A kind of over-width connecting plate structure for quick passing of bridge width vehicle

Abstract

The utility model relates to bridge technical field, concretely relates to a kind of over-width connecting plate structure for the quick passage of bridge width vehicle, the structure includes steel sheet, limiting component and the transverse buffer pad of pair arrangement, wherein, steel sheet covers on the upper surface of left bridge deck pavement and right bridge deck pavement, and the gap between the two is formed continuous traffic surface across, limiting component is fixedly connected to the bottom of steel sheet, and vertically extends into the gap between left bridge deck pavement and right bridge deck pavement, and transverse buffer pad is correspondingly arranged between the bottom of steel sheet and the upper surface of left bridge deck pavement and right bridge deck pavement, to reduce the impact of steel sheet on left bridge deck pavement and right bridge deck pavement.The application avoids the rigid contact between steel sheet and left bridge deck pavement and right bridge deck pavement by setting transverse buffer pad, solves the problem that existing T-shaped plate structure easily leads to bridge deck pavement easily damaged, significantly prolongs the service life of bridge deck pavement.

Description

[Technical Field]

[0001] This utility model relates to the field of bridge technology, specifically to a cross-span connecting plate structure for rapid vehicle passage between bridge spans. [Background Technology]

[0002] The rapid development of highway network construction has made highways the main channel for freight transportation in my country, and bridges, as the arteries of highway transportation, play a crucial role in the accessibility of goods transport. The problem of partial closure of bridges during maintenance is particularly prominent, often causing traffic congestion, transportation delays, economic losses, and even safety accidents, negatively impacting logistics efficiency and road capacity. Current technical solutions, such as temporary detour points, typically face the problem of excessively long detour distances and increased traffic burden on surrounding road networks; while constructing simple bridge crossings suffers from insufficient load-bearing capacity, excessively long installation times, and poor stability, making it difficult to ensure the safe and rapid passage of overweight vehicles. Frequent dismantling and maintenance work not only increases construction costs but also enhances operational risks. Furthermore, improper handling of the central divider may lead to structural damage or vehicle skidding accidents.

[0003] Existing connection structures, such as the "Connection Structure at the Longitudinal Joint of a Double-Span Bridge" disclosed in application number "201420739605.8", involve directly overlapping a T-shaped plate at the joint between the two bridge spans. Under prolonged exposure to repeated impact loads from heavy vehicles, the T-shaped plate directly transmits the enormous impact force to the bridge deck pavement, easily leading to structural damage such as crushing, cracking, or peeling of the pavement layer (e.g., asphalt concrete or cement concrete).

[0004] In view of the above-mentioned technical problems, this utility model is proposed in this study. [Utility Model Content]

[0005] The technical problem to be solved by this utility model is to provide a cross-span connecting plate structure for rapid vehicle passage between bridge spans. By setting a transverse buffer pad for buffering and energy absorption, it solves the problem that the T-shaped plate structure in the prior art is prone to damage to the edge of the bridge deck, and significantly extends the service life of the bridge deck pavement.

[0006] To solve the above-mentioned technical problems, this utility model proposes a bridge span connection plate structure for rapid vehicle passage between bridge spans. The bridge span includes a left span beam 1 and a right span beam 2 arranged at intervals. The left span beam 1 is covered with left bridge deck pavement 10, and the right span beam 2 is covered with right bridge deck pavement 20. The bridge span connection plate structure is characterized by comprising:

[0007] Steel plate 3 covers the upper surfaces of the left bridge deck pavement 10 and the right bridge deck pavement 20, and spans the gap between them to form a continuous passage surface;

[0008] The limiting component 4 is fixedly connected to the bottom of the steel plate 3 and extends vertically into the gap between the left bridge deck pavement 10 and the right bridge deck pavement 20 to limit the displacement of the steel plate 3 along the direction of vehicle travel.

[0009] The paired transverse buffer pads 5 are respectively placed between the bottom of the steel plate 3 and the upper surface of the left bridge deck pavement 10 and the right bridge deck pavement 20 to reduce the impact of the steel plate 3 on the left bridge deck pavement 10 and the right bridge deck pavement 20.

