Combined beam bridge for highway and railway

Abstract

The utility model discloses a highway and railway dual-purpose combined beam bridge with cantilever arm belongs to bridge engineering technical field, including steel truss, lower layer steel bridge deck and upper layer concrete bridge deck, and steel truss includes two main trusses, a plurality of upper layer cross beams, a plurality of upper layer cantilever beam, a plurality of lower layer cross beams and a plurality of lower layer cantilever beam, two main trusses are along the lateral interval arrangement, and the main truss includes the upper chord and the lower chord of vertical opposite setting, and a plurality of web members of connecting upper chord, lower chord, a plurality of upper layer cross beams are along the longitudinal interval arrangement between two upper chords, and the lateral both sides of each upper layer cross beam are provided with upper layer cantilever beam, a plurality of lower layer cross beams are along the longitudinal interval arrangement between two lower chords, and the lateral both sides of each lower layer cross beam are provided with lower layer cantilever beam, and lower layer steel bridge deck sets up on lower layer cross beam and lower layer cantilever beam, and upper layer concrete bridge deck sets up on the top of upper layer cross beam, upper chord, upper layer cantilever beam, and its lateral both sides have the cantilever area of projecting upper layer cantilever beam.

Description

Technical Field

[0001] This utility model belongs to the field of bridge engineering technology, specifically relating to a combined road-rail bridge with cantilever arm. Background Technology

[0002] For the combined highway and railway dual-purpose steel truss bridge with large cantilever beams, the upper highway bridge deck has the following problems due to the use of a dense crossbeam or dense longitudinal beam system: First, the steel structure above the railway needs to be inspected over a wide area. Currently, it is basically not allowed to set up maintenance vehicles above the railway, and the maintenance time is limited to the track window, making the maintenance conditions very harsh; Second, the amount of steel used in the structure is large, and the economic efficiency is poor. Utility Model Content

[0003] In response to one or more of the above-mentioned defects or improvement needs of the existing technology, this utility model provides a combined road-rail bridge with cantilever arm, which can reduce the amount of steel structure used and improve the economy of the bridge.

[0004] To achieve the above objectives, this utility model provides a combined road-rail bridge with cantilever arms, comprising: The steel truss includes two main trusses, multiple upper crossbeams, multiple upper cantilever beams, multiple lower crossbeams, and multiple lower cantilever beams; the two main trusses are arranged laterally at intervals, and each main truss includes an upper chord and a lower chord arranged vertically opposite each other, as well as multiple web members connecting the upper chord and the lower chord; Multiple upper crossbeams are longitudinally spaced between two upper chords, and each upper crossbeam has an upper cantilever beam on both sides of its lateral direction; multiple lower crossbeams are longitudinally spaced between two lower chords, and each lower crossbeam has a lower cantilever beam on both sides of its lateral direction. The lower steel bridge deck includes a railway bridge deck set on the lower crossbeam and a lower highway bridge deck set on the lower cantilever beam, which are used for the passage of trains and automobiles, respectively. The upper concrete bridge deck is located above the upper crossbeam, the upper chord, and the upper cantilever beam, and the upper concrete bridge deck has cantilever areas extending from the upper cantilever beam on both sides of its lateral direction.

[0005] As a further preferred embodiment of the present invention, the steel truss beam further includes a first longitudinal beam and a second longitudinal beam extending longitudinally; At least one first longitudinal beam is provided between each pair of adjacent upper-level crossbeams, and each first longitudinal beam is connected to the bottom of the upper-level concrete bridge deck and the two adjacent upper-level crossbeams; a second longitudinal beam is provided between each pair of adjacent upper-level cantilever beams, and each second longitudinal beam is connected to the bottom of the upper-level concrete bridge deck and the two adjacent upper-level cantilever beams.

[0006] As a further preferred embodiment of this utility model, a connecting node is provided between the upper chord and each of the web members, the distance between two adjacent connecting nodes is 10~16m, and the distance between two upper chords is 10~16m.

