Bridge seamless reconstruction of micro-invasive break bridge behind the deck plate anti-skid constraint method

Abstract

The application discloses a method for breaking the anti-skid constraint of a bridge abutment back slab in a bridge seamless reconstruction, and comprises the following steps: 1, finding the positions of all anti-skid steels; 2, in the first batch of construction lane width range, the corresponding anti-skid steel periphery is broken by a core drilling machine, and the part of the anti-skid steel above the bridge abutment cap beam is exposed; 3, cutting off the part of the anti-skid steel above the bridge abutment cap beam; 4, for the rest of the lane width range which has not been constructed, the anti-skid constraint of the corresponding anti-skid steel on the bridge abutment back slab is removed before the first batch of constructed bridge deck structure closure is converted into a seamless bridge deck continuous system; and 5, the part of the corresponding anti-skid steel above the bridge abutment cap beam is cut off in batches when the rest of the lane width range which has not been constructed is formally implemented. The application can quickly and efficiently cut off the anti-skid steel, and can convert the bridge deck system of a bridge in service into a seamless bridge deck continuous system to eliminate obstacles quickly, keep the traffic, have low influence and low cost.

Description

Technical Field

[0001] This invention relates to the field of seamless bridge reconstruction technology during service life, and particularly to a method for minimally invasively removing the anti-slip constraints of the bridge abutment back slab during seamless bridge reconstruction. Background Technology

[0002] Bridge expansion joints are bridge expansion devices installed to eliminate displacement caused by changes in the length of the bridge beam due to temperature variations, and to maintain a smooth driving experience. Their function is to regulate the displacement between the superstructure and the connections between the superstructures caused by vehicle load environmental characteristics and the physical properties of bridge construction materials.

[0003] Bridge expansion joints transfer the load acting on them to the main bridge structure. These joints are constantly exposed to the atmosphere and directly impacted by vehicle wheels, operating in harsh environments. They are among the most vulnerable and difficult-to-maintain components of a bridge structure. During construction and operation, they are affected by loads, environmental factors, and material aging. Even slight defects or deficiencies in design, construction techniques, and welding quality can reduce driving comfort and shorten vehicle lifespan.

[0004] Expansion joints and bearings in bridge structures are non-full-life components, prone to defects and requiring maintenance during operation, which increases the frequency and cost of maintenance. In particular, traditional bridge expansion joints, because they cross road surfaces laterally, are the only non-full-life bridge components that require temporary closure of existing traffic during routine maintenance and repairs. Their vulnerability and difficulty in repair, a global challenge, have had a significant negative impact on current traffic, operation and maintenance, bridge lifespan, and the quality of roads and cities.

[0005] In existing technologies, the main defects of bridge expansion joints manifest in the following aspects:

[0006] 1. Vehicles bouncing at bridgeheads and bridge expansion joints affect road smoothness and comfort;

[0007] The term "stepping" at bridgeheads and expansion joints refers to the presence of steps at the bridgeheads and expansion joints of highways. These steps cause numerous inconveniences and even significant hazards to vehicles, and can be summarized as follows:

[0008] (1) It affects driving safety and comfort. The reason is that when a vehicle passes over a steep slope at the bridgehead, it will cause discomfort and bumpy ride, or even violent vibration and jumping. Uneven settlement will cause lateral swaying and even lead to driving accidents.

[0009] (2) Reduced road capacity; when vehicles pass over steep slopes at the bridgehead, drivers are forced to brake and slow down, which can easily cause road congestion, indirectly reducing social benefits and lowering people's overall evaluation of the road.

[0010] (3) Impact damage to bridges and vehicles; the impact force generated by the vehicle jumping causes additional impact loads on bridges and roads, which accelerates the damage to abutments, bridge approach slabs, especially supports and expansion joints, and also causes wear and tear on vehicle parts, tires, etc., reducing the service life of vehicles.

[0011] (4) It creates a vicious cycle of road damage; because the bouncing of vehicles in turn aggravates the impact on the road surface, further exacerbating the road damage, and the interaction between them forms a vicious cycle. Over time, asphalt pavements will experience an increase in the damaged area, and the defects such as undulation, cracking and subsidence will worsen, while cement concrete pavements will experience phenomena such as broken slabs, edge chipping and mud pumping.

