A bridge structure

Abstract

The utility model relates to bridge technical field, especially a kind of bridge structure, comprising: several pier columns, the top of pier column is equipped with bent cap, the top of bent cap is equipped with several T beam and two F beams, two F beams are arranged in bent cap both ends, wherein, F beam includes crossbeam, and first vertical wall, second vertical wall, third vertical wall are located on the upper surface of crossbeam, F beam further includes cantilever beam, one end of cantilever beam is connected with crossbeam, and the other end of cantilever beam is overhanging;First vertical wall and second vertical wall form green planting area, second vertical wall and third vertical wall form pipe gallery area, and cantilever beam and third vertical wall form pedestrian area;First vertical wall, second vertical wall, third vertical wall, crossbeam and cantilever beam are integrated structure.The bridge structure, multiple functional areas are integrated in the F beam of integration, effectively solve the problems of low construction efficiency, high environmental risk and the separation of beam body function and aesthetic demand in the prior art.

Description

Technical Field

[0001] This utility model relates to the field of cross-sea bridge technology, and in particular to a bridge structure. Background Technology

[0002] In existing bridge structures, the main girder is designed primarily to bear the load of the carriageway, while sidewalks and utility tunnels are usually considered auxiliary structures and installed separately after the main girder is erected. This separate construction method not only reduces overall construction efficiency but may also bring a series of environmental risks.

[0003] Especially when constructing cross-sea bridges, if the bridge spans environmentally sensitive areas such as mangroves or coral reefs, structural collapse or debris falling during construction could cause irreversible damage to the fragile marine ecosystem.

[0004] Furthermore, with increasing societal demands for environmental protection and urban landscape design, modern bridges are no longer merely passageways connecting two places; they also need to integrate into the natural environment and become part of the landscape itself. Therefore, the functional design of bridges, such as vehicular and pedestrian traffic and pipeline layout, must be considered in conjunction with landscape functions, such as the establishment of green planting areas.

[0005] Existing bridge structures install sidewalks, utility tunnels, and green areas as separate ancillary structures, which is not only cumbersome in construction but also makes it difficult to achieve a harmonious balance between function and aesthetics. Therefore, there is an urgent need for an innovative bridge structure that can integrate these functions into one unit, thereby improving construction efficiency and reducing environmental risks. Utility Model Content

[0006] The purpose of this utility model is to overcome the existing cross-sea bridges, where the pedestrian walkway, utility tunnel area, and vegetation planting area are separate structures that need to be installed separately, resulting in a complicated construction process and the risk of structural detachment or large amounts of debris falling and polluting the marine environment. This utility model provides a bridge structure.

[0007] In a first aspect, the present invention provides a bridge structure, comprising: a plurality of piers, a cap beam installed on the top of the piers, a plurality of T beams installed on the top of the cap beams, the T beams being located in the middle of the cap beams, and a bridge deck being laid on the top of the T beams; Two F-beams are also installed on the top of the cap beam, with the two F-beams located at both ends of the cap beam. Each F-beam includes a crossbeam and a first vertical wall, a second vertical wall, and a third vertical wall located on the upper surface of the crossbeam. Each F-beam also includes a cantilever beam, with one end of the cantilever beam connected to the crossbeam and the other end of the cantilever beam cantilevered. A green planting area is formed between the first vertical wall and the second vertical wall, a pipe gallery area is formed between the second vertical wall and the third vertical wall, and a pedestrian area is formed between the cantilever beam and the third vertical wall; The first vertical wall, the second vertical wall, the third vertical wall, the horizontal beam, and the cantilever beam are an integral structure.

[0008] The bridge structure provided by this utility model features an integrated F-beam structure. The F-beam can be prefabricated in the factory and then installed on-site as a whole. This eliminates the need to treat green planting areas, pipe corridors, and sidewalks as auxiliary structures and install them separately after the beam body is erected, as is the case in the traditional method. This greatly simplifies the construction process, reduces the waiting time between procedures, and improves work efficiency.

[0009] As an integrated precast component, the F-beam allows most of its component fabrication and maintenance to be completed on land, greatly reducing the need for extensive wet work such as pouring and welding at high altitudes or on water. This effectively protects fragile marine ecosystems such as mangroves and coral reefs, achieving environmentally friendly construction.

