Locally replaceable orthotropic steel bridge deck structure and construction method thereof

Abstract

The invention discloses a locally replaceable orthotropic steel bridge deck structure and a construction method thereof. The structure comprises a bridge deck laid at the top of a main beam of a longitudinal external bridge body; the bridge deck slab can be divided into a heavy lane, a middle lane, a light lane and an emergency lane in the transverse direction. The top plate of the bridge deck can be divided into a heavy lane top plate and a non-heavy lane top plate; the heavy lane comprises a first diaphragm plate and a heavy lane top plate; the bottom of the heavy lane top plate is connected with longitudinal rolled U ribs through pulling rivets; the light lane, the middle lane and the emergency lane comprise second transverse partition plates and non-heavy lane top plates; a longitudinal cold-bending U-shaped rib is welded at the bottom of the non-heavy lane top plate; the heavy lane adopts pulling rivet connection to replace traditional welding seam connection, so that the problems of stress concentration and thermal stress generated in the welding process are relieved; when the U rib is used for a long time or is locally damaged, the single U rib can be quickly disassembled and replaced without integrally replacing the bridge floor structure, so that the traffic interruption time is effectively shortened.

Description

Technical Field

[0001] The invention belongs to the field of bridge construction, and in particular relates to a partially replaceable orthotropic steel bridge deck structure and a construction method thereof. Background Art

[0002] In order to meet the requirements of bridge construction for high efficiency, light weight, durability and seismic resistance, the research and application of orthotropic steel deck (OSD) has gradually become a hot topic.

[0003] Orthotropic steel bridge deck is currently widely used in bridge construction, especially in long-span bridges, urban bridges and highway bridges. It has been widely used in many famous large-scale bridge projects. Due to its lightweight design and high strength characteristics, it can effectively reduce the deadweight of the bridge and adapt to complex load requirements.

[0004] The widespread use of orthotropic steel bridge decks is mainly due to its several significant advantages. First, the high strength and lightweight characteristics of steel structures reduce the deadweight of bridges and greatly improve the span capacity of bridges. Second, prefabricated steel structures speed up construction and reduce on-site workload, making them suitable for projects with tight deadlines. In addition, the durability of steel bridge decks is good, and advances in anti-corrosion technology have made their maintenance costs low. The excellent seismic performance of steel also ensures its application in earthquake-prone areas.

[0005] However, despite the outstanding advantages of orthotropic steel bridge decks, there are still challenges such as high initial cost, strict control of welding quality and fatigue performance. With the continuous development of technology, these problems are gradually being solved, so the application prospects of orthotropic steel bridge decks are broad and will play a key role in more bridge projects in the future. The fatigue performance problem of orthotropic steel bridge decks is one of the most significant challenges in its long-term use. In the daily operation of bridges, especially when facing the repeated passage of heavy vehicles, the bridge deck will be subjected to repeated dynamic loads, resulting in gradual fatigue damage of the steel. Fatigue cracks usually occur in stress concentration areas, especially in the welded parts where the U-ribs and diaphragms are connected to the bridge deck. These areas are prone to cracks under the action of repeated loads due to the high stress they carry. These cracks will gradually expand over time, eventually leading to local failure of the structure and even threatening the overall safety of the bridge.

[0006] At the same time, the environmental conditions of the bridge also have an important impact on fatigue performance. Bridges are usually exposed to harsh natural environments and are affected by multiple factors such as temperature changes, humidity, wind loads, etc. These factors further aggravate the fatigue problem of steel, especially in cold or humid areas, where fatigue damage to steel develops faster. The long-term safety performance of the bridge is therefore greatly affected, and the randomness of fatigue cracks increases the difficulty of structural safety monitoring.

[0007] Welding quality is also one of the main challenges faced by orthotropic steel bridge decks. The welding quality between the U-ribs and diaphragms of the bridge deck and the deck plays a decisive role in the performance of the entire bridge deck, and the welded joints are often stress concentration points. If defects such as pores, cracks or slag inclusions occur during the welding process, these defects will become weak links in the structure, making the bridge more susceptible to fatigue damage during use. Due to fluctuations in welding quality, the overall structural performance of the bridge deck will be seriously affected, reducing the durability of the bridge.

[0008] Residual stress and welding deformation will also be generated during the welding process, which is also an important factor affecting the stability of the structure. Residual stress is usually concentrated at the welded joints, which will aggravate the stress concentration phenomenon and make these areas more prone to fatigue cracks. Welding deformation will cause local unevenness of the bridge deck, affecting the smoothness and comfort of vehicle driving. In addition, the welding process has high requirements. If the workers are not careful during the welding process, uneven welding quality will occur, which will affect the stability and durability of the entire bridge deck.

