Permanent and temporary combined bridge structure and construction method of permanent and temporary combined bowel-relaxing bridge

Abstract

The invention relates to the technical field of bridge construction, in particular to a permanent-temporary combined bridge structure and a construction method of a permanent-temporary combined bowel-relaxing bridge, the bridge structure comprises a double-amplitude bridge and the bowel-relaxing bridge, the double-amplitude bridge is provided with an upper structure and a lower structure, the upper structure comprises a left-amplitude bridge and a right-amplitude bridge, and the lower structure comprises a left-amplitude bridge and a right-amplitude bridge. A separation area is formed between the left bridge and the right bridge, the lower structure comprises a common stand column and a common cover beam arranged above the common stand column, and the common stand column is arranged at the separation area and supported at the bottoms of boundary beams of the left bridge and the right bridge; the faeces bridge comprises a plurality of faeces bridge plate beams supported at the partition area through common stand columns, the faeces bridge plate beams are sequentially arranged in the direction of the two sides of the partition area, and the two faeces bridge plate beams located at the ends are connected with boundary beams of the left bridge and the right bridge correspondingly. In this way, large interference of a newly-built bridge foundation on underground pipelines and ground traffic is avoided, the construction period is shortened, and the economic cost is reduced.

Description

Technical Field

[0001] This invention relates to the field of bridge construction technology, and in particular to a permanent-temporary combined bridge structure and a construction method for a temporary bridge for maintaining traffic flow. Background Technology

[0002] With the rapid development of my country's social economy, urban expressway viaducts and highway bridges have long been subjected to excessive traffic flow, leading to significant safety hazards in the superstructure after prolonged operation. Traditional minor repairs and partial replacements cannot fundamentally eliminate these hazards, thus necessitating major reconstruction and renovation. For urban expressway viaducts or highway bridges, especially in interchange areas or areas with symmetrical ramps, due to the extremely high traffic volume, temporary bridge structures are typically constructed concurrently with bridge construction to maintain normal traffic flow between the interchange / ramp and the main viaduct.

[0003] The current construction method typically involves building a temporary bridge around the bridge that needs renovation, and then dismantling the temporary bridge after the major bridge renovation is completed to finish the entire renovation. However, this method is more complicated, more expensive, and has a longer construction period. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the shortcomings of the existing technology, which is that the construction of temporary bridges around the bridge during the bridge reconstruction is time-consuming, labor-intensive and costly. The present invention provides a bridge structure that combines permanent and temporary structures and a construction method for temporary bridges that combine permanent and temporary structures to ensure smooth traffic.

[0005] The present invention solves the above-mentioned technical problems through the following technical solution:

[0006] In a first aspect, the present invention provides a permanent-temporary combined bridge structure, comprising a double-span bridge and a temporary access bridge. The double-span bridge has a superstructure and a substructure. The superstructure includes a left-span bridge and a right-span bridge, with a separation area formed between the left-span bridge and the right-span bridge. The substructure includes a common column and a common cap beam. The common column is located at the separation area, and the common cap beam is located above the common column and supported by the bottom of the side beams of the left-span bridge and the right-span bridge. The temporary access bridge includes several slab beams, which are supported by the common column at the separation area. The slab beams are arranged sequentially along both sides of the separation area, and the two slab beams at the ends are respectively connected to the side beams of the left-span bridge and the right-span bridge.

[0007] The permanent-temporary combined bridge structure provided in this embodiment of the invention includes a double-span bridge and a temporary access bridge. The superstructure of the double-span bridge comprises a left bridge and a right bridge, with a dividing area formed between them. The substructure of the double-span bridge includes shared columns and a shared cap beam. The shared columns are located in the dividing area, and the shared cap beam is positioned above the shared columns to support the bottom of the side beams of both the left and right bridges. Thus, the dividing area provides space for the temporary access bridge, and the shared structure provides a supporting foundation for it. Based on this, several slab beams of the temporary access bridge are supported by the shared columns and the shared cap beam. Supported at the dividing area, the temporary bridge is arranged and connected sequentially along both sides of the dividing area to form a bridge deck structure. Furthermore, the side beams of the left and right bridges can be laterally connected to the slab beams of the temporary bridge, thus forming a temporary bridge that connects with the existing bridge structure. This not only makes full use of the existing bridge substructure, avoiding significant interference with underground pipelines and surface traffic from the construction of a new bridge foundation, but also coordinates with the main structure while meeting vehicle traffic requirements, achieving continuous traffic flow with adjacent interchange ramps or on / off ramps. This reduces the construction cycle and economic costs, and improves the area's traffic capacity. Simultaneously, after the bridge reconstruction is completed, this temporary bridge can be retained as a permanent structure. During routine operation and maintenance, it can serve as an emergency response platform, facilitating maintenance during the operational period. In later major repairs or maintenance, the traffic diversion (traffic diversion between left and right lanes) function of the temporary bridge can be restored by removing only the crash barrier on one side of the area (such as the left bridge).