[0012] (5) Increase highway maintenance costs; as mentioned above, bridge approach slabs affect bridges, roads and vehicles. Therefore, highway maintenance departments need to allocate certain funds for treatment and increase maintenance investment. Moreover, the treatment will affect road traffic to varying degrees.

[0013] 2. Damaged expansion joints are a source of corrosion, reducing the service life of bridges;

[0014] Bridge expansion joints are typically installed within the clear width of the bridge deck, bending vertically upwards by 5cm at the curb.

[0015] In routine inspections of traditional jointed bridges, water seepage often occurs at the ends and outer sides of the expansion joints. Water on the bridge surface (especially snowmelt containing de-icing agents accumulated after snow removal in winter) seeps into the web of the main beam and the ends of the abutment (pier) cap beam, causing erosion and damage to the concrete of the beam body and the ends of the cap beam, affecting the durability of the structure.

[0016] 3. The noise level is higher than that of road sections, usually exceeding 30% of that of road sections, which affects human health;

[0017] According to data from the article "Measurement and Influencing Factor Analysis of Bridge Expansion Joint Noise" published in Environment and Development in 2017 by Shi Linze et al., combined with the sound environment quality standards, the acceptable sound environment for the human body is 60 to 70 dB, while the noise generated by vehicles passing over bridge expansion joints reaches 80 to 100 dB, which requires sufficient attention.

[0018] 4. During the operation and maintenance phase, carbon emissions account for a high proportion, usually more than one-third;

[0019] According to the publicly available literature report "Research on Carbon Emissions of Bridges with Different Structural Materials in Their Life Cycle" published by Xu Shuang of Wuhan University of Technology in 2012, the carbon emissions generated by the maintenance of expansion joints are the largest during the entire maintenance and operation phase of a bridge, accounting for more than one-third of the total carbon emissions in the entire phase.

[0020] 5. Easily damaged and difficult to repair: It affects traffic flow and safety, and the indirect costs are high and increasing day by day (daily cleaning of cracks and frequent maintenance).

[0021] According to the defect statistics in the inspection report of 40 bridges on the Shanghai Outer Ring Expressway, 100% of the expansion joints of both elevated bridges and small and medium-sized ground bridges have defects.

[0022] With societal development, higher demands are being placed on bridge design. It is necessary to consider not only safety, applicability, economy, and aesthetics, but also to minimize future maintenance, or even achieve "zero maintenance." Bridge maintenance should not have a significant impact on traffic operations, and the direct and indirect costs of bridge construction and maintenance should be minimized.

[0023] Regarding the main problems with bridge expansion joints mentioned above, there are two approaches to solving them in the existing technology: one is to design and produce expansion devices with better quality and performance; the other is to reduce or eliminate expansion devices as much as possible. The concept of bridges without expansion devices is based on the latter.

[0024] Bridges without expansion joints reduce bridge maintenance during the operational period, lowering total life-cycle costs. Integral bridges, by eliminating expansion joints and supports (note: bridges retaining supports but eliminating expansion joints are called semi-integral bridges), connect the abutment slab to the main beam as a single unit (temperature deformation of the beam is transferred to the end of the abutment slab where it connects to the road). This completely eliminates the negative impacts of expansion joints and supports, fundamentally solving problems such as approach slab settlement, long-term maintenance, and periodic replacement caused by damage to bridge expansion joints. Furthermore, they offer a comfortable, smooth ride with low noise. This improves road quality, enhances the surrounding environment, and effectively improves the bridge's seismic resistance, extending its service life and yielding significant economic and social benefits.

[0025] This technology has been widely and successfully applied in developed regions abroad (tens of thousands of bridges). Its main advantages are as follows: ① Significantly reduces back-end slab slab movement: Levelness is easily achieved, resulting in a comfortable, slab-free ride; ② Noise reduction and environmental friendliness: Noise is reduced by more than 30%; ③ Low maintenance: Maintenance is convenient, significantly reducing costs, time, and complexity, while maintaining performance and durability comparable to adjacent roads; ④ Low impact: Reduces the impact of maintenance on surrounding traffic and the environment; ⑤ Low carbon footprint: Carbon emissions from maintenance are reduced by more than 30%; ⑥ No increase in total life-cycle cost: Although the initial investment is slightly higher than traditional methods, the total life-cycle cost is the lowest; ⑦ Good durability: No leakage or corrosion, which helps extend the service life of the bridge; ⑧ Good safety performance: Increased redundancy enhances seismic resistance.