[0010] In summary, this bridge structure effectively solves the problems of low construction efficiency, high environmental risk, and separation of beam function and aesthetic requirements in existing technologies by integrating multiple functional areas (pedestrian walkways, utility tunnels, and green areas) into a single F-beam.

[0011] Preferably, the F-beam, from the direction closest to the T-beam to the direction furthest from the T-beam, is sequentially the green planting area, the utility tunnel area, and the pedestrian area.

[0012] With this structural arrangement, from the T-beam (main roadway) outwards, there are successively a green planting area, a utility tunnel area, and the outermost pedestrian area. The green planting area and the utility tunnel area act as buffer zones, physically separating vehicles on the main road from pedestrians in the pedestrian area, effectively reducing the impact of vehicle noise and exhaust fumes on pedestrians. Placing the pedestrian area on the outermost side provides a wide field of vision, allowing pedestrians to fully appreciate the ocean view from the cross-sea bridge.

[0013] Preferably, the first vertical wall is located at one end of the horizontal beam, the third vertical wall is located at the other end of the horizontal beam, the second vertical wall is located between the first vertical wall and the third vertical wall, the cantilever beam is located at the end where the horizontal beam connects to the third vertical wall, and the cantilever beam cantilevers away from the first vertical wall.

[0014] With this structural design, the cantilever beam can withstand a smaller pedestrian load during use. Therefore, it is designed to cantilever away from the first vertical wall, eliminating the need for additional support structures. This optimizes the bridge structure and reduces material costs.

[0015] Preferably, the first vertical wall, the second vertical wall, and the third vertical wall are all perpendicular to the horizontal beam, and the lower surface of the cantilever beam is on the same horizontal plane as the lower surface of the horizontal beam.

[0016] This structural design simplifies the stress model of the F-beam, facilitating mechanical analysis and design. All vertical walls are perpendicular to the horizontal beam, and the lower surface of the cantilever beam is on the same horizontal plane as the lower surface of the horizontal beam, forming a flat and uniform bottom surface, which facilitates standardized prefabrication in the factory.

[0017] Preferably, it also includes a pipe gallery cover plate, which is disposed on the top of the pipe gallery area.

[0018] With this structural design, the utility tunnel cover provides a physical barrier for municipal pipelines (such as power, communication, and water supply pipelines) inside the utility tunnel area, effectively preventing external environmental factors, such as rainwater, dust, falling objects, or even human-caused damage, from damaging the pipelines, extending the service life of the pipelines, and reducing maintenance costs and safety hazards caused by accidental damage.

[0019] Preferably, it further includes several supports, which are located between the cap beam and the T-beam and the F-beam.

[0020] This structural design, which connects the superstructure and substructure of the bridge through supports, allows the load borne by the superstructure to be transferred to the cap beam, thereby ensuring the stress balance and stability of the entire bridge structure.

[0021] Preferably, the supports are provided between the first vertical wall, the second vertical wall, the third vertical wall and the cap beam.

[0022] With this structural setup, since the cantilever beam mainly bears small pedestrian loads, it mainly receives shear force and bending moment. These forces are directly transferred to the overall structure of the F beam through its connection point with the crossbeam. Therefore, there is no need to set up additional supports under the cantilever beam, which reduces the complexity of F beam installation. As an asymmetrical structural beam, the load center of the F-beam is not at the geometric center of the crossbeam. By setting supports under the three vertical walls of the F-beam, the load of the F-beam (including greenery, pipelines, pedestrian loads, and the self-weight of the components) can be evenly distributed and transferred to the cap beam through multiple supports. This multi-point support greatly reduces the local stress concentration of the cap beam, avoids structural distortion caused by eccentric force, and ensures the overall structural safety of the bridge.

[0023] Preferably, the bridge deck also includes curb stones, which are laid at both ends of the bridge deck.

[0024] With this structural design, the curb stones on both sides provide a clear and solid physical boundary between the roadway and the functional areas of the F-beams on both sides (pedestrian walkway, utility tunnel area, and green area), preventing vehicles from driving into non-vehicle areas due to operational errors and ensuring the safety of pedestrians, green areas, and utility tunnel areas.

