Maintenance and reinforcement structure and method for orthotropic steel bridge deck slab

Abstract

The invention discloses an orthotropic steel bridge deck maintenance and reinforcement structure and method, and the method comprises the steps: firstly, precisely positioning the position of a fatigue crack through nondestructive testing, then drilling crack arrest holes in the two ends of the fatigue crack, and removing a crack welding line and paint rust stains on the two sides of the crack welding line; dehumidifying by using a drying gun, and removing cracks and welding seams by using a carbon rod; after magnetic powder detection confirms that cracks are cleared up, mechanical polishing is conducted till metallic luster is achieved; the two sides of the planed groove are preheated, and welding is conducted through flux-cored wire CO2 shielding gas welding or manual shielded metal arc welding; and finally, a U-shaped reinforcing groove and an outer side reinforcing plate are machined according to the repair length, a bolt hole is machined through a magnetic drill, a whole is riveted through a high-strength ring groove rivet, and repair is completed. According to the method, fatigue cracks are accurately positioned through nondestructive testing, crack arrest holes are drilled to control crack development, the welding quality is ensured through the procedures of dehumidification, carbon arc air gouging, grinding and the like, the U-shaped reinforcing grooves and the outer side reinforcing plates are riveted through high-strength ring groove rivets, operation is easy, construction is convenient, the service life of a replaceable structure is long, the maintenance cost is reduced, and bridge safety is guaranteed.

Description

Technical Field

[0001] The present invention belongs to the technical field of bridge engineering, and more specifically, relates to an orthotropic steel bridge deck repair and reinforcement structure and method. Background Art

[0002] Orthotropic steel bridge decks are a crucial structural form in modern long-span bridge construction. They are primarily composed of a top plate, longitudinal U-ribs, and transverse diaphragms assembled through a precision welding process. This structural design offers numerous significant advantages. First, it boasts excellent integrity, with each component tightly connected to form an integrated whole, enabling effective coordination and shared load-bearing. Second, orthotropic steel bridge decks are relatively lightweight, crucial for long-span bridges. This lower weight effectively reduces the burden on the overall structure, enabling longer spans and better meeting traffic and other requirements. Furthermore, they possess a strong load-bearing capacity, capable of withstanding heavy vehicle loads and other external forces, ensuring the safety and stability of the bridge during operation. Furthermore, orthotropic steel bridge decks have a relatively short construction period, which accelerates bridge construction, reduces costs, and improves efficiency, making them extremely widely used in long-span bridges.

[0003] However, orthotropic steel bridge decks also present some significant challenges. Due to their relatively complex structure, numerous welds, and numerous stress concentration areas, they are highly susceptible to fatigue failure under the repeated effects of vehicle loads. When vehicles travel on the bridge deck, they exert cyclical loads on the deck. These loads, acting repeatedly on various parts of the deck, particularly stress-concentrated areas, accelerate fatigue damage and lead to the formation and propagation of cracks. Once these cracks appear, if not promptly repaired and reinforced, they will gradually expand, compromising driving comfort. Driving on a cracked bridge deck can cause bumps and vibrations, creating discomfort for drivers and passengers and potentially damaging the vehicle itself. Furthermore, cracks can negatively impact the performance of the bridge deck pavement. Under the influence of cracks, the pavement layer may develop defects such as cracking and spalling, reducing its service life and its waterproof and anti-skid properties, further compromising the bridge's proper function. More seriously, when cracks develop to a certain extent, they can threaten the safety of the entire main girder. The main girder is the primary load-bearing structure of a bridge. Once its safety is compromised, the safety of the entire bridge becomes precarious, potentially leading to serious accidents and resulting in significant economic losses and social impact. Therefore, fatigue issues in orthotropic steel bridge decks must be given high priority, with effective measures implemented for inspection, repair, and reinforcement to ensure the safety, stability, and durability of the bridge. Summary of the Invention

[0004] In response to the above-mentioned deficiencies or improvement needs of the existing technology, the present invention provides an orthotropic steel bridge deck repair and reinforcement structure and method. By accurately locating fatigue cracks through non-destructive testing, maintenance personnel can quickly prepare U-shaped reinforcement grooves of the same specifications for efficient repairs, significantly shortening repair time and reducing structural downtime. Secondly, drilling crack stop holes can effectively control crack propagation, and removing cracked welds and surrounding impurities provides a good foundation for subsequent reinforcement, significantly improving structural safety during maintenance. Dehumidification and gouging treatments optimize welding conditions, preheating and high-quality welding processes ensure the density and strength of the welds, and non-destructive testing ensures the integrity and reliability of the welds. Finally, high-strength ring groove rivets are used for connection and reinforcement, ensuring a secure structural connection and enhancing the structure's fatigue resistance and overall load-bearing capacity. At the same time, the long service life reduces maintenance costs, improving the service life and economic efficiency of the bridge.

