阅读说明：本技术 公铁并行的双主梁公铁合建桥 (Highway-railway parallel double-girder highway-railway combined bridge ) 是由 王应良 赵品毅 秦光祥 秦煜 陈列 陈斌 于 2019-09-06 设计创作，主要内容包括：公铁并行的双主梁公铁合建桥,以有效克服位于峡谷的公铁(轨)两用大桥运营与维修养护方面及主桥两端接线所遇到的难题。包括主梁、桥塔和将主梁锚固的斜拉索索面,所述主梁包括分幅、分侧布置的公路主梁、铁路主梁,顺桥向间隔设置的连接横梁将公路主梁、铁路主梁连接为一体；公路主梁顶面之上的公路路面标高与铁路主梁顶面之上的铁路轨面标高存在高差。(A highway-railway combined bridge with double main beams parallel to each other is built so as to effectively overcome the problems in the aspects of operation, maintenance and repair of a highway-railway (rail) dual-purpose bridge positioned in a canyon and the wiring at two ends of a main bridge. The main beam comprises a road main beam and a railway main beam which are arranged in a width and side-by-side manner, and the road main beam and the railway main beam are connected into a whole by connecting cross beams arranged at intervals along the bridge direction; the elevation of the road surface above the top surface of the main road beam and the elevation of the railway rail surface above the top surface of the main railway beam have a height difference.)

1. The parallel two girder highway railway of highway railway closes and builds bridge, including girder, pylon and the suspension cable face with the girder anchor, characterized by: the main beams comprise a highway main beam (1) and a railway main beam (3) which are arranged in different frames and different sides, and the highway main beam (1) and the railway main beam (3) are connected into a whole by connecting cross beams (2) arranged at intervals along the bridge direction; a height difference (H) exists between a highway pavement elevation (4) on the top surface of the highway main beam (1) and a railway rail surface elevation (5) on the top surface of the railway main beam (3), and the top of the railway main beam is required to be not lower than the height of the top of the highway main beam.

2. The highway-railway parallel double-girder highway-railway combined construction bridge as claimed in claim 1, which is characterized in that: the highway main beam (1) and the railway main beam (3) are respectively anchored by one or two stay cable planes; the bridge tower adopts a double-column bridge tower structure, a three-column bridge tower structure or a four-column bridge tower structure in the transverse bridge direction, and shares one main tower foundation (11).

3. The highway-railway parallel double-girder highway-railway combined construction bridge as claimed in claim 2, which is characterized in that: the bridge tower adopts a four-tower column structure consisting of a highway side tower column (6), a highway middle tower column (71), a railway middle tower column (72) and a railway side tower column (8) in the transverse bridge direction; the highway main beam (1) is supported on a bridge tower beam between a highway side tower column (6) and a highway middle tower column (71), and the railway main beam (3) is supported on a bridge tower beam between a railway middle tower column (72) and a railway side tower column (8).

4. The highway-railway parallel double-girder highway-railway combined construction bridge according to claim 3, which is characterized in that: the lower ends of the highway side tower column (6), the highway middle tower column (71), the railway middle tower column (72) and the railway side tower column (8) are fixedly connected with the main tower foundation (11).

5. The highway-railway parallel double-girder highway-railway combined construction bridge as claimed in claim 2, which is characterized in that: the bridge tower adopts a two-tower-column H-shaped bridge tower which is composed of a highway single-column tower column (15) and a railway single-column tower column (14) which are spaced in the transverse bridge direction, and an upper cross beam (16) and a lower cross beam (17) which are spaced in the longitudinal direction; the highway main beam (1) is suspended on a highway single-column pylon (15) through a highway stay cable plane (13) single cable plane, and the railway main beam (3) is suspended on a railway single-column pylon (14) through a railway stay cable plane (12) single cable plane.

6. The highway-railway parallel double-girder highway-railway combined construction bridge according to claim 5, which is characterized in that: the lower ends of the highway single-column tower column (15) and the railway single-column tower column (14) are fixedly connected with the main tower foundation (11).

