Bridgehead bump prevention device and construction method

Abstract

This invention discloses a bridge approach slab prevention device and construction method, comprising a beam body set on a bridge abutment, a roadbed set corresponding to the bridge abutment, and a bridge approach slab prevention mechanism set between the roadbed and the bridge abutment; the bridge approach slab prevention mechanism includes a retaining wall set near the roadbed and a prevention section set on the bridge approach and the roadbed; the prevention section includes an approach plate set on the bridge abutment and the roadbed, an approach plate layered cushion layer set on the approach plate, the approach plate layered cushion layer including a rubber layer and a carbon fiber plate layer, and an approach plate anti-disturbance device set between the approach plate and the bridge abutment; the bridge approach slab prevention device and construction method disclosed in this invention can not only solve the problem of rainwater seeping under the approach plate, causing erosion and scouring of the roadbed, resulting in aggregate loss and increased roadbed moisture content, thus causing frost heave and thaw settlement of the roadbed, but also improve the roadbed stiffness while reducing the probability of bridge approach step formation, and better solve the problem of abrupt stiffness change between rigid structures and flexible roads at bridge approaches.

Description

Technical Field

[0001] This invention relates to the field of road engineering, and in particular to a bridge approach slab slab prevention device and construction method. Background Technology

[0002] Bridge approach slab slab slab has long been a challenging problem for engineering engineers. It occurs when differential settlement at the bridge approach and expansion joints (bridge approach ramps) or when expansion joints fail, creating steps in the longitudinal slope of the road surface that cause vehicles to bounce when passing over them. The main causes of bridge approach slab slab slab slab slab include abrupt changes in stiffness between rigid structures and flexible road surfaces, uneven foundation settlement, vehicle speed, and the vehicle's vibration resistance. Bridge approach slab slab slab slab stunts additional impact loads on bridges and road surfaces, causing discomfort to drivers and passengers, reducing driving speed, increasing the risk of accidents, and impacting bridge service life and vehicle lifespan, posing a significant threat. Therefore, bridge approach slab slab slab slab slab has become a major factor affecting the quality and cost of road engineering projects.

[0003] The road surface systems on either side of the junction between the approach road and the abutment differ in nature. One side is a rigid structure composed of the upper bridge deck layer and the rigid abutment, with almost zero self-compression. The other side is a flexible structure composed of the subgrade and pavement structure, resulting in a significant difference in structural stiffness. Settlement on the abutment side occurs only with foundation settlement. Since the abutment structure is generally placed on a bearing layer with high bearing capacity and low deformation, foundation settlement is usually minimal. However, on the subgrade side, the fill height is typically 3–6 meters, and the formed subgrade will undergo some compression deformation under its own weight. The settlement of the road surface consists of both subgrade compression deformation and foundation settlement. The deformation settlement of the flexible road is greater than that of the rigid bridge, forming the approach steps.

[0004] Currently, existing technical measures to mitigate bridge approach slab settlement mainly include special treatment of the abutment-road interface, reasonable design of bridge and culvert structures, reinforcement of the foundation and backfill before bridge backfilling, and strict control of fill material quality and construction. In practical applications, extending the bridge deck by installing approach slabs at the abutment-road interface to achieve a rigid transition between the bridge deck and the embankment is the main method currently used to reduce bridge approach slab settlement. The approach slab rests between the end of the abutment or cantilever beam and the backfill, and can rotate as the backfill settles. It acts as a buffer when vehicles travel, preventing unevenness even if the backfill settles. However, extending the bridge deck by applying approach slabs involves covering the flexible roadbed near the bridge approach with a rigid concrete slab, moving the rigid-flexible interface between the abutment and roadbed towards the roadbed side. This does not substantially solve the abrupt change in stiffness between the rigid structure and the flexible road; the contact between the concrete approach slab and the flexible road still represents an abrupt change in stiffness. In practical use, rainwater seeps beneath the approach slabs, causing erosion and scouring of the roadbed, resulting in aggregate loss and increased roadbed moisture content. Freeze-thaw cycles and thaw settlement further reduce roadbed stiffness, exacerbating the formation of bridge approach steps. Therefore, there is an urgent need to propose better methods to address the abrupt change in stiffness between rigid structures and flexible roads at bridge approaches. Summary of the Invention

