and a support system between the beam structure and the pier structure, through which the self-weight of the beam structure and the load above the bridge deck are transferred to the pier structure. The beam structure includes a main vehicular beam and pedestrian cantilever beams (201) set on both sides of the main vehicular beam. The main beam of the vehicle includes a middle span (101) of the main beam of the vehicle and side spans (102) of the main beam of the vehicle located at both ends of the middle span (101) of the main beam of the vehicle. The main girder mid-span (101) is used to cross the structures under the corresponding bridge; Each of the pedestrian cantilever beams (201) is located at the bottom of the beam body of the middle span (101) of the main beam of the vehicle, and is laterally fixed to the beam body of the middle span (101) of the main beam of the vehicle to form a cantilever beam structure; The pier structure includes a vehicular access support system for supporting the main vehicular beam and a pedestrian access support system for supporting the pedestrian cantilever beam (201).

2. The pedestrian-vehicle separation bridge structure according to claim 1, characterized in that, The structures are waterways, urban roads, or urban expressways.

3. The pedestrian-vehicle separation bridge structure according to claim 1, characterized in that, Both ends of each of the aforementioned pedestrian cantilever beams (201) extend beyond the scope of the structure and are provided with pedestrian stair beams (202), which are connected to the ground.

4. The pedestrian-vehicle separation bridge structure according to claim 3, characterized in that, The pedestrian walkway support system includes a pedestrian stair beam foundation (203) corresponding to the pedestrian stair beam (202); each pedestrian stair beam foundation (203) is located below the lower end of the corresponding pedestrian stair beam (202), and the self-weight and the load received are transferred to the foundation soil through the corresponding pedestrian stair beam foundation (203).

5. The pedestrian-vehicle separation bridge structure according to claim 1, characterized in that, The vehicle passage support system includes several load-bearing units disposed below each of the side spans (102) of the main beam of the vehicle and below the connection position between the middle span (101) of the main beam of the vehicle and the side spans (102) of the main beam of the vehicle; Each of the aforementioned load-bearing units includes several columns (302) evenly distributed along the transverse direction of the bridge. A connecting beam (302-1) is provided between every two adjacent columns (302) of each of the aforementioned bearing units. Each of the aforementioned connecting beams (302-1) is positioned near the upper ends of the corresponding two aforementioned columns (302); The lower ends of all the columns (302) of each of the aforementioned bearing units are fixed to the base (303); Each of the aforementioned pile caps (303) is provided with several pile foundations (304) underneath.

6. The pedestrian-vehicle separation bridge structure according to claim 5, characterized in that, A pad (301) is provided between the upper end of each column (302) and the middle span (101) of the main beam of the vehicle, or the corresponding side span (102) of the main beam of the vehicle.

7. The pedestrian-vehicle separation bridge structure according to claim 1, characterized in that, The bridge deck on the main vehicular beam includes a motor vehicle lane and a non-motor vehicle lane, and both sides are equipped with vehicle crash barriers (101-1). Each of the aforementioned pedestrian cantilever beams (201) has pedestrian railings (201-1) on both sides of the pedestrian walkway.

8. The pedestrian-vehicle separation bridge structure according to claim 1, characterized in that, The elevation of the bridge deck of the main vehicular beam is higher than the elevation of the bridge deck of all the pedestrian cantilever beams (201).

9. The pedestrian-vehicle separation bridge structure according to claim 3, characterized in that, The main span (101) of the vehicle beam, all the side spans (102) of the main vehicle beam, all the pedestrian cantilever beams (201) and all the pedestrian stair beams (202) are all steel structures.

10. The pedestrian-vehicle separation bridge structure according to claim 9, characterized in that, The paving of the bridge deck of the main vehicular beam consists of steel fiber concrete with a thickness of more than 80mm and asphalt mastic with a thickness of more than 40mm, from bottom to top. The paving of all the pedestrian cantilever beams (201) and all the pedestrian stair beams (202) is made of colored anti-slip epoxy resin with a thickness of more than 20mm.

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