[0009] At present, in order to solve the fatigue problem of orthotropic steel bridge decks, optimizing structural design is the key method. Fatigue cracks in bridge decks often originate from stress concentration areas, especially at the connection between U-ribs and diaphragms and decks. Therefore, through reasonable structural design, stress concentration in these areas can be effectively reduced. Engineers often balance the forces in various parts by optimizing the layout of ribs, increasing the number of ribs, or adjusting the spacing between ribs. For example, the ribs are arranged reasonably to distribute the load more evenly to various parts of the bridge deck, thereby reducing local excessive stress. In addition, in terms of connection details, some fillets or transition plates are introduced in the design to avoid sharp stress concentration points and make the stress transition more smoothly at the welded joints. These design improvements can significantly reduce the occurrence of fatigue cracks and improve the overall fatigue performance of bridge decks.

[0010] Although methods such as optimizing design, using high-performance steel and improving welding technology have alleviated the fatigue problem of orthotropic steel bridge decks to a certain extent, these measures have not fundamentally solved the fatigue problem. The design of orthotropic steel bridge decks essentially relies on the combination of longitudinal and transverse diaphragms and thin steel plates. Although it can achieve light weight and high strength, this structural characteristic leads to stress concentration under long-term loads. This stress concentration mainly occurs at the connection between the rib and the steel plate and the welded joint area, which makes these parts prone to fatigue cracks under repeated loads. Summary of the invention

[0011] In view of the above problems, the present invention proposes a partially replaceable orthotropic steel bridge deck structure and a construction method thereof. The design concept is

[0012] The bridge deck can be divided into a heavy lane 4, a middle lane 5, a light lane 6 and an emergency lane 3 in the transverse direction; the heavy lane 4 adopts a heavy lane panel structure 1, and the middle lane 5, the light lane 6 and the emergency lane 3 adopt a non-heavy lane panel structure 2; the top plate of the bridge deck can be divided into a heavy lane top plate 11 and a non-heavy lane top plate 21;

[0013] The heavy-duty lane panel structure 1 comprises a plurality of longitudinal first transverse diaphragms 17; the first transverse diaphragms 17 are connected to the main beam 7 at the bottom and to the heavy-duty lane top plate 11 at the top; the heavy-duty lane top plate 11 is provided with holes for accommodating vertical rivets 12, and the bottom of the heavy-duty lane top plate 11 is connected to the longitudinal rolled U ribs 13 through the rivets 12, which plays a role in improving fatigue resistance;

[0014] The non-heavy lane panel structure 2 includes a plurality of longitudinal second transverse diaphragms 24; the second transverse diaphragms 24 are connected to the main beam 7 at the bottom and to the non-heavy lane top plate 21 at the top; longitudinal cold-bent U-ribs 23 are welded to the bottom of the non-heavy lane top plate 21, and the cold-bent U-ribs 23 are connected to the second transverse diaphragms 24 through welding seams 22.

[0015] More specifically, a friction support material 15 is provided between the rolled U-rib 13 and the first transverse partition 17, thereby allowing the rolled U-rib 13 and the first transverse partition 17 to slide relative to each other, thereby reducing the deformation and tearing caused by the first transverse partition 17 being compressed; the fixed steel plate 14 is fixedly connected to the first transverse partition 17 by bolts 16, and the fixed steel plate 14 presses the friction support material 15 on both lateral sides of the rolled U-rib 13.

[0016] More specifically, the friction support material 15 is made of a high-performance rubber pad or a composite material.

[0017] More specifically, a construction method for a partially replaceable orthotropic steel bridge deck structure includes the following steps:

[0018] A.1 Assemble the heavy lane 4 that constitutes the bridge deck:

[0019] A.1.1 Determine the position of the heavy-duty lane top plate 11 to which the rolled U-rib 13 is connected according to the construction drawings, mark it with an ink line, and then temporarily fix the rolled U-rib 13 on the heavy-duty lane top plate 11 with an external clamp;

[0020] A.1.2 Drill holes in the top plate 11 of the heavy-duty lane and the rolled U-rib 13 fixed to the bottom of the top plate 11 of the heavy-duty lane, and then install rivets 12 in the drilled holes. The installation sequence is from the longitudinal center of the rolled U-rib 13 to the longitudinal ends. Use a hydraulic rivet gun to tighten the rivets 12 one by one to a locked state, and connect and fix the rolled U-rib 13 and the top plate 11 of the heavy-duty lane; after the installation is completed, use a tension tester to detect the tension of the rivets 12, use a level to detect the flatness of the rivets 12, and use a torque wrench to check the tightening force, and record the test results;

[0021] A.1.3 The friction support material 15 is bonded to the longitudinal sides of the first diaphragm 17 by adhesive, and the fixed steel plate 14 is installed on the surface of the first diaphragm 17 by bolts 16, so that the fixed steel plate 14 presses the friction support material 15 on the lateral sides of the rolled U-rib 13; during installation, the bolts 16 are passed through the reserved holes of the fixed steel plate 14 and the first diaphragm 17, and screwed in one by one but not completely tightened, so as to keep the fixed steel plate 14 in a fine-tunable state; after the fixed steel plate 14 is completely attached to the surface of the first diaphragm 17, the bolts 16 are tightened step by step, and the tightening force is increased in stages by using a torque wrench, and the tightness of the bolts 16 is adjusted at the same time to control the pre-pressure on the friction support material 15;

[0022] After installation, use a torque wrench to test the tightening force of all bolts 16 and check the fit between the fixed steel plate 14 and the first diaphragm 17. After confirming that the preload meets the design requirements, lock the bolts 16 and perform anti-corrosion treatment on the exposed part of the fixed steel plate 14.