7. The highway-railway parallel double-girder highway-railway combined construction bridge as claimed in claim 1, which is characterized in that: the connecting cross beam (2) is arranged at intervals of a plurality of stay cables, so that the highway main beam (1) and the railway main beam (3) are stressed integrally.

Technical Field

The invention belongs to the technical field of bridge engineering, and particularly relates to a double-girder co-constructed bridge applied to highway-railway paralleling and a key structure thereof.

Background

In order to comprehensively plan the development of railways, expressways, municipal roads and urban rail traffic, simultaneously make full use of bridge site resources, save investment and reduce environmental damage, more and more bridges select a highway-railway (rail) co-construction mode.

The domestic highway-railway (rail) dual-purpose bridge mostly adopts an upper-lower layer arrangement scheme or a highway-railway (rail) flat layer arrangement scheme, but certain problems exist in the two schemes in the actual operation and maintenance process.

The upper and lower layer arrangement scheme adopted by the highway and the railway mainly has the following problems: maintenance and repair of the road deck seriously affect the operation of railways; the upper layer bolt of the truss is broken, so that the safe operation of the railway is threatened; the division of the working interfaces for highway and railway maintenance is not clear; the driving visual angle is poor; the fire of the train endangers the safety of the main beam structure and the like.

The current highway-railway (rail) flat layer arrangement scheme generally adopts the arrangement of railways in the middle and the arrangement of highways on two sides of railways in different widths. There are mainly the following problems:

the highway is divided into a left line and a right line on one side, the left line can be jointly built by crossing the railway upwards or downwards to reach the left side of the railway once, and after the joint building section of the highway and the railway is finished, the highway on one side needs to be crossed by the railway upwards or downwards and combined with the highway on the other side once. In addition, the increase in length of highway lines or bridges increases construction costs. And the highway on the other side passes through the railway twice, so that the ground area between the highway and the railway is large, the investment is wasted, the vehicle detouring distance is long, and the driving comfort is not good enough.

The railways are in the middle and the highways are on both sides. Since the railway runs to the left, the highway runs to the right. An anti-dazzle device is required to be arranged between the road and the railway.

The highway is respectively arranged at two sides of the railway, if the highway bridge needs to be maintained and reinforced, the highway traffic at one side can be conveniently sealed, vehicles at the side are temporarily converged to the other side, and the temporary traffic-guaranteeing cost is greatly reduced.

In order to avoid the problems, a scheme of jointly building a bridge by two main beams in parallel by highway and railway is developed.

Disclosure of Invention

The invention aims to solve the problem of providing a highway-railway combined bridge with double main beams parallel to a highway and a railway, so as to effectively overcome the problems in the aspects of operation, maintenance and repair of a highway-railway (rail) dual-purpose bridge positioned in a canyon and the wiring of two ends of a main bridge.

The technical scheme adopted by the invention for solving the technical problems is as follows:

the invention discloses a highway-railway parallel double-girder highway-railway combined construction bridge, which comprises a girder, a bridge tower and a stay cable surface for anchoring the girder, and is characterized in that: the main beams comprise a highway main beam and a railway main beam which are arranged in different width and in different sides, and the highway main beam and the railway main beam are connected into a whole by connecting cross beams arranged at intervals along the bridge direction; the elevation of the road surface above the top surface of the main road beam and the elevation of the railway rail surface above the top surface of the main railway beam have a height difference.

The highway main beam and the railway main beam are respectively anchored by one or two stay cable planes; the bridge tower adopts a double-column bridge tower structure, a three-column bridge tower structure or a four-column bridge tower structure in the transverse bridge direction, and shares a main tower foundation.

The benefits of the invention are mainly reflected in the following aspects:

the highway and the railway are not crossed on the plane, and the crossing and interference of the highway and the railway which are lead wires at two ends of the main bridge are avoided, so that the condition that a single highway in a canyon region needs to detour to meet the height difference of passing through the railway is avoided, the lengths of the highway bridge and the railway and the sandwich area between the highway and the railway are reduced, the fuel consumption of an automobile is reduced, the investment is saved, the driving comfort is improved, and the carbon emission of the automobile is greatly reduced; meanwhile, the work interface and the fund interface of the maintenance of the railway and the highway are clearly divided;

and secondly, when the number of railway lines and the number of road lanes are even, the condition is the most frequently encountered, the adjacent roads and the adjacent railways run in the same direction, the anti-dazzle device required by the reverse running of the adjacent automobiles and trains when the railways are positioned in the middle and the roads are positioned at the two sides of the railways is thoroughly avoided, the psychological impact of the high-speed train on automobile drivers is greatly reduced, and the traffic safety is ensured.