[0026] However, there are still a large number of bridges with expansion joints built using traditional techniques worldwide. The defects of these expansion joints will not disappear with the emergence of new technologies. Problems caused by the shortcomings of traditional techniques are constantly occurring and developing. For example, among the nearly one million highway bridges in service in China, small and medium-sized bridges with a total length of less than 100m account for about 93%. If bridges in service can be made to have no or fewer joints, it will have significant economic and social implications.

[0027] Traditional jointed bridges typically have approach slabs installed behind the abutments. Approach slabs, also known as approach ramps, are an important component of jointed bridges and bridges without expansion joints.

[0028] Using approach slabs offers numerous advantages. The approach slab effectively spans the abutment and the backfill, reducing the impact of vehicles on the backfill and the passive earth pressure on the abutment. If the approach slab is long enough, it can completely eliminate the backfill earth pressure caused by vehicles. When the roadbed settles, the approach slab acts as a transition between the bridge and the adjacent roadbed, resulting in smoother traffic and reducing the impact force on the bridge. Approach slabs also provide a more even load distribution at the bridge ends, reducing damage to the abutments, especially from overloaded vehicles. Furthermore, approach slabs with drainage systems help regulate roadbed drainage, preventing rainwater erosion of the backfill or damage caused by freezing and thawing of the backfill due to water accumulation.

[0029] In bridges without expansion joints, part of the temperature deformation is absorbed by the elastic deformation of the main girder, while the other part is transferred to the junction of the approach slab and the connecting road through the approach slab. In other words, the approach slab is a crucial component for transferring temperature deformation in bridges without expansion joints. However, in traditional jointed bridges, to limit the longitudinal and lateral horizontal displacement of the approach slab, anti-slip steel bars are typically embedded in the abutment cap beam below the end of the approach slab near the main girder. These bars are usually exposed to a certain height on the top surface of the abutment cap beam and wrapped with insulating material, with a transverse spacing of typically 500mm. During the pouring of the approach slab concrete, these reinforcing bars are encased within the approach slab. Specifically... Figure 1 As shown.

[0030] To address the defects in bridges built using traditional techniques during their service life, the only solutions are reconstruction or renovation. However, rebuilding bridges is both time-consuming and costly, especially for roads with high environmental requirements and heavy traffic, as it cannot meet current traffic demands. This has created an urgent need for society to renovate bridges built using traditional techniques to eliminate their defects.

[0031] However, when converting bridges into seamless bridges during their service life, all anti-slip steel bars on the approach slabs must be removed before the jointed bridge system is converted into a seamless bridge system. This releases the horizontal sliding constraint on the approach slabs and ensures that the approach slabs can slide synchronously with the main beam to meet the requirements of bridge structure temperature deformation.

[0032] However, if traditional methods are used, the concrete within the overlapping area of ​​the vertical projection of the approach slab and the abutment cap beam must be removed before the anti-slip steel bars can be cut. This will increase the project cost and construction period, and will also have a significant impact on the environment and existing traffic, especially on roads with high environmental requirements and heavy traffic.

[0033] Meanwhile, in order to meet the current traffic organization requirements during the construction period, only a portion of the lanes in the same direction are allowed to be closed for construction at the same time (during morning and evening rush hours, only one lane may be closed for construction).

[0034] When the road cross-section has no central divider, the bridge abutment slabs within the two-way traffic lanes are usually arranged as a single, integral structure. When the road cross-section has a central divider, the bridge abutment slabs within the same-direction traffic lanes are usually arranged as a single, integral structure. If seamless reconstruction is implemented in batches according to lane width, and the sliding constraints on the bridge abutment slabs within the first batch of lane widths have been released and the bridge deck has been converted into a seamless continuous system, if the sliding constraints on the remaining bridge abutment slabs within the lane widths implemented later have not been released and they cannot slide synchronously with the main beam, then the temperature deformation of the main beam within the implemented lane widths will be constrained. This will lead to the failure of the bridge pier (abutment) deck continuous structure, which has been converted into a seamless continuous system, due to excessive tensile or compressive stress.