[0023] A.1.4 Use a feeler gauge to check the contact between the friction support material 15 and the rolled U-rib 13 to ensure that there is no obvious gap. Perform a slight prestress test to observe the stability of the friction support material 15 under load.

[0024] A.1.5 Use a total station and a level to check the position of the rolled U-rib 13 and the first diaphragm 17 to ensure that the deviation is within the design range; check the position and fastening of the fixed steel plates 14 one by one; test the tension of the rivets 12 one by one, and use ultrasonic non-destructive testing; use a dynamometer to test the compression force of the friction support material 15, and record the compression data of all support parts;

[0025] A.2 Assemble the middle lane 5, light lane 6 and emergency lane 3 that constitute the bridge deck;

[0026] A.2.1 Align the cold-bent U-rib 23 with the non-heavy lane top plate 21 and use temporary fixing tools to reinforce it; spot weld the contact part between the cold-bent U-rib 23 and the non-heavy lane top plate 21, and use double-sided welding technology. After welding, clean and inspect the weld. ;

[0027] A.2.2 After connecting several longitudinal second transverse partitions 24 and cold-bent U-ribs 23, they are temporarily fixed with a clamp; fillet welding is used for connection, and appropriate welding parameters are selected; after welding, the flatness of the joint is checked and polished;

[0028] A.2.3 In the connection between the second transverse diaphragm 24 and the non-heavy lane top plate 21, place the second transverse diaphragm 24 on the bottom surface of the non-heavy lane top plate 21; spot weld it at the contact point, and weld evenly along the contact point. After welding is completed, inspect the quality of the welded part;

[0029] A.3 Lay the bridge deck on top of the main beam 7:

[0030] A.3.1 Install special lifting rigging or welded lifting lugs at the preset lifting points of the bridge deck. The lifting equipment lifts several bridge decks from the transport vehicle and moves them to the designated position on the top of the main beam 7; during the lifting process, the longitudinal, transverse position and elevation of the bridge deck are monitored by total station and laser measurement equipment to ensure that it is accurately placed at the designed position;

[0031] After the bridge deck is in place, a temporary support device is arranged on the top of the main beam 7. The longitudinal and transverse positions and elevations of the bridge deck are checked to ensure that the positioning accuracy meets the requirements. After the position adjustment is completed, the bridge deck and the main beam are temporarily fixed with clamps or high-strength bolts to provide conditions for subsequent permanent connection and docking construction;

[0032] A.3.2 The ends of the first diaphragm 17 and the second diaphragm 24 are connected to the main beam 7 by full penetration welds or fillet welds to achieve the purpose of connecting the bridge deck and the main beam 7; in each bridge deck along the longitudinal direction, the first diaphragm 17 and the second diaphragm 24 are aligned and welded to the main beam 7 section by section to ensure that the diaphragm transfers the load to the main beam along the longitudinal bridge direction;

[0033] A.3.3 After the edges of the heavy-duty lane top plate 11 and the non-heavy-duty lane top plate 21 are precisely aligned with the web plate 8 of the main beam 7 along the longitudinal direction, full penetration welding is performed section by section; after welding is completed, the weld is fully inspected to ensure that the quality meets the design requirements;

[0034] A.4 Adjust and align the longitudinal positions of the front and rear adjacent bridge decks, and use high-strength full-penetration welds to connect them to ensure the accuracy of the splicing; after welding, perform non-destructive testing on the joint area to ensure that the connection quality meets the design standards and the construction is completed;

[0035] A.5 Replace the damaged U-rib:

[0036] A.5.1 Use a hydraulic rivet gun to remove the damaged rivets 12 connecting the U rib and the top plate one by one; use a tool to loosen the bolts 16 fixing the steel plate 14, so that the friction support material 15 is separated from the contact surface between the U rib and the corresponding first diaphragm 17;

[0037] A.5.2 After removing the damaged U-rib, take it out through the gap between the bridge deck and the diaphragm; connect the new U-rib to the first diaphragm 17 through the rivets 12, and tighten the rivets 12 one by one;

[0038] A.5.3 Use a high-strength adhesive to fix the friction support material 15 to the first diaphragm 17, and make the friction support material 15 fit tightly with the new U-rib; tighten the bolts 16 one by one to adjust the pressure on the friction support material 15 from the fixing steel plate 14;

[0039] After installation, use a tension tester to check the fastening force of the rivet 12, and use a torque wrench for further inspection to ensure that the connection quality and fastening force meet the standards;

[0040] A.5.4 Carry out a comprehensive inspection to ensure that the new U-rib is tightly connected to the heavy lane top plate 11 and the first cross diaphragm 17, and the position is accurate, so as to ensure that the load can be reliably transferred to the main beam and guarantee the stability of the structure.