[0005] To achieve the above objectives, according to one aspect of the present invention, a method for repairing and reinforcing an orthotropic steel bridge deck is provided, comprising the following steps:

[0006] S100: Using non-destructive testing methods, accurately locate the specific location of fatigue cracks in the U-shaped stiffener welds between the orthotropic steel bridge deck and the U-shaped stiffeners;

[0007] S200: Drill crack arrest holes at both ends of the confirmed fatigue crack and clean the paint and rust stains on the U-shaped stiffener weld where the fatigue crack occurs and on both sides of the weld;

[0008] S300: Use a drying gun to dehumidify the U-shaped stiffener welds and surrounding areas where fatigue cracks occur to ensure that the welding area is dry, and use a carbon rod to gouge the U-shaped stiffener welds where fatigue cracks occur;

[0009] S400: Detect whether fatigue cracks are completely removed using magnetic particle detection technology. Once fatigue cracks are completely removed, mechanical grinding is used to remove the remaining carbon, magnetic suspension, and magnetic powder after carbon arc gouging until the metallic luster is exposed.

[0010] S500: Preheat both sides of the gouge at a temperature between 80°C and 100°C. Use flux-cored CO2 gas shielded welding or manual arc welding to weld the repaired gouge. After welding, perform relevant non-destructive testing to confirm that the repair welding quality is qualified and ensure the integrity and reliability of the weld.

[0011] S600: Based on the length of the crack repair, the U-shaped reinforcement groove and the outer reinforcement plate of the panel are processed by mechanical equipment. A magnetic drill is used on the bridge deck to process bolt holes corresponding to the U-shaped reinforcement groove and the outer reinforcement plate. High-strength ring groove rivets are used to rivet the U-shaped reinforcement groove, bridge deck, and outer reinforcement plate into a whole.

[0012] Furthermore, in step S200, the removing of the paint and rust stains on and around the U-shaped stiffening rib weld where fatigue cracks occur, specifically removes the paint and rust stains within 30 mm on both sides of the U-shaped stiffening rib weld where fatigue cracks occur.

[0013] Furthermore, in step S300, the dehumidification range is the U-shaped stiffener weld where fatigue cracks occur and the area around it by 50 mm.

[0014] Furthermore, in step S400, the range of using the carbon rod to gouge the U-shaped stiffener weld is 50 mm outside both ends of the U-shaped stiffener weld where fatigue cracks occur.

[0015] Furthermore, during the gouging process, avoid completely gouging through the weld. The bottom of the gouging groove should be in a smooth transition shape, and a groove transition section should be set at both ends of the gouging groove, and the slope should not be greater than 1:5.

[0016] According to a second aspect of the present invention, there is provided an orthotropic steel bridge deck repair and reinforcement structure, comprising a bridge deck, U-shaped stiffening ribs, U-shaped reinforcement grooves, outer reinforcement plates, high-strength ring groove rivets, and U-shaped stiffening rib welds, wherein a plurality of U-shaped stiffening ribs are welded to the bottom of the bridge deck 1, and U-shaped stiffening rib welds are provided between the plurality of U-shaped stiffening ribs and the bottom of the bridge deck;

[0017] The outer side wall of the U-shaped stiffening rib is provided with a U-shaped reinforcement groove, and the top of the bridge deck outside the two sides of the U-shaped stiffening rib is provided with an outer reinforcement plate. The U-shaped reinforcement groove and the outer reinforcement plate are fixedly connected to the bridge deck through high-strength ring groove rivets. By arranging the U-shaped reinforcement groove on the outer side wall of the U-shaped stiffening rib, an upper and lower coordinated force system is formed with the outer reinforcement plate on the top of the bridge deck. The U-shaped reinforcement groove can directly bear the bending stress transmitted by the U-shaped stiffening rib, and the outer reinforcement plate covers the weak area on the top of the bridge deck, thereby spreading the local concentrated stress to a larger range and reducing the stress concentration phenomenon at a single weld.

[0018] Furthermore, the U-shaped reinforcement groove includes a first connecting plate, a U-shaped groove and a second connecting plate. The first connecting plate and the second connecting plate are fixedly installed on both sides of the top of the U-shaped groove. The connection between the first connecting plate and the U-shaped groove adopts an arc-shaped transition, and the connection between the second connecting plate and the U-shaped groove adopts an arc-shaped transition, and the shape of the U-shaped groove matches the shape of the U-shaped stiffening rib.

[0019] Furthermore, the first connecting plate is fixedly connected to the bridge deck and the outer reinforcing plate through high-strength ring groove rivets, and the second connecting plate is fixedly connected to the bridge deck and the outer reinforcing plate through high-strength ring groove rivets.