[0025] Preferably, the cantilever beam includes several bottom beams and side beams, the side beams are connected to the crossbeams through the bottom beams, and the bottom beams are spaced apart along the extension direction of the F beam.

[0026] With this structural design, since the cantilever beam mainly bears relatively small pedestrian loads, the material usage can be minimized while ensuring load-bearing capacity by setting the bottom beams at intervals. This avoids making the entire cantilever beam a solid structure, achieving structural lightweighting, facilitating on-site hoisting, and saving construction costs.

[0027] Preferably, the side beam is parallel to the third vertical wall, and the bottom beam is perpendicular to the side beam.

[0028] This structural design makes the stress distribution of the cantilever beam clear and reduces the manufacturing difficulty of the cantilever beam.

[0029] Compared with the prior art, the beneficial effects of this utility model are as follows: 1. This utility model provides a bridge structure in which the F-beam is set as an integrated structure. The F-beam can be prefabricated in the factory and then installed on site as a whole. Unlike the traditional method, the green planting area, pipe gallery and sidewalk are not treated as ancillary structures and are installed separately after the beam is erected. This greatly simplifies the construction process, reduces the waiting time between processes, and improves work efficiency. 2. This utility model provides a bridge structure in which the F-beam is an integrated prefabricated component. Most of the component manufacturing and maintenance work is completed on land, which greatly reduces the need for a large number of wet operations such as pouring and welding at high altitudes or on the water surface. It effectively protects fragile marine ecosystems such as mangroves and coral reefs and achieves environmentally friendly construction. 3. This utility model provides a bridge structure that effectively solves the problems of low construction efficiency, high environmental risk, and separation of beam function and aesthetic requirements in the prior art by integrating multiple functional areas (pedestrian walkway, pipe gallery and green area) into an integrated F-beam. Attached Figure Description

[0030] Figure 1 This is an elevation view of the bridge structure. Figure 2 This is a schematic diagram of the elevation of beam F; Figure 3 This is a schematic diagram of beam F in plan view.

[0031] Marked in the image: 1-Pier, 2-Cap beam, 3-T-beam, 4-Bridge deck, 5-F-beam, 51-First vertical wall, 52-Second vertical wall, 53-Third vertical wall, 54-Horizontal beam, 55-Cantilever beam, 551-Bottom beam, 552-Side beam, 6-Pipe gallery cover plate, 7-Support, 8-Curve stone, 100-Green planting area, 200-Pipe gallery area, 300-Pedestrian area. Detailed Implementation

[0032] The present invention will be further described in detail below with reference to specific embodiments. However, it should not be construed as limiting the scope of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0033] Unless otherwise specified, the use of terms such as "upper," "lower," "left," "right," "center," "inner," and "outer" to indicate orientation or positional relationships in the description of specific embodiments of this utility model is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product / equipment / device is typically placed during use. These terms are merely for the purpose of facilitating the description of the utility model solution or simplifying the description in specific embodiments, enabling those skilled in the art to quickly understand the solution, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, they should not be construed as limitations on this utility model.

[0034] Furthermore, the use of terms such as "horizontal," "vertical," "suspended," and "parallel" does not imply that the corresponding device / component / element must be absolutely horizontal, vertical, suspended, or parallel, but rather that it can be slightly tilted or have a deviation. For example, "horizontal" merely means that its direction is more horizontal relative to "vertical," not that the structure must be completely horizontal, but can be slightly tilted. Alternatively, it can be simplified to mean that the corresponding device / component / element, when set in a "horizontal," "vertical," "suspended," or "parallel" direction, can have an error / deviation of ±10% relative to the corresponding direction, more preferably within ±8%, more preferably within ±6%, more preferably within ±5%, and more preferably within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the present invention.

[0035] Furthermore, the use of terms such as "first," "second," and "third" in terminology is merely for distinguishing descriptions of identical or similar components and should not be interpreted as emphasizing or implying the relative importance of a particular component.

