CN211922242U - Full rigid frame bridge system for long and large intervals of rail transit - Google Patents
Full rigid frame bridge system for long and large intervals of rail transit Download PDFInfo
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- CN211922242U CN211922242U CN201921760435.0U CN201921760435U CN211922242U CN 211922242 U CN211922242 U CN 211922242U CN 201921760435 U CN201921760435 U CN 201921760435U CN 211922242 U CN211922242 U CN 211922242U
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- 229910000831 Steel Inorganic materials 0.000 claims abstract description 31
- 239000010959 steel Substances 0.000 claims abstract description 31
- 238000005192 partition Methods 0.000 claims abstract description 11
- 239000011374 ultra-high-performance concrete Substances 0.000 claims description 8
- 238000011065 in-situ storage Methods 0.000 claims description 4
- 239000003292 glue Substances 0.000 claims description 2
- 230000000694 effects Effects 0.000 abstract description 5
- 239000007787 solid Substances 0.000 abstract description 5
- 230000003014 reinforcing effect Effects 0.000 abstract description 4
- 230000002411 adverse Effects 0.000 abstract description 3
- 230000009291 secondary effect Effects 0.000 abstract description 2
- 238000010276 construction Methods 0.000 description 7
- 239000004567 concrete Substances 0.000 description 6
- 230000002787 reinforcement Effects 0.000 description 4
- 229910001294 Reinforcing steel Inorganic materials 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 210000003205 muscle Anatomy 0.000 description 3
- 238000005452 bending Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 238000005336 cracking Methods 0.000 description 2
- 238000009792 diffusion process Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000010008 shearing Methods 0.000 description 2
- 239000000853 adhesive Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005553 drilling Methods 0.000 description 1
- 238000002372 labelling Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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Abstract
The utility model provides an interval full rigid frame bridge system of track traffic length and width, include: the side piers are positioned at two sides, the middle pier is positioned in the middle, and the side piers and the middle pier are provided with main beams; the girder includes: a plurality of prefabricated section beams connected in sequence; a plurality of steel bars are arranged in the post-cast transverse partition beam, and the side piers are connected with the prefabricated section beam through the steel bars in the post-cast transverse partition beam; the middle pier is connected with the prefabricated section beam through a middle pier top post-pouring section. Adopt the utility model discloses a track traffic is long and is long between interval full rigid frame system can avoid wet seam reinforcing bar problem of connecting and the poor problem of structural performance many times, and the post-cast diaphragm beam has realized that the limit mound is solid real, reduces the adverse effect of prestressing force secondary effect to the pier, guarantees the safe and reliable that the structure passes power.
Description
Technical Field
The utility model belongs to the technical field of the track traffic, concretely relates to track traffic is interval rigid frame bridge system of growing up.
Background
The rail transit bridge spans rivers, lakes, straits, valleys or other obstacles, and structures built for realizing the three-dimensional crossing of suburban rail transit lines and urban central rail transit lines or roads.
In the prior art, the main beam and the pier are usually connected through prestress, and the longitudinal prestress steel beam of the main beam needs a certain diffusion distance under the action of the beam end, so the prestress cannot act on the range of the box girder web plate at the top beam end of the side pier, and the mode easily causes the joint of the beam end and the pier to crack.
Disclosure of Invention
In order to overcome the technical defect, the utility model provides a track traffic is long and is long between interval full rigid frame bridge system, it can prevent both ends of a beam and pier handing-over department fracture.
In order to solve the above problem, the utility model discloses realize according to following technical scheme:
a track traffic long and large interval full rigid frame bridge system includes:
the side piers are positioned at two sides, the middle pier is positioned in the middle, and the side piers and the middle pier are provided with main beams;
the girder includes: a plurality of prefabricated section beams connected in sequence;
a plurality of steel bars are arranged in the post-cast transverse partition beam, and the side piers are connected with the prefabricated section beam through the steel bars in the post-cast transverse partition beam; the middle pier is connected with the prefabricated section beam through a middle pier top post-pouring section.
As a further improvement, the roof and the bottom plate of the post-cast diaphragm beam are provided with transverse steel bars and longitudinal steel bars, and the box girder web plate of the post-cast diaphragm beam is provided with transverse steel bars.
