Bridge engineering drainage structure

Abstract

The application discloses a bridge engineering drainage structure, relates to the technical field of bridge engineering, and improves the problem that water easily accumulates on a bridge deck and affects vehicle passing safety, and comprises a bridge body, a plurality of drainage components, a plurality of installation grooves formed in the bridge deck, a speed reducer, a limiting piece and a plurality of elastic pieces, wherein the speed reducer is in sliding connection with the bridge body, one end of the elastic piece is connected with the speed reducer, the other end of the elastic piece is connected with the groove bottom of the installation groove, the elastic piece drives the speed reducer to slide away from the groove bottom of the installation groove, a plurality of water guide grooves are formed in the bridge body, a plurality of first water guide holes are formed in the speed reducer, one end of the first water guide hole leads to the bridge deck, and the other end of the first water guide hole is communicated with the water guide groove. The application can improve the overall drainage effect of the bridge body, reduce the amount of water accumulated on the bridge deck, and improve the safety of vehicles passing through the bridge.

Description

Technical Field

[0001] This application relates to the technical field of bridge engineering, and in particular to a drainage structure for bridge engineering. Background Technology

[0002] In order to quickly drain water from the bridge and prevent rainwater from accumulating on the bridge surface and seeping into the beams, thus affecting the durability of the bridge, drainage structures are installed on the bridge surface during the design of bridges. The drainage structures drain the water from the bridge surface and then collect and store it in a unified manner, forming a complete drainage system.

[0003] One existing drainage structure on bridges employs the following method: A drainage ditch is constructed on one side of the bridge deck, with a cover plate at the top of the ditch to intercept debris. Several drainage holes are provided on the cover plate to allow accumulated water to flow into the drainage ditch. When water accumulates on the bridge deck, it flows along the deck, and the water reaching the cover plate is collected through the drainage holes into the drainage ditch, and then flows into a collection pipe.

[0004] However, during heavy rain, the bridge surface accumulates a large amount of water, and the aforementioned drainage structure prioritizes draining the water closest to its side. Furthermore, the drainage speed of this structure depends on the number and size of the drainage holes, thus its drainage speed is fixed. In heavy rain, the drainage speed of the structure is typically slower than the rate at which the water accumulates on the bridge surface. In such cases, the accumulated water on the bridge surface can easily cause vehicles to slip, posing a significant threat to the safety of drivers and passengers. Summary of the Invention

[0005] In order to improve the problem of water accumulation on bridge surfaces that affects vehicle traffic safety, this application provides a bridge engineering drainage structure.

[0006] This application provides a drainage structure for bridge engineering, which adopts the following technical solution:

[0007] A bridge engineering drainage structure includes a bridge body, drainage channels are provided on both sides of the bridge body, and a number of cover plates are provided on the bridge body to cover the openings of the drainage channels. A number of drainage holes are provided on the cover plates and are connected to the drainage channels. A retaining wall is provided on both sides of the bridge body, and a number of drainage pipes connected to the drainage channels are passed through the retaining wall.

[0008] It also includes several drainage components. The bridge body has several installation slots on the bridge deck for installing the drainage components. The installation slots are evenly distributed along the length and width of the bridge body.

[0009] The drainage assembly includes a deceleration body, a limiting member, and several elastic members. The deceleration body is slidably connected to the bridge body in a direction perpendicular to the bridge surface. The limiting member is disposed on the bridge surface. The elastic members are all located in the mounting groove. One end of the elastic member is connected to the deceleration body, and the other end of the elastic member is connected to the bottom of the mounting groove. The elastic member drives the deceleration body to slide away from the bottom of the mounting groove until the deceleration body abuts against the limiting member. The deceleration body partially protrudes out of the mounting groove.

[0010] The bridge body is also provided with several water diversion channels for connecting the drainage channel and the installation channel. The deceleration body is provided with several first water diversion holes. After the deceleration body slides towards the bottom of the installation channel, one end of the first water diversion hole leads to the bridge deck, and the other end of the first water diversion hole is connected to the water diversion channel.