[0036] Furthermore, in the description of the embodiments of this utility model, "several", "multiple", and "several" represent at least two. The number can be any number, such as two, three, four, five, six, seven, eight, or nine, and can even exceed nine.

[0037] Furthermore, in the description of the technical solution of this utility model, unless otherwise explicitly specified / limited / restricted, the terms "set up," "install," "connect," "link," "equipped with," "laid out," and "arranged" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to common connection methods in the art, such as welding, riveting, bolting, and threaded connections. Such connections can be mechanical, electrical, or communication connections; they can be direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components.

[0038] Example 1 like Figure 1 , Figure 2 As shown, this embodiment provides a bridge structure, including: a plurality of piers 1, specifically, the piers 1 can be steel pipe piles or rotary drilling piles. A cap beam 2 is installed on the top of the piers 1, and a plurality of T beams 3 are installed on the top of the cap beams 2. The T beams 3 are located in the middle of the cap beams 2, and a bridge deck 4 is laid on the top of the T beams 3. In the bridge structure provided in this embodiment, the T beams 3 are mainly used to bear the load of motor vehicles.

[0039] like Figure 1 As shown, two F-beams 5 are also installed on the top of the cap beam 2. The T-beam 3 and the bridge deck 4 are located between the two F-beams 5, with the two F-beams 5 positioned at both ends of the cap beam 2.

[0040] In this embodiment, as Figure 2 As shown, beam F5 includes a crossbeam 54, and a first vertical wall 51, a second vertical wall 52, and a third vertical wall 53 located on the upper surface of the crossbeam 54. Beam F5 also includes a cantilever beam 55, one end of which is connected to the crossbeam 54, and the other end of which is cantilevered.

[0041] like Figure 1 , Figure 2 As shown, a green planting area 100 is formed between the first vertical wall 51 and the second vertical wall 52. In actual use, landscape trees, turf, or flowers can be planted in the green planting area 100. A pipe gallery area 200 is formed between the second vertical wall 52 and the third vertical wall 53, and a pedestrian area 300 is formed between the cantilever beam 55 and the third vertical wall 53.

[0042] The first vertical wall 51, the second vertical wall 52, the third vertical wall 53, the horizontal beam 54, and the cantilever beam 55 are an integrated structure. For example, the F beam 5 can be prefabricated in the factory and cast as a whole.

[0043] The bridge structure provided in this embodiment features an integrated F-beam 5, which can be prefabricated in the factory and then installed on-site as a whole. This eliminates the need to treat the green planting area 100, pipe gallery, and sidewalk as auxiliary structures and install them separately after the beam is erected, as is the case in the traditional method. This greatly simplifies the construction process, reduces the waiting time between procedures, and improves work efficiency.

[0044] As an integrated precast component, F-beam 5 has most of its component manufacturing and maintenance work completed on land, which greatly reduces the need for a large amount of wet work such as pouring and welding at high altitudes or on the water, effectively protecting fragile marine ecosystems such as mangroves and coral reefs, and achieving environmentally friendly construction.

[0045] In summary, this bridge structure effectively solves the problems of low construction efficiency, high environmental risk, and separation of beam function and aesthetic requirements in existing technologies by integrating multiple functional areas (pedestrian walkways, utility tunnels, and green areas) into a single F-beam 5.

[0046] Furthermore, such as Figure 1 , Figure 2 As shown, beam F5, from the direction closest to beam T3 to the direction furthest from beam T3 (e.g. Figure 2 From left to right, the green planting area is 100, the utility tunnel area is 200, and the pedestrian area is 300.

[0047] With this structural arrangement, from the T-beam 3 (main roadway) outwards, there are successively a green planting area 100, a utility tunnel area 200, and the outermost pedestrian area 300. The green planting area 100 and the utility tunnel area 200 act as buffer zones, physically separating vehicles on the main roadway from pedestrians in the pedestrian area 300, effectively reducing the impact of vehicle noise and exhaust fumes on pedestrians. Placing the pedestrian area 300 on the outermost side provides a wide field of vision, allowing pedestrians on the cross-sea bridge to fully appreciate the ocean view.