[0020] Furthermore, the transverse width of the first connecting plate and the second connecting plate along the transverse bridge direction is not less than 185 mm.

[0021] Furthermore, the longitudinal lengths of the first connecting plate and the second connecting plate along the longitudinal bridge direction are greater than the length of the fatigue crack and extend 50 mm toward both ends.

[0022] In general, the above technical solutions conceived by the present invention can achieve the following beneficial effects compared with the prior art:

[0023] 1. The orthogonal anisotropic steel bridge deck repair and reinforcement structure of the present invention forms an upper and lower coordinated force system with the outer reinforcement plate on the top of the bridge deck by arranging a U-shaped reinforcement groove on the outer side wall of the U-shaped stiffening rib. The U-shaped reinforcement groove can directly bear the bending stress transmitted by the U-shaped stiffening rib, and the outer reinforcement plate covers the weak area on the top of the bridge deck to spread the local concentrated stress to a larger range, thereby reducing the stress concentration phenomenon at a single weld. The U-shaped stiffening rib and the bridge deck form an initial rigid connection system through the U-shaped stiffening rib weld, and the U-shaped reinforcement groove and the outer reinforcement plate in the reinforcement structure further constrain the relative displacement of the bridge deck and the U-shaped stiffening rib.

[0024] 2. The orthogonal anisotropic steel bridge deck repair and reinforcement structure of the present invention has a U-shaped reinforcement groove and an outer reinforcement plate fixedly connected to the bridge deck by high-strength ring groove rivets. Its ring groove design can provide stronger shear and tensile resistance. Compared with traditional weld connections, it can more reliably fix the U-shaped reinforcement groove, the outer reinforcement plate and the bridge deck as a whole, avoiding connection failure problems caused by vibration or alternating loads. The high-strength ring groove rivet connection method used in the U-shaped reinforcement groove has a long service life and reduces the frequency of maintenance and replacement.

[0025] 3. The orthotropic steel bridge deck repair and reinforcement structure of the present invention has a replaceable U-shaped reinforcement groove. When the deck is partially damaged, maintenance personnel only need to prepare a U-shaped reinforcement groove of the same specification to carry out maintenance operations, making the maintenance process simple and quick, significantly reducing the material and labor costs required for maintenance, and improving the flexibility and adaptability of the structure.

[0026] 4. The orthotropic steel bridge deck repair and reinforcement method of the present invention accurately locates fatigue cracks through non-destructive testing. Maintenance personnel can quickly prepare U-shaped reinforcement grooves of the same specifications for efficient repairs, greatly shortening the repair time and reducing the downtime of the structure. Secondly, drilling crack-stop holes can effectively control the expansion of cracks, and removing cracked welds and surrounding impurities provides a good foundation for subsequent reinforcement, significantly improving the structural safety during maintenance. Dehumidification and gouging treatment optimize welding conditions, preheating and high-quality welding processes ensure the density and strength of welds, and non-destructive testing ensures the integrity and reliability of welds. Finally, high-strength ring groove rivets are used for connection and reinforcement to make the structure firmly connected, enhance the fatigue resistance and overall bearing capacity of the structure, and at the same time, the long service life reduces maintenance costs and improves the service life and economy of the bridge. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a schematic diagram of the overall structure of an orthotropic steel bridge deck repair and reinforcement structure according to an embodiment of the present invention;

[0028] Figure 2 This is a diagram of a U-shaped reinforcement groove, outer reinforcement plate, U rib and high-strength ring groove rivet of an orthotropic steel bridge deck repair and reinforcement structure according to an embodiment of the present invention;

[0029] Figure 3 This is a schematic diagram of a U-shaped reinforcement groove structure of an orthotropic steel bridge deck repair and reinforcement structure according to an embodiment of the present invention;

[0030] Figure 4 A top view of a U-shaped stiffening rib weld of an orthotropic steel bridge deck repair and reinforcement structure according to an embodiment of the present invention;

[0031] Figure 5 for Figure 4 Schematic cross-sectional view of the AA direction;

[0032] Figure 6 for Figure 4 A partial enlarged schematic diagram of point B in the middle;

[0033] Figure 7 for Figure 5 A partial enlarged schematic diagram of point C in the middle;

[0034] Figure 8 A schematic diagram of the removal range of the U-shaped stiffener weld in a method for repairing and reinforcing an orthotropic steel bridge deck according to an embodiment of the present invention;

[0035] Figure 9 Schematic diagram of the dehumidification range of the U-shaped stiffener weld in a method for repairing and reinforcing an orthotropic steel bridge deck according to an embodiment of the present invention;

[0036] Figure 10A schematic diagram of the range of the carbon rod gouging U-shaped stiffener weld in a method for repairing and reinforcing an orthotropic steel bridge deck according to an embodiment of the present invention;

[0037] Figure 11 for Figure 10 Schematic cross-sectional view of the DD direction;

[0038] Figure 12 for Figure 11 Schematic cross-sectional view of the EE direction;

[0039] Figure 13 for Figure 11 Schematic cross-sectional view of the FF direction;

[0040] Figure 14 Schematic diagram of the heating range of the U-shaped stiffener weld in a method for repairing and reinforcing an orthotropic steel bridge deck according to an embodiment of the present invention;

[0041] Figure 15 The present invention is a flowchart of a method for repairing and reinforcing an orthotropic steel bridge deck according to an embodiment of the present invention.