[0008] Preferably, the superstructure includes multiple bridge spans, which are arranged sequentially along the driving direction of the left or right bridge, and each bridge span has several slab beams at its dividing area.

[0009] Preferably, the left-side beam of the bridge is a left-side beam, which includes a left cantilever extending toward the dividing area, with exposed cantilever reinforcement formed on the left cantilever. The right-side beam of the bridge is a right-side beam, which includes a right cantilever extending toward the dividing area, with exposed cantilever reinforcement formed on the right cantilever. Connecting bars are formed on the two end slab beams, one of which is connected to the cantilever reinforcement of the left cantilever and the connection is filled with concrete; the other is connected to the cantilever reinforcement of the right cantilever and the connection is filled with concrete.

[0010] Preferably, the superstructure further includes a bridge deck pavement structure, which includes a reinforced concrete layer, a waterproof layer, and an asphalt concrete layer, wherein the reinforced concrete layer, the waterproof layer, and the asphalt concrete layer are laid sequentially in a direction away from the superstructure.

[0011] Secondly, the present invention provides a construction method for a temporary bridge that combines permanent and temporary structures for maintaining traffic flow, which is used for constructing a temporary bridge for maintaining traffic flow on a double-span bridge. The construction method for the temporary bridge includes the following steps:

[0012] The crash barriers near the separation zone on the left and right sides of the double-span bridge will be demolished.

[0013] Remove the middle block of the shared cap beam;

[0014] Place slab beams at the partition area, so that the shared columns support the slab beams at the partition area;

[0015] Construction was carried out on the bridge deck to connect the slab beams with the left and right spans of the bridge, forming a temporary bridge to maintain traffic flow.

[0016] The construction method for a temporary bridge combining permanent and temporary structures provided in this invention can create a temporary bridge that connects to the existing bridge structure. This not only makes full use of the existing bridge substructure and avoids significant interference with underground pipelines and surface traffic caused by constructing a new bridge foundation, but also coordinates with the main structure while meeting vehicle traffic requirements, reducing construction time and economic costs. Furthermore, after the bridge reconstruction is completed, the temporary bridge can be retained as a permanent structure, facilitating maintenance during the operation period.

[0017] Preferably, the step of removing the crash barriers near the separation area on the left and right sides of the double-span bridge specifically includes:

[0018] The crash barrier is divided into segments according to the set length, and vertical cutting lines are laid out.

[0019] Using a cutting machine, vertical cuts are made along the vertical cutting line to divide the crash barrier into several independent segments, and then horizontal cuts are made.

[0020] Preferably, the step of placing the slab beam at the partition area, such that the common column supports the slab beam at the partition area, further includes:

[0021] The concrete of the left cantilever on the left side beam is removed to expose the cantilever steel bars inside the left cantilever, and the concrete of the right cantilever on the right side beam is removed to expose the cantilever steel bars inside the right cantilever.

[0022] Preferably, the construction of the bridge deck to connect the slab girder with the left and right spans of the bridge specifically includes:

[0023] Construct new end beam structures at the ends of each bridge span;

[0024] Wet joint construction treatment was carried out on the gaps between adjacent slab beams, between slab beams and the left bridge, and between slab beams and the right bridge.

[0025] Preferably, the wet joint construction treatment of the gaps between adjacent slab beams, between the slab beam and the left span of the bridge, and between the slab beam and the right span of the bridge specifically includes:

[0026] The adjacent slabs and beams of the temporary bridge are tied and fixed together, and then the formwork is erected and concrete is poured to form a whole superstructure of the temporary bridge.

[0027] The connecting steel bars extending from the end slab beam are tied and fixed to the cantilever steel bars on the side of the slab beam. Then, the formwork is erected and concrete is poured to connect and fix the slab beam at one end to the left span of the bridge, and the slab beam at the other end to the right span of the bridge.