[0011] By adopting the above technical solution, the deceleration body can force vehicles to pass over the bridge at a slower speed, thereby improving the safety of vehicles driving on the bridge and reducing the probability of vehicles losing control due to excessive speed when passing over the bridge. It also reduces the probability of vehicles slipping due to water accumulation when passing over the bridge in rainy weather. When a vehicle passes over the deceleration body, the deceleration body slides down under the action of the vehicle's gravity, and the water on the bridge surface can flow into the water diversion channel through several first water diversion holes. The water in the water diversion channel then flows into the drainage channel for further discharge and collection. The first water diversion holes can drain the water on the bridge surface that cannot be drained in time, thereby improving the overall drainage speed of the bridge, reducing the amount of water on the bridge surface, and further improving the safety of vehicles passing over the bridge in rainy weather.

[0012] Optionally, the end of the deceleration body away from the elastic element is a protrusion, and both sides of the protrusion have guide surfaces to facilitate vehicle passage. The end of the limiting element near the deceleration body is provided with a protective body for shock absorption, and the protective body fits against the periphery of the deceleration body.

[0013] By adopting the above technical solution, it is possible to facilitate vehicles to drive over the speed reduction body, while reducing the wear of the speed reduction body on the vehicle tires when the vehicle drives over it. In addition, the protective body can reduce the impact on the speed reduction body when the vehicle drives over it, and has a protective effect on both the limiting component and the speed reduction body, thus extending the service life of the limiting component and the speed reduction body.

[0014] Optionally, the deceleration body extends outward with an abutment portion located in the water inlet channel. During the sliding process, the deceleration body has two states: protruding and recessed. When the deceleration body is in the protruding state, the abutment portion abuts against the limiting member; when the deceleration body is in the recessed state, the abutment portion abuts against the bottom wall of the water inlet channel. The end face of the protruding portion is flush with the bridge surface.

[0015] By adopting the above technical solution, when a vehicle drives over the deceleration body, the downward sliding distance of the deceleration body is limited by the abutment part, thereby reducing the probability that the deceleration body will be stuck in the mounting groove due to excessive indentation. At the same time, it also reduces the probability that the elastic component will fail due to excessive compression caused by excessive sliding of the deceleration body. Furthermore, when the deceleration body is in an indented state, it is convenient for vehicles to pass through, and it is also convenient for water accumulated on the bridge surface to flow towards the indented deceleration body, thereby improving the drainage effect of the drainage component.

[0016] Optionally, when the deceleration body is in a protruding state, one end of the first water inlet hole leads to the bridge deck, and the protective body blocks the other end of the first water inlet hole.

[0017] By adopting the above technical solution, when the vehicle has not driven over the deceleration body, the end of the first water inlet near the water inlet channel is sealed; when the vehicle drives over the deceleration body, the first water inlet connects with the water inlet channel as the deceleration body slides downward. At the instant the first water inlet connects with the water inlet channel, the change in air pressure will drive the water on the bridge surface to flow into the water inlet channel through the first water inlet, thereby accelerating the flow rate of the water into the water inlet channel and thus accelerating the drainage speed of the drainage component.

[0018] Optionally, the deceleration body is further provided with a second water inlet hole. One end of the second water inlet hole protrudes through the protrusion and communicates with the outside, while the other end of the second water inlet hole protrudes through the abutment and communicates with the water inlet groove.

[0019] By adopting the above technical solution, when no vehicle drives over the deceleration body, the water on the bridge surface can flow into the water channel from the second water inlet and be discharged from the bridge surface; when a vehicle drives over the deceleration body, the water on the bridge surface can flow into the water channel from both the first and second water inlets and be discharged from the bridge surface.

[0020] Optionally, the protrusion may also have guide surfaces on both sides for guiding water on the bridge surface to flow toward the drainage channel, the guide surfaces being located on the side of the guide surface closer to the elastic element.