[0005] The purpose of this invention is to provide a bridge approach slab prevention device and construction method to solve the problems existing in the prior art. It can not only solve the problem of rainwater seeping under the approach slab, causing erosion and scouring of the roadbed, resulting in the loss of aggregate and increased water content of the roadbed, which in turn leads to frost heave and thaw settlement of the roadbed, but also reduce the probability of bridge approach steps while improving the roadbed stiffness, thus better solving the problem of abrupt stiffness change between rigid structures and flexible roads at bridge approaches.

[0006] To achieve the above objectives, the present invention provides the following solution: The present invention provides a bridge approach slab prevention device, including a bridge abutment, a beam body is provided on the bridge abutment, a roadbed is provided corresponding to the bridge abutment, and a bridge approach slab prevention mechanism is provided between the roadbed and the bridge abutment; the bridge approach slab prevention mechanism includes a retaining wall provided close to the roadbed and a prevention part provided on the bridge approach and the roadbed;

[0007] The prevention and control unit includes an approach plate installed on the bridge abutment and the roadbed. The approach plate is provided with an approach plate layer, which is a flexible structure. The approach plate layer includes a rubber layer and a carbon fiber plate layer, and the rubber layer and the carbon fiber plate layer are alternately stacked. An approach plate anti-disturbance device is provided between the approach plate and the bridge abutment, and a support unit is provided between the approach plate and the retaining wall.

[0008] Preferably, the rubber layer comprises several groups of rubber, and the carbon fiber plate layer comprises several carbon fiber plates, with the rubber and carbon fiber plates stacked alternately.

[0009] Preferably, the anti-disturbance device for the ramp includes two corresponding connecting blocks, the inner edge of each connecting block is provided with a limit stop, and the limit stops of the two connecting blocks are correspondingly provided; a ball-locking disturbance part is provided in the connecting block and the limit stop, and an anti-disturbance ball is placed in the ball-locking disturbance part.

[0010] Preferably, the locking ball disturbance part includes a locking groove formed inside the connecting block, and anti-disturbance grooves are formed on both sides of the connecting block, and the two anti-disturbance grooves are connected to the locking groove. When the bridgehead does not move or moves slightly, the anti-disturbance ball is confined within the two locking grooves. When the bridgehead moves significantly, the anti-disturbance ball rolls along the anti-disturbance grooves of the two connecting blocks.

[0011] Preferably, the approach plate includes a support platform and a base plate, and the support platform and the base plate are integrally formed. The support platform abuts against the bridge abutment, and the side of the support platform away from the bridge abutment is inclined. The approach plate stacked pad is placed on the base plate, and the side of the approach plate stacked pad abuts against the inclined surface of the support platform.

[0012] Preferably, the top surface of the base plate is a planar structure, or a structure in which the thickness gradually decreases from the middle to both sides, or a structure in which the thickness gradually decreases from one side to the other.

[0013] Preferably, the anti-disturbance ball is a rubber anti-disturbance ball.

[0014] Preferably, the support is a bracket.

[0015] To achieve the above objectives, the present invention also provides the following solution: a construction method for preventing bridge approach slab ...

[0016] Conduct on-site construction surveying: Measure the distance between the roadbed and bridge abutments according to the actual construction requirements on site. After the surveying is completed, select the specifications for the beams, approach slabs, and approach slab bedding layers.