[0028] Preferably, the construction of the bridge deck to connect the slab girder with the left and right spans of the bridge specifically includes:

[0029] The surface of the temporary bridge and the elevation difference between the slab bridge and the left and right spans of the bridge were treated with slope treatment.

[0030] Based on common knowledge in the field, the above-mentioned preferred conditions can be combined arbitrarily to obtain various preferred embodiments of the present invention. Attached Figure Description

[0031] Figure 1 This is a structural schematic diagram of a temporary bridge deck beam provided in an embodiment of the present invention.

[0032] Figure 2 This is a partial structural schematic diagram of the temporary bridge slab beam provided in an embodiment of the present invention.

[0033] Figure 3 This is a cross-sectional schematic diagram of the left bridge side beam location during the removal of the crash barrier, provided as an embodiment of the present invention.

[0034] Figure 4 This is a schematic cross-sectional view of the left side beam of the bridge in an embodiment of the present invention when the left cantilever is removed.

[0035] Figure 5 This is a schematic diagram of the cross-section of the left side beam of the bridge after the left cantilever has been removed, as provided in an embodiment of the present invention.

[0036] Figure 6This is a cross-sectional schematic diagram of the bridge structure provided in an embodiment of the present invention when both the left and right bridge sections are old beams.

[0037] Figure 7 This is a cross-sectional schematic diagram of the bridge structure provided in an embodiment of the present invention when the left side of the bridge is an old beam.

[0038] Figure 8 This is a cross-sectional schematic diagram of the bridge structure provided in an embodiment of the present invention when both the left and right bridge sections are new beams.

[0039] Figure 9 This is a flowchart illustrating the construction method for a temporary bridge combining permanent and temporary structures, as provided in an embodiment of the present invention.

[0040] Explanation of reference numerals in the attached figures:

[0041] 10. Bridge span; 10a. First span; 10b. Second span; 10c. Third span; 10d. Fourth span;

[0042] 1. Temporary access bridge; 11. Slab beam; 12. End crossbeam; 13. Wet joint;

[0043] 2. Left span of the bridge; 21. Left side beam; 22. Left cantilever;

[0044] 3. Right span of the bridge; 31. Right side beam; 32. Right cantilever;

[0045] 4. Shared support columns;

[0046] 5. Shared cap beam;

[0047] 6. Steel reinforcement;

[0048] 7. Crash barriers;

[0049] 8. Bridge deck pavement structure;

[0050] 9. Stop block. Detailed Implementation

[0051] The present invention will be further illustrated by way of embodiments below, but the present invention is not limited to the scope of the embodiments described herein.

[0052] With the rapid development of my country's social economy, urban expressway viaducts and highway bridges have long been subjected to excessive traffic flow, leading to significant safety hazards in the superstructure after prolonged operation. Traditional minor repairs and partial replacements cannot fundamentally eliminate these hazards, thus necessitating major reconstruction and renovation. For urban expressway viaducts or highway bridges, especially in interchange areas or areas with symmetrical ramps, due to the extremely high traffic volume, it is common practice to construct temporary bridge structures alongside major bridge reconstruction to maintain normal traffic flow between the interchange / ramp and the main viaduct.

[0053] The current construction method typically involves building a temporary bridge around the bridge that needs renovation. Once the new bridge is completed, the temporary bridge is removed to finish the entire renovation. In other words, a temporary bridge is constructed around the existing bridge, including its substructure, superstructure, and deck system. Traffic on the existing bridge is diverted to the temporary bridge during construction. Once the entire bridge renovation is complete, traffic is restored, the temporary bridge is removed, and the renovation is finished.

[0054] However, the space around the bridge that needs to be renovated may be limited, resulting in insufficient usable space and the inability to build a new temporary bridge. Even if there is enough space, this renovation method requires the protection, relocation, reconstruction or new construction of corresponding pipelines, which makes the construction more complicated and costly, and the construction period longer.

[0055] To address the above situation, this invention provides a permanent-temporary combined bridge structure and a construction method for a temporary bridge that combines permanent and temporary structures. By utilizing the separation area formed between the original two-span bridges and using the shared substructure as the supporting structure for the temporary bridge, there is no need to construct a new bridge structure as a temporary bridge. While ensuring the passage of vehicles on the main bridge, it also enables normal passage of adjacent interchanges or on / off ramps on both sides. This reduces the construction cycle and economic costs, improves the regional traffic capacity, minimizes the impact on social traffic, and yields significant benefits.