As a further improvement of the utility model, the post-cast diaphragm beam is provided with the drain pipe along the vertical direction.
As a further improvement, the top plate and the bottom plate of the post-cast diaphragm beam are provided with U-shaped steel bars.
As a further improvement of the utility model, adjacent two be provided with the gluey seam between the prefabricated festival section roof beam.
As a further improvement, the middle pier top post-pouring section adopts the ultra-high performance concrete to pour.
As a further improvement, the post-cast diaphragm beam adopts the ultra-high performance concrete to pour.
As a further improvement of the utility model, the side pier is a double-side pier, and the distance between one side pier and the other side pier of the double-side pier is 90-110 mm.
As a further improvement of the utility model, the thickness of the wall pier of the double-side pier is less than or equal to 0.5 time of the width of the pier.
As the utility model discloses a further improvement, side pier bottom has connected gradually cast-in-place cushion cap and bored concrete pile, well mound bottom has connected gradually cast-in-place cushion cap and bored concrete pile.
Compared with the prior art, the beneficial effects of the utility model are that: the girder and the side pier are connected through the integral post-cast diaphragm beam, compared with the existing prestress connection mode, the problem of repeated connection of wet joint reinforcing steel bars and the problem of poor structural performance can be avoided, the post-cast diaphragm beam realizes that the side pier is solid and solid, the adverse effect of the prestress secondary effect on the pier is reduced, the safety and reliability of the force transmission of the structure are ensured, in addition, reinforcing steel bars are configured in the post-cast diaphragm beam according to different stress requirements, and the cracking of the fixed connection joint of the pier beam is avoided.
Drawings
The following detailed description of embodiments of the invention is provided with reference to the accompanying drawings, in which:
fig. 1 is a schematic view of the overall structure of the long and large interval full rigid frame system of the rail transit system of the present invention;
FIG. 2 is a layout of post-cast diaphragm beam reinforcing bars of the present invention;
FIG. 3 is a cross-sectional top view of the post-cast diaphragm beam of the present invention;
FIG. 4 is a schematic view of the post-cast diaphragm beam of the present invention;
FIG. 5 is a layout view of the reinforcement bars of the post-cast beam according to the present invention;
FIG. 6 is a schematic structural view of the side pier of the present invention;
fig. 7 is a schematic view of the connection between the middle pier and the main beam of the present invention;
description of the labeling: 1-side pier; 2-middle pier; 3, a main beam; 31-prefabricating a segmental beam; 32-glue seams; 4-post-pouring transverse partition beams; 41-top plate; 42-a base plate; 43-box beam webs; 44-transverse reinforcement; 45-longitudinal steel bars; 46-a drain pipe; 47-U-shaped steel bars; 5-post-pouring section of middle pier top; 6-cast-in-place bearing platform; 7-drilling the cast-in-place pile.
Detailed Description
The preferred embodiments of the present invention will be described in conjunction with the accompanying drawings, and it will be understood that they are presented herein only to illustrate and explain the present invention, and not to limit the present invention.
Example one
The embodiment discloses a track traffic long and large interval full rigid frame bridge system, as shown in fig. 1, includes: be located the side mound 1 of both sides, be located the middle pier 2 at middle part, be provided with girder 3 on side mound 1, the middle pier 2, girder 3 includes: the side piers 1 are connected with the precast segmental beams 31 through the steel bars in the post-cast transverse partition beams 4; the middle pier 2 is connected with the prefabricated section beam 31 through the middle pier top post-pouring section 5. The main beam 3 adopts a prefabricated section beam 31 splicing construction method, the side piers 1 and the middle piers 2 adopt non-prestressed prefabricated pier structures and are large-span structural bridges of 4 multiplied by 40m, larger development spaces are reserved for traffic corridors above and below the ground of a city, and a full rigid frame system can increase the span of the structure, so that the stress of the structure is reasonable, the maintenance cost of an expansion joint and the maintenance cost of a free support are reduced, and the construction cost is reduced.