[0041] More specifically, in step A.1.2, a CNC drilling machine is used to drill holes in the heavy lane top plate 11 and the rolled U-rib 13 to ensure that the rivet connection hole diameters are evenly distributed to avoid stress concentration.

[0042] More specifically, in step A.1.3, a dynamometer is used to test the clamping force after the friction bearing material is installed to ensure that it is evenly distributed and meets the stress relief design requirements.

[0043] The beneficial effects of the present invention are:

[0044] 1. The heavy-duty lane of the present invention adopts rivet connection instead of traditional weld connection, which alleviates the stress concentration and thermal stress problems generated during welding, improves the fatigue resistance between the U rib and the top plate to the level of the parent material, and significantly extends the service life of the bridge deck. It is particularly suitable for heavy-duty lane areas that carry heavy vehicles.

[0045] 2. By reconstructing the support connection method between the diaphragm and the U-rib, and using friction support instead of weld consolidation support, the in-plane and out-of-plane deformation and tearing between the longitudinal U-rib and the transverse plate rib are relieved, the secondary stress and local stress concentration problems are reduced, the risk of weld fatigue cracking is reduced, and the overall stability of the structure is improved.

[0046] 3. When the U-rib of the present invention is used for a long time or is partially damaged, the single U-rib can be quickly disassembled and replaced without replacing the entire bridge deck structure, thereby effectively reducing the traffic interruption time. The modular design makes standardized production possible, reduces the complexity of replacement, and significantly shortens the construction period, making overall maintenance more economical and efficient. This design not only solves the difficulties in traditional fatigue crack repair, but also provides a more reliable and sustainable solution for the long-term use of bridges.

[0047] 4. Due to the use of rivet connection and friction support technology, the installation and replacement of modules are easier and the complexity of on-site welding operations is reduced. Modular design and partition replacement effectively reduce maintenance and material costs, while shortening construction time and saving manpower and resources.

[0048] 5. The rolled U-rib design with extended flanges enhances the overall stiffness of the bridge deck, improves the force distribution, and enables the structure to maintain higher stability and durability under heavy loads, especially exhibiting excellent anti-fatigue performance in heavy lane areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 It is a schematic diagram of a partially replaceable orthotropic steel bridge deck structure of the present invention.

[0050] Figure 2 It is a structural schematic diagram of the heavy lane of the present invention.

[0051] Figure 3 It is a structural schematic diagram of the non-heavy lane of the present invention.

[0052] Figure 4 It is a longitudinal section schematic diagram of the heavy traffic lane of the present invention.

[0053] Figure 5 It is a construction step diagram of the present invention. DETAILED DESCRIPTION

[0054] The specific implementation of the embodiment of the present invention is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the embodiment of the present invention, and is not used to limit the embodiment of the present invention.

[0055] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0056] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0057] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral one; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0058] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0059] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0060] The present invention will be described in detail below in conjunction with exemplary embodiments with reference to the accompanying drawings.

[0061] A partially replaceable orthotropic steel bridge deck structure, the bridge deck can be divided into a heavy lane 4, a middle lane 5, a light lane 6 and an emergency lane 3 in the transverse direction; the heavy lane 4 adopts a heavy lane panel structure 1, the middle lane 5, the light lane 6 and the emergency lane 3 adopt a non-heavy lane panel structure 2; the top plate of the bridge deck can be divided into a heavy lane top plate 11 and a non-heavy lane top plate 21;

[0062] The heavy-duty lane panel structure 1 comprises a plurality of longitudinal first transverse diaphragms 17; the first transverse diaphragms 17 are connected to the main beam 7 at the bottom and to the heavy-duty lane top plate 11 at the top; the heavy-duty lane top plate 11 is provided with holes for accommodating vertical rivets 12, and the bottom of the heavy-duty lane top plate 11 is connected to the longitudinal rolled U ribs 13 through the rivets 12, which plays a role in improving fatigue resistance;

[0063] The non-heavy lane panel structure 2 includes a plurality of longitudinal second transverse diaphragms 24; the second transverse diaphragms 24 are connected to the main beam 7 at the bottom and to the non-heavy lane top plate 21 at the top; longitudinal cold-bent U-ribs 23 are welded to the bottom of the non-heavy lane top plate 21, and the cold-bent U-ribs 23 are connected to the second transverse diaphragms 24 through welding seams 22.