[0007] As a further preferred embodiment of this utility model, both ends of each of the upper crossbeams are connected to the connection node, and the lateral spacing between two adjacent first longitudinal beams and / or the lateral spacing between the first longitudinal beam and the adjacent upper chord is 5~8m.

[0008] As a further preferred embodiment of this utility model, each of the second longitudinal beams is disposed between the cantilever ends of two adjacent upper cantilever beams.

[0009] As a further preferred embodiment of this utility model, the length of the upper cantilever beam does not exceed 1 / 2 of the distance between the two upper chords.

[0010] As a further preferred embodiment of this utility model, the cross-sectional height of the upper cantilever beam gradually decreases from the position of the upper chord to its cantilever end.

[0011] As a further preferred embodiment of this utility model, support platforms are provided at both ends of the bottom surface of the upper beam to enhance the structural strength of the upper beam.

[0012] As a further preferred embodiment of the present invention, the bottom of the upper concrete bridge deck is provided with a plurality of longitudinally extending support portions, each of the support portions being arranged at a transverse interval, and at least two of the support portions being located on the top surface of the upper chord.

[0013] In summary, the beneficial effects of the above-described technical solutions conceived by this utility model compared with the prior art include: (1) The combined road-rail bridge with cantilever beam of this utility model includes a steel truss beam, a lower steel bridge deck and an upper concrete bridge deck. The steel truss beam includes two main trusses, multiple upper crossbeams, multiple upper cantilever beams, multiple lower crossbeams and multiple lower cantilever beams. The two main trusses are arranged at intervals along the transverse direction. The main truss includes an upper chord and a lower chord arranged vertically opposite each other, and multiple web members connecting the upper chord and the lower chord. Multiple upper crossbeams are arranged at intervals along the longitudinal direction between the two upper chords. Each upper crossbeam has an upper cantilever beam on both sides of the transverse direction. Multiple lower crossbeams are arranged at intervals along the longitudinal direction between the two lower chords. Each lower crossbeam has a lower cantilever beam on both sides of the transverse direction. The lower steel bridge deck is set on the lower crossbeams and the lower cantilever beams. The upper concrete bridge deck is set above the upper crossbeams, upper chords and upper cantilever beams. The upper concrete bridge deck has cantilever areas extending from the upper cantilever beams on both sides of the transverse direction. This utility model of a combined road-rail bridge with cantilever arms not only maintains the safety and comfort of both road and rail vehicles, but also reduces the amount of steel used, thus improving the bridge's economy.

[0014] (2) The combined road and rail bridge with cantilever arm of this utility model is provided with a first longitudinal beam extending longitudinally between two adjacent upper cross beams and a second longitudinal beam extending longitudinally between two adjacent upper cantilever arm beams. Both the first longitudinal beam and the second longitudinal beam are connected to the bottom surface of the upper concrete bridge deck, which increases the integrity of the upper support system and stabilizes the upper concrete bridge deck.

[0015] (3) The combined road and rail bridge with cantilever arm of this utility model arranges the upper cross beams only at the connection nodes of the upper chord and each web member, so that the distance between two adjacent upper cross beams is equal to the distance between the connection nodes, which is 10~16m. This further restricts the lateral distance between two adjacent first longitudinal beams and / or between the first longitudinal beam and the adjacent upper chord to 5~8m. The bearing capacity is ensured by increasing the thickness of the upper concrete bridge deck. Through the sparse arrangement of upper cross beams and first longitudinal beams, not only is the number of upper steel beams reduced, the amount of steel structure used reduced, and the economic efficiency of the structure improved, but the maintenance operation range of the steel structure above the railway bridge deck is also greatly reduced, which significantly improves the accessibility and safety of maintenance operations. While ensuring the safe operation of the bridge structure throughout its entire life cycle, the interference of maintenance operations on railway operation is minimized. Attached Figure Description

[0016] Figure 1 This is a transverse cross-sectional layout diagram of a combined road-rail bridge with cantilever arm in an embodiment of this utility model. Figure 2 This is a plan view of the combined road-rail bridge with cantilever arm in an embodiment of this utility model; Figure 3 This is a diagram showing the transverse bending moment of the upper concrete bridge deck in an embodiment of this utility model.

