A double-deck bridge

Abstract

The utility model discloses a double -deck bridge belongs to bridge technical field, including pier, lower layer bridge body, upper layer bridge body and a plurality of wind mouth. Lower layer bridge body sets up on the pier, and lower layer bridge body includes two lower chords, lower layer middle cross -wall and lower layer arm cantilever cross -wall. Two lower chords are along the lateral interval and are provided, and are provided with lower layer middle cross -wall between two lower chords. And in each lower chord side away from lower layer middle cross -wall is provided with lower layer arm cantilever cross -wall. Upper layer bridge body and lower layer bridge body are provided with two rows of support between, and are provided with the carriageway at the top end surface of upper layer bridge body. Upper layer bridge body and lower layer bridge body's lateral both sides are provided with the wind mouth that sets up in proper order along the longitudinal direction. The utility model provides a double -deck bridge can adapt to extreme typhoon weather, and the wind load that the bridge whole bears is reduced as far as possible while reducing the lateral load of strong wind to car and train, and the traffic capacity of public -private joint construction bridge in the strong wind environment is improved significantly.

Description

Technical Field

[0001] This utility model belongs to the field of bridge engineering technology, and specifically relates to a double-deck bridge. Background Technology

[0002] With the development of society and economy, land resources are becoming increasingly scarce, and the combined construction of highways and railways has become an important direction for improving land use efficiency.

[0003] For long-span cable-stayed bridges combining road and rail in typhoon-prone areas, the dynamic response of such bridges under strong winds is extremely complex. While traditional wind barriers located on the upper bridge deck can improve the wind environment on the upper deck to some extent, they significantly increase the overall wind load on the bridge. Especially during extreme typhoons, traditional wind barriers cannot provide effective protection for vehicles traveling on the top bridge deck, and their effect on improving the railway line's capacity to pass under strong winds is relatively limited. Utility Model Content

[0004] In response to one or more of the above-mentioned defects or improvement needs of the existing technology, this utility model provides a double-deck bridge that can adapt to extreme typhoon weather. While reducing the lateral load of strong winds on cars and trains, it also reduces the overall wind load on the bridge as much as possible, significantly improving the traffic capacity of the combined road and rail bridge in windy conditions.

[0005] To achieve the above objectives, this utility model provides a double-deck bridge, comprising: Several bridge piers, which are spaced apart along the longitudinal direction; The lower bridge body is set on the pier, and the lower bridge body includes two longitudinally extending lower chords, several lower middle transverse diaphragms, and several lower cantilever transverse diaphragms. The two lower chords are spaced apart laterally, and a number of lower middle transverse partitions are arranged longitudinally between the two lower chords to form a train running area extending longitudinally in the lower layer; and a number of lower cantilever transverse partitions are arranged longitudinally on the side of each lower chord away from the lower middle transverse partition to form a car running area extending longitudinally in the lower layer. The upper bridge body has at least two rows of longitudinally spaced support members between the upper bridge body and the lower bridge body, and at least one vehicle lane is provided on the top surface of the upper bridge body for vehicle passage. Several air nozzles are provided on both the lateral sides of the upper bridge body and the lower bridge body, arranged sequentially along the longitudinal direction, to form a lower passage space that is blocked on both lateral sides, so as to reduce the impact of strong winds on the passage of trains and cars.

[0006] As a further preferred embodiment of this utility model, the air nozzle has a cross-sectional shape of a folded plate in the horizontal direction, and the apex of the folded plate is away from the middle horizontal partition of the lower layer, in order to reduce the wind load borne by the air nozzle.

[0007] As a further preferred embodiment of the present invention, the support member includes a plurality of steel web members connected in sequence along the vertical direction and a splicing plate disposed between two adjacent steel web members.

[0008] As a further preferred embodiment of this utility model, at least one corner stiffening plate is provided between the top of the support member and the bottom end face of the upper bridge body to enhance the support strength of the support member for the upper bridge body.

[0009] As a further preferred embodiment of the present invention, the upper bridge body includes two longitudinally extending upper chords, several upper middle transverse diaphragms, and several upper cantilever transverse diaphragms. The two upper chords are spaced laterally on the top surfaces of the two rows of support members. Between the two upper chords, a number of upper middle transverse partitions are arranged longitudinally to form a longitudinally extending vehicle running area in the middle of the upper layer. On the side of each upper chord away from the upper middle transverse partition, a number of upper cantilever transverse partitions are arranged longitudinally to form a longitudinally extending vehicle running area on both sides of the upper layer.