[0056] The above is the core idea of ​​this invention. The technical solutions in the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0057] like Figures 1-8 As shown, this embodiment provides a permanent-temporary combined bridge structure, which includes a double-span bridge and a temporary access bridge 1. The double-span bridge has a superstructure and a substructure, wherein the superstructure includes a left-span bridge 2 and a right-span bridge 3, and a separating area is formed between the left-span bridge 2 and the right-span bridge 3.

[0058] A double-span bridge refers to a bridge consisting of two completely independent, side-by-side bridge spans, such as a two-way elevated bridge or a highway bridge. The two bridges carry traffic in opposite directions to achieve two-way lane separation and ensure driving safety.

[0059] It should be noted that, in this embodiment, the left bridge 2 and the right bridge 3 specifically refer to the superstructure of the left bridge 2 and the superstructure of the right bridge 3. The shared cap beam 5 and the shared column 4 set under the bridge are within the scope of the substructure of the bridge provided in this embodiment. That is to say, for the left bridge 2 and the right bridge 3, each has its own independent substructure for supporting the left bridge 2 and the right bridge 3 respectively.

[0060] A certain gap exists between the left bridge 2 and the right bridge 3 of a double-span bridge; this gap is the aforementioned dividing area. Each of the left bridge 2 and the right bridge 3 has its own independent superstructure. Regarding the substructure of the double-span bridge, the left bridge 2 and the right bridge 3 not only each have their own independent substructure, but also share a common substructure.

[0061] Specifically, in this embodiment, the substructure includes a common column 4 and a common cap beam 5. The common column 4 is located at the dividing area, and the common cap beam 5 is located above the common column 4 to support the bottom of the beams of the left bridge 2 and the right bridge 3. By setting up the common column 4 and the common cap beam 5, the upper left bridge 2 and right bridge 3 can be supported simultaneously, saving space and cost in the substructure.

[0062] Furthermore, the temporary bridge 1 includes several slab beams 11, which are supported by a common column 4 at the partition area. The slab beams 11 are arranged in sequence along both sides of the partition area, and the two slab beams 11 at the ends are respectively connected to the left bridge 2 and the side beam 21 and the right bridge 3 and the side beam 31.

[0063] In practice, the superstructure of both bridges is an existing bridge structure, which is also the bridge structure that needs to be renovated. Because one bridge is under construction while the other remains open to traffic during the bridge construction and renovation period, the vehicle load is reduced. Regarding the bearing capacity of the shared cap beam 5, since the slab beam 11 is located in the dividing area, that is, in the middle of the cap beam 5, and is basically within the support range of the shared column 4, the bending moment and shear force design values ​​generated by the slab beam 11 on the shared column 4 are relatively small.

[0064] In addition, regarding the bearing capacity of the bridge substructure, due to the settlement and consolidation of the soil around the piles and the soil at the bottom of the piles near the columns over many years, the standard values ​​of the pile side friction and the standard values ​​of the pile end bearing capacity will increase, which in turn will increase the vertical bearing capacity of a single pile. Therefore, the bearing capacity of the shared cap beam 5 and the vertical compressive bearing capacity of the pile foundation can meet the bearing requirements of the temporary bridge for maintaining traffic flow.

[0065] In summary, the permanent-temporary combined bridge structure provided by this embodiment of the invention includes a double-span bridge and a temporary access bridge 1. The superstructure of the double-span bridge includes a left-span bridge 2 and a right-span bridge 3, forming a dividing area between the left-span bridge 2 and the right-span bridge 3. The substructure of the double-span bridge includes a common column 4 and a common cap beam 5. The common column 4 is located at the dividing area, and the common cap beam 5 is located above the common column 4 to support the bottom of the side beams of the left-span bridge 2 and the right-span bridge 3. In this way, the dividing area provides space for the temporary access bridge 1, and the common column 4 provides a supporting foundation for the temporary access bridge 1. On this basis, several slab beams 11 of the temporary access bridge 1 are supported by the common column 4. The shared cap beam 5 is supported at the separation area and is arranged and connected sequentially along both sides of the separation area to form a bridge deck structure in the separation area. Furthermore, the side beams 21 of the left bridge 2 and the side beams 31 of the right bridge 3 can be laterally connected to the slab beams 11 of the temporary bridge, thus forming a temporary bridge 1 that connects with the existing bridge structure. In this way, not only is the existing bridge substructure fully utilized, avoiding significant interference from the construction of the new bridge foundation to underground pipelines and ground traffic, but it also coordinates with the main structure while meeting the needs of vehicle traffic, and achieves the goal of continuous traffic flow with the adjacent interchange ramps or on- and off-ramps, reducing the construction cycle and economic costs, and improving the regional traffic capacity. At the same time, after the bridge reconstruction is completed, the temporary bridge 1 can be retained for use as a permanent structure. In routine operation and maintenance, it can serve as an emergency response platform, providing convenience for operation and maintenance. In later major repairs or maintenance, the traffic conversion (traffic diversion between left and right lanes) function of the temporary bridge can be restored by removing only the crash barrier 7 on one side of the area (such as the left bridge).