[0064] In some embodiments, a friction support material 15 is provided between the rolled U-rib 13 and the first transverse partition 17, thereby allowing the rolled U-rib 13 and the first transverse partition 17 to slide relative to each other, thereby reducing deformation and tearing caused by the first transverse partition 17 being compressed; the fixed steel plate 14 is fixedly connected to the first transverse partition 17 by bolts 16, and the fixed steel plate 14 presses the friction support material 15 on both lateral sides of the rolled U-rib 13.

[0065] In some embodiments, the friction support material 15 is made of a high-performance rubber pad or a composite material.

[0066] A construction method for a partially replaceable orthotropic steel bridge deck structure comprises the following steps:

[0067] A.1 Assemble the heavy lane 4 that constitutes the bridge deck:

[0068] A.1.1 Determine the position of the heavy-duty lane top plate 11 to which the rolled U-rib 13 is connected according to the construction drawings, mark it with an ink line, and then temporarily fix the rolled U-rib 13 on the heavy-duty lane top plate 11 with an external clamp;

[0069] A.1.2 Drill holes in the top plate 11 of the heavy-duty lane and the rolled U-rib 13 fixed to the bottom of the top plate 11 of the heavy-duty lane, and then install rivets 12 in the drilled holes. The installation sequence is from the longitudinal center of the rolled U-rib 13 to the longitudinal ends. Use a hydraulic rivet gun to tighten the rivets 12 one by one to a locked state, and connect and fix the rolled U-rib 13 and the top plate 11 of the heavy-duty lane; after the installation is completed, use a tension tester to detect the tension of the rivets 12, use a level to detect the flatness of the rivets 12, and use a torque wrench to check the tightening force, and record the test results;

[0070] A.1.3 The friction support material 15 is bonded to the longitudinal sides of the first diaphragm 17 by adhesive, and the fixed steel plate 14 is installed on the surface of the first diaphragm 17 by bolts 16, so that the fixed steel plate 14 presses the friction support material 15 on the lateral sides of the rolled U-rib 13; during installation, the bolts 16 are passed through the reserved holes of the fixed steel plate 14 and the first diaphragm 17, and screwed in one by one but not completely tightened, so as to keep the fixed steel plate 14 in a fine-tunable state; after the fixed steel plate 14 is completely attached to the surface of the first diaphragm 17, the bolts 16 are tightened step by step, and the tightening force is increased in stages by using a torque wrench, and the tightness of the bolts 16 is adjusted at the same time to control the pre-pressure on the friction support material 15;

[0071] After installation, use a torque wrench to test the tightening force of all bolts 16 and check the fit between the fixed steel plate 14 and the first diaphragm 17. After confirming that the preload meets the design requirements, lock the bolts 16 and perform anti-corrosion treatment on the exposed part of the fixed steel plate 14.

[0072] A.1.4 Use a feeler gauge to check the contact between the friction support material 15 and the rolled U-rib 13 to ensure that there is no obvious gap. Perform a slight prestress test to observe the stability of the friction support material 15 under load.

[0073] A.1.5 Use a total station and a level to check the position of the rolled U-rib 13 and the first diaphragm 17 to ensure that the deviation is within the design range; check the position and fastening of the fixed steel plates 14 one by one; test the tension of the rivets 12 one by one, and use ultrasonic non-destructive testing; use a dynamometer to test the compression force of the friction support material 15, and record the compression data of all support parts;

[0074] A.2 Assemble the middle lane 5, light lane 6 and emergency lane 3 that constitute the bridge deck;

[0075] A.2.1 Align the cold-bent U-rib 23 with the non-heavy lane top plate 21 and use temporary fixing tools to reinforce it; spot weld the contact part between the cold-bent U-rib 23 and the non-heavy lane top plate 21, and use double-sided welding technology. After welding, clean and inspect the weld. ;

[0076] A.2.2 After connecting several longitudinal second transverse partitions 24 and cold-bent U-ribs 23, they are temporarily fixed with a clamp; fillet welding is used for connection, and appropriate welding parameters are selected; after welding, the flatness of the joint is checked and polished;

[0077] A.2.3 In the connection between the second transverse diaphragm 24 and the non-heavy lane top plate 21, place the second transverse diaphragm 24 on the bottom surface of the non-heavy lane top plate 21; spot weld it at the contact point, and weld evenly along the contact point. After welding is completed, inspect the quality of the welded part;

[0078] A.3 Lay the bridge deck on top of the main beam 7:

[0079] A.3.1 Install special lifting rigging or welded lifting lugs at the preset lifting points of the bridge deck. The lifting equipment lifts several bridge decks from the transport vehicle and moves them to the designated position on the top of the main beam 7; during the lifting process, the longitudinal, transverse position and elevation of the bridge deck are monitored by total station and laser measurement equipment to ensure that it is accurately placed at the designed position;