[0010] As a further preferred embodiment of this utility model, the upper cantilever diaphragm is provided with several inclined tie components on the side opposite to the upper middle diaphragm for bearing the weight of the bridge body.

[0011] As a further preferred embodiment of this utility model, the cable-stayed assembly includes a cable-stayed cable and an anchor head; One end of the stay cable is fixedly mounted on the bridge tower, and the other end of the stay cable passes through the upper cantilever diaphragm; the anchor head is fixedly installed at the end of the stay cable that passes through the upper cantilever diaphragm.

[0012] As a further preferred embodiment of this utility model, a central anti-collision guardrail is provided at the middle position of the upper middle transverse partition; and an upper outer protective guardrail extending longitudinally is provided at the outer positions of both upper cantilever transverse partitions.

[0013] As a further preferred embodiment of this utility model, a railway bridge deck system is provided on the lower middle transverse diaphragm; a lower highway steel bridge deck system is provided on the lower cantilever transverse diaphragm; and an upper highway steel bridge deck system is provided on the upper cantilever transverse diaphragm.

[0014] As a further preferred embodiment of this utility model, the railway bridge deck system is provided with railway bridge deck auxiliary equipment.

[0015] In summary, the beneficial effects of the above-described technical solutions conceived by this utility model compared with the prior art include: (1) The double-layer bridge of this utility model includes piers, a lower bridge body, an upper bridge body, and several vents. The lower bridge body is set on the piers and includes two longitudinally extending lower chords, several lower middle transverse diaphragms, and several lower cantilever transverse diaphragms. The two lower chords are spaced apart laterally, and several longitudinally arranged lower middle transverse diaphragms are arranged between the two lower chords to form a longitudinally extending train running area in the lower layer. Several longitudinally arranged lower cantilever transverse diaphragms are arranged on the side of each lower chord away from the lower middle transverse diaphragm to form a longitudinally extending vehicle running area in the lower layer. At least two rows of longitudinally spaced support members are arranged between the upper and lower bridge bodies, and at least one vehicle lane is provided on the top surface of the upper bridge body for vehicle passage. Both the upper and lower bridge decks are equipped with longitudinally arranged vents on both sides of the lateral direction to create a passageway on the lower deck that is laterally blocked, thereby reducing the impact of strong winds on train and vehicle traffic. This double-deck bridge can withstand extreme typhoon weather, reducing the lateral load on vehicles and trains while minimizing the overall wind load on the bridge, significantly improving the traffic capacity of combined road and rail bridges in windy conditions.

[0016] (2) The double-layer bridge of this utility model has a stable structure, good wind resistance, and excellent noise reduction performance. By setting wind nozzles arranged longitudinally on both the lateral sides of the upper and lower bridge bodies, a passage space in the lower layer is formed by blocking the lateral sides. This effectively enhances the starting stability of the bridge under extreme wind loads such as typhoons, reduces the impact of strong winds on train and car traffic, and ensures that trains and cars can meet their traffic needs even in extreme weather conditions. At the same time, since the lower communication space is blocked on both lateral sides, it can also greatly reduce the noise generated during train operation, thereby reducing noise pollution. It has good application value and promotion prospects. Attached Figure Description

[0017] Figure 1 This is a cross-sectional view of the double-layer bridge in an embodiment of this utility model; In all the accompanying drawings, the same reference numerals denote the same technical features, specifically: 1. Upper-level highway steel bridge deck system; 2. Upper chord; 3. Upper-level central diaphragm; 4. Upper-level cantilever diaphragm; 5. Corner stiffening plate; 6. Steel web member; 7. Splice plate; 8. Lower chord; 9. Lower-level railway steel bridge deck system; 10. Lower-level central diaphragm; 11. Lower-level cantilever diaphragm; 12. Lower-level highway steel bridge deck system; 13. Vent; 14. Cable stays; 15. Anchor head; 16. Upper-level outer guardrail; 17. Central crash barrier; 18. Lower-level highway crash barrier; 19. Railway crash barrier; 20. Railway bridge deck auxiliary equipment. 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 Figure 1 The double-deck bridge in the preferred embodiment of this utility model can adapt to extreme typhoon weather, reduce the lateral load of strong winds on cars and trains, and reduce the overall wind load on the bridge as much as possible, significantly improving the traffic capacity of the combined road and rail bridge in windy conditions.

[0024] Specifically, such as Figure 1 As shown in the preferred embodiment of this application, the double-layer bridge includes several piers, which are spaced apart longitudinally. Preferably, there are two piers, which are respectively located at both ends of the bridge in the water near the shore.

[0025] The lower bridge structure is set on the piers and includes a lower chord 8 extending longitudinally, several lower middle transverse diaphragms 10 and several lower cantilever transverse diaphragms 11.