[0010] As described above, in a bridge span connection plate structure for rapid vehicle passage between bridge spans, the corresponding transverse buffer pads 5 extend to the side of the limiting component 4 and cover the side of the limiting component 4, forming a longitudinal buffer portion 6 located between the limiting component 4 and the left bridge deck pavement 10 and between the limiting component 4 and the right bridge deck pavement 20.

[0011] As described above, in a bridge span connection plate structure for rapid vehicle passage between bridge spans, the thickness of the transverse buffer pad 5 is T1, and the thickness of the longitudinal buffer part 6 is T2. Therefore, T1 < T2.

[0012] As described above, in a bridge span connection plate structure for rapid vehicle passage between bridge spans, the transverse buffer pad 5 and the longitudinal buffer part 6 are integrally formed into an L-shaped structure.

[0013] As described above, in a bridge span connection plate structure for rapid vehicle passage between bridge spans, both the transverse buffer pad 5 and the longitudinal buffer part 6 are made of rubber.

[0014] As described above, a bridge span connection plate structure for rapid vehicle passage between bridge spans is provided with longitudinal buffer parts 6 between the limiting component 4 and the left bridge deck pavement 10 and between the limiting component 4 and the right bridge deck pavement 20, and the corresponding longitudinal buffer parts 6 are fixedly connected to the limiting component 4.

[0015] As described above, in a bridge span connection plate structure for rapid vehicle passage between bridge spans, the limiting component 4 is a square steel and is connected to the bottom of the steel plate 3 by welding.

[0016] As described above, in a bridge span connection plate structure for rapid vehicle passage between bridge spans, the width of the square steel is L and the height is H, then: L > H.

[0017] As described above, a bridge span connection plate structure for rapid vehicle passage between bridge spans is provided with a plurality of anti-slip strips 7 on the surface of the steel plate 3. The height of the anti-slip strips 7 is 5 to 10 mm, and the distance between adjacent anti-slip strips 7 is 10 to 30 cm.

[0018] As described above, in a bridge span connection plate structure for rapid vehicle passage between bridge spans, the anti-slip strip 7 is a plain round steel bar and is fixed to the steel plate 3 by welding.

[0019] Compared with the prior art, the cross-span connecting plate structure of this utility model for rapid vehicle passage between bridge spans has the following advantages:

[0020] 1. By setting a transverse buffer pad, this application avoids hard contact between the steel plate and the pavement on the left and right sides of the bridge deck, completely solving the problem that the existing T-shaped plate structure is prone to causing damage to the bridge deck, and significantly extending the service life of the bridge deck pavement.

[0021] 2. By setting a transverse buffer pad, this application can increase friction and prevent the steel plate from sliding.

[0022] 3. This application also includes a longitudinal buffer section. The longitudinal buffer section undergoes compression deformation under stress, absorbs longitudinal impact energy, and ultimately transmits the buffered force to the side of the left or right bridge deck pavement, preventing the square steel from directly impacting the side of the left or right bridge deck pavement and effectively protecting the side of the left or right bridge deck pavement. [Attached Image Description]

[0023] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings, wherein:

[0024] Figure 1 This is a schematic diagram of the structure of this utility model.

[0025] Figure 2 This is an exploded structural diagram of the present invention.

[0026] Figure 3 This is a schematic diagram of the limiting component in this utility model.

[0027] Figure 4 This is another exploded structural diagram of this utility model.

[0028] In the diagram: 1. Left bridge beam; 10. Left bridge deck pavement; 2. Right bridge beam; 20. Right bridge deck pavement; 3. Steel plate; 4. Limiting component; 5. Transverse buffer pad; 6. Longitudinal buffer section; 7. Anti-slip strip.

Detailed Implementation Methods

[0029] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings.