[0017] Install the beam: Install a support on one side of the abutment, and then install the beam on the support;

[0018] Install a bridge approach slab slab prevention mechanism: excavate a pit on the side of the roadbed closest to the river, install the retaining wall in the pit, and ensure that the width of the retaining wall is not less than the width of the beam; then install supports on the top of the retaining wall and install an approach slab anti-disturbance device on the side of the abutment closest to the retaining wall, and install approach slabs and layered compacted approach slab cushions on the retaining wall supports and approach slab anti-disturbance device in sequence;

[0019] Installation of expansion joints and paving of the road surface: Install expansion joints at the joints between the bridge abutments and beams and between the bridge abutments and approach slabs. Lay the road surface on top of the beams, bridge abutments, approach slabs, the layered approach slabs, and the roadbed. Construction is then completed.

[0020] This invention discloses the following technical effects: The bridge approach slab slab prevention device of this invention has a layered pad on the approach slab, and the layered pad is a flexible structure. The layered pad includes a rubber layer and a carbon fiber plate layer, which are alternately stacked. The rubber layer and the carbon fiber plate layer have good drainage performance, and the stacked structure of the rubber layer and the carbon fiber plate layer has structural gaps between the layers. When rebounding under no-load conditions, it absorbs surrounding free water, and when under load, it discharges free water outward from the middle of the bottom plate of the approach slab to both sides. This design effectively prevents damage to the bridge abutment due to freeze-thaw expansion and contraction caused by excessive water accumulation, as well as grout leakage under load. Furthermore, the laminated structure of the rubber and carbon fiber layers is wear-resistant and impact-resistant. Combined with the approach slab, it creates a semi-rigid structure, further preventing the formation of bridge abutment steps and resolving the abrupt change in stiffness between the rigid structure and the flexible road surface. Simultaneously, an anti-disturbance device is installed between the abutment and the approach slab. Traffic, crosswinds, water flow impacts, and earthquakes can all cause bridge movement, potentially leading to separation between the bridge abutment structure and the road, resulting in bridge abutment damage. The approach slab anti-disturbance device resists lateral and longitudinal movement of the bridge, protecting the contact area between the bridge abutment structure and the road from movement-induced damage. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A schematic diagram of the bridge approach slab slab prevention device;

[0023] Figure 2 This is a schematic diagram of the slab structure;

[0024] Figure 3 This is a schematic diagram of the stacked slab and padding structure;

[0025] Figure 4 This is a bottom view of the inner cavity of the outer casing;

[0026] Figure 5 This is a structural schematic diagram of the anti-disturbance device for the slab in its stationary state.

[0027] Figure 6 A schematic diagram of the moving state of the anti-disturbance device for the slab;

[0028] Figure 7 A structural diagram for implementing the No. 2 middle school's scaffolding;

[0029] Figure 8 A structural diagram illustrating the implementation of the three-stage slab system;

[0030] Figure 9 A schematic diagram of the sensor installation structure;

[0031] Among them, 1-bridge abutment; 2-beam body; 3-roadbed; 4-retaining wall; 5-approach slab; 51-support platform; 52-bottom plate; 6-approach slab layer; 7-approach slab anti-disturbance device; 8-support; 9-expansion joint; 10-road surface; 11-rubber; 12-carbon fiber plate; 13-shell; 14-anti-disturbance ball. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] Example 1

[0035] Reference Figure 1-6 and Figure 9 This invention provides a bridge approach slab prevention device, including a bridge abutment 1, on which a beam 2 is mounted. To ensure the stability of the beam 2, the beam 2 is mounted on the bridge abutment 1 via supports 8. A roadbed 3 is provided corresponding to the bridge abutment 1, and a bridge approach slab prevention mechanism is provided between the roadbed 3 and the bridge abutment 1. The bridge approach slab prevention mechanism includes a retaining wall 4 located near the roadbed 3 and prevention sections provided at the bridge approach and on the roadbed 3.