[0026] Two lower chords 8 are spaced laterally, and several lower middle transverse partitions 10 are arranged longitudinally between the two lower chords 8 to form a train running area extending longitudinally in the lower layer; and several lower cantilever transverse partitions 11 are arranged longitudinally on the side of each lower chord 8 away from the lower middle transverse partition 10 to form a car running area extending longitudinally in the lower layer.

[0027] Furthermore, at least two rows of longitudinally spaced support members are provided between the upper and lower bridge bodies, and at least one vehicle lane is provided on the top surface of the upper bridge body for vehicle passage.

[0028] Furthermore, both the upper and lower bridge structures are equipped with longitudinally arranged vents 13 on both sides of the lateral direction to create a lower passageway that is blocked on both sides. This reduces the impact of strong winds on train and vehicle traffic, ensuring that trains and vehicles can meet their passage needs even in extreme weather conditions and resolving the issue of closures or speed limits due to insufficient wind resistance. Simultaneously, because the lower communication space is blocked on both sides of the lateral direction, it also significantly reduces noise generated during train operation, thereby reducing noise pollution.

[0029] It is worth noting that in the preferred embodiment of this application, the extension direction of the bridge deck is longitudinal, the direction perpendicular to the longitudinal direction in the horizontal plane is transverse, and the direction perpendicular to or vertical to the horizontal plane is vertical.

[0030] Furthermore, in a preferred embodiment of this application, the cross-sectional shape of the air nozzle 13 in the transverse direction is a folded plate, and the apex of the folded plate is away from the lower middle transverse partition 10, that is, both sides of the two folded plates face the outside of the bridge body, so as to reduce the wind load borne by the air nozzle 13.

[0031] More preferably, in the preferred embodiment of this application, the side wall of the nozzle 13 facing away from the lower middle horizontal partition 10 has a streamlined structure, that is, the outer side wall of the nozzle 13 has a streamlined shape in the transverse section, so as to further reduce the wind load borne by the nozzle 13.

[0032] Furthermore, in a preferred embodiment of this application, the support member includes a plurality of steel web members 6 connected sequentially in a vertical direction and a splicing plate 7 disposed between two adjacent steel web members 6, with the two ends of two adjacent steel web members 6 fixedly connected by the splicing plate 7. Preferably, auxiliary diagonal braces are also provided between two adjacent support members. Preferably, the auxiliary diagonal braces connect the diagonal positions of two adjacent support members, forming a truss-like structure to improve the structural stability of the entire bridge.

[0033] More preferably, in the preferred embodiment of this application, at least one corner stiffening plate 5 is provided between the top of the support member and the bottom end face of the upper bridge body to enhance the support strength of the support member for the upper bridge body.

[0034] Furthermore, in a preferred embodiment of this application, the upper bridge body includes two longitudinally extending upper chords 2, a plurality of upper middle transverse diaphragms 3, and a plurality of upper cantilever transverse diaphragms 4.

[0035] Two upper chords 2 are arranged laterally at intervals on the top surfaces of the two rows of support members. Between the two upper chords 2, several upper middle transverse partitions 3 are arranged longitudinally to form a longitudinally extending vehicle running area in the middle of the upper layer. On the side of each upper chord 2 away from the upper middle transverse partition 3, several upper cantilever transverse partitions 4 are arranged longitudinally to form a longitudinally extending vehicle running area on both sides of the upper layer.

[0036] More preferably, in the preferred embodiment of this application, a plurality of inclined tie components are provided on the side of the upper cantilever diaphragm 4 away from the upper middle diaphragm 3 to support the weight of the bridge body.

[0037] More specifically, in a preferred embodiment of this application, the cable-stayed assembly includes a stay cable 14 and an anchor head 15; One end of the stay cable 14 is fixedly installed on the bridge tower, and the other end of the stay cable 14 passes through the upper cantilever diaphragm 4; the anchor head 15 is fixedly installed at the end of the stay cable 14 that passes through the upper cantilever diaphragm 4.

[0038] Furthermore, in a preferred embodiment of this application, a central anti-collision guardrail 17 is provided at the middle position of the upper middle horizontal partition 3; and an upper outer guardrail 16 extending longitudinally is provided at the outer positions of the two upper cantilever horizontal partitions 4.

[0039] Furthermore, in a preferred embodiment of this application, a railway bridge deck system is provided on the lower middle transverse diaphragm 10; a lower highway steel bridge deck system 12 is provided on the lower cantilever transverse diaphragm 11; and an upper highway steel bridge deck system 1 is provided on the upper cantilever transverse diaphragm 4.