[0021] By adopting the above technical solution, when a vehicle drives over the deceleration body, the vehicle will drive the accumulated water along the road to flow to both sides in the direction of travel. When the flowing water comes into contact with the deceleration body in the raised state, the water can flow along the guide surface in the direction away from the deceleration body in the concave state, that is, in the direction closer to the drainage channels on both sides, further improving the overall drainage speed of the bridge.

[0022] Optionally, the end of the deceleration body near the elastic element has a sealing portion for isolating the elastic element from the water inlet channel, and the sealing portion abuts against the peripheral wall of the mounting groove.

[0023] By adopting the above technical solution, the sealing part can prevent water from flowing into the space near the bottom of the installation groove from the gap between the decelerator and the water channel during the up and down sliding of the decelerator, thereby protecting the elastic component, reducing the probability of the elastic component coming into contact with water, thus slowing down the rate of corrosion of the elastic component and extending the service life of the elastic component.

[0024] Optionally, in the same width direction of the bridge body, several water diversion channels are connected end to end to form a water diversion channel, and the two ends of the water diversion channel are respectively connected to two drainage channels.

[0025] By adopting the above technical solution, there is a difference in the amount of water accumulated on both sides of the bridge deck. When the water on one side cannot be drained in time, the water that enters the drainage channel on the side with a larger water volume can flow directly into the drainage channel on the side with a smaller water volume and be discharged, thereby improving the overall drainage efficiency and drainage speed of the bridge.

[0026] Optionally, the bridge structure has a drainage surface near the drainage ditch on the bridge deck to guide the flow of accumulated water.

[0027] By adopting the above technical solution, the water accumulated on the bridge surface can be easily flowed into the drainage channel along the diversion surface, further improving the overall drainage efficiency and drainage speed of the bridge.

[0028] In summary, this application includes at least one of the following beneficial effects:

[0029] 1. Speed ​​reduction bodies force drivers to cross bridges at a safe speed. In rainy weather, vehicles passing over speed reduction bodies can drive water off the bridge surface, improving the safety of vehicles crossing bridges and reducing the probability of vehicles skidding due to water accumulation.

[0030] 2. When no vehicles are passing on the bridge, some of the water on the bridge surface can flow directly into the drainage channel, and the other part of the water can flow into the drainage channel through the second water inlet, which improves the overall drainage speed of the bridge and reduces the probability of water accumulation on the bridge.

[0031] 3. The speed reduction body makes it easier for water on the bridge surface to flow towards the drainage channel, and the diversion surface can guide the water on the bridge surface near the drainage channel into the drainage channel for discharge, thereby improving the speed and efficiency of water discharge from the bridge. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of a drainage structure for a bridge project according to an embodiment of this application;

[0033] Figure 2 This is a cross-sectional view of the drainage assembly when the deceleration body is in a protruding state in the embodiments of this application;

[0034] Figure 3 This is a cross-sectional view of the drainage assembly when the deceleration body is in a concave state in the embodiments of this application;

[0035] Figure 4 This is a cross-sectional view of a bridge engineering drainage structure according to an embodiment of this application;

[0036] Figure 5 yes Figure 4 Enlarged view of point A in the middle.

[0037] Explanation of reference numerals in the attached drawings: 1. Bridge body; 11. Bridge deck; 12. Retaining wall; 13. Drainage channel; 14. Drainage pipe; 15. Cover plate; 151. Drainage hole; 16. Drainage surface; 17. Mounting groove; 18. Water diversion channel; 19. Water diversion passage; 2. Drainage assembly; 21. Deceleration body; 211. Sealing part; 212. Abutment part; 213. Protrusion; 2131. Guide surface; 2132. Drainage surface; 22. Elastic element; 23. Limiting element; 24. Protective body; 25. Retention groove; 26. First water diversion hole; 27. Second water diversion hole. Detailed Implementation

[0038] The following is in conjunction with the appendix Figure 1-5 This application will be described in further detail.

[0039] This application discloses a drainage structure for bridge engineering.

[0040] Reference Figure 1 , Figure 2 and Figure 3 The bridge engineering drainage structure includes the bridge body 1 for vehicle passage and several drainage components 2 for drainage of the bridge deck 11. With the help of the drainage components 2, the water accumulated on the bridge deck 11 can be discharged in time, thereby reducing the probability of water accumulation on the bridge deck 11.