[0042] In all the drawings, the same figure marks represent the same technical features, specifically: 1-bridge deck, 2-U-shaped stiffening rib, 3-U-shaped reinforcement groove, 31-first connecting plate, 32-U-shaped groove, 32-second connecting plate, 4-outer reinforcement plate, 5-high-strength ring groove rivet, 6-U-shaped stiffening rib weld, 7-fatigue crack, 8-crack arrest hole. DETAILED DESCRIPTION

[0043] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only intended to illustrate the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0044] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0045] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features specified as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between the various embodiments can be combined with each other, but this must be based on the fact that ordinary technicians in this field can implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0046] In this patent, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises..." does not preclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0047] Example 1

[0048] Combine Figure 1-14 ,like Figure 15 As shown, the present invention provides a method for repairing and reinforcing an orthotropic steel bridge deck, and the specific steps are as follows:

[0049] S100: Accurately locate the specific location of the fatigue crack 7 in the U-shaped stiffener weld 6 between the orthotropic steel bridge deck 1 and the U-shaped stiffener 2 by a non-destructive testing method;

[0050] S200: Drilling stop holes 8 at both ends of the confirmed fatigue crack 7, and cleaning the U-shaped stiffener weld 6 where the fatigue crack 7 appears and the paint and rust stains on both sides thereof;

[0051] Furthermore, the removing of the paint and rust stains on and around the U-shaped stiffening rib weld 6 where the fatigue crack 7 occurs specifically involves removing the paint and rust stains within a range of 30 mm on both sides of the U-shaped stiffening rib weld 6 where the fatigue crack 7 occurs.

[0052] Specifically, crack stop holes are drilled at both ends of confirmed fatigue cracks to effectively control crack growth through the "stress concentration transfer" mechanism. The crack stop holes form new stress release points at the crack tip, dispersing the stress originally concentrated at the crack tip to the perimeter of the hole, thus breaking the stress conditions required for crack propagation. This is like setting up a "roadblock" on the crack's "path," preventing it from further extending due to factors such as vibration and load during the repair and reinforcement process. This avoids the reduction in structural bearing capacity caused by crack propagation and prevents the risk of local failure or even overall damage to the bridge deck caused by crack penetration, significantly improving the structural safety of the bridge during maintenance. Thoroughly removing paint and rust stains from the cracked weld and within 30mm of the surrounding area is a key step in ensuring the effectiveness of subsequent reinforcement measures. The paint layer blocks the effective bonding of the welding material to the steel surface. Rust stains not only weaken the steel's cross-sectional strength but also produce defects such as pores and slag inclusions at high welding temperatures, seriously affecting the weld quality. By thoroughly removing impurities, the clean, dense metal body is exposed on the steel surface, providing a good foundation for subsequent reinforcement operations.

[0053] S300: Dehumidify the U-shaped stiffener weld 6 where the fatigue crack 7 appears and its surroundings using a drying gun to ensure that the welding area is dry, and remove the U-shaped stiffener weld 6 where the fatigue crack 7 appears using a carbon rod;

[0054] Furthermore, the dehumidification range is the U-shaped stiffening rib weld 6 where the fatigue crack 7 occurs and the surrounding area of ​​50 mm.

[0055] Furthermore, the range of gouging the U-shaped stiffening rib weld 6 with a carbon rod is 50 mm outside the two ends of the U-shaped stiffening rib weld 6 where fatigue cracks 7 appear. During the gouging process, avoid gouging the weld completely through. The bottom of the gouging groove should be a smooth transition shape, and a groove transition section should be set at both ends of the gouging groove, and the slope should not be greater than 1:5.

[0056] Specifically, using a drying gun to dehumidify the U-shaped stiffener weld 6 and the surrounding 50mm area where fatigue cracks 7 have appeared can effectively remove moisture from the steel surface and fine cracks. During the welding process, if moisture is present on the steel surface, it will quickly vaporize to form water vapor at high temperatures, which can easily cause defects such as pores and slag inclusions in the weld, weakening the weld's strength and toughness and posing a safety hazard to the structure. By thoroughly dehumidifying and ensuring the weld area is dry, the density and strength of the weld joint can be significantly improved, the bond between the weld and the steel is enhanced, and the risk of cracking and detachment due to welding defects is reduced. This provides a reliable connection foundation for subsequent repairs and reinforcements, ensuring the long-term stable operation of the bridge structure.