[0048] Furthermore, such as Figure 2 As shown, the first vertical wall 51 is located at one end of the beam 54 (e.g., Figure 2 The middle one is located at the left end of the crossbeam 54), and the third vertical wall 53 is located at the other end of the crossbeam 54 (e.g., the middle one is located at the left end of the crossbeam 54). Figure 2 The right end of the middle crossbeam 54 can be located at Figure 2 At the point indicated by the dashed line, the third vertical wall 53 is located at the right end of the horizontal beam 54; the second vertical wall 52 is located between the first vertical wall 51 and the third vertical wall 53; and the cantilever beam 55 is located at the end where the horizontal beam 54 connects to the third vertical wall 53 (e.g., Figure 2 The right end of the middle crossbeam 54), the cantilever beam 55 is oriented away from the first vertical wall 51 (e.g., Figure 2(Right side) Cantilever. With this structural design, the cantilever beam 55 can withstand a smaller pedestrian load during use. Therefore, it is set to cantilever away from the first vertical wall 51, eliminating the need for additional support structures, thus optimizing the bridge structure and reducing material costs.

[0049] Furthermore, the first vertical wall 51, the second vertical wall 52, and the third vertical wall 53 are all perpendicular to the horizontal beam 54, and the lower surface of the cantilever beam 55 is on the same horizontal plane as the lower surface of the horizontal beam 54. This structural arrangement simplifies the stress model of the F-beam 5, facilitating mechanical analysis and design. All vertical walls are perpendicular to the horizontal beam 54, and the lower surface of the cantilever beam 55 is on the same horizontal plane as the lower surface of the horizontal beam 54, forming a flat and uniform bottom surface, which facilitates standardized prefabrication in the factory.

[0050] Example 2 Based on Embodiment 1, the bridge structure provided in this embodiment also includes a utility tunnel cover plate 6, which covers the top of the utility tunnel area 200. With this structural arrangement, the utility tunnel cover plate 6 provides a physical barrier for municipal pipelines (such as power, communication, and water supply pipelines) inside the utility tunnel area 200, effectively preventing damage to the pipelines from external environmental factors such as rainwater, dust, falling objects, or even human-caused damage. This extends the service life of the pipelines and reduces maintenance costs and safety hazards caused by accidental damage.

[0051] Furthermore, such as Figure 1 As shown, the bridge structure provided in this embodiment also includes several supports 7, which are located between the cap beam 2 and the T-beam 3 and F-beam 5. By connecting the superstructure and substructure of the bridge through the supports 7, the load borne by the superstructure of the bridge can be transferred to the cap beam 2, thereby ensuring the stress balance and stability of the entire bridge structure.

[0052] Specifically, a support 7 is provided between each T-beam 3 and the cap beam 2.

[0053] Specifically, supports 7 are provided between the first vertical wall 51, the second vertical wall 52, the third vertical wall 53 and the cap beam 2.

[0054] With this structural arrangement, since the cantilever beam 55 mainly bears small pedestrian loads, it mainly receives shear force and bending moment. These forces are directly transmitted to the overall structure of F beam 5 through its connection point with the crossbeam 54. Therefore, it is not necessary to set an additional support 7 under the cantilever beam 55, which reduces the complexity of F beam 5 installation.

[0055] As an asymmetrical structural beam, the load center of beam F5 is not located at the geometric center of beam 54. Supports 7 are installed under the three vertical walls of beam F5, so that the load of beam F5 (including greenery, pipelines, pedestrian loads and the self-weight of the components) can be evenly distributed and transferred to cap beam 2 through multiple supports 7. This multi-point support greatly reduces the local stress concentration of cap beam 2, avoids structural distortion caused by eccentric force, and ensures the overall structural safety of the bridge.

[0056] Furthermore, such as Figure 1 As shown, the bridge structure provided in this embodiment also includes curb stones 8, which are laid at both ends of the bridge deck 4. The curb stones 8 on both sides provide a clear and solid physical boundary between the carriageway and the functional areas (pedestrian walkway, utility tunnel area 200, and green area) of the F beams 5 on both sides, preventing vehicles from entering the non-vehicle area due to operational errors and ensuring the safety of pedestrians and the green area and utility tunnel area 200.