[0035] Therefore, traditional methods require creating a gap in the approach slab structure along the traffic direction at the boundary between different reconstruction phases. This involves separating the original single approach slab into two completely independent, unconnected slab structures in the transverse direction. This can lead to longitudinal reflective cracks in the pavement at the structural gaps, allowing rainwater to seep into the road base layer through these cracks. Under traffic loads, this creates flowing water that erodes the structural layers, ultimately causing pavement cracking, potholes, and other defects, reducing the durability of the roadbed and pavement. While temporary gaps can be created in the bridge abutment approach slab during construction, with subsequent restoration of the original structure's integrity by adding a transverse connecting structure on top, this increases project costs, construction complexity, and construction time.

[0036] Therefore, how to achieve seamless reconstruction of bridges during their service life and quickly and minimally invasively remove the anti-slip steel bars from the bridge abutment slab has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0037] In view of the above-mentioned deficiencies of the prior art, the present invention provides a method for minimally invasively breaking the sliding constraint of the bridge abutment back slab in the seamless reconstruction of bridges. The purpose is to quickly and efficiently remove the anti-slip steel bars, thereby removing obstacles to the reconstruction of the jointed bridge deck system into a seamless bridge deck continuous system in a fast, smooth, low-impact, and low-cost manner during the service life, improving the efficiency of the reconstruction, meeting the traffic organization requirements during the construction period, and maintaining the integrity of the original structure of the bridge abutment back slab during the service life.

[0038] To achieve the above objectives, this invention discloses a method for minimally invasively removing the anti-slip constraint of the bridge abutment back slab during seamless bridge reconstruction. The bridge in service includes the bridge abutment back slab that needs to have its anti-slip constraint removed and the abutment cap beam below the bridge abutment back slab.

[0039] The overlap range of the plane projection of the bridge abutment cap beam and the bridge abutment rear approach plate is provided with a row of multiple equally spaced anti-slip steel bars as anti-slip constraints for the bridge abutment rear approach plate within the width range of the bridge abutment rear approach plate in the transverse direction.

[0040] Includes the following steps:

[0041] Step 1: Determine the location of each of the anti-slip steel bars embedded in the abutment cap beam and the abutment back slab;

[0042] Step 2: Within the first batch of construction lane width range, a core drill is used to break through the perimeter of the corresponding anti-slip steel bars, so that the portion of each anti-slip steel bar above the upper surface of the bridge abutment cap beam is exposed in the corresponding annular hole;

[0043] Step 3: Remove the portion of each anti-slip steel bar located above the upper surface of the bridge abutment cap beam and the isolation material within the first batch of construction lane width range;

[0044] Step 4: For the remaining lane width range that has not yet been constructed, before the bridge deck structure of the first batch of constructed bridges is closed and transformed into a seamless bridge deck continuous system, release the anti-slip constraints of the corresponding anti-slip steel bars on the bridge abutment back plate.

[0045] Step 5: For the remaining lane width range that has not yet been constructed, the portion of each anti-slip steel bar located below the bridge abutment back slab and above the upper surface of the bridge abutment cap beam within the implementation range shall be cut off in batches during the formal implementation.

[0046] Preferably, in step 2, with each of the anti-slip reinforcing bars as the center, a thin-walled drill bit with an outer diameter of no more than 10 cm is used to drill a core in the concrete throughout the entire height range of the bridge abutment slab to form a vertically penetrating annular hole; specifically as follows:

[0047] Step 2.1: Along the driving direction, adjacent to each of the anti-slip steel bars on the side away from the main beam, drill cores in the concrete of the bridge abutment back plate throughout the entire height range to the upper surface of the bridge abutment cap beam below the bridge abutment back plate, and take out the cylindrical concrete core sample belonging to the bridge abutment back plate to form a hole of the corresponding shape.

[0048] Step 2.2: Break the periphery of the corresponding anti-slip reinforcement along the side of the hole to form an annular hole between the anti-slip reinforcement and the new opening. Specifically, break the concrete around each anti-slip reinforcement from the full height range of the bridge abutment back slab to the upper surface of the abutment cap beam below the bridge abutment back slab, so that the portion of each anti-slip reinforcement above the upper surface of the abutment cap beam is exposed in the corresponding annular hole.

[0049] Preferably, step 4 is as follows:

[0050] Step 4.1: Using a core drilling machine, with each of the aforementioned anti-slip steel bars as the center, use a thin-walled drill bit with an outer diameter of no more than 10cm to drill cores in the concrete of the entire height range of the bridge abutment back slab and the road pavement on the top surface of the bridge abutment back slab to form vertically penetrating annular holes.