[0080] After the bridge deck is in place, a temporary support device is arranged on the top of the main beam 7. The longitudinal and transverse positions and elevations of the bridge deck are checked to ensure that the positioning accuracy meets the requirements. After the position adjustment is completed, the bridge deck and the main beam are temporarily fixed with clamps or high-strength bolts to provide conditions for subsequent permanent connection and docking construction;

[0081] A.3.2 The ends of the first diaphragm 17 and the second diaphragm 24 are connected to the main beam 7 by full penetration welds or fillet welds to achieve the purpose of connecting the bridge deck and the main beam 7; in each bridge deck along the longitudinal direction, the first diaphragm 17 and the second diaphragm 24 are aligned and welded to the main beam 7 section by section to ensure that the diaphragm transfers the load to the main beam along the longitudinal bridge direction;

[0082] A.3.3 After the edges of the heavy-duty lane top plate 11 and the non-heavy-duty lane top plate 21 are precisely aligned with the web plate 8 of the main beam 7 along the longitudinal direction, full penetration welding is performed section by section; after welding is completed, the weld is fully inspected to ensure that the quality meets the design requirements;

[0083] A.4 Adjust and align the longitudinal positions of the front and rear adjacent bridge decks, and use high-strength full-penetration welds to connect them to ensure the accuracy of the splicing; after welding, perform non-destructive testing on the joint area to ensure that the connection quality meets the design standards and the construction is completed;

[0084] A.5 Replace the damaged U-rib:

[0085] A.5.1 Use a hydraulic rivet gun to remove the damaged rivets 12 connecting the U rib and the top plate one by one; use a tool to loosen the bolts 16 fixing the steel plate 14, so that the friction support material 15 is separated from the contact surface between the U rib and the corresponding first diaphragm 17;

[0086] A.5.2 After removing the damaged U-rib, take it out through the gap between the bridge deck and the diaphragm; connect the new U-rib to the first diaphragm 17 through the rivets 12, and tighten the rivets 12 one by one;

[0087] A.5.3 Use a high-strength adhesive to fix the friction support material 15 to the first diaphragm 17, and make the friction support material 15 fit tightly with the new U-rib; tighten the bolts 16 one by one to adjust the pressure on the friction support material 15 from the fixing steel plate 14;

[0088] After installation, use a tension tester to check the fastening force of the rivet 12, and use a torque wrench for further inspection to ensure that the connection quality and fastening force meet the standards;

[0089] A.5.4 Carry out a comprehensive inspection to ensure that the new U-rib is tightly connected to the heavy lane top plate 11 and the first cross diaphragm 17, and the position is accurate, so as to ensure that the load can be reliably transferred to the main beam and guarantee the stability of the structure.

[0090] In some embodiments, in step A.1.2, a CNC drilling machine is used to drill holes in the heavy lane top plate 11 and the rolled U-rib 13 to ensure that the rivet connection hole diameters are evenly distributed to avoid stress concentration.

[0091] In some embodiments, in step A.1.3, a force gauge is used to detect the pressing force after the friction bearing material is installed to ensure that it is evenly distributed and meets the stress relief design requirements.

[0092] The beneficial effects of the present invention are:

[0093] 1. The heavy-duty lane of the present invention adopts rivet connection instead of traditional weld connection, which alleviates the stress concentration and thermal stress problems generated during welding, improves the fatigue resistance between the U rib and the top plate to the level of the parent material, and significantly extends the service life of the bridge deck. It is particularly suitable for heavy-duty lane areas that carry heavy vehicles.

[0094] 2. By reconstructing the support connection method between the diaphragm and the U-rib, and using friction support instead of weld consolidation support, the in-plane and out-of-plane deformation and tearing between the longitudinal U-rib and the transverse plate rib are relieved, the secondary stress and local stress concentration problems are reduced, the risk of weld fatigue cracking is reduced, and the overall stability of the structure is improved.

[0095] 3. When the U-rib of the present invention is used for a long time or is partially damaged, the single U-rib can be quickly disassembled and replaced without replacing the entire bridge deck structure, thereby effectively reducing the traffic interruption time. The modular design makes standardized production possible, reduces the complexity of replacement, and significantly shortens the construction period, making overall maintenance more economical and efficient. This design not only solves the difficulties in traditional fatigue crack repair, but also provides a more reliable and sustainable solution for the long-term use of bridges.

[0096] 4. Due to the use of rivet connection and friction support technology, the installation and replacement of modules are easier and the complexity of on-site welding operations is reduced. Modular design and partition replacement effectively reduce maintenance and material costs, while shortening construction time and saving manpower and resources.

[0097] 5. The rolled U-rib design with extended flanges enhances the overall stiffness of the bridge deck, improves the force distribution, and enables the structure to maintain higher stability and durability under heavy loads, especially exhibiting excellent anti-fatigue performance in heavy lane areas.