[0040] Further preferably, in the preferred embodiment of this application, a lower-level highway crash barrier 18 is provided on the outer side of the lower-level highway steel bridge deck system 12. Railway crash barriers 19 are provided on both sides of the lower-level railway steel bridge deck system 9.

[0041] More specifically, in the preferred embodiment of this application, railway bridge deck auxiliary equipment 20 is provided on the railway bridge deck system.

[0042] The double-layer bridge of this invention features a stable structure, excellent wind resistance, and superior noise reduction. By installing longitudinally arranged vents 13 on both the lateral sides of the upper and lower bridge sections, a lower passage space is created by blocking the lateral sides. This effectively enhances the bridge's stability under extreme wind loads such as typhoons, reducing the impact of strong winds on train and vehicle traffic, ensuring that trains and vehicles can meet their passage needs even in extreme weather conditions. Simultaneously, because the lower passage space is blocked on both lateral sides, it also significantly reduces noise generated during train operation, thereby reducing noise pollution. This design has significant application value and promising prospects for wider adoption.

[0043] 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 double-deck bridge, characterized in that, include: Several bridge piers, which are spaced apart along the longitudinal direction; The lower bridge body is set on the pier, and the lower bridge body includes two longitudinally extending lower chords, several lower middle transverse diaphragms, and several lower cantilever transverse diaphragms. The two lower chords are spaced apart laterally, and a number of lower middle transverse partitions are arranged longitudinally between the two lower chords to form a train running area extending longitudinally in the lower layer; and a number of lower cantilever transverse partitions are arranged longitudinally on the side of each lower chord away from the lower middle transverse partition to form a car running area extending longitudinally in the lower layer. The upper bridge body has at least two rows of longitudinally spaced support members between the upper bridge body and the lower bridge body, and at least one vehicle lane is provided on the top surface of the upper bridge body for vehicle passage. Several air nozzles are provided on both the lateral sides of the upper bridge body and the lower bridge body, arranged sequentially along the longitudinal direction, to form a lower passage space that is blocked on both lateral sides, so as to reduce the impact of strong winds on the passage of trains and cars.

2. The double-deck bridge according to claim 1, characterized in that, The air nozzle has a folded plate shape in the horizontal cross section, and the apex of the folded plate is away from the middle horizontal partition of the lower layer, which is used to reduce the wind load on the air nozzle.

3. The double-deck bridge according to claim 1, characterized in that, The support includes a number of steel web members connected vertically in sequence and a splicing plate disposed between two adjacent steel web members.

4. The double-deck bridge according to claim 3, characterized in that, At least one corner stiffening plate is provided between the top of the support member and the bottom surface of the upper bridge body to enhance the support strength of the support member for the upper bridge body.

5. The double-deck bridge according to any one of claims 1 to 4, characterized in that, The upper bridge structure includes two longitudinally extending upper chords, several upper middle transverse diaphragms, and several upper cantilever transverse diaphragms. The two upper chords are spaced laterally on the top surfaces of the two rows of support members. Between the two upper chords, a number of upper middle transverse partitions are arranged longitudinally to form a longitudinally extending vehicle running area in the middle of the upper layer. On the side of each upper chord away from the upper middle transverse partition, a number of upper cantilever transverse partitions are arranged longitudinally to form a longitudinally extending vehicle running area on both sides of the upper layer.

6. The double-deck bridge according to claim 5, characterized in that, Several inclined tie rods are provided on the side of the upper cantilever diaphragm opposite to the middle upper diaphragm to support the weight of the bridge.

7. The double-deck bridge according to claim 6, characterized in that, The cable-stayed assembly includes cable-stayed cables and anchor heads; One end of the stay cable is fixedly mounted on the bridge tower, and the other end of the stay cable passes through the upper cantilever diaphragm; the anchor head is fixedly installed at the end of the stay cable that passes through the upper cantilever diaphragm.

8. The double-deck bridge according to claim 5, characterized in that, A central anti-collision guardrail is provided in the middle of the upper middle diaphragm; and an upper outer guardrail extending longitudinally is provided on the outer side of both upper cantilever diaphragms.

9. The double-deck bridge according to claim 5, characterized in that, The lower middle transverse diaphragm is provided with a railway bridge deck system; the lower cantilever transverse diaphragm is provided with a lower highway steel bridge deck system; and the upper cantilever transverse diaphragm is provided with an upper highway steel bridge deck system.

10. The double-deck bridge according to claim 9, characterized in that, The railway bridge deck is equipped with auxiliary equipment.

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