[0030] like Figure 1-4As shown, this utility model includes a bridge span connection plate structure for rapid vehicle passage between bridge spans. The bridge span includes a left span beam 1 and a right span beam 2 arranged at intervals. The left span beam 1 is covered with a left bridge deck pavement 10, and the right span beam 2 is covered with a right bridge deck pavement 20. The bridge span connection plate structure includes a steel plate 3, a limiting component 4, and a pair of transverse buffer pads 5. The steel plate 3 covers the upper surfaces of the left bridge deck pavement 10 and the right bridge deck pavement 20, and spans the gap between them to form a continuous passage surface. The limiting component 4 is fixedly connected to the bottom of the steel plate 3 and extends vertically into the gap between the left bridge deck pavement 10 and the right bridge deck pavement 20 to limit the displacement of the steel plate 3 along the vehicle's travel direction. The two transverse buffer pads 5 are respectively arranged between the bottom of the steel plate 3 and the upper surfaces of the left bridge deck pavement 10 and the right bridge deck pavement 20 to reduce the impact of the steel plate 3 on the left bridge deck pavement 10 and the right bridge deck pavement 20. In this embodiment, the steel plate 3 is made of stainless steel, and the thickness of the steel plate 3 is 1.5 to 3 cm, preferably 2 cm.

[0031] In this application, by setting a transverse buffer pad 5, hard contact between the steel plate 3 and the left bridge deck pavement 10 and the right bridge deck pavement 20 is avoided, completely solving the problem that the existing T-shaped plate structure is prone to causing bridge deck damage, and significantly extending the service life of the bridge deck pavement. Furthermore, by setting the buffer pad 5, the buffer pad 5 can increase friction and prevent the steel plate 3 from sliding.

[0032] As a preferred embodiment, the corresponding transverse buffer pads 5 extend to the side of the limiting component 4 and cover the side of the limiting component 4, forming a longitudinal buffer portion 6 located between the limiting component 4 and the left bridge deck pavement 10 and between the limiting component 4 and the right bridge deck pavement 20.

[0033] In this embodiment, the longitudinal thrust generated by vehicle movement, such as acceleration, braking, and driving inertia, acts on the steel plate 3, which may move along the driving direction. At this time, the limiting component 4 at the bottom of the steel plate 3 will come into contact with the longitudinal buffer portions 6 on both sides of the embedded gap. The square steel transmits the longitudinal thrust to the longitudinal buffer portion 6, which undergoes compression deformation to absorb the longitudinal impact energy and ultimately transmits the buffered force to the side of the left bridge deck pavement 10 or the right bridge deck pavement 20, preventing the square steel from directly impacting the side of the left bridge deck pavement 10 or the right bridge deck pavement 20, effectively protecting the side of the left bridge deck pavement 10 or the right bridge deck pavement 20.

[0034] Furthermore, in this application, the thickness of the transverse buffer pad 5 is T1, and the thickness of the longitudinal buffer portion 6 is T2, therefore: T1 < T2. Since the area of ​​the longitudinal buffer portion 6 is relatively smaller than that of the transverse buffer pad 5, the longitudinal buffer portion 6 with the same area will experience greater force than the transverse buffer pad 5 during operation. Therefore, setting the longitudinal buffer portion 6 to be thicker effectively provides sufficient elastic space and buffering capacity, and can also accommodate minor deformations of the bridge structure caused by temperature or load, avoiding hard collisions.

[0035] In this application, both the transverse buffer pad 5 and the longitudinal buffer portion 6 are made of rubber, and the transverse buffer pad 5 and the longitudinal buffer portion 6 are integrally formed into an L-shaped structure. This integral forming facilitates construction and production, and also makes the connection more stable. In this embodiment, the thickness of the transverse buffer pad 5 is 4–8 mm, preferably 5 mm. The thickness of the longitudinal buffer portion 6 is 15–25 mm, preferably 20 mm.

[0036] like Figure 4 As shown, in another preferred embodiment, longitudinal buffer portions 6 are provided between the limiting component 4 and the left bridge deck pavement 10, and between the limiting component 4 and the right bridge deck pavement 20, respectively, and the corresponding longitudinal buffer portions 6 are fixedly connected to the limiting component 4. In this embodiment, the longitudinal buffer portions 6 are directly connected to the side of the limiting component 4. Several grooves can be provided on the longitudinal buffer portions 6, and bolts are then installed in the grooves to connect with the limiting component 4. After locking, the bolts are completely located in the grooves, so that the bolts will not abut against the left bridge deck pavement 10 or the right bridge deck pavement 20. It should be noted that the grooves are not shown in the drawings, and the bolts are not shown in the drawings. In addition, in this embodiment, the thickness of the longitudinal buffer portion 6 is also greater than the thickness of the transverse buffer pad 5.