[0098] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A partially replaceable orthotropic steel bridge deck structure, characterized in that: The invention comprises a bridge deck laid on the top of a main beam (7) of an external bridge body in the longitudinal direction; the bridge deck can be divided into a heavy lane (4), a middle lane (5), a light lane (6) and an emergency lane (3) in the transverse direction; the heavy lane (4) adopts a heavy lane deck structure (1), and the middle lane (5), the light lane (6) and the emergency lane (3) adopt a non-heavy lane deck structure (2); the top plate of the bridge deck can be divided into a heavy lane top plate (11) and a non-heavy lane top plate (21); The heavy-duty lane panel structure (1) comprises a plurality of longitudinal first transverse diaphragms (17); the first transverse diaphragms (17) are connected to the main beam (7) at the bottom and to the heavy-duty lane top plate (11) at the top; the heavy-duty lane top plate (11) is provided with holes for accommodating vertical rivets (12); the bottom of the heavy-duty lane top plate (11) is connected to longitudinal rolled U ribs (13) via the rivets (12), thereby improving fatigue resistance; The non-heavy traffic lane panel structure (2) comprises a plurality of longitudinal second transverse diaphragms (24); the second transverse diaphragms (24) are connected to the main beam (7) at the bottom and to the non-heavy traffic lane top plate (21) at the top; longitudinal cold-bent U-ribs (23) are welded to the bottom of the non-heavy traffic lane top plate (21), and the cold-bent U-ribs (23) are connected to the second transverse diaphragms (24) via welding seams (22).

2. The partially replaceable orthotropic steel bridge deck structure according to claim 1, characterized in that: A friction support material (15) is provided between the rolled U rib (13) and the first transverse partition (17), thereby allowing the rolled U rib (13) and the first transverse partition (17) to slide relative to each other, thereby reducing deformation and tearing caused by the first transverse partition (17) being compressed; the fixed steel plate (14) is fixedly connected to the first transverse partition (17) by bolts (16), and the fixed steel plate (14) presses the friction support material (15) onto the lateral sides of the rolled U rib (13).

3. The partially replaceable orthotropic steel bridge deck structure according to claim 2, characterized in that: The friction support material (15) is made of a high-performance rubber pad or a composite material.