[0066] The permanent-temporary combined bridge structure provided by this invention is particularly suitable for scenarios during construction and renovation near interchange areas where it is necessary to maintain the operation of the existing bridge main line and interchange ramps, such as when half of the road is open to traffic and the other half is closed for construction. This makes it more practical and applicable.

[0067] like Figure 9 As shown, this embodiment also provides a construction method for a temporary bridge that combines permanent and temporary structures, specifically for constructing a temporary bridge for maintaining traffic flow on a double-span bridge. The construction method for this temporary bridge includes the following steps:

[0068] Step 101: Remove the crash barriers near the separation area on the left and right sides of the double-span bridge.

[0069] Step 103: Remove the stop block in the middle of the shared cap beam;

[0070] Step 104: Place the slab beams at the partition area so that the shared columns support the slab beams at the partition area;

[0071] Step 105: Construct the bridge deck so that the slab beams are connected to the left and right spans of the bridge to form a temporary bridge for maintaining traffic flow.

[0072] See Figures 3-5 As shown, for the crash barrier 7 mentioned in step 101, since crash barriers 7 are installed at the locations of the adjacent separation areas of the left bridge 2 and the right bridge 3, in order to make the temporary access bridge 1 compatible and coordinated with the left bridge 2 and the right bridge 3 after installation, it is necessary to remove the crash barriers 7 that were originally blocking the separation area.

[0073] like Figure 3 As shown, specifically, before dismantling the crash barrier 7, the upper sound barrier and internal pipelines of the crash barrier 7 are relocated, and before construction, a platform integrating construction work and wastewater and waste residue collection is built on the side of the crash barrier 7.

[0074] During construction, the removal of the crash barrier 7 is achieved by cutting and then removing it. Specifically, a wire saw can be used to cut the crash barrier 7. For example, the crash barrier 7 can be divided into sections according to a set length, and vertical cutting lines can be laid out, such as dividing it into sections of 6m each. Then, according to the vertical cutting lines, a wire saw is used to first make vertical cuts to divide the crash barrier 7 into several independent segments of 6m each, and then horizontal cuts are made. When cutting the horizontal cuts, slings are installed in advance to prevent the crash barrier 7 from overturning after it completely detaches from the beam.

[0075] In some embodiments, the superstructure includes multiple bridge spans 10, which are arranged sequentially along the driving direction of the left bridge 2 or the right bridge 3, and each bridge span 10 has several slab beams 11 in the dividing area.

[0076] Therefore, in step 101, in other feasible ways, for each bridge span 10, the crash barrier 7 can be laid out before cutting to form at least 3 segments, so that the cut crash barrier 7 segments are easy to lift and transport. Specifically, a crane with a load capacity of 80% of the weight of the crash barrier 7 segments can be used for lifting and removal.

[0077] In some embodiments, the side beams of the left bridge 2 and the right bridge 3 need to be further processed before step 103.

[0078] For example, to facilitate the distinction between the side beam 21 of the left bridge 2 and the side beam 31 of the right bridge 3, in this embodiment, the side beam of the left bridge 2 is the left side beam 21, and the side beam of the right bridge 3 is the right side beam 31. The left side beam 21 includes a left cantilever 22 extending toward the dividing area, on which exposed cantilever steel bars 6 are formed. Correspondingly, the right side beam 31 includes a right cantilever 32 extending toward the dividing area, on which exposed cantilever steel bars 6 are also formed.

[0079] Based on the above, the following steps are included before step 103 of the temporary bridge construction method:

[0080] Step 102: Remove the concrete from the left cantilever on the left side beam to expose the cantilever steel bars inside the left cantilever, and remove the concrete from the right cantilever 32 on the right side beam 31 to expose the cantilever steel bars inside the right cantilever 32.