[0037] As a further embodiment, to prevent the vehicle from slipping when driving on the steel plate 3, a plurality of anti-slip strips 7 are provided on the surface of the steel plate 3. The height of the anti-slip strips 7 is 5-10 mm, and the distance between adjacent anti-slip strips 7 is 10-30 cm. The anti-slip strips 7 are made of plain round steel bars with a diameter of 8 mm, and are welded to the steel plate 3 at equal intervals of 20 cm.

[0038] like Figure 3 As shown, as a further embodiment, the width of the square steel is L and the height is H, so L > H. In this embodiment, the square steel only serves as a limit and does not provide support. Therefore, the height of the square steel does not need to be set too high, which can both limit the movement and save materials. It should also be noted that in this application, the gap between the left bridge deck pavement 10 and the right bridge deck pavement 20 is about 20cm.

[0039] In this application, the following construction methods are used:

[0040] Method 1 (the transverse buffer pad 5 and the longitudinal buffer part 6 are set as one piece);

[0041] Step 1: Along a certain length of the bridge along its direction, remove the bridge railing in the central divider between the left bridge beam 1 and the right bridge beam 2. Also, clean debris, dust, oil, and loose particles from the left bridge deck pavement 10 and the right bridge deck pavement 20 to ensure the contact surfaces are flat, clean, and dry.

[0042] Step 2: Place the integrated transverse buffer pad 5 and longitudinal buffer section 6 on the edges of the left bridge deck pavement 10 and right bridge deck pavement 20 near the gap. During placement, the transverse buffer pad 5 should be laid flat on the left and right bridge deck pavement 10 and 20 respectively, while the longitudinal buffer section 6 should be tightly attached to the vertical side of the bridge deck pavement near the gap. A small amount of non-corrosive adhesive can be used for temporary fixation.

[0043] Step 3: Using lifting equipment, such as a crane, smoothly lift the steel plate 3 with the pre-welded limiting component 4 into place, ensuring that the limiting component 4 at the bottom of the steel plate 3 accurately falls into the gap between the left bridge deck pavement 10 and the right bridge deck pavement 20. It should be noted that, since the entire steel plate 3 occupies a large area, depending on actual traffic needs (such as road conditions and traffic flow), if a larger coverage area is required, multiple panels can be spliced ​​and welded together.

[0044] Step 4: Weld the anti-slip strips 7 onto the steel plate 3 at 20cm intervals. This welding process can also be completed before hoisting (i.e., the anti-slip strips 7 are pre-welded onto the steel plate 3) to reduce on-site construction time.

[0045] Method 2 (the transverse buffer pad 5 and the longitudinal buffer part 6 are set separately);

[0046] Step 1: Along a certain length of the bridge along its direction, remove the bridge railing in the central divider between the left bridge beam 1 and the right bridge beam 2. Also, clean debris, dust, oil, and loose particles from the left bridge deck pavement 10 and the right bridge deck pavement 20 to ensure the contact surfaces are flat, clean, and dry.

[0047] Step 2: Place the integrated transverse buffer pad 5 on the edges of the left bridge deck pavement 10 and the right bridge deck pavement 20 near the gap. During placement, the transverse buffer pad 5 should be laid flat on the left bridge deck pavement 10 and the right bridge deck pavement 20 respectively.

[0048] Step 3: Using lifting equipment, such as a crane, the steel plate 3 is smoothly hoisted into place, ensuring that the limiting component 4 at the bottom of the steel plate 3 accurately falls into the gap between the left bridge deck pavement 10 and the right bridge deck pavement 20. It should be noted that square steel has been pre-welded to the bottom of the steel plate 3, and longitudinal buffer parts 6 have been installed on the square steel. Furthermore, since the entire steel plate 3 occupies a large area, depending on actual traffic needs (such as road conditions and traffic flow), if a larger coverage area is required, multiple panels can be spliced ​​and welded together.