Thirdly, a crossbeam is arranged on a plurality of stay cables of the railway girder and the highway girder, so that the railway girder and the highway girder are integrally stressed, and the transverse rigidity of the bridge is greatly improved; meanwhile, when train faults and other conditions needing to organize railway passengers for evacuation occur, the cross beam can be used as an evacuation channel, and evacuation efficiency and evacuation safety can be obviously improved.

And fourthly, the highway bridge can be firstly repaired, the foundation and the cross beam of the railway bridge are reserved, and then the railway girder is constructed, so that the defect that the co-constructed bridge of the highway and railway flat bed must be constructed at the same time is overcome.

And fifthly, if the road deck needs to be maintained, the middle protective guard can be removed, the lane on one side is temporarily closed for maintenance, and after the maintenance on the other side is completed, the lane is completely transferred to the side, and then the road deck on the other side is maintained. The solution of railways in the middle and highways on both sides does not have this advantage.

And sixthly, the highway main beam and the railway main beam can be arranged in a staggered layer. The anti-throwing net and the anti-collision wall can be avoided, and the car can be effectively prevented from being out of control to rush onto the railway bridge floor; mutual interference during train and car operation and maintenance can be reduced.

Drawings

The specification includes the following seven drawings:

FIG. 1 is a girder cross-sectional view of a highway-railway combined bridge with double girders in parallel according to the invention;

FIG. 2 is a schematic diagram of the plane layout of the main beams of the highway-railway combined bridge with double main beams parallel to the highway and railway of the invention

FIG. 3 is a main tower diagram of two cable planes and two towers of a highway and a railway combined with a highway and a railway with two main beams parallel to the highway and the railway of the invention;

FIG. 4 is a main tower diagram of single cable plane and single tower column of highway and railway combined bridge construction with double main beams of highway and railway paralleling the invention;

FIG. 5 is a schematic diagram of a highway-railway combined bridge with two parallel main beams and two wiring planes;

FIG. 6 is a cross-sectional view of a highway and railway double-deck main girder of a conventional highway-railway dual-purpose bridge;

FIG. 7 is a cross-sectional view of a highway-railway flat-bed girder of a conventional highway-railway dual-purpose bridge;

the figure shows the components, the part names and the corresponding marks: the main road beam 1, the connecting beam 2, the railway beam 3, the road surface elevation 4, the railway rail surface elevation 5, the side road tower column 6, the middle road tower column 71, the side railway tower column 8, the middle railway tower column 72, the road plane line 9, the railway plane line 10, the main tower foundation 11, the railway stay cable plane 12, the side road stay cable plane 13, the railway single-column tower column 14, the single-column tower column 15, the upper beam 16 and the lower beam 17.

Detailed Description

The invention is further described with reference to the following figures and examples.

Referring to fig. 1 and 2, the highway-railway parallel double-girder highway-railway combined construction bridge comprises a main girder, a bridge tower and a stay cable plane for anchoring the main girder. The main beam comprises a highway main beam 1 and a railway main beam 3 which are arranged in different width and different sides, and the highway main beam 1 and the railway main beam 3 are connected into a whole by connecting cross beams 2 arranged along the bridge direction at intervals. The height difference H exists between the road surface elevation 4 on the top surface of the highway main beam 1 and the railway rail surface elevation 5 on the top surface of the railway main beam 3, the elevation of the top surface of the railway main beam 1 is generally required to be not lower than the height of the top surface of the highway main beam 1, so that the pneumatic effect of a train on an automobile is obviously reduced, the psychological impact of train operation on a highway vehicle driver is reduced, meanwhile, the railway main beam 3 and the highway main beam 1 do not shield each other from sight, the train driving visual field is relatively wide, and passengers can enjoy the beauty of rivers and canyons on the side of a bridge during railway and highway driving on the. When the condition that needs to organize the evacuation of railway passenger such as train trouble meets, connecting beam 2 can regard as evacuation passageway to use, can show evacuation efficiency and evacuation safety of improving.