[0051] Step 4.2: Remove the concrete and road surface paving within the full height range of the bridge abutment rear approach slab within the annular holes surrounding each of the anti-slip steel bars, extending to the upper surface of the bridge abutment cap beam below the bridge abutment rear approach slab, thereby releasing the anti-slip constraint of the corresponding anti-slip steel bars on the bridge abutment rear approach slab.

[0052] Preferably, before drilling holes in the concrete surrounding each anti-slip steel bar that belongs to the bridge abutment back slab using the core drilling machine, the local pavement on the top surface of the bridge abutment back slab where the hole needs to be drilled is first removed.

[0053] Preferably, in steps 3 and 5, an oxygen and acetylene cutting gun with a bend is used to cut off the portion of each anti-slip steel bar located above the upper surface of the bridge abutment cap beam.

[0054] Preferably, before reconstruction, the lower half of each anti-slip steel bar is pre-fixed vertically inside the bridge abutment cap beam and is integrally cast with the concrete of the bridge abutment cap beam. The upper half of each anti-slip steel bar extends vertically into part or all of the height range of the bridge abutment rear approach slab and is wrapped with an isolation material to isolate it from the concrete of the bridge abutment rear approach slab.

[0055] The beneficial effects of this invention are:

[0056] The application of this invention can quickly, efficiently, and minimally invasively remove the anti-slip steel bars in the bridge abutment back slab, eliminating obstacles for the rapid, smooth, low-impact, and low-cost conversion of the jointed bridge deck system into a seamless bridge deck continuous system during its service life. This improves the efficiency of the conversion, meets the traffic organization requirements during construction, and ensures that the performance and durability of the seamless road are no less than those of ordinary roads.

[0057] This invention enables more flexible and rational use of existing structures, reduces investment scale, and minimizes the construction cycle of the conversion between old and new systems and the impact on existing traffic.

[0058] The following will further explain the concept, specific structure, and technical effects of the present invention in conjunction with the accompanying drawings, so as to fully understand the purpose, features, and effects of the present invention. Attached Figure Description

[0059] Figure 1 This diagram illustrates the connection structure between the abutment and approach slab of a bridge during its service life, according to an embodiment of the present invention.

[0060] Figure 2 This diagram shows a partial cross-sectional structure after the anti-slip constraint has been removed according to an embodiment of the present invention. Detailed Implementation

[0061] Example: Figure 1 and Figure 2 As shown, the construction method for minimally invasively removing the anti-slip constraint of the bridge abutment back slab in the seamless reconstruction of the bridge includes the bridge abutment back slab 3 and the abutment cap beam 1 below the bridge abutment back slab 3, which need to have their anti-slip constraint removed, in the bridge during its service life.

[0062] The overlapping area of ​​the plane projection of the bridge abutment cap beam 1 and the bridge abutment rear slab 3 is provided with a row of multiple equally spaced anti-slip steel bars 4 as anti-slip constraints for the bridge abutment rear slab 3 within the width of the bridge abutment rear slab 3 in the transverse direction.

[0063] Includes the following steps:

[0064] Step 1: Locate the position of each anti-slip steel bar 4 embedded in the bridge abutment cap beam 1 and the bridge abutment back slab 3;

[0065] Step 2: In the first batch of construction lane width range, use a core drill to break the perimeter of the corresponding anti-slip steel bar 4, so that the part of each anti-slip steel bar 4 above the upper surface of the bridge abutment cap beam 1 is exposed in the corresponding annular hole.

[0066] Step 3: Remove the portion of each anti-slip steel bar 4 above the upper surface of the bridge abutment cap beam 1 within the first batch of lane widths;

[0067] Step 4: For the remaining lane width range that has not yet been constructed, before the bridge deck structure of the first batch of constructed bridges is closed and transformed into a seamless bridge deck continuous system, release the anti-slip constraints of the corresponding anti-slip steel bars 4 on the bridge abutment back slab 3.

[0068] Step 5: For the remaining lane width range that has not yet been constructed, the portion of each anti-slip steel bar 4 located below the bridge abutment back slab 3 and above the upper surface of the bridge abutment cap beam 1 within the construction range shall be cut off in batches during the formal implementation.