[0057] When using a carbon rod to gouge the U-shaped stiffener weld 6, the gouging area is limited to 50 mm beyond the fatigue crack 7. This not only completely removes the defective weld, but also avoids excessive gouging that could weaken the steel cross-section, thus ensuring the overall load-bearing capacity of the bridge structure. Avoiding complete gouging through the weld during the gouging process prevents stress concentration caused by localized structural integrity loss and reduces the risk of structural instability.

[0058] At the same time, the bottom of the groove is required to have a smooth transition, and a groove transition section with a slope of no more than 1:5 is set at both ends to effectively improve the stress transfer path. The smooth bottom and gentle slope can make the stress evenly distributed in the groove area, avoiding stress concentration due to sharp edges and corners. It is like laying a "smooth track" for the flow of stress, reducing the damage to the structure caused by sudden stress changes, improving the fatigue resistance of the structure, creating favorable conditions for the subsequent welding of new welds, ensuring the mechanical properties of the connection between the new and old welds, and improving the overall quality and durability of maintenance and reinforcement.

[0059] S400: Detecting whether the fatigue crack 7 is completely removed by magnetic particle detection technology. After the fatigue crack 7 is completely removed, mechanical grinding is used to remove the carbon, magnetic suspension, and magnetic powder remaining after the carbon arc gouging until the metallic luster is exposed.

[0060] Magnetic particle detection technology is used to inspect the crack-cleared area. Utilizing the principle that magnetic particles are attracted to the magnetic field leakage from surface or near-surface defects in ferromagnetic materials, this technology can accurately capture tiny cracks that are difficult to detect with the naked eye, as well as residual cracks that have not been completely cleared. This technology is extremely sensitive and can detect defects down to the micron level, ensuring that fatigue cracks in the U-shaped stiffener weld area are completely cleared.

[0061] Mechanical grinding is used to thoroughly remove any remaining carbon, magnetic suspension, and magnetic powder after carbon arc gouging, revealing a metallic sheen. Carbon residue from carbon arc gouging can affect subsequent welding quality, leading to defects such as pores and cracks in the weld. Failure to clean the magnetic suspension and magnetic powder can create slag inclusions during welding, reducing the strength of the weld joint. Grinding to a metallic sheen effectively removes these impurities, providing a clean, smooth weld or connection interface. This ensures that the welding material and steel fuse fully during subsequent welding, forming a high-strength weld joint.

[0062] S500: Preheat both sides of the gouge at a temperature between 80°C and 100°C. Use flux-cored CO2 gas shielded welding or manual arc welding to weld the repaired gouge. After welding, perform relevant non-destructive testing to confirm that the repair welding quality is qualified and ensure the integrity and reliability of the weld.

[0063] Specifically, preheating both sides of the gouge at 80°C to 100°C can significantly improve the stress state and metal fluidity during welding. In a low-temperature environment, steel welding is prone to produce hardened structures due to rapid cooling, leading to cold cracks in the weld; preheating can slow down the cooling rate of the welding area, reduce the hardness of the heat-affected zone, and avoid the formation of brittle structures. At the same time, preheating can dissipate residual moisture on the surface of the steel, prevent moisture from decomposing at high temperatures to produce hydrogen, and thus avoid hydrogen-induced cracks in the weld. In addition, preheating allows the steel to reach a suitable plastic state, which helps the molten pool metal to better fill the gouge during welding, reduce defects such as pores and slag inclusions, and improve the toughness and fatigue resistance of the weld, laying the foundation for high-quality welding.

[0064] Flux-cored CO2 gas shielded welding or manual arc welding is used to weld the repaired gouged grooves. Both processes have their own advantages and can be flexibly selected according to actual working conditions. Flux-cored CO2 gas shielded welding has the characteristics of high welding efficiency, fast deposition speed, and beautiful weld formation. It is suitable for repairing large areas and long welds and can effectively shorten the construction period. Its gas shielding mechanism can isolate the air from oxidizing the molten pool, ensuring the purity and strength of the weld metal. Manual arc welding is flexible in operation and suitable for welding in complex locations and confined spaces. It also has a wide variety of welding rods, and matching welding materials can be selected according to the characteristics of different steels to ensure that the chemical composition and mechanical properties of the weld match those of the base material. The combination of the two provides a variety of solutions for repair welding. Regardless of the working conditions, it can ensure that the weld is firmly connected to the original structure and meet the stringent requirements of bridge structures for welding strength and reliability.