[0036] The prevention and control unit includes a slab 5 installed on the bridge abutment 1 and the roadbed 3. A slab layer 6 is installed on the slab 5. The slab layer 6 is a flexible structure and includes a rubber layer and a carbon fiber plate layer. The rubber layer and the slab layer 6 are alternately stacked. An anti-disturbance device 7 is installed between the slab 5 and the bridge abutment 1. A support is installed between the slab 5 and the retaining wall 4, wherein the support is a support 8.

[0037] By excavating a foundation pit on the river-near side of roadbed 3, a retaining wall 4 is installed inside the pit. The length of the retaining wall 4 is not less than the width of the beam 2. The retaining wall 4 facilitates the installation of the approach slab 5 and prevents some rainwater leakage from directly reaching the roadbed 3. It also further prevents the loss of roadbed particles, improves the rigidity of the roadbed 3, and prevents the formation of bridge approach steps. The approach slab 5 is made of steel or concrete and is the same width as the beam 2. A flexible approach slab bedding layer 6 is installed on the approach slab 5. The laminated padding layer 6 includes a rubber layer and a carbon fiber plate layer, which are alternately stacked. The rubber and carbon fiber plates have good drainage performance, and the laminated structure has structural gaps between the layers. During unloaded rebound, it absorbs surrounding free water, acting like a sponge. When there is no load, it absorbs free water from the road surface 10, preventing the accumulation of large amounts of free water in the road surface 10. If a large amount of free water is present in the road surface 10, it will cause problems when it thaws in early spring. The surface 10 will melt, which can easily damage it and cause subsidence and slurry seepage. When vehicles drive on the surface 10, they apply pressure. When the slab-subbase 6 is under load, free water is discharged outward from the middle to both sides of the bottom plate 52 of the slab 5. That is, the middle of the bottom plate 52 is higher than the sides. In this way, when the slab-subbase 6 is under pressure, only a portion of the free water returns to the surface, while most of the free water flows away through the slope of the bottom plate 52. This effectively prevents the bridge abutment from being damaged by water seepage. Excessive water storage can lead to freeze-thaw expansion and contraction, and subsidence and grout leakage under load, causing damage. Furthermore, the laminated structure of the rubber and carbon fiber layers is wear-resistant and impact-resistant. When used in conjunction with approach slab 5, it becomes a semi-rigid structure, further preventing the formation of bridge approach steps and solving the problem of abrupt stiffness changes between the rigid structure and the flexible road at the bridge approach. Simultaneously, an approach slab anti-disturbance device 7 is installed between abutment 1 and approach slab 5. Traffic, crosswinds, water flow impacts, earthquakes, etc., can all cause bridge movement, leading to the separation of the bridge approach structure from the road and resulting in bridge approach damage. The approach slab anti-disturbance device can resist the lateral and longitudinal movement of the bridge, protecting the contact area between the bridge approach structure and the road from movement-induced damage.

[0038] The scheme is further optimized so that the rubber layer includes several groups of rubber 11, the carbon fiber plate layer includes several carbon fiber plates 12, and the rubber 11 and carbon fiber plates 12 are stacked alternately.

[0039] like Figure 3As shown, the cross-section of the approach slab layer 6 is a parallelogram structure, consisting of a layer of rubber 11 and a layer of carbon fiber plate 12 laminated together. Rubber 11 possesses good elasticity, wear resistance, impact resistance, cold resistance, and aging resistance; carbon fiber plate 12 possesses good tensile strength, impact resistance, and corrosion resistance. The parallelogram layered structure, composed of rubber 11 and carbon fiber plate 12, gradually thickens and then thins from the abutment 1 side towards the roadbed 3 side. While reinforcing the approach slab 5 in terms of bending and shear resistance, it also provides good impact buffer protection. Together with the approach slab 5, it forms a semi-rigid structure. This semi-rigid transition facility, providing a gradual transition between the rigid bridge abutment structure and the flexible road, effectively mitigates abrupt changes in bridge abutment stiffness. Simultaneously, rubber 11 and carbon fiber plate 12 also have drainage properties, preventing rainwater from seeping into the roadbed 3 and causing sand loss, further preventing frost heave and thaw settlement, increasing the stiffness of the roadbed 3, and preventing the formation of bridge abutment steps. Meanwhile, when a vehicle is driving on the road surface 10, the pressure it exerts on the road surface 10 and the noise generated during the driving process can be absorbed by the overlapping pads 6. This not only reduces the vibration amplitude of the vehicle but also improves the driving comfort. At the same time, it can also reduce the noise of the road surface 10 by 3 to 8 decibels.