[0069] In some embodiments, in step 2, with each anti-slip reinforcing bar 4 as the center, a thin-walled drill bit with an outer diameter of no more than 10 cm is used to drill a core in the concrete of the bridge abutment slab 3 throughout its entire height range to form a vertically penetrating annular hole; specifically as follows:

[0070] Step 2.1: Along the driving direction, adjacent to each anti-slip steel bar 4 away from the main beam, drill cores of the concrete of the bridge abutment back plate 3 throughout the entire height range to the upper surface of the bridge abutment cap beam 1 below the bridge abutment back plate 3, and take out the cylindrical concrete core sample belonging to the bridge abutment back plate 3 to form a hole of the corresponding shape.

[0071] Step 2.2: Break the surrounding area of ​​the corresponding anti-slip steel bar 4 along the side of the hole to form an annular hole between the anti-slip steel bar 4 and the new opening. Specifically, break the concrete around each anti-slip steel bar 4 from the full height range of the bridge abutment back slab 3 down to the upper surface of the bridge abutment cap beam 1 below the bridge abutment back slab 3, so that the part of each anti-slip steel bar 4 above the upper surface of the bridge abutment cap beam 1 is exposed in the corresponding annular hole.

[0072] In some embodiments, step 4 is specifically as follows:

[0073] Step 4.1: Using a core drilling machine, with each anti-slip steel bar 4 as the center, use a thin-walled drill bit with an outer diameter of no more than 10cm to drill cores in the concrete of the bridge abutment back slab 3 and the road surface paving on the top surface of the bridge abutment back slab 3 to form vertically penetrating ring holes.

[0074] Step 4.2: Remove the concrete and pavement 2 from the top surface of the bridge abutment back slab 3 to the upper surface of the bridge cap beam 1 below the bridge abutment back slab 3 within the annular holes around each anti-slip steel bar 4, thus releasing the anti-slip constraint of the corresponding anti-slip steel bar 4 on the bridge abutment back slab 3.

[0075] This invention, by precisely and locally removing the concrete surrounding each anti-slip steel bar 4 within the bridge abutment slab 3, changes the existing construction process that requires at least the removal of the concrete within the vertical projection overlap area of ​​the bridge abutment slab 3 and the abutment cap beam 1 before cutting the anti-slip steel bar 4. This significantly improves construction efficiency. By only locally removing and rebuilding the bridge within its service life, the construction period is shortened, investment is reduced, and the environmental and traffic impacts caused by large-scale, long-term construction are minimized. Simultaneously, the performance and durability of the seamless road surface are ensured to be no less than that of ordinary roads. In some embodiments, before using a core drill to make micro-drilling holes in the concrete surrounding each anti-slip steel bar 4 within the bridge abutment slab 3, the local pavement 2 on the top surface of the bridge abutment slab 3 at the location where the hole needs to be drilled is first removed.

[0076] In some embodiments, before drilling holes in the concrete surrounding each anti-slip steel bar 4 that belongs to the bridge abutment back slab 3 using a core drill, the local pavement 2 on the top surface of the bridge abutment back slab 3 where the hole needs to be drilled is first removed.

[0077] In some embodiments, in steps 3 and 5, an oxygen and acetylene cutting gun with a bend is used to cut off the portion of each anti-slip steel bar 4 above the upper surface of the bridge abutment cap beam 1.

[0078] In some embodiments, before reconstruction, the lower half of each anti-slip steel bar 4 is pre-fixed vertically inside the bridge abutment cap beam 1 and is cast into one piece with the concrete of the bridge abutment cap beam 1. The upper half of each anti-slip steel bar 4 extends vertically into part or all of the height range of the bridge abutment rear slab 3 and is wrapped with an isolation material to isolate it from the concrete of the bridge abutment rear slab 3.

[0079] The existence of the above structure allows each anti-slip steel bar 4 to release the constraint on the rotation angle of the bridge abutment rear slab 3 while restraining the horizontal displacement of the bridge abutment rear slab 3, thus improving the stress state of the bridge abutment rear slab.