[0065] Non-destructive testing after welding is completed is a key step in ensuring the quality of welds. Through non-destructive testing technologies such as ultrasonic testing and radiographic testing, it is possible to accurately detect whether there are defects such as lack of fusion, incomplete penetration, and cracks inside the weld without destroying the weld structure. If there are internal defects in the weld, when the bridge is subjected to external forces such as vehicle loads and vibrations, stress concentration is likely to occur in the defective parts, causing weld failure and even damage to the bridge deck structure. Non-destructive testing is like a "physical examination" for the weld, ensuring the quality of each repair weld is qualified, ensuring the integrity and reliability of the weld, and eliminating potential safety hazards.

[0066] Furthermore, the two sides of the gouge are preheated within 100mm on both sides of the gouge, which can form a more uniform temperature field in the welding area, so that the gouge and surrounding areas are fully heated, and the temperature gradient transitions smoothly, effectively avoiding local overheating or overcooling, reducing performance unevenness caused by temperature differences, improving the stability of the overall quality of the weld, and ensuring the consistency of the mechanical properties of the welded joint.

[0067] S600: According to the length of the crack repair, the U-shaped reinforcement groove 2 and the outer reinforcement plate 4 of the panel are processed by mechanical equipment, and a magnetic drill is used on the bridge panel 1 to process bolt holes corresponding to the U-shaped reinforcement groove 2 and the outer reinforcement plate 4. High-strength ring groove rivets 5 are used to rivet the U-shaped reinforcement groove 2, the bridge panel 1, and the outer reinforcement plate 4 into a whole.

[0068] High-strength ring-groove rivets 5 are used to rivet the U-shaped reinforcement channel 2, the bridge deck 1, and the outer reinforcement plate 4 into a single unit, forming a secure structural connection. High-strength ring-groove rivets have extremely high shear and tensile strength, capable of withstanding the dynamic loads and vibrations generated during bridge operation, ensuring a tight bond between the reinforcement components and the original bridge deck, ensuring a coordinated load-bearing relationship.

[0069] Example 2

[0070] like Figure 1-3 As shown, an embodiment of the present invention provides an orthotropic steel bridge deck repair and reinforcement structure, comprising a bridge deck 1, U-shaped stiffening ribs 2, U-shaped reinforcement grooves 3, outer reinforcement plates 4, high-strength ring groove rivets 5, and U-shaped stiffening rib welds 6. A plurality of U-shaped stiffening ribs 2 are welded to the bottom of the bridge deck 1, and U-shaped stiffening rib welds 6 are provided between the plurality of U-shaped stiffening ribs 2 and the bottom of the bridge deck 1, forming a rigid connection system to disperse local bending stress, reduce deformation, and reduce fatigue crack initiation.

[0071] The outer wall of the U-shaped stiffening rib 2 is provided with a U-shaped reinforcement groove 3, and the top of the bridge deck 1 outside the two sides of the U-shaped stiffening rib 2 is provided with an outer reinforcement plate 4. The U-shaped reinforcement groove 3 and the outer reinforcement plate 4 are fixedly connected to the bridge deck 1 through high-strength ring groove rivets 5. By providing the U-shaped reinforcement groove 3 on the outer wall of the U-shaped stiffening rib 2, an upper and lower coordinated force system is formed with the outer reinforcement plate 4 on the top of the bridge deck 1. The U-shaped reinforcement groove 3 can directly bear the bending stress transmitted by the U-shaped stiffening rib 2, and the outer reinforcement plate 4 covers the weak area on the top of the bridge deck, spreading the local concentrated stress to a larger range, reducing the stress concentration phenomenon at a single weld. High-strength ring groove rivets are key connecting parts. Their annular groove design can provide stronger shear and pull-out resistance. Compared with traditional weld connections, they can more reliably fix the U-shaped reinforcement groove, the outer reinforcement plate and the bridge deck as a whole, avoiding connection failure problems caused by vibration or alternating loads. The U-shaped stiffeners 2 and the bridge deck 1 form an initial rigid connection system through the U-shaped stiffener welds 6. The U-shaped reinforcement channels 3 and outer reinforcement plates 4 in the reinforcement structure further constrain the relative displacement between the bridge deck 1 and the U-shaped stiffeners 2. For example, under vehicle loads, the local flexural deformation of the bridge deck is effectively suppressed by the "sandwich effect" of the upper and lower reinforcement components, reducing weld fatigue damage caused by repeated deformation. The U-shaped stiffeners, U-shaped reinforcement channels, and outer reinforcement plates form a "spatial truss-like load-bearing system" through high-strength ring-groove rivets. For example, when the bridge deck is subjected to downward loads, the U-shaped stiffeners provide vertical support, the U-shaped reinforcement channels constrain lateral movement of the stiffeners through horizontal rigidity, and the outer reinforcement plates suppress localized sagging of the bridge deck through lateral rigidity. The synergistic effect of these three elements significantly improves the overall stiffness and fatigue resistance of the structure. Even if the original U-shaped stiffener welds partially fail, the newly added components can still transfer the load through the ring-groove rivets, preventing sudden structural damage and ensuring the safe operation of the bridge.