[0040] Furthermore, the anti-disturbance device 7 includes two corresponding connecting blocks 131. Limit stops 132 are provided on the inner edges of the connecting blocks 131, and the limit stops 132 of the two connecting blocks 131 are correspondingly arranged. A ball-locking disturbance part is provided within the connecting blocks 131 and the limit stops 132, and an anti-disturbance ball 14 is placed within the ball-locking disturbance part. The connecting blocks 131 and the limit stops 132 are integrally formed into a shell 13, or fixedly connected to form a shell 13, thus becoming a single housing. The ball-locking disturbance part includes a locking groove 15 formed on the inner side of the connecting blocks 131, where the locking groove 15 is a circular groove adapted to the contact point with the anti-disturbance ball 14. Anti-disturbance grooves 16 are formed on both sides of the connecting blocks 131, and the anti-disturbance... The moving groove 16 is a sliding groove set on both sides of the locking groove 15. It can be used as long as the anti-disturbance ball 14 can pass through smoothly. The anti-disturbance groove 16 can be flush with the horizontal plane with a certain slope, but the slope makes it more resistant to disturbance. The anti-disturbance ball 14 can quickly return to its original position to prevent the road surface from swinging and breaking. The two anti-disturbance grooves 16 are connected to the locking groove 15. When the bridgehead does not move or moves slightly, the anti-disturbance ball 14 is confined within the two locking grooves 15. When the bridgehead moves significantly, the anti-disturbance ball 14 rolls along the anti-disturbance grooves 16 of the two connecting blocks 131. The anti-disturbance ball 14 is a rubber anti-disturbance ball, and the outer shell 13 is a steel outer shell.

[0041] like Figure 5-6As shown, traffic, crosswinds, water flow impacts, earthquakes, etc., can all cause bridge movement, leading to the separation of the bridge abutment structure from the road and causing bridge abutment damage. When the bridge abutment does not shift or only shifts slightly, the upper and lower connecting blocks 131 will move under the force, but the anti-disturbance ball 14 will only move within the locking groove 15. When the displacement is small, the anti-disturbance ball 14 will not cause wear and tear on the approach plate anti-disturbance device 7, thus improving its service life. However, when the bridge abutment experiences a large destructive displacement, the anti-disturbance ball 14 will move out of the locking groove 15 and roll along the anti-disturbance groove 16, but it will not disengage from the limit stop 132. Under the action of the limit stop 132, the anti-disturbance ball 14 rolls back and forth within the anti-disturbance ball 14 until it offsets the vibration or movement force from the external force, and finally returns to the locking groove 15. Through the above movement, the stability of the bridge is ensured, protecting the contact part between the bridge abutment structure and the road from movement damage; furthermore, as Figure 9 As shown, several sensors 17 are fixedly installed outside the limit stop 132. Each sensor 17 is connected to an electrical box (not shown in the figure) via wires, and the sensors 17 are wirelessly connected to a computer in the control room (not shown in the figure). The sensors 17 can be relays. When the bridge suffers major damage, the anti-disturbance ball 14 will impact the limit stop 132. Under repeated impacts, the limit stop 132 will develop cracks, and in severe cases, it may be destroyed. When it is destroyed, the sensors 17 installed outside it will transmit a signal to the computer in the control room. In this way, the monitoring personnel will know that the bridge deck anti-disturbance device 7 has been severely damaged, and the bridge may also be damaged. They can then promptly inspect and repair it. The design of the limit stop 132 and the sensors 17 serves as an early warning function, allowing personnel to know the condition of the bridge in time and preventing major problems or even collapse. At the same time, if maintenance personnel happen to come to inspect, the alarm sound emitted by the sensors 17 on the bridge deck anti-disturbance device 7 can also draw attention and allow for timely maintenance and repair.