Specifically, the middle pier top post-pouring section 5 is arranged between the middle pier top and the main beams 3 on the two sides, the middle pier top post-pouring section 5 is not provided with wet joints, the integrated middle pier top post-pouring section 5 can avoid the problem of repeated connection of wet joint reinforcing steel bars and the problem of poor structural performance, the post-pouring transverse partition beam 4 realizes that the side piers are solid and solid, the adverse effect of the secondary prestress effect on the piers is reduced, and the safety and reliability of force transmission of the structure are ensured.
In the above embodiment, due to the requirement of the diffusion distance of the longitudinal prestressed steel beam, the prestress is not greatly applied in the range of the side pier top transverse beam 4, different steel bar configurations need to be performed on the post-cast transverse beam 4, the pier beam fixed connection joint is prevented from cracking, the post-cast transverse beam can be configured according to different stress requirements, and the top plate and the bottom plate longitudinal steel bar resist bending and shearing, and the transverse steel bar resists shearing. As shown in fig. 2 to 5, both the top plate 41 and the bottom plate 42 of the post-cast diaphragm beam 4 are provided with transverse steel bars 44 and longitudinal steel bars 45 for connecting with the precast segmental beam 31, which are mainly used for bearing beam-end bending moment, and simultaneously bear vertical shear force transmitted by the contact surface of the precast part and the post-cast concrete part in the range of the top plate 41 and the bottom plate 42, the vertical counter force of the main beam directly acts on the side pier 1, a support can be omitted, and the box beam web 43 of the post-cast diaphragm beam 4 is provided with transverse steel bars 44 which are mainly used for bearing vertical shear force transmitted by the contact surface of the precast part and the post-cast concrete part in the range of the web.
In the above embodiment, as shown in fig. 2 to 5, the post-cast wale 4 is provided with the drain pipe 46 in the vertical direction.
In the above embodiment, as shown in fig. 3 and 4, the top plate and the bottom plate of the post-cast beam 4 are provided with U-shaped steel bars 47, and the steel bars are fixed by using the positioning slots in the beam field and simulated by using the steel pipes to avoid the pier steel bars and the drain pipes completely when the beam field is prefabricated. Detect the collision through bim technique, produce the collision transverse reinforcement and set up to U shaped steel muscle 47, the risk of falling the roof beam can be solved to U shaped steel muscle 47.
In the above embodiment, as shown in fig. 6, an adhesive joint 32 is provided between two adjacent prefabricated segment girders 31.
In the above embodiment, the post-cast section 5 of the middle pier top is cast by using ultra-high performance concrete; the post-cast transverse beam 4 is cast by adopting ultra-high performance concrete, the strength of the ultra-high performance concrete is high, the construction speed is high, the construction time is saved by 80 percent compared with the construction time of a traditional concrete post-cast section, and the bonding strength among the middle pier top post-cast section 5, the post-cast transverse beam 4 and the prefabricated section beam 31 is increased.
In the above embodiment, as shown in fig. 6, the side pier 1 is a double-side pier, the distance between one side pier and the other side pier of the double-side pier is 90-110mm, and the wall pier thickness of the double-side pier is less than or equal to 0.5 times of the pier width, so that the side pier 1 has a similar appearance to the middle pier 2 and a beautiful appearance.
In the above embodiment, as shown in fig. 1, the bottom of the side pier 1 is connected with a cast-in-place bearing platform 6 and a cast-in-situ bored pile 7 in sequence; the bottom of the middle pier 2 is connected with a cast-in-place bearing platform 6 and a cast-in-situ bored pile 7 in sequence, and the content of the part can be referred to in the prior art.
To sum up, the utility model discloses can reach following technological effect.
1. The simple support body has large span, reduces the number of expansion joints and reduces the probability of water leakage and pier pollution after the expansion joints are aged;
2. the support of each pier is eliminated, so that the maintenance cost is reduced, and the influence on the normal operation of the rail transit due to the replacement of the support is avoided.
3. The vertical prestress is cancelled, and the condition that the vertical prestress arranged on the side pier of the full rigid frame system easily causes the concrete pressure stress of the side pier to exceed the standard limit value is avoided.