[0041] Reference Figure 1 and Figure 4 The bridge body 1 is a rectangular parallelepiped structure and is horizontal. The upper surface of the bridge body 1 is the bridge deck 11 for vehicles to pass over. The bridge body 1 has retaining walls 12 on both sides of the bridge deck 11 in the width direction. A drainage channel 13 is provided on the bridge deck 11 near the retaining walls 12 to allow water accumulated on the bridge deck 11 to flow in. The length direction of the drainage channel 13 is parallel to the length direction of the bridge body 1, and the opening of the drainage channel 13 is located on the bridge deck 11.

[0042] A plurality of drain pipes 14 for draining accumulated water are passed through the retaining wall 12. The axis of the drain pipes 14 is perpendicular to the retaining wall 12, and the drain pipes 14 are evenly distributed along the length of the retaining wall 12. One end of the drain pipe 14 is connected to the drainage trough 13, and the other end of the drain pipe 14 passes through the side of the retaining wall 12 away from the drainage trough 13 and leads to a container for collecting accumulated water. In the attached figure, only a portion of the drain pipe 14 is shown, and the container for collecting accumulated water is omitted.

[0043] Reference Figure 1 and Figure 4 Several cover plates 15 are installed on the bridge body 1 at the opening of the drainage channel 13, covering the drainage channel 13. Several drainage holes 151 are drilled through the cover plates 15 to allow water to flow in, and these holes are arranged in an array. After the cover plates 15 are installed on the bridge body 1, one end of each drainage hole 151 communicates with the drainage channel 13, and the other end communicates with the space above the bridge deck 11. When water accumulates on the bridge deck 11, it flows into the drainage channel 13 through the drainage holes 151. Furthermore, garbage on the bridge deck 11 is intercepted by the cover plates 15 as it flows with the water, causing the garbage to remain on the surface of the cover plates 15 for easy cleaning by sanitation workers.

[0044] The bridge body 1 has a drainage surface 16 on the bridge deck 11 near the drainage channel 13, which facilitates the flow of accumulated water into the drainage channel 13. The drainage surface 16 is an inclined surface, and the end of the drainage surface 16 near the drainage channel 13 is the lower inclined end.

[0045] Reference Figure 1 and Figure 2 The bridge body 1 has several installation slots 17 for installing water supply and drainage components 2. The bridge body 1 is divided into several lanes. The installation slots 17 on the same lane are evenly distributed along the length direction of the bridge body 1. The installation slots 17 on adjacent lanes are evenly distributed along the width direction of the bridge body 1. The distance between two installation slots 17 on adjacent lanes is much smaller than the distance between two adjacent installation slots 17 on the same lane.

[0046] Reference Figure 2 and Figure 4 Inside the bridge body 1, on both sides of the installation groove 17, there are also water diversion channels 18 for road surface water to flow into the drainage channel 13. Several water diversion channels 18 corresponding to several installation grooves 17 located on the same straight line on several lanes together form a water diversion channel 19. The length direction of the water diversion channel 19 is parallel to the width direction of the bridge body 1. The two ends of the length direction of the water diversion channel 19 are respectively connected to the two drainage channels 13, and the side of the water diversion channel 19 closest to the installation groove 17 is connected to the installation groove 17.

[0047] Reference Figure 2 and Figure 3The drainage assembly 2 includes a deceleration body 21 for forcing vehicles to slow down as they cross the bridge, and several elastic members 22 for maintaining the stability of the deceleration body 21. The deceleration body 21 is generally rectangular in shape and can slide in a direction perpendicular to the bridge surface 11 after being installed in the mounting groove 17. After the deceleration body 21 is installed in the mounting groove 17, the end of the deceleration body 21 near the bottom of the mounting groove 17 has a sealing part 211. The peripheral end face of the sealing part 211 corresponds to and abuts against the peripheral end face of the mounting groove 17. During the sliding process of the deceleration body 21, there is always a gap between the sealing part 211 and the bottom of the mounting groove 17, and the sealing part 211 keeps the space between itself and the bottom of the mounting groove 17 sealed. Several elastic members 22 are located at the bottom of the mounting groove 17. One end of the elastic member 22 is fixedly connected to the sealing part 211, and the other end of the elastic member 22 is fixedly connected to the bottom of the mounting groove 17. The elastic members 22 drive the deceleration body 21 to slide away from the bottom of the mounting groove 17. In this embodiment, the elastic element 22 is preferably a compression spring.