[0017] In all the accompanying drawings, the same reference numerals denote the same technical features, specifically: 1. Main truss; 11. Top chord; 12. Bottom chord; 13. Web member; 14. Connection node; 2. Upper crossbeam; 3. Upper cantilever beam; 4. Lower crossbeam; 5. Lower cantilever beam; 6. Lower steel bridge deck; 61. Lower highway bridge deck; 62. Railway bridge deck; 7. Upper concrete bridge deck; 71. Cantilever area; 72. Support; 8. First longitudinal beam; 9. Second longitudinal beam. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the present utility model and are not intended to limit the present utility model. Furthermore, the technical features involved in the various embodiments of the present utility model described below can be combined with each other as long as they do not conflict with each other.

[0019] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0020] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0021] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0022] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0023] Example: Please see Figures 1-2 The cantilevered combined road-rail bridge in the preferred embodiment of this utility model includes a steel truss, a lower steel bridge deck 6, and an upper concrete bridge deck 7.

[0024] The steel truss includes two main trusses 1, multiple upper crossbeams 2, multiple upper cantilever beams 3, multiple lower crossbeams 4, and multiple lower cantilever beams 5. The two main trusses 1 are spaced apart in the transverse direction. Each main truss 1 includes an upper chord 11 and a lower chord 12 that are vertically opposite each other, as well as multiple web members 13 that connect the upper chord 11 and the lower chord 12. The multiple upper crossbeams 2 are spaced apart in the longitudinal direction between the two upper chords 11, and each upper crossbeam 2 has an upper cantilever beam 3 on both sides in the transverse direction. The multiple lower crossbeams 4 are spaced apart in the longitudinal direction between the two lower chords 12, and each lower crossbeam 4 has a lower cantilever beam 5 on both sides in the transverse direction.

[0025] Furthermore, the lower steel bridge deck 6 includes a railway bridge deck 62 set on the lower crossbeam 4 and a lower highway bridge deck 61 set on the lower cantilever beam 5, which are used for the passage of trains and automobiles, respectively; the upper concrete bridge deck 7 is set above the upper crossbeam 2, the upper chord 11 and the upper cantilever beam 3, and the upper concrete bridge deck 7 has cantilever areas 71 extending out of the upper cantilever beam 3 on both sides of its lateral direction.

[0026] In this preferred embodiment, the steel truss is a steel structure composed of a main truss 1, upper crossbeams 2, upper cantilever beams 3, lower crossbeams 4, and lower cantilever beams 5, used to support the upper and lower bridge decks. Each upper crossbeam 2 has its two ends connected to the two upper chords 11 of the main truss 1, and each upper cantilever beam 3 has one end connected to the upper chord 11 and the other end a cantilever. Similarly, each lower crossbeam 4 has its two ends connected to the two lower chords 12 of the main truss 1, and each lower cantilever beam 5 has one end connected to the lower chord 12 and the other end a cantilever. Since the upper chords 11 and lower chords 12 are vertically aligned, the upper crossbeams 2 are vertically aligned with the railway bridge deck 61 located below the lower crossbeams 2, and the upper cantilever beams 3 and the cantilever area 71 are located above the lower highway bridge deck 62. The upper concrete bridge deck 7 is a single, integral structure positioned above the upper crossbeam 2, the upper chord 11, and the upper cantilever beam 3. By extending a cantilever region 71 beyond the upper cantilever beam, the lateral width of the upper concrete bridge deck 7 is sufficient to meet vehicle traffic requirements while reducing the length of the upper cantilever beam 3, thereby reducing the amount of steel used in the upper cantilever beam 3. This utility model of a cantilevered combined road-rail bridge not only maintains the safety and comfort required for both road and rail traffic but also reduces the amount of steel used, improving the bridge's economic efficiency.