4. The roof and the bottom plate of post-cast diaphragm all rationally are provided with vertical reinforcing bar and case roof beam web horizontal reinforcement, can solve the unable range of using side mound back timber end case web of girder longitudinal prestress, the easy problem that ftractures of beam-ends and pier handing-over department.
5. The roof and the bottom plate of post-cast diaphragm roof beam are provided with U type reinforcing bar, and the pier owner muscle is fixed a position with positioning groove at prefabricated field, and vertical drain pipe in avoiding the precast beam to fall the roof beam time and bumping, brings the construction risk.
6. By adopting the ultra-high performance concrete, the construction period is shortened, and the structure has strong stress performance.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, so that any modification, equivalent change and modification made by the technical spirit of the present invention to the above embodiments do not depart from the technical solution of the present invention, and still fall within the scope of the technical solution of the present invention.
Claims (10)
1. The utility model provides a long interval full rigid frame bridge system of track traffic, its characterized in that includes:
the post-cast transverse partition beam comprises a post-cast transverse partition beam, side piers positioned on two sides and a middle pier positioned in the middle, wherein main beams are arranged on the side piers and the middle pier;
the girder includes: a plurality of prefabricated section beams connected in sequence;
a plurality of steel bars are arranged in the post-cast transverse partition beam, and the side piers are connected with the prefabricated section beam through the steel bars in the post-cast transverse partition beam; the middle pier is connected with the prefabricated section beam through a middle pier top post-pouring section.
2. The rail transit long and large interval fully rigid frame bridge system according to claim 1, wherein the top plate and the bottom plate of the post-cast beam are provided with transverse steel bars and longitudinal steel bars, and the post-cast beam is provided with transverse steel bars within the height range of a box girder web plate.
3. The rail transit long and large interval fully rigid frame bridge system according to claim 2, wherein the post-cast diaphragm beam is provided with a drain pipe in a vertical direction.
4. The rail transit long-and-large-interval fully rigid frame bridge system according to claim 2, wherein U-shaped steel bars are arranged on a top plate and a bottom plate of the post-cast transverse beam.
5. The rail transit long-interval fully rigid frame bridge system according to claim 1, wherein a glue joint is arranged between two adjacent prefabricated section beams.
6. The rail transit long-interval fully rigid frame bridge system according to claim 1, wherein the middle pier top post-cast section is cast by ultra-high performance concrete.
7. The rail transit long-span all-rigid frame bridge system of claim 1, wherein the post-cast diaphragm beam is cast with ultra-high performance concrete.
8. The rail transit extended-range fully rigid frame bridge system according to claim 1, wherein the side piers are double-side piers, and the distance between one side pier and the other side pier of each double-side pier is 90-110 mm.
9. The rail transit long interval fully rigid frame bridge system of claim 8, wherein the wall pier thickness of the double-sided pier is less than or equal to 0.5 times the pier width.
10. The rail transit long and large interval fully rigid frame bridge system according to claim 1, wherein the bottom of the side pier is sequentially connected with a cast-in-place bearing platform and a cast-in-situ bored pile, and the bottom of the middle pier is sequentially connected with a cast-in-place bearing platform and a cast-in-situ bored pile.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921760435.0U CN211922242U (en) | 2019-10-18 | 2019-10-18 | Full rigid frame bridge system for long and large intervals of rail transit |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921760435.0U CN211922242U (en) | 2019-10-18 | 2019-10-18 | Full rigid frame bridge system for long and large intervals of rail transit |
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| Publication Number | Publication Date |
|---|---|
| CN211922242U true CN211922242U (en) | 2020-11-13 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201921760435.0U Active CN211922242U (en) | 2019-10-18 | 2019-10-18 | Full rigid frame bridge system for long and large intervals of rail transit |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114960434A (en) * | 2022-05-18 | 2022-08-30 | 中铁大桥勘测设计院集团有限公司 | Prefabricated and solidified pier beam construction method and pier beam structure |
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2019
- 2019-10-18 CN CN201921760435.0U patent/CN211922242U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114960434A (en) * | 2022-05-18 | 2022-08-30 | 中铁大桥勘测设计院集团有限公司 | Prefabricated and solidified pier beam construction method and pier beam structure |
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