[0048] The drainage assembly 2 also includes a limiting member 23 for restricting the sliding of the deceleration body 21. The limiting member 23 is fixedly connected to the bridge body 1, and the limiting member 23 is installed on both sides of the groove of the mounting groove 17. In this embodiment, the limiting member 23 is preferably fixedly connected to the bridge body 1 by several screws. After the limiting member 23 is installed, it is located above the bridge body 1, and the end face of the limiting member 23 facing away from the bridge body 1 is flush with the bridge deck 11. The deceleration body 21 has abutment portions 212 extending outward on both sides. During the process of the elastic member 22 driving the deceleration body 21 to slide away from the bottom of the mounting groove 17, the abutment portions 212 abut against the limiting member 23. At this time, the limiting member 23 restricts the deceleration body 21 from continuing to slide away from the bottom of the mounting groove 17.

[0049] Reference Figure 2 and Figure 3 During the sliding process of the deceleration body 21 in the mounting groove 17, the abutment part 212 remains in the water inlet trough 18, and the end face of the limiting member 23 near the bottom of the mounting groove 17 is flush with the top end face of the water inlet trough 18. When the deceleration body 21 slides to its limit position in the direction close to the bottom of the mounting groove 17, the abutment part 212 abuts against the bottom wall of the water inlet trough 18.

[0050] Reference Figure 2 and Figure 3The deceleration body 21 has two states during sliding: convex and concave. When the abutting part 212 abuts against the limiting member 23, the deceleration body 21 is in the convex state; when the abutting part 212 abuts against the bottom wall of the water channel 18, the deceleration body 21 is in the concave state. When no vehicles are passing on the bridge, the deceleration body 21 will remain in the convex state; when a vehicle drives over the deceleration body 21, the deceleration body 21 will change from the convex state to the concave state under the action of the vehicle's gravity. After the vehicle has passed, the deceleration body 21 will change from the concave state to the convex state under the action of the elastic member 22.

[0051] Reference Figure 2 and Figure 5 The deceleration body 21 has a protrusion 213 at the end away from the sealing part 211. When the deceleration body 21 is in the protruding state, the protrusion 213 protrudes through the groove of the mounting groove 17 and is located above the bridge deck 11. The top of the protrusion 213 and the junction of its two sides have a guide surface 2131 to facilitate vehicle passage. The guide surface 2131 is an inclined surface, and the end of the guide surface 2131 near the top of the protrusion 213 is an inclined upper end. The guide surface 2131 facilitates vehicle passage and also reduces wear between the protrusion 213 and the vehicle tires. To reduce the horizontal impact of the vehicle on the deceleration body 21 when it passes over it, a shock-absorbing protective body 24 is also installed at the end of the limiting member 23 near the deceleration body 21. The protective body 24 is fixedly connected to the limiting member 23, and the protective body 24 is in contact with and abuts against the peripheral end face of the deceleration body 21. In this embodiment, the protective body 24 is preferably made of rubber material.

[0052] The protrusion 213 also has guide surfaces 2132 on both sides to guide the water to flow towards the drainage ditch 13. The guide surfaces 2132 are parallel to the sliding direction of the deceleration body 21. When a vehicle drives over the deceleration body 21, the water on the bridge surface 11 will flow towards both sides of the vehicle and in the direction of travel. When a vehicle drives over a deceleration body 21 and causes it to be recessed, part of the water flow driven by the vehicle will flow towards the recessed deceleration body 21, and the other part of the water flow will flow towards both sides of the recessed deceleration body 21, or flow directly into the drainage ditch 13, or flow towards the drainage ditch 13 along the guide surfaces 2132 of the protruding deceleration body 21.