[0027] It is worth noting that the extension direction of a bridge is longitudinal, the direction perpendicular to the longitudinal direction in the horizontal plane is transverse, and the direction perpendicular to or vertically perpendicular to the horizontal plane is vertical.

[0028] Preferably, the upper concrete bridge deck 7 is used for vehicle traffic.

[0029] More preferably, the lateral width of the cantilever region 71 is adjusted so that the ratio of the lateral bending moment M3 of the upper concrete bridge deck 7 at the cantilever end of the upper cantilever beam 3 to the lateral bending moment M2 of the upper concrete bridge deck 7 at the position of the upper chord 11 is 0.9~1.0, that is, M3=(0.9~1.0)M2, so as to improve the stress state of the upper concrete bridge deck 7, thereby making the overall stress distribution of the upper concrete bridge deck 7 more uniform, and reducing the amount of steel reinforcement in the upper concrete bridge deck 7 while meeting the structural stress requirements.

[0030] For example, the lateral width of the cantilever region 71 is half the length of the upper cantilever beam 3.

[0031] More preferably, the steel truss girder also includes a first longitudinal beam 8 and a second longitudinal beam 9 extending longitudinally. At least one first longitudinal beam 8 is provided between each pair of adjacent upper-level crossbeams 2. Each first longitudinal beam 8 is connected to the bottom of the upper concrete bridge deck 7 and the two adjacent upper-level crossbeams 2. A second longitudinal beam 9 is provided between each pair of adjacent upper-level cantilever beams 3. Each second longitudinal beam 9 is connected to the bottom of the upper concrete bridge deck 7 and the two adjacent upper-level cantilever beams 3.

[0032] In this preferred embodiment, by adding a first longitudinal beam 8 and a second longitudinal beam 9 to the steel truss beam, which are used to connect each upper horizontal beam 2 and each upper cantilever beam 3 respectively, the bearing capacity, integrity and stability of the upper support system of the steel truss beam are increased, so as to stably support the upper concrete bridge deck 7.

[0033] Preferably, a connecting node 14 is provided between the upper chord 11 and each web member 13, the distance between two adjacent connecting nodes 14 is 10~16m, and the distance between two upper chord members 11 is 10~16m.

[0034] For example, the distance between two adjacent connecting nodes 14 is 15m, and the distance between two upper chords 11 is also 15m.

[0035] More preferably, both ends of each upper beam 2 are connected to the connection node 14, and the lateral spacing between two adjacent first longitudinal beams 8 and / or the lateral spacing between the first longitudinal beam 8 and the adjacent upper chord 11 is 5~8m.

[0036] Existing highway bridge deck systems typically employ either a dense crossbeam or a dense longitudinal beam system. The dense crossbeam system uses node crossbeams and inter-node crossbeams, with the spacing between adjacent crossbeams typically 3-4 meters; or the dense longitudinal beam system, with the spacing between adjacent longitudinal beams typically 3-4 meters. In this preferred embodiment, upper crossbeams 2 are only arranged on connecting nodes 14, making the spacing between adjacent upper crossbeams 2 equal to the spacing between connecting nodes 14, which is 10-16 meters. This further restricts the lateral spacing between adjacent first longitudinal beams 8 and / or the lateral spacing between the first longitudinal beam 8 and the adjacent upper chord 11 to 5-8 meters. This results in a sparser arrangement of the upper crossbeams 2 and first longitudinal beams 8 above the railway bridge deck 61. This sparse arrangement of the upper crossbeams 2 and first longitudinal beams 8 not only reduces the number of upper steel beams, lowers the amount of steel used, and improves structural economy, but also significantly reduces the maintenance scope of the steel structure above the railway bridge deck 61, meeting the operational requirements of high-speed railways. Furthermore, the thickness of the upper concrete bridge deck 7 is preferably 30cm to 40cm, and the load-bearing capacity is ensured by increasing the thickness of the upper concrete bridge deck 7.