Referring to fig. 3 and 4, another key structure of the highway-railway parallel double-girder highway-railway combined bridge is that the highway main girder 1 and the railway main girder 3 are anchored by one or two stay cable planes respectively; the bridge tower adopts a double-column bridge tower structure, a three-column bridge tower structure or a four-column bridge tower structure in the transverse bridge direction, and shares one main tower foundation 11. When a three-column bridge tower is used, the tower column 71 on the inner side of the highway and the tower column 72 on the inner side of the railway are combined into one tower column.

In the embodiment shown in fig. 3, the bridge tower adopts a four-tower structure consisting of a road side tower 6, a road middle tower 71, a railway middle tower 72 and a railway side tower 8 in the transverse bridge direction. The highway main beam 1 is supported on a bridge tower cross beam between a highway side tower column 6 and a highway middle tower column 71, and the railway main beam 3 is supported on a bridge tower cross beam between a railway middle tower column 72 and a railway side tower column 8. The anti-throwing net and the anti-collision wall can be prevented from being arranged, the car can be effectively prevented from being out of control to rush to the railway bridge floor, and the mutual interference between the train and the car during operation and maintenance is reduced. The railway middle tower column 72 and the railway side tower column 8 anchor two railway stay cable planes 12 of the railway main beam 3, and the highway middle tower column 71 and the highway side tower column 6 anchor two highway stay cable planes 13 of the highway main beam 1. When a train fault and other situations need to organize railway passengers for evacuation, the railway passengers can be efficiently evacuated from the side of the railway main beam 3 to the side of the highway main beam 1 through the connecting cross beam 2. The highway side tower column 6, the highway middle tower column 71, the railway middle tower column 72 and the railway side tower column 8 share the bridge tower foundation 11, namely the lower ends of the highway side tower column 6, the highway middle tower column 71, the railway middle tower column 72 and the railway side tower column 8 are fixedly connected with the main tower foundation 11.

In another embodiment shown in fig. 4, the bridge tower is a two-tower H-type bridge tower consisting of a highway single-column tower column 15 and a railway single-column tower column 14 which are spaced in the transverse bridge direction, and an upper cross beam 16 and a lower cross beam 17 which are spaced in the vertical direction. The highway main beam 1 is suspended on a highway single-column pylon 15 through a highway stay cable plane 13 single cable plane, and the railway main beam 3 is suspended on a railway single-column pylon 14 through a railway stay cable plane 12 single cable plane. The highway single-column tower column 15 and the railway single-column tower column 14 share the bridge tower foundation 11, namely the lower ends of the highway single-column tower column 15 and the railway single-column tower column 14 are fixedly connected with the main tower foundation 11. When the railway passengers need to be organized for evacuation in case of train faults and the like, the railway passengers can pass through the connecting cross beam 2 from the side of the main railway beam 3.

Referring to fig. 2, the connecting beam 2 is provided at intervals of a plurality of stay cables. The railway girder 3 is generally narrow and weak in transverse rigidity, and the highway girder 1 and the railway girder 3 bear the transverse force together through the connecting cross beam 2, so that the transverse rigidity of the bridge is greatly improved.

Referring to fig. 5, the highway plane line type 9 and the railway plane line type 10 are arranged in parallel at the highway-railway combined repair section, and the parts outside the highway-railway combined repair section can move forward in different directions, so that the mutual intersection and interference are avoided, and the lead untwining efficiency is high.

The foregoing is only illustrative of some principles of the main beam cross-section structure of the highway and railway combined bridge of the present invention, and examples are given by using cable-stayed bridges, and in fact, the present invention is also applicable to highway and railway combined suspension bridges and arch bridges with double main beams, and the present invention is not limited to the specific structure and application range shown and described, so that all modifications and equivalents which may be utilized belong to the patent scope of the present invention.