[0042] Furthermore, the approach slab 5 includes a support platform 51 and a base plate 52, which are integrally formed. The support platform 51 abuts against the bridge abutment 1, and the side of the support platform 51 away from the bridge abutment 1 is inclined. The approach slab layer 6 is placed on the base plate 52, and the side of the approach slab layer 6 abuts against the inclined surface of the support platform 51. The top surface of the base plate 52 has a structure in which the thickness gradually decreases from the middle to both sides. When free water permeates into the approach slab layer 6, the top surface of the base plate 52 has a structure in which the thickness gradually decreases from the middle to both sides, that is, its top surface has an inclined angle, which is more conducive to the loss of water, making it less likely to be stored on the roadbed 3, thus improving the rigidity of the roadbed 3.

[0043] The present invention also provides a construction method for preventing bridge approach slab settlement, which is based on the bridge approach slab settlement prevention device of claim 1, and the construction steps are as follows:

[0044] Conduct on-site construction measurements: Measure the distance between the roadbed 3 and the bridge abutment 1 according to the actual construction requirements on site. After the measurement is completed, select the specifications for the beam 2, approach slab 5 and approach slab layer 6.

[0045] Install beam 2: Install support 8 on one side of abutment 1, and install beam 2 on support 8;

[0046] Install a bridge approach slab slab prevention mechanism: excavate a pit on the side of the roadbed 3 that is close to the river, install a retaining wall 4 in the pit, and ensure that the width of the retaining wall 4 is not less than the width of the beam 2; then install a support 8 on the top of the retaining wall 4 and an approach slab anti-disturbance device 7 on the side of the abutment 1 that is close to the retaining wall 4; then install an approach slab 5 and a layered and compacted approach slab cushion 6 on the support 8 of the retaining wall 4 and the approach slab anti-disturbance device 7 in sequence.

[0047] Installation of expansion joint 9 and laying of road surface 10: Install expansion joint 9 at the joint between bridge abutment 1 and beam 2 and bridge abutment 1 and approach slab 5. Lay road surface 10 on top of beam 2, bridge abutment 1, approach slab 5, approach slab layer 6 and roadbed 3. Construction is completed.

[0048] Example 2

[0049] like Figure 7 As shown, the difference from Embodiment 1 is that the top surface of the base plate 52 has a structure in which the thickness gradually decreases from one side to the other, and its top surface is a trapezoidal structure. Since its thickness gradually decreases from one side to the other, the top surface of the base plate 52 is still an inclined surface. This allows free water to flow and prevents it from being stored, which is beneficial for the removal of free water on the road surface, preventing frost heave and thaw settlement, improving the rigidity of the roadbed 3, and preventing the formation of bridge approach steps.

[0050] Example 3

[0051] like Figure 8 As shown, the difference from Embodiment 1 is that the top surface of the base plate 52 is a planar structure and a strip structure, which makes construction convenient, easier to manufacture and lower in cost.