[0057] Furthermore, such as Figure 3 As shown, the cantilever beam 55 includes several bottom beams 551 and side beams 552. The side beams 552 are connected to the crossbeams 54 through the bottom beams 551, along the extension direction of the F beam 5 (e.g., Figure 3 (In the left and right direction), the bottom beams 551 are spaced apart. With this structural arrangement, since the cantilever beams 55 mainly bear relatively small pedestrian loads, the spaced bottom beams 551 are used to... Figure 3 As shown, the space between adjacent bottom beams 551 is hollow, which can minimize the amount of material used while ensuring the load-bearing capacity. This avoids making the entire cantilever beam 55 a solid structure, achieving structural lightweighting, facilitating on-site hoisting, and saving construction costs.

[0058] Furthermore, the side beam 552 is parallel to the third vertical wall 53, and the bottom beam 551 is perpendicular to the side beam 552, which makes the stress on the cantilever beam 55 clear and reduces the manufacturing difficulty of the cantilever beam 55.

[0059] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A bridge structure, comprising: A number of piers (1), a cap beam (2) is installed on the top of the piers (1), a number of T beams (3) are installed on the top of the cap beams (2), the T beams (3) are located in the middle of the cap beams (2), and a bridge deck (4) is laid on the top of the T beams (3). The feature is that two F beams (5) are also installed on the top of the cap beam (2), and the two F beams (5) are arranged at both ends of the cap beam (2). The F beam (5) includes a crossbeam (54) and a first vertical wall (51), a second vertical wall (52) and a third vertical wall (53) located on the upper surface of the crossbeam (54). The F beam (5) also includes a cantilever beam (55), one end of which is connected to the crossbeam (54) and the other end of which is cantilevered. A green planting area (100) is formed between the first vertical wall (51) and the second vertical wall (52), a pipe gallery area (200) is formed between the second vertical wall (52) and the third vertical wall (53), and a pedestrian area (300) is formed between the cantilever beam (55) and the third vertical wall (53). The first vertical wall (51), the second vertical wall (52), the third vertical wall (53), the horizontal beam (54), and the cantilever beam (55) are an integral structure.

2. A bridge structure according to claim 1, characterized in that, The F beam (5), from the direction closest to the T beam (3) to the direction furthest from the T beam (3), is in sequence the green planting area (100), the pipe gallery area (200), and the pedestrian area (300).

3. A bridge structure according to claim 1, characterized in that, The first vertical wall (51) is located at one end of the crossbeam (54), the third vertical wall (53) is located at the other end of the crossbeam (54), the second vertical wall (52) is located between the first vertical wall (51) and the third vertical wall (53), the cantilever beam (55) is located at the end where the crossbeam (54) connects to the third vertical wall (53), and the cantilever beam (55) cantilevers away from the first vertical wall (51).

4. A bridge structure according to claim 1, characterized in that, The first vertical wall (51), the second vertical wall (52), and the third vertical wall (53) are all perpendicular to the horizontal beam (54), and the lower surface of the cantilever beam (55) is on the same horizontal plane as the lower surface of the horizontal beam (54).

5. A bridge structure according to claim 1, characterized in that, It also includes a pipe gallery cover plate (6), which is placed on top of the pipe gallery area (200).

6. A bridge structure according to claim 1, characterized in that, It also includes several supports (7), which are located between the cap beam (2) and the T beam (3) and the F beam (5).

7. A bridge structure according to claim 6, characterized in that, The support (7) is provided between the first vertical wall (51), the second vertical wall (52), the third vertical wall (53) and the cap beam (2).

8. A bridge structure according to claim 1, characterized in that, It also includes curb stones (8), which are laid at both ends of the bridge deck (4).

9. A bridge structure according to claim 1, characterized in that, The cantilever beam (55) includes several bottom beams (551) and side beams (552). The side beams (552) are connected to the crossbeam (54) through the bottom beams (551). The bottom beams (551) are spaced apart along the extension direction of the F beam (5).

10. A bridge structure according to claim 9, characterized in that, The side beam (552) is parallel to the third vertical wall (53), and the bottom beam (551) is perpendicular to the side beam (552).

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