[0081] By exposing the cantilever reinforcement 6 on the left cantilever 22 and the right cantilever 32, a structural foundation is provided for the subsequent connection of the slab beam 11 to the left bridge 2 and the right bridge 3. It should be noted that after all the segmented sections have been removed, the remaining parts of the crash barrier 7 can be removed first.

[0082] Please see Figure 4 and Figure 5 As shown, in practice, hydraulic shears can be used to remove the remaining concrete of the crash barrier 7 and the edge of the side beam, and then an electric pick can be used to clean the loose concrete. After the reinforcing bars 6 are exposed, a handheld straightening machine can be used to adjust the exposed reinforcing bars 6.

[0083] In some embodiments, for step 103, i.e., before removing the retaining block 9, one lane of the ground under the common cap beam 5 is closed during road maintenance. Then, using an aerial work platform, a pneumatic hammer is used manually to remove and clean the concrete of the retaining block 9, exposing the reinforcing steel 6 inside the retaining block 9. The reinforcing steel 6 is then cut using oxy-acetylene. During the construction of the retaining block 9, concrete collection and dust and noise control can be carried out simultaneously.

[0084] After the stop block 9 is processed, the hoisting and placement of the slab girder 11 can begin. Specifically, two truck cranes can be used to hoist the slab girder 11. During construction, the two truck cranes can be parked on both sides of the adjacent span of the span to be replaced, while the girder transport vehicle is parked on the slab girder 11 that has not yet been replaced in this span. It should be noted that the hoisting of the slab girder 11 is carried out within the closed area of ​​a single bridge span, so as not to affect vehicle traffic below the bridge or on the other bridge span.

[0085] When the superstructure comprises multiple bridge spans 10, the width of the intermediate intervals may gradually narrow. In this case, the number of slab beams 11 used in each bridge span 10 can be reduced according to the actual situation, and the cantilever width of some slab beams 11 can also be adjusted according to the actual space. For example, please refer to... Figure 1 As shown, in an area where four bridge spans of 10 are required, starting from the widest interval, the first span 10a is equipped with three slab beams 11, the second span 10b and the third span 10c are equipped with two slab beams 11, and the fourth span 10d is equipped with one slab beam 11, so that the temporary access bridge 1 can adapt to the overall bridge orientation and width.

[0086] In practice, slab beam 11 can be a 4×22m prestressed rigid hollow slab beam. Furthermore, the 22m span beams are 0.95m high, with a total of 8 beams; the top width of the slab beams is 1.14m, and the bottom width is 0.99m. Among them, according to the size of the partition area and the number of slab beams, the cantilever width of the third span slab beam gradually changes from 75mm to 0mm, while the cantilever width of the remaining slab beams is 75mm.

[0087] In some embodiments, the width of the cast-in-place wet joint 13 between the slab beams can vary depending on the bridge span space and the arrangement of the slab beams. For example, starting from the widest interval area, the first span 10a has 3 slab beams with 4 wet joints 13, and the width of the cast-in-place wet joints gradually changes from 295mm to 95mm; the second span 10b has 2 slab beams with 3 wet joints 13, and the width of the cast-in-place wet joints 13 gradually changes from 507mm to 226mm; the third span 10c has 2 slab beams with 3 wet joints 13, wherein the width of the two cast-in-place wet joints 13 on both sides gradually changes from 251mm to 74mm, and the width of the middle wet joint 13 gradually changes from 176mm to 74mm; the fourth span 10d has 1 slab beam with 2 wet joints, and the width of the cast-in-place wet joint 13 gradually changes from 530mm to 135mm. After the slab girder 11 was hoisted into place, the bridge deck construction began. The bridge deck construction included wet joint 13, end crossbeams 12, and slope adjustment.

[0088] The construction of the end crossbeam 12 involves building a new end crossbeam 12 structure at the end of each bridge span 10. In practice, the bridge pier rubber bearings can be installed below the end crossbeam 12 first, then the end crossbeam reinforcement can be connected, the end crossbeam 12 formwork can be installed, and finally the end crossbeam concrete can be poured.

[0089] For example, the formwork for the end beam 12 is made of bamboo plywood to facilitate installation and assembly. The bottom formwork is suspended from the main reinforcing bar by wire and supported and fixed below with square wooden wedges. The side formwork is pulled closer with tie rods and top supports are set on the inside to further fix it firmly, so as to ensure that the formwork will not deform when pouring concrete.

[0090] For the construction of wet joint 13, the connecting steel bars extending from the sides of adjacent slab beams 11 are tied and fixed between each slab beam 11, and then formwork is erected and concrete is poured so that all slab beams 11 are connected into a whole temporary bridge superstructure.