[0052] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0053] The above embodiments are merely descriptions of preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A bridge approach slab slab prevention device, comprising a bridge abutment (1), a beam (2) disposed on the bridge abutment (1), and a roadbed (3) disposed corresponding to the bridge abutment (1), characterized in that: A bridge approach slab prevention mechanism is provided between the roadbed (3) and the bridge abutment (1); the bridge approach slab prevention mechanism includes a retaining wall (4) set near the roadbed (3) and a prevention unit set on the bridge approach and the roadbed (3); The prevention and control unit includes a ramp (5) set on the bridge abutment (1) and the roadbed (3). A ramp layer cushion (6) is set on the ramp (5). The ramp layer cushion (6) is a flexible structure. The ramp layer cushion (6) includes a rubber layer and a carbon fiber plate layer. The rubber layer and the carbon fiber plate layer are stacked alternately. A ramp anti-disturbance device (7) is set between the ramp (5) and the bridge abutment (1). A support unit is set between the ramp (5) and the retaining wall (4). The rubber layer includes several groups of rubber (11), and the carbon fiber plate layer includes several carbon fiber plates (12). The rubber (11) and the carbon fiber plates (12) are stacked at intervals. The anti-disturbance device (7) for the connecting plate includes two corresponding connecting blocks (131). The inner edge of the connecting block (131) is provided with a limit stop (132), and the limit stops (132) of the two connecting blocks (131) are provided accordingly. A ball-locking disturbance part is provided in the connecting block (131) and the limit stop (132), and an anti-disturbance ball (14) is placed in the ball-locking disturbance part. The locking ball disturbance part includes a locking groove (15) opened inside the connecting block (131). The connecting block (131) has anti-disturbance grooves (16) on both sides, and the two anti-disturbance grooves (16) are connected to the locking grooves (15). When the bridgehead does not move or moves slightly, the anti-disturbance ball (14) is confined within the two locking grooves (15). When the bridgehead moves significantly, the anti-disturbance ball (14) rolls along the anti-disturbance grooves (16) of the two connecting blocks (131).

2. The bridge approach slab slab prevention device according to claim 1, characterized in that: The platform (5) includes a support platform (51) and a base plate (52), and the support platform (51) and the base plate (52) are integrally formed. The support platform (51) abuts against the bridge abutment (1). The side of the support platform (51) away from the bridge abutment (1) is inclined. The platform layer cushion (6) is placed on the base plate (52), and the side of the platform layer cushion (6) abuts against the inclined surface of the support platform (51).

3. The bridge approach slab slab prevention device according to claim 2, characterized in that: The top surface of the base plate (52) is either a planar structure, or a structure in which the thickness gradually decreases from the middle to both sides, or a structure in which the thickness gradually decreases from one side to the other.

4. The bridge approach slab slab prevention device according to claim 1, characterized in that: The anti-disturbance ball (14) is a rubber anti-disturbance ball.

5. The bridge approach slab slab prevention device according to claim 1, characterized in that: The supporting part is a support (8).

6. A construction method for preventing bridge approach slab settlement, characterized in that: The construction steps for preventing bridge approach slab slab descent based on the bridge approach slab descent prevention device described in claim 1 are as follows: Conduct on-site construction measurement: According to the actual construction requirements on site, measure the distance between the roadbed (3) and the bridge abutment (1). After the measurement is completed, select the specifications of the beam (2), approach slab (5) and approach slab layer (6). Install beam (2): Install a support (8) on one side of the abutment (1), and install beam (2) on the support (8); Install a bridge approach slab slab prevention mechanism: excavate a pit on the side of the roadbed (3) close to the river, install the retaining wall (4) in the pit, and the width of the retaining wall (4) is not less than the width of the beam (2); then install a support (8) on the top of the retaining wall (4) and an approach plate anti-disturbance device (7) on the side of the abutment (1) close to the retaining wall (4), and install approach plates (5) and layered compacted approach plate bedding (6) on the support (8) of the retaining wall (4) and the approach plate anti-disturbance device (7) in sequence. Install expansion joints and pave the road surface: Install expansion joints at the joints between the bridge abutment (1) and the beam (2) and the bridge abutment (1) and the approach slab (5), and pave the road surface on top of the beam (2), bridge abutment (1), approach slab (5), approach slab layer (6), and roadbed (3). The construction is completed.

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