4. The construction method of a partially replaceable orthotropic steel bridge deck structure according to claim 2, comprising the steps of: A.1 Assemble the heavy-duty lane (4) that constitutes the bridge deck: A.1.1 Determine the position of the heavy-duty road top plate (11) to which the rolled U-rib (13) is connected according to the construction drawings, mark it with an ink line, and then temporarily fix the rolled U-rib (13) on the heavy-duty road top plate (11) with an external clamp; A.1.2 Drill holes in the heavy-duty lane top plate (11) and the rolled U-rib (13) fixed to the bottom of the heavy-duty lane top plate (11), and then install rivets (12) in the drilled holes on the heavy-duty lane top plate (11) and the rolled U-rib (13). The installation sequence is from the longitudinal center of the rolled U-rib (13) to the longitudinal ends. Use a hydraulic rivet gun to tighten the rivets (12) one by one to a locked state, and connect and fix the rolled U-rib (13) and the heavy-duty lane top plate (11); after the installation is completed, use a tension tester to test the tension of the rivets (12), use a level to test the flatness of the rivets (12), and use a torque wrench to check the tightening force, and record the test results; A.1.3 The friction support material (15) is bonded to the longitudinal sides of the first transverse diaphragm (17) by an adhesive, and the fixed steel plate (14) is installed on the surface of the first transverse diaphragm (17) by bolts (16), so that the fixed steel plate (14) presses the friction support material (15) on the transverse sides of the rolled U-rib (13); during installation, the bolts (16) are passed through the reserved holes of the fixed steel plate (14) and the first transverse diaphragm (17), screwed in one by one but not completely tightened, and the fixed steel plate (14) is kept in a fine-tunable state; after the fixed steel plate (14) is completely in contact with the surface of the first transverse diaphragm (17), the bolts (16) are tightened step by step, and the tightening force is increased in stages using a torque wrench, and the tightness of the bolts (16) is adjusted at the same time to control the preload on the friction support material (15); After installation is completed, use a torque wrench to test the tightening force of all bolts (16) and check the fit between the fixed steel plate (14) and the first transverse diaphragm (17); after confirming that the preload meets the design requirements, lock the bolts 16 and perform anti-corrosion treatment on the exposed part of the fixed steel plate (14); A.1.4 Use a feeler gauge to check the contact between the friction support material (15) and the rolled U-rib (13) to ensure that there is no obvious gap; Conduct a slight prestress test to observe the stability of the friction support material (15) under load; A.1.5 Use a total station and a level to check the position of the rolled U-rib (13) and the first transverse diaphragm (17) to ensure that the deviation is within the design range; check the position and tightening of the fixed steel plates (14) one by one; test the tension of the rivets (12) one by one, and use ultrasonic non-destructive testing; use a dynamometer to test the compression force of the friction support material (15), and record the compression data of all support parts; A.2 Assembling the middle lane (5), light lane (6) and emergency lane (3) constituting the bridge deck; A.2.1 Align the cold-bent U-rib (23) with the top plate of the non-heavy traffic lane (21) and reinforce them with temporary fixing tools; spot weld the contact parts of the cold-bent U-rib (23) and the top plate of the non-heavy traffic lane (21) and fix them with double-sided welding technology. After welding, clean and inspect the welds; A.2.2 After a plurality of longitudinal second transverse partitions (24) are butted against the cold-bent U-ribs (23), they are temporarily fixed using a clamp; fillet welding is used for connection, and appropriate welding parameters are selected; after welding is completed, the flatness of the joint is checked and polished; A.2.3 In the connection between the second transverse diaphragm (24) and the non-heavy traffic lane top plate (21), the second transverse diaphragm (24) is placed on the bottom surface of the non-heavy traffic lane top plate (21); the contact part is fixed by spot welding, and uniform welding is performed along the contact part; after the welding is completed, the quality of the welding part is inspected; A.3 Lay the bridge deck on top of the main beam (7): A.3.1 Install special lifting rigging or welded lifting lugs at the preset lifting points of the bridge deck; use the lifting equipment to lift several bridge decks from the transport vehicle and move them to the designated position on the top of the main beam (7); during the lifting process, use a total station and laser measurement equipment to monitor the longitudinal and transverse position and elevation of the bridge deck to ensure that it is accurately placed at the designed position; After the bridge deck is in place, a temporary support device is arranged on the top of the main beam (7); the longitudinal and transverse positions and elevations of the bridge deck are checked to ensure that the positioning accuracy meets the requirements; after the position adjustment is completed, the bridge deck and the main beam are temporarily fixed using a clamp or high-strength bolts to provide conditions for subsequent permanent connection and docking construction; A.3.2 The ends of the first transverse diaphragm (17) and the second transverse diaphragm (24) are connected to the main beam (7) by full penetration welds or fillet welds, so as to achieve the purpose of connecting the bridge deck and the main beam (7); in each bridge deck along the longitudinal direction, the first transverse diaphragm (17) and the second transverse diaphragm (24) are welded to the main beam (7) in an aligned manner section by section, so as to ensure that the transverse diaphragm transfers the load to the main beam along the longitudinal direction of the bridge; A.3.3 After the edges of the heavy-duty lane top plate (11) and the non-heavy-duty lane top plate (21) are precisely aligned with the web plate (8) of the main beam (7) along the longitudinal direction, full penetration welding is performed section by section; After welding is completed, the welds are fully inspected to ensure that the quality meets the design requirements; A.4 Adjust and align the longitudinal positions of the front and rear adjacent bridge decks and use high-strength full-penetration welds to connect them to ensure splicing accuracy; After welding is completed, non-destructive testing is performed on the joint area to ensure that the connection quality meets the design standards and the construction is completed; A.5 Replacement of damaged rolled U-rib (13): A.5.1 Use a hydraulic rivet gun to remove the damaged rivets (12) connecting the U rib and the top plate one by one; use a tool to loosen the bolts (16) fixing the steel plate (14) to separate the friction support material (15) from the contact surface between the U rib and the corresponding first diaphragm (17); A.5.2 After removing the damaged U-rib, take out the damaged rolled U-rib (13); connect the new U-rib to the first transverse diaphragm (17) through rivets (12), and tighten the rivets (12) one by one; A.5.3 Use a high-strength adhesive to fix the friction support material (15) to the first diaphragm (17), and make the friction support material (15) fit tightly with the new U-rib; tighten the bolts (16) one by one to adjust the pressure on the friction support material (15) from the fixing steel plate (14); After installation, use a tension tester to check the tightening force of the rivet (12), and use a torque wrench to perform further inspection to ensure that the connection quality and tightening force meet the standards; A.5.4 Carry out a comprehensive inspection to ensure that the new U-rib is tightly connected to the heavy lane top plate (11) and the first cross diaphragm (17) and accurately positioned, so as to ensure that the load can be reliably transferred to the main beam and guarantee the stability of the structure.

5. The construction method of a partially replaceable orthotropic steel bridge deck structure according to claim 4, characterized in that: In step A.1.2, a CNC drilling machine is used to drill holes in the heavy lane top plate (11) and the rolled U-rib (13) to ensure that the hole diameters of the rivet connections are evenly distributed to avoid stress concentration.

6. The construction method of a partially replaceable orthotropic steel bridge deck structure according to claim 4, characterized in that: In step A.1.3, use a dynamometer to test the clamping force after the friction bearing material is installed to ensure that it is evenly distributed and meets the stress relief design requirements.

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