[0072] Furthermore, the U-shaped reinforcement trough 3 includes a first connecting plate 31, a U-shaped trough 32, and a second connecting plate 33. The first connecting plate 31 and the second connecting plate 33 are fixedly mounted on both sides of the top of the U-shaped trough 32. The connection between the first connecting plate 31 and the U-shaped trough 32 adopts an arcuate transition, and the connection between the second connecting plate 33 and the U-shaped trough 32 adopts an arcuate transition. The shape of the U-shaped trough 32 matches the shape of the U-shaped stiffening rib 2. The connection between the first connecting plate 31, the second connecting plate 33 and the U-shaped trough 32 of the U-shaped reinforcement trough 3 adopts an arcuate transition section design, which can effectively avoid stress concentration. Compared with a right-angle connection, the arcuate transition can transfer stress more evenly and reduce the occurrence of local high-stress areas. Under the action of external forces such as vehicle loads, the arcuate transition section can prevent stress mutations from causing damage to the structure, ensuring a more reliable connection between the U-shaped reinforcement trough 3 and the U-shaped stiffening rib 2 and the bridge deck 1, thereby improving the bearing capacity and stability of the entire reinforced structure. The shape of the U-shaped groove 32 matches the U-shaped stiffening rib 2, so that the U-shaped reinforcement groove 3 can fit perfectly with the U-shaped stiffening rib 2. When fixed by the high-strength ring groove rivet 5, the tightly fitting structure can achieve better coordinated force, ensuring that the U-shaped reinforcement groove 3 fully exerts its reinforcement effect.

[0073] Furthermore, the first connecting plate 31 is fixedly connected to the bridge deck 1 and the outer reinforcing plate 4 through high-strength ring groove rivets 5, and the second connecting plate 33 is fixedly connected to the bridge deck 1 and the outer reinforcing plate 4 through high-strength ring groove rivets 5, so that the U-shaped reinforcement groove 3 and the bridge deck 1, the U-shaped stiffening rib 2, and the outer reinforcing plate 4 at the top form an upper and lower coordinated force system, thereby reducing weld fatigue damage caused by repeated deformation.

[0074] Furthermore, the transverse width of the first connecting plate 31 and the second connecting plate 33 along the transverse direction of the bridge is not less than 185 mm, so that they form a stable support belt in the transverse direction of the bridge deck, effectively dispersing the transverse stress generated by the vehicle load, and cooperating with the U-shaped groove 32 and the high-strength ring groove rivet 5 to enhance the integrity and deformation resistance of the reinforced structure.

[0075] Furthermore, the longitudinal length of the first connecting plate 31 and the second connecting plate 33 along the longitudinal bridge direction is greater than the length of the fatigue crack 7, and extends 50 mm to both ends, so that it completely covers the fatigue crack 7 and the surrounding potential damage areas, forming a "wrapped" protection to inhibit the crack from extending to both ends.

[0076] Furthermore, fatigue cracks 7 exist in the U-shaped stiffening rib weld 6 .

[0077] It will be easily understood by those skilled in the art that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for repairing and reinforcing an orthotropic steel bridge deck, characterized in that: The following steps are involved: S100: Accurately locate the specific location of a fatigue crack (7) in a U-shaped stiffening rib weld (6) between an orthotropic steel bridge deck (1) and a U-shaped stiffening rib (2) by a non-destructive testing method; S200: Drill crack-stop holes (8) at both ends of the confirmed fatigue crack (7), and clean the U-shaped stiffener weld (6) where the fatigue crack (7) appears and the paint and rust stains on both sides thereof; S300: Use a drying gun to dehumidify the U-shaped stiffening rib weld (6) with fatigue cracks (7) and its surroundings to ensure that the welding area is dry, and use a carbon rod to remove the U-shaped stiffening rib weld (6) with fatigue cracks (7); S400: Detecting whether the fatigue crack (7) is completely removed by magnetic particle detection technology, and after the fatigue crack (7) is completely removed, mechanical grinding is used to grind away the carbon, magnetic suspension, and magnetic powder remaining after the carbon arc gouging until the metallic luster is exposed; S500: Preheat both sides of the gouge at a temperature between 80°C and 100°C. Use flux-cored CO2 gas shielded welding or manual arc welding to weld the repaired gouge. After welding, perform relevant non-destructive testing to confirm that the repair welding quality is qualified and ensure the integrity and reliability of the weld. S600: According to the length of the crack repair, the U-shaped reinforcement groove (2) and the outer reinforcement plate (4) of the panel are processed by mechanical equipment, and a magnetic drill is used on the bridge panel (1) to process bolt holes corresponding to the U-shaped reinforcement groove (2) and the outer reinforcement plate (4). High-strength ring groove rivets (5) are used to rivet the U-shaped reinforcement groove (2), the bridge panel (1), and the outer reinforcement plate (4) into a whole.