[0049] Step 4: Weld the anti-slip strips 7 onto the steel plate 3 at 20cm intervals. This welding process can also be completed before hoisting (i.e., the anti-slip strips 7 are pre-welded onto the steel plate 3) to reduce on-site construction time.

[0050] The construction method described in this application is simple and efficient, with robust and reliable connections between components, ensuring stability and safety during long-term use. It also maintains stable performance under various climatic conditions, effectively meeting the needs of rapid vehicle traffic and minimizing the management burden on bridge maintenance units and transportation departments. Furthermore, the entire structure is easy to maintain and replace, effectively reducing subsequent maintenance costs and significantly improving overall economic benefits.

Claims

1. A bridge span connecting plate structure for rapid vehicle passage between bridge spans, wherein the bridge span includes a left span beam (1) and a right span beam (2) spaced apart, wherein the left span beam (1) is covered with a left bridge deck pavement (10) and the right span beam (2) is covered with a right bridge deck pavement (20), characterized in that... The over-width connecting plate structure includes: A steel plate (3) is applied to the upper surfaces of the left bridge deck pavement (10) and the right bridge deck pavement (20) and spans the gap between them to form a continuous passageway. The limiting component (4) is fixedly connected to the bottom of the steel plate (3) and extends vertically into the gap between the left bridge deck pavement (10) and the right bridge deck pavement (20) to limit the displacement of the steel plate (3) along the direction of vehicle travel. The paired transverse buffer pads (5) are respectively placed between the bottom of the steel plate (3) and the upper surface of the left bridge deck pavement (10) and the right bridge deck pavement (20) to reduce the impact of the steel plate (3) on the left bridge deck pavement (10) and the right bridge deck pavement (20).

2. The bridge span connection plate structure for rapid vehicle passage between bridge spans according to claim 1, characterized in that... The corresponding transverse buffer pads (5) extend toward the side of the limiting component (4) and cover the side of the limiting component (4), forming a longitudinal buffer portion (6) between the limiting component (4) and the left bridge deck pavement (10) and between the limiting component (4) and the right bridge deck pavement (20).

3. The bridge span connection plate structure for rapid vehicle passage between bridge spans according to claim 2, characterized in that... The thickness of the transverse buffer pad (5) is T1, and the thickness of the longitudinal buffer part (6) is T2, then T1 < T2.

4. A bridge span connection plate structure for rapid vehicle passage between bridge spans according to claim 2, characterized in that... The transverse buffer pad (5) and the longitudinal buffer part (6) are integrally formed into an L-shaped structure.

5. A bridge span connection plate structure for rapid vehicle passage between bridge spans according to claim 2, characterized in that... Both the transverse buffer pad (5) and the longitudinal buffer part (6) are made of rubber.

6. A bridge span connection plate structure for rapid vehicle passage between bridge spans according to claim 1, characterized in that... The limiting component (4) is provided with a longitudinal buffer part (6) between itself and the left bridge deck pavement (10) and between itself and the right bridge deck pavement (20), and the corresponding longitudinal buffer part (6) is fixedly connected to the limiting component (4).

7. A bridge span connection plate structure for rapid vehicle passage between bridge spans according to claim 1, characterized in that... The limiting component (4) is a square steel and is connected to the bottom of the steel plate (3) by welding.

8. A bridge span connection plate structure for rapid vehicle passage between bridge spans according to claim 7, characterized in that... If the width of the square steel is L and the height is H, then L > H.

9. A bridge span connection plate structure for rapid vehicle passage between bridge spans according to claim 1, characterized in that... The surface of the steel plate (3) is provided with a plurality of anti-slip strips (7), the height of the anti-slip strips (7) is 5 to 10 mm, and the distance between adjacent anti-slip strips (7) is 10 to 30 cm.

10. A bridge span connection plate structure for rapid vehicle passage between bridge spans according to claim 9, characterized in that... The anti-slip strip (7) is a plain round steel bar and is fixed to the steel plate (3) by welding.

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