[0091] Connecting bars can also be used to connect the slab beam 11 to the left bridge 2 and the slab beam 11 to the right bridge 3. Specifically, connecting bars are formed on the two slab beams 11 at the ends. One of the slab beams 11 at the end is connected to the cantilever reinforcement 6 of the left cantilever 22 and the connection is filled with concrete. The other slab beam 11 at the end is connected to the cantilever reinforcement 6 of the right cantilever 32 and the connection is filled with concrete.

[0092] In one feasible method, the connecting bars are closed sleeve bars, tied together with the reinforcing bars extending from the side of the slab beam 11 to achieve connection. Specifically, the lap side of the connecting bars can face upwards. Wooden formwork can be used for pouring concrete. Furthermore, when installing the formwork, the net protective layer thickness at the lower edge of the reinforcing bars at the wet joint 13 must be ensured. During the pouring process, the wet joint concrete within the same length as the negative moment steel strand is poured first. After the negative moment steel strand is tensioned and grouted, the remaining concrete is poured. Finally, after pouring, the top surface of the concrete is roughened.

[0093] After the construction of end beam 12 and wet joint 13 is completed, bridge deck paving can proceed. For example... Figures 6-8 As shown, in some embodiments, the bridge deck pavement can enable the superstructure to further include a bridge deck pavement structure 8. The bridge deck pavement structure 8 includes a reinforced concrete layer, a waterproof layer, and an asphalt concrete layer, which are laid sequentially in a direction away from the superstructure.

[0094] For example, a 100mm asphalt concrete pavement can be used, with a 2mm fiber-reinforced waterproof layer, followed by an 80mm reinforced concrete pavement. The C50 reinforced concrete pavement uses HRB400 steel mesh with a diameter of 12@100. The 100mm asphalt concrete pavement can use 4cm SMA-13 ​​(SBS modified) + 6cm AC-20C steel mesh.

[0095] Finally, regarding the slope adjustment, since the slab beam 11 forming the temporary bridge 1 is higher than the existing left bridge 2 and right bridge 3 after paving, there will be a certain height difference between the side beams of the existing left bridge 2 and right bridge 3 and the slab beam 11 after the temporary bridge construction is completed. For example, if the slab beam 11 is 95mm high and the left bridge 2 or right bridge 3 is 90cm high, this will create a height difference of about 5mm after the temporary bridge 1 is installed.

[0096] In response to the above situation, one feasible approach is to mill and cover the surface of one lane area at the edge beam 11 with asphalt to ensure smooth road surface connection on both sides at the junction of the plate beam 11 and the edge beam. Simultaneously, speed limits can be implemented for vehicles entering the temporary bridge area, such as by adding speed bumps.

[0097] Because the original left-side bridge 2 or right-side bridge 3 will undergo subsequent renovation, and due to the need to maintain traffic flow during the renovation process, a "half-width construction, half-width traffic" principle can be adopted. Therefore, the connection status between temporary bridge 1 and the bridges on both sides will have three possibilities. In practice, the elevation difference slope treatment can be carried out in stages according to the traffic organization of the project, so as to enable the main line of the existing bridge and the adjacent interchange ramps to pass through during the renovation of the existing bridge, until the final renovation of the entire bridge is completed.

[0098] For example, such as Figure 6 As shown, after the temporary bridge 1 is completed, both the left bridge 2 and the right bridge 3 are existing bridges, meaning renovation work has not yet begun. At this time, both the left bridge 2 and the right bridge 3 are old beams, therefore, the height difference between the two bridges and the slab beam 11 needs to be addressed. According to the traffic organization principle of "half-width construction, half-width traffic," for example, "first the right bridge is constructed, left bridge 2 is open to traffic; then left bridge 2 is constructed, right bridge 3 is open to traffic," that is... Figure 7 As shown. Specifically, when either the left bridge 2 or the right bridge 3 is an old beam (which can be understood as, for example, when the right bridge 3 is closed for renovation and reconstruction, while the left bridge 2 remains open, the right bridge 3 is a new beam), only the height difference between the old beam and the slab beam 11 of the left bridge 2 needs to be addressed. For example... Figure 8 As shown, after both the left bridge 2 and the right bridge 3 are replaced with new beams, there is no height difference between the left bridge 2 and the right bridge 3 and the slab beam 11, so there is no need to adjust the slope.