[0080] The preferred embodiments of the present invention have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of the present invention without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of the present invention through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A method for minimally invasive breaking of anti-skid constraints of bridge rear slab in seamless reconstruction of bridge, the bridge in service period comprises bridge rear slab (3) needing to break anti-skid constraints and bridge abutment cap beam (1) below the bridge rear slab (3); A row of multiple equidistantly arranged anti-skid steels (4) are arranged in the range of the bridge rear slab (3) overlapping with the bridge abutment cap beam (1) in planar projection as anti-skid constraints of the bridge rear slab (3) along the width range of the bridge rear slab (3) in the transverse direction of the bridge; characterized in that The method comprises the following steps: Step 1, the position of each anti-skid steel (4) buried in the bridge abutment cap beam (1) and the bridge rear slab (3) is ascertained; Step 2, in the range of the first batch of construction lanes, the periphery of the corresponding anti-skid steel (4) is broken by a core drill, so that the part of each anti-skid steel (4) above the upper surface of the bridge abutment cap beam (1) is exposed in the corresponding annular hole; A thin-wall drill bit with an outer diameter not greater than 10 cm is used to drill a core in the concrete in the full height range of the bridge rear slab (3) to form a vertically penetrating annular hole with each anti-skid steel (4) as the center, and the specific steps are as follows: Step 2.1, adjacent to each anti-skid steel (4) away from the main beam side in the driving direction, the concrete in the full height range of the bridge rear slab (3) is drilled to the upper surface of the bridge abutment cap beam (1) below the bridge rear slab (3), and the cylindrical concrete core sample belonging to the bridge rear slab (3) is taken out to form a corresponding shaped hole; Step 2.2, the periphery of the corresponding anti-skid steel (4) is broken along the lateral direction of the hole to form the annular hole between the anti-skid steel (4) and the new opening, and the specific steps are as follows: the full height range of the concrete belonging to the bridge rear slab (3) around each anti-skid steel (4) is broken to the upper surface of the bridge abutment cap beam (1) below the bridge rear slab (3), so that the part of each anti-skid steel (4) above the upper surface of the bridge abutment cap beam (1) is exposed in the corresponding annular hole; Step 3, the part of each anti-skid steel (4) above the upper surface of the bridge abutment cap beam (1) and the isolation material in the lane width range of the first batch of construction are cut off; Step 4, for the remaining lane width range that has not been constructed, the anti-skid constraints of the bridge rear slab (3) by the corresponding anti-skid steel (4) are removed before the bridge deck structure of the first batch of construction is converted into a seamless bridge deck continuous system; Step 5, for the remaining lane width range that has not been constructed, the part of each anti-skid steel (4) below the bridge rear slab (3) and above the upper surface of the bridge abutment cap beam (1) in the implementation range is cut off in batches when the implementation is formally implemented.

2. The method for minimally invasive breaking of anti-slide constraints of bridge back-slab in bridge seamless reconstruction according to claim 1, characterized in that, Step 4 is specifically as follows: Step 4.1, a thin-wall drill bit with an outer diameter not greater than 10 cm is used to drill a core in the concrete in the full height range of the bridge rear slab (3) and the pavement on the top surface of the bridge rear slab (3) with each anti-skid steel (4) as the center to form a vertically penetrating annular hole. Step 4.2, break the full height range of concrete belonging to the bridge rear abutment slab (3) in the annular hole around each of the anti-skid reinforcement (4) and the pavement pavement (2) on the top surface of the bridge rear abutment slab (3) to the upper surface of the bridge abutment cap beam (1) below the bridge rear abutment slab (3), and remove the corresponding anti-skid reinforcement (4) from the anti-skid constraint of the bridge rear abutment slab (3).

3. The method of claim 1, wherein the method further comprises: Before the core drill is used to drill holes in the concrete of the bridge rear abutment slab (3) around each of the anti-skid reinforcement (4), the local pavement pavement (2) on the top surface of the position where the bridge rear abutment slab (3) needs to be drilled is removed.

4. The method for minimally invasive breaking of anti-slide constraints of bridge post-beam slab in bridge seamless reconstruction of claim 1, characterized in that, In steps 3 and 5, a bent oxygen and acetylene cutting torch is used to cut off the part of each of the anti-skid reinforcement (4) above the upper surface of the bridge abutment cap beam (1).

5. The method for minimally invasive breaking of anti-slide constraints of bridge post-beam slab in bridge seamless reconstruction of claim 1, wherein, Before the reconstruction, the lower half of each of the anti-skid reinforcement (4) is vertically fixed in the bridge abutment cap beam (1) and is poured with the concrete of the bridge abutment cap beam (1) as a whole, and the upper half of each of the anti-skid reinforcement (4) vertically extends into the partial or full height range of the bridge rear abutment slab (3) and is isolated from the concrete of the bridge rear abutment slab (3) by wrapping with isolation material.

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