[0053] In addition to the water flowing towards the speed reduction body 21 during vehicle movement, the water on the bridge deck 11 also tends to spontaneously settle on both sides of the speed reduction body 21. Both sides of the speed reduction body 21 are provided with retention grooves 25 for water to settle, and several retention grooves 25 on the same side of the speed reduction body 21 are evenly distributed along the length of the speed reduction body 21.

[0054] Reference Figure 2 , Figure 3 and Figure 5 The deceleration body 21 is also provided with a number of first water inlet holes 26 for draining accumulated water. The number of first water inlet holes 26 corresponds one-to-one with a number of retention grooves 25. One end of the first water inlet hole 26 communicates with the retention groove 25, and the other end of the first water inlet hole 26 forms an opening on the peripheral end face of the deceleration body 21. The opening is located between the retention groove 25 and the abutment part 212. When the deceleration body 21 is in the protruding state, the lowest point of the retention groove 25 is flush with the bridge deck 11, and the end of the first water inlet 26 away from the retention groove 25 is sealed by the protective body 24. At this time, the water on the bridge deck 11 can flow into the retention groove 25 but cannot flow into the water inlet 18 through the first water inlet 26. When the deceleration body 21 is in the recessed state, the end face of the protrusion 213 away from the sealing part 211 is flush with the bridge deck 11, and the end of the first water inlet 26 away from the retention groove 25 is connected to the water inlet 18. At this time, the water on the bridge deck 11 can flow into the retention groove 25 and then into the water inlet 18 through the first water inlet 26. When the end of the first water inlet 26 away from the retention groove 25 changes from a closed state to an open state, due to the change in air pressure, the first water inlet 26 will produce a suction-like effect, driving the water on the bridge deck 11 to flow into the water inlet 18 more quickly through the first water inlet 26.

[0055] Based on this effect, when a vehicle drives over a certain speed reduction body 21, the speed reduction body 21 is depressed and can attract the water that is standing on both sides of the adjacent speed reduction body 21 to flow towards its own location, thereby accelerating the drainage of water on the bridge surface 11.

[0056] Reference Figure 2 , Figure 3 and Figure 5 The deceleration body 21 is also provided with several second water inlet holes 27 for draining accumulated water. The second water inlet holes 27 are also evenly distributed along the length of the deceleration body 21. One end of the second water inlet hole 27 is also connected to the retention groove 25, and the opening of the second water inlet hole 27 on the groove wall of the retention groove 25 is located above the first water inlet hole 26. The other end of the second water inlet hole 27 forms an opening at the end of the abutment part 212. No matter what state the deceleration body 21 slides in, the water accumulated on the bridge deck 11 can flow into the water inlet groove 18 through the second water inlet hole 27.

[0057] In practical applications, filter screens are installed on both the end of the deceleration body 21 where the first water inlet 26 communicates with the retention tank 25 and the end of the second water inlet 27 away from the water inlet tank 18, reducing the probability of debris clogging the first water inlet 26 and the second water inlet 27. In this embodiment, the filter screen is omitted from the accompanying drawings.

[0058] The implementation principle of a bridge engineering drainage structure according to an embodiment of this application is as follows:

[0059] When water accumulates on the bridge deck 11, the water can be drained through the drainage channel 13;

[0060] When a vehicle passes over the bridge body 1, the deceleration body 21 can force the vehicle to slow down, thereby ensuring the driving safety of the vehicle and reducing the probability of the vehicle skidding due to water accumulation. At the same time, when the vehicle drives over the deceleration body 21, the water on the bridge surface 11 can enter the water diversion pipe through the first water inlet and the second water inlet at the same time. Then the water will enter the drainage trough 13 along the water diversion pipe and then be discharged and collected.

[0061] When no vehicles are passing over the bridge body 1, the water on the bridge deck 11 can enter the water diversion pipe through the second water inlet, and then the water will enter the drainage trough 13 along the water diversion pipe and then be discharged and collected.