[0037] For example, the distance between two adjacent connecting nodes 14 is 15m, the distance between two upper chords 11 is also 15m, and a number of first longitudinal beams 8 extending longitudinally are provided at the middle position of the two upper chords 11, that is, the distance between the first longitudinal beams 8 and the two upper chords 11 is 7.5m, and the thickness of the upper concrete bridge deck 7 is 30cm.

[0038] More preferably, the stiffness of the upper crossbeam 2, the upper cantilever beam 3, the first longitudinal beam 8, and the second longitudinal beam 9 are adjusted so that the ratio of the lateral bending moment of the upper concrete bridge deck 7 at the position of the upper chord 11 to its lateral bending moment at the middle position is 1.3 to 1.5, i.e. Figure 3 The M2 / M1 ratio is 1.3~1.5, which makes the overall stress distribution of the upper concrete bridge deck 7 more uniform. Under the premise of meeting the structural stress requirements, the amount of steel used in the upper concrete bridge deck 7 can be further reduced.

[0039] Preferably, each second longitudinal beam 9 is disposed between the cantilever ends of two adjacent upper cantilever beams 3, so that the upper cantilever beams 3 can stably support the cantilever area 71 of the upper concrete bridge deck 7.

[0040] Preferably, the length of the upper cantilever beam 3 does not exceed 1 / 2 of the distance between the two upper chords 11, so as to prevent the load on the upper cantilever beam 3 from causing excessive bending moment at the connection node 14. For example, the distance between the two upper chords 11 is 15m, the length of the upper cantilever beam 3 is 5.5m, and several second longitudinal beams 9 extending longitudinally in two rows are respectively set at the cantilever ends of the two sets of upper cantilever beams 3.

[0041] Preferably, the cross-sectional height of the upper cantilever beam 3 gradually decreases from the position of the upper chord 11 to its cantilever end, so as to match the load distribution diagram of the upper cantilever beam 3, thereby minimizing the amount of steel used in the upper cantilever beam 3 while ensuring the stability of the cantilever area 71.

[0042] Furthermore, in a preferred embodiment, support platforms are provided at both ends of the bottom surface of the upper beam 2, and the side wall of the support platform preferably abuts against the side wall of the upper chord 11, thereby improving the structural strength of the upper beam 2.

[0043] More preferably, the bottom of the upper concrete bridge deck 7 is provided with a plurality of longitudinally extending support parts 72, each support part 72 is arranged at a transverse interval, and at least two support parts 72 rest on the top surface of the upper chord 11.

[0044] More preferably, in the preferred embodiment, five support parts 72 are arranged at transverse intervals on the bottom end face of the upper concrete bridge deck 7, wherein the two outermost support parts 72 are arranged on the top surface of the two second longitudinal beams 9, the middle support part 72 is arranged on the top surface of the first longitudinal beam 8, and the remaining two support parts 72 are arranged on the top of the two upper chords 11.

[0045] Preferably, the support 72 has an inverted trapezoidal shape along its transverse cross section to further enhance the structural strength of the upper concrete bridge deck 7.

[0046] More preferably, the upper cantilever beam 3, the upper crossbeam 2 and the upper chord 11, which are located in the same longitudinal position, form an upper support surface in the transverse direction to support the upper concrete bridge deck 7. The longitudinal section of the upper support surface is an arc-shaped section that is low at both ends and high in the middle.