[0099] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. A bridge structure combining permanent and temporary structures, characterized in that, include: A double-span bridge has a superstructure and a substructure. The superstructure includes a left span and a right span, with a separation area between the left span and the right span. The substructure includes a common column and a common cap beam. The common column is located at the separation area, and the common cap beam is located above the common column and supported by the bottom of the side beams of the left span and the bottom of the side beams of the right span. The temporary bridge includes several slab beams, which are supported by a common column at the partition area. The slab beams are arranged sequentially along both sides of the partition area, and the two slab beams at the ends are respectively connected to the side beams of the left and right bridges.

2. The bridge structure as described in claim 1, characterized in that, The superstructure includes multiple bridge spans, which are arranged sequentially along the driving direction of the left or right bridge. Each bridge span has several slab beams in its dividing area.

3. The bridge structure as described in claim 1, characterized in that, The left side beam of the bridge is the left side beam, which includes a left cantilever extending toward the dividing area, and exposed cantilever steel bars are formed on the left cantilever. The right side beam of the bridge is the right side beam, which includes a right cantilever extending toward the dividing area, and exposed cantilever steel bars are formed on the right cantilever. Connecting bars are formed on the two end plates, one of which is connected to the cantilever reinforcement of the left cantilever and the connection is filled with concrete; the other end plate is connected to the cantilever reinforcement of the right cantilever and the connection is filled with concrete.

4. The bridge structure as described in claim 3, characterized in that, The superstructure also includes a bridge deck pavement structure, which includes a reinforced concrete layer, a waterproof layer, and an asphalt concrete layer, and the reinforced concrete layer, the waterproof layer, and the asphalt concrete layer are laid sequentially in a direction away from the superstructure.

5. A construction method for a temporary bridge combining permanent and temporary structures to ensure smooth traffic flow, characterized in that: The method for constructing temporary bridges to maintain traffic flow is used for erecting temporary bridges to maintain traffic flow on double-span bridges. The method includes the following steps: The crash barriers near the separation zone on the left and right sides of the double-span bridge will be demolished. Remove the middle block of the shared cap beam; Place slab beams at the partition area, so that the shared columns support the slab beams at the partition area; Construction was carried out on the bridge deck to connect the slab beams with the left and right spans of the bridge, forming a temporary bridge to maintain traffic flow.

6. The construction method for a temporary bridge to maintain traffic flow as described in claim 5, characterized in that, The steps for dismantling the crash barriers near the separation area on the left and right sides of the double-span bridge specifically include: The crash barrier is divided into segments according to the set length, and vertical cutting lines are laid out. Using a cutting machine, vertical cuts are made along the vertical cutting line to divide the crash barrier into several independent segments, and then horizontal cuts are made.

7. The construction method for a temporary bridge for maintaining traffic flow as described in claim 5, characterized in that, The process of placing the slab beam at the partition area, so that the shared columns support the slab beam at the partition area, further includes: The concrete of the left cantilever on the left side beam is removed to expose the cantilever steel bars inside the left cantilever, and the concrete of the right cantilever on the right side beam is removed to expose the cantilever steel bars inside the right cantilever.

8. The construction method for a temporary bridge for maintaining traffic flow as described in claim 5, characterized in that, The construction of the bridge deck, specifically the connection between the slab beams and the left and right spans of the bridge, includes: Construct new end beam structures at the ends of each bridge span; Wet joint construction treatment was carried out on the gaps between adjacent slab beams, between slab beams and the left bridge, and between slab beams and the right bridge.

9. The construction method for a temporary bridge for maintaining traffic flow as described in claim 8, characterized in that, The specific details of wet joint construction treatment for the gaps between adjacent slab beams, between slab beams and the left span of the bridge, and between slab beams and the right span of the bridge include: The adjacent slabs and beams of the temporary bridge are tied and fixed together, and then the formwork is erected and concrete is poured to form a whole superstructure of the temporary bridge. The connecting steel bars extending from the end slab beam are tied and fixed to the cantilever steel bars on the side of the slab beam. Then, the formwork is erected and concrete is poured to connect and fix the slab beam at one end to the left span of the bridge, and the slab beam at the other end to the right span of the bridge.

10. The construction method for a temporary bridge for maintaining traffic flow as described in claim 5, characterized in that, The construction of the bridge deck, specifically the connection between the slab beams and the left and right spans of the bridge, includes: The surface of the temporary bridge and the elevation difference between the slab bridge and the left and right spans of the bridge were treated with slope treatment.

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