[0062] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A drainage structure for bridge engineering, characterized in that, The bridge body (1) includes a bridge body (1), on both sides of which drainage channels (13) are provided. Several cover plates (15) are also provided on the bridge body (1), covering the openings of the drainage channels (13). Several drainage holes (151) are provided on the cover plates (15), which are connected to the drainage channels (13). Retaining walls (12) are provided on both sides of the bridge body (1), and several drainage pipes (14) connected to the drainage channels (13) are passed through the retaining walls (12). It also includes several drainage components (2), and the bridge body (1) has several installation slots (17) for installing the drainage components (2) on the bridge deck (11). The several installation slots (17) are evenly distributed along the length and width of the bridge body (1). The drainage component (2) includes a deceleration body (21), a limiting member (23), and several elastic members (22). The deceleration body (21) is slidably connected to the bridge body (1) in a direction perpendicular to the bridge deck (11). The limiting member (23) is disposed on the bridge deck (11). Several elastic members (22) are located in the mounting groove (17). One end of the elastic member (22) is connected to the deceleration body (21), and the other end of the elastic member (22) is connected to the bottom of the mounting groove (17). The elastic member (22) drives the deceleration body (21) to slide away from the bottom of the mounting groove (17) until the deceleration body (21) abuts against the limiting member (23). Part of the deceleration body (21) extends out of the mounting groove (17). The bridge body (1) is also provided with several water diversion channels (18) for connecting the drainage channel (13) and the installation channel (17). The deceleration body (21) is provided with several first water diversion holes (26). After the deceleration body (21) slides towards the bottom of the installation channel (17), one end of the first water diversion hole (26) leads to the bridge deck (11), and the other end of the first water diversion hole (26) is connected to the water diversion channel (18). The end of the deceleration body (21) away from the elastic member (22) is a protrusion (213). Both sides of the protrusion (213) have guide surfaces (2131) to facilitate vehicle passage. The end of the limiting member (23) near the deceleration body (21) is provided with a protective body (24) for shock absorption. The protective body (24) is in contact with and abuts against the periphery of the deceleration body (21). The deceleration body (21) extends outward with an abutment part (212), which is located in the water channel (18). The deceleration body (21) has two states during sliding: protrusion and depression. When the deceleration body (21) is in the protrusion state, the abutment part (212) abuts against the limiting member (23); when the deceleration body (21) is in the depression state, the abutment part (212) abuts against the bottom wall of the water channel (18). The end face of the protrusion part (213) is flush with the bridge surface (11). When the deceleration body (21) is in a protruding state, one end of the first water inlet hole (26) leads to the bridge deck (11), and the protective body (24) blocks the other end of the first water inlet hole (26); The deceleration body (21) is also provided with a second water inlet hole (27). One end of the second water inlet hole (27) protrudes through the protrusion (213) and communicates with the outside. The other end of the second water inlet hole (27) protrudes through the abutment part (212) and communicates with the water inlet groove (18). Along the same width direction of the bridge body (1), several water diversion channels (18) are connected end to end to form a water diversion channel (19), and the two ends of the water diversion channel (19) are respectively connected to two drainage channels (13).

2. The drainage structure for bridge engineering according to claim 1, characterized in that, The protrusion (213) also has a guide surface (2132) on both sides for guiding the water accumulated on the bridge deck (11) to flow toward the drainage ditch (13), and the guide surface (2132) is located on the side of the guide surface (2131) close to the elastic member (22).

3. A bridge engineering drainage structure according to claim 1, characterized in that, The deceleration body (21) has a sealing part (211) at one end near the elastic member (22) for isolating the elastic member (22) from the water inlet (18), and the sealing part (211) is in contact with and abuts against the peripheral wall of the mounting groove (17).

4. A bridge engineering drainage structure according to claim 1, characterized in that, The bridge body (1) has a drainage surface (16) on the bridge deck (11) near the drainage channel (13) for guiding the flow of accumulated water.

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