[0047] The combined road-rail bridge with cantilever arm of this utility model features a simple structure and low steel consumption. The sparse arrangement of the upper crossbeams 2 and the first longitudinal beams 8 significantly reduces the maintenance area, greatly improving the accessibility and safety of maintenance operations. While ensuring the safe operation of the bridge structure throughout its entire life cycle, it minimizes the interference of maintenance operations on railway operations. The significant reduction in steel consumption is achieved through precise matching of structural mechanical properties, reducing material consumption while meeting load-bearing requirements, effectively improving the project's economic efficiency, and achieving a dual breakthrough in technical and economic benefits. It has good promotional value and application prospects.

[0048] Those skilled in the art will readily understand that the above description is merely 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 combined road-rail bridge with cantilever arms, characterized in that, include: The steel truss beam includes two main trusses, multiple upper crossbeams, multiple upper cantilever beams, multiple lower crossbeams, and multiple lower cantilever beams. Two main trusses are arranged laterally at intervals. Each main truss includes an upper chord and a lower chord arranged vertically opposite each other, as well as a plurality of web members connecting the upper chord and the lower chord. Multiple upper crossbeams are longitudinally spaced between two upper chords, and each upper crossbeam has an upper cantilever beam on both sides of its lateral direction; multiple lower crossbeams are longitudinally spaced between two lower chords, and each lower crossbeam has a lower cantilever beam on both sides of its lateral direction. The lower steel bridge deck includes a railway bridge deck set on the lower crossbeam and a lower highway bridge deck set on the lower cantilever beam, which are used for the passage of trains and automobiles, respectively. The upper concrete bridge deck is located above the upper crossbeam, the upper chord, and the upper cantilever beam, and the upper concrete bridge deck has cantilever areas extending from the upper cantilever beam on both sides of its lateral direction.

2. The combined road-rail bridge with cantilever arm as described in claim 1, characterized in that, The steel truss also includes a first longitudinal beam and a second longitudinal beam extending longitudinally. At least one first longitudinal beam is provided between each pair of adjacent upper-level crossbeams, and each first longitudinal beam is connected to the bottom of the upper-level concrete bridge deck and the two adjacent upper-level crossbeams; a second longitudinal beam is provided between each pair of adjacent upper-level cantilever beams, and each second longitudinal beam is connected to the bottom of the upper-level concrete bridge deck and the two adjacent upper-level cantilever beams.

3. The combined road-rail bridge with cantilever arm as described in claim 2, characterized in that, A connection node is provided between the upper chord and each of the web members, the distance between two adjacent connection nodes is 10~16m, and the distance between two upper chords is 10~16m.

4. The combined road-rail bridge with cantilever arm as described in claim 3, characterized in that, Both ends of each of the upper beams are connected to the connection nodes, and the lateral spacing between two adjacent first longitudinal beams and / or the lateral spacing between the first longitudinal beam and the adjacent upper chord is 5~8m.

5. The combined road-rail bridge with cantilever arm as described in claim 2, characterized in that, Each of the second longitudinal beams is located between the cantilever ends of two adjacent upper cantilever beams.

6. The combined road-rail bridge with cantilever arm according to any one of claims 1 to 5, characterized in that, The length of the upper cantilever beam shall not exceed 1 / 2 of the distance between the two upper chords.

7. The combined road-rail bridge with cantilever arm according to any one of claims 1 to 5, characterized in that, The cross-sectional height of the upper cantilever beam gradually decreases from the position of the upper chord to its cantilever end.

8. The combined road-rail bridge with cantilever arm according to any one of claims 1 to 5, characterized in that, Support platforms are provided at both ends of the bottom surface of the upper beam to enhance the structural strength of the upper beam.

9. The combined road-rail bridge with cantilever arm according to any one of claims 1 to 5, characterized in that, The bottom of the upper concrete bridge deck is provided with a number of longitudinally extending support parts, each of the support parts is arranged at a transverse interval, and at least two of the support parts are located on the top surface of the upper chord.

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