2. The orthotropic steel bridge deck repair and reinforcement method according to claim 1, characterized in that: In step S200, the paint and rust stains on and around the U-shaped stiffening rib weld (6) where the fatigue crack (7) occurs are removed, specifically, the paint and rust stains within 30 mm on both sides of the U-shaped stiffening rib weld (6) where the fatigue crack (7) occurs are removed.

3. The orthotropic steel bridge deck repair and reinforcement method according to claim 1, characterized in that: In step S300, the dehumidification range is the U-shaped stiffening rib weld (6) where the fatigue crack (7) occurs and the surrounding 50mm area.

4. The orthotropic steel bridge deck repair and reinforcement method according to claim 1, characterized in that: In step S400, the range of using the carbon rod to plane the U-shaped stiffening rib weld (6) is 50 mm outside the two ends of the U-shaped stiffening rib weld (6) where the fatigue crack (7) occurs.

5. The orthotropic steel bridge deck repair and reinforcement method according to claim 4, characterized in that: During the gouging process, avoid completely gouging through the weld. The bottom of the gouging groove should be in a smooth transition shape, and a groove transition section should be set at both ends of the gouging groove, and the slope should not be greater than 1:

5.

6. An orthotropic steel bridge deck repair and reinforcement structure, characterized in that: The invention comprises a bridge deck (1), a U-shaped stiffening rib (2), a U-shaped reinforcement groove (3), an outer reinforcement plate (4), a high-strength ring groove rivet (5) and a U-shaped stiffening rib weld (6), wherein a plurality of U-shaped stiffening ribs (2) are welded to the bottom of the bridge deck (1), and a U-shaped stiffening rib weld (6) is provided between the plurality of U-shaped stiffening ribs (2) and the bottom of the bridge deck (1); The outer side wall of the U-shaped stiffening rib (2) is provided with a U-shaped reinforcement groove (3), and the top of the bridge deck (1) outside the two sides of the U-shaped stiffening rib (2) is provided with an outer side reinforcement plate (4). The U-shaped reinforcement groove (3) and the outer side reinforcement plate (4) are fixedly connected to the bridge deck (1) through high-strength ring groove rivets (5). By arranging the U-shaped reinforcement groove (3) on the outer side wall of the U-shaped stiffening rib (2), an upper and lower coordinated force system is formed with the outer side reinforcement plate (4) on the top of the bridge deck (1). The U-shaped reinforcement groove (3) can directly bear the bending stress transmitted by the U-shaped stiffening rib (2), and the outer side reinforcement plate (4) covers the weak area on the top of the bridge deck, thereby spreading the local concentrated stress to a larger range and reducing the stress concentration phenomenon at a single weld.

7. The orthotropic steel bridge deck repair and reinforcement structure according to claim 6, characterized in that: The U-shaped reinforcement groove 3 comprises a first connecting plate (31), a U-shaped groove (32) and a second connecting plate (33), wherein the first connecting plate (31) and the second connecting plate (33) are fixedly mounted on both sides of the top of the U-shaped groove (32), an arc-shaped transition is adopted at the connection between the first connecting plate (31) and the U-shaped groove (32), an arc-shaped transition is adopted at the connection between the second connecting plate (33) and the U-shaped groove (32), and the shape of the U-shaped groove (32) matches the shape of the U-shaped stiffening rib (2).

8. The orthotropic steel bridge deck repair and reinforcement structure according to claim 7, characterized in that: The first connecting plate (31) is fixedly connected to the bridge deck (1) and the outer reinforcing plate (4) via high-strength ring groove rivets (5), and the second connecting plate (33) is fixedly connected to the bridge deck (1) and the outer reinforcing plate (4) via high-strength ring groove rivets 5.

9. The orthotropic steel bridge deck repair and reinforcement structure according to claim 8, characterized in that: The transverse width of the first connecting plate (31) and the second connecting plate (33) along the transverse bridge direction is not less than 185 mm.

10. The orthotropic steel bridge deck repair and reinforcement structure according to claim 7, characterized in that: The longitudinal lengths of the first connecting plate (31) and the second connecting plate (33) along the longitudinal bridge direction are greater than the length of the fatigue crack (7) and extend 50 mm toward both ends.

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