Light combined bridge deck slab structure

Abstract

The utility model discloses a light combined bridge deck slab structure which is characterized in that the light combined bridge deck slab structure comprises a steel beam and a combined deck slab arranged on the top face of the steel beam, and the combined deck slab comprises an asphalt surface layer, a high-viscosity high-elasticity modified asphalt stress absorbing layer, an ultrahigh-toughness concrete layer and a steel deck slab which are sequentially arranged from top to bottom; the section of the steel beam is a PK section. The utility model has the advantages of simple structure, good durability, high rigidity, light structure and large span.

Description

Technical Field

[0001] The utility model relates to the technical field of bridges, and more specifically, to a light composite bridge deck structure. Background Art

[0002] In the past, orthotropic steel bridge decks have been widely used in large-span steel bridges because of their large bearing capacity. When orthotropic steel bridge decks are used for construction, the steel bridge deck is installed on the steel beam, and then a concrete layer is poured on the steel bridge deck. After the concrete layer reaches a certain strength, an asphalt concrete surface layer is poured on the concrete layer. In view of the large difference in material properties between the asphalt concrete surface layer and the concrete layer (one is soft and the other is hard), it is easy to cause discontinuity in stress and deformation of the entire structure. In addition, due to significant temperature stress, severe vibration and large bridge deflection, after a certain number of years of operation, the bridge deck is prone to displacement, cracking, falling off, pumping and other defects; and in later maintenance, due to the heavy weight of concrete, the plate thickness must be increased, resulting in high later maintenance costs. Utility Model Content

[0003] Another object of the utility model is to provide a light composite bridge deck structure with simple structure, good durability, high rigidity, light structure and large span.

[0004] In order to achieve these purposes and other advantages according to the utility model, a lightweight composite bridge deck structure is provided, including a steel beam and a composite panel arranged on the top surface of the steel beam, the composite panel including an asphalt surface layer, a high-viscosity and high-elasticity modified asphalt stress absorption layer, an ultra-high toughness concrete layer and a steel panel arranged in sequence from top to bottom; the cross-section of the steel beam is a PK section.

[0005] Preferably, it further comprises a steel mesh, which is fixed on the top of the steel panel by a plurality of bolts, and the steel mesh and the bolts are cast integrally with the ultra-high toughness concrete layer.

[0006] Preferably, a plurality of parallel and spaced stiffening ribs are fixedly provided on the bottom of the steel panel.

[0007] Preferably, the interval between two adjacent stiffening ribs is 30 to 60 cm.

[0008] Preferably, adjacent pegs are spaced 45 to 50 cm apart.

[0009] Preferably, the thickness of the asphalt surface layer is 4-5 cm; the thickness of the high-viscosity and high-elasticity modified asphalt stress absorption layer is 0.5 cm; the thickness of the ultra-high toughness concrete layer is 4-5 cm; and the thickness of the steel panel is 0.5-1 cm.

[0010] The utility model at least includes the following beneficial effects: the utility model uses high-viscosity and high-elasticity modified asphalt as the stress absorption layer to bond the asphalt surface layer and the ultra-high toughness concrete layer together, which can ensure interlayer bonding. At the same time, the high-viscosity and high-elasticity modified asphalt has strong high-temperature stability, so that the asphalt surface layer and the steel panel have good interlayer bonding ability and good anti-rutting performance, which can solve the problems of fatigue cracking and pavement damage of orthogonal anisotropic steel bridge decks, extend the service life of the bridge, and the later maintenance only needs to replace the asphalt surface layer that has reached the service life and the high-viscosity and high-elasticity modified asphalt stress absorption layer, which greatly saves Maintenance costs; and considering that wide and large-span structures usually have strict requirements on weight, the ultra-high flexural strength, high toughness, and high durability of ultra-high toughness concrete are used to improve the stiffness and tensile strength of the composite panel, reduce the self-weight while meeting the stiffness and strength, and improve the spanning capacity. A steel beam with a PK section is used. Due to its large width, the beam height can be appropriately reduced to further reduce the self-weight. The PK section can also greatly improve the lateral stiffness of the main beam and has good wind resistance. It can also be promoted in areas with high wind speeds, meeting the requirements of large-span construction while reducing weight.

[0011] Other advantages, objectives and features of the present invention will be embodied in part through the following description, and in part will be understood by those skilled in the art through research and practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a structural schematic diagram of the steel beam and the combined panel of the utility model;

[0013] Figure 2 for Figure 1 A is a schematic diagram of the enlarged structure of the middle part;

[0014] Description of the Figures in the Specification:

[0015] 1. Composite panel, 2. Steel beam, 3. Asphalt surface layer, 4. Stress absorption layer, 5. Ultra-high toughness concrete layer, 6. Steel panel, 7. Stiffening ribs. DETAILED DESCRIPTION

[0016] The present invention will be further described in detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description.

[0017] It should be noted that, in the description of the present invention, the terms "lateral", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0018] like Figure 1-2 As shown, the utility model provides a light composite bridge deck structure, including a steel beam 2 and a composite panel 1 arranged on the top surface of the steel beam 2, the composite panel 1 includes an asphalt surface layer 3, a high-viscosity and high-elasticity modified asphalt stress absorption layer 4, an ultra-high toughness concrete layer 5 and a steel panel 6 arranged in sequence from top to bottom; the cross-section of the steel beam 2 is a PK cross-section.

[0019] In the above technical scheme, high-viscosity and high-elasticity modified asphalt is used as the stress absorption layer 4 to bond the asphalt surface layer 3 and the ultra-high toughness concrete layer 5 together, which can ensure interlayer bonding. At the same time, the high-viscosity and high-elasticity modified asphalt has strong high-temperature stability, so that the asphalt surface layer 3 and the steel panel 6 have good interlayer bonding ability and good anti-rutting performance, which can solve the problems of fatigue cracking of orthotropic steel bridge decks and damage to the pavement layer, extend the operating life of the bridge, and later maintenance only needs to replace the asphalt surface layer 3 and the high-viscosity and high-elasticity modified asphalt stress absorption layer 4 that have reached their service life, which greatly saves maintenance costs. Taking into account that wide and large-span structures usually have strict requirements on weight, the utility model utilizes the ultra-high bending strength, high toughness, high durability and other characteristics of ultra-high toughness concrete to improve the stiffness and tensile strength of the composite panel 1, reduce the deadweight while meeting the stiffness and strength, and improve the spanning capacity. A steel beam 2 with a PK cross-section is adopted. Due to its large width, the beam height can be appropriately reduced to further reduce the deadweight. The PK cross-section can also greatly improve the lateral stiffness of the main beam and has good wind resistance. It can also be promoted in areas with high wind speeds, and meet the requirements of large-span construction while reducing weight.

[0020] In another technical solution, it also includes a steel mesh, which is fixed on the top of the steel panel 6 by a plurality of bolts, and the steel mesh and the bolts are cast integrally with the ultra-high toughness concrete layer 5; a plurality of parallel and spaced stiffening ribs 7 are fixedly provided at the bottom of the steel panel 6.

[0021] In the present technical solution, the bolts, steel mesh and stiffening ribs 7 are used to further improve the stiffness of the ultra-high toughness concrete layer 5 and the steel panel 6, and reduce the probability of fatigue failure of the bridge deck structure and damage to the composite panel 1 structure; multiple stiffening ribs 7 are arranged at intervals along the length direction of the steel panel 6, and any stiffening rib 7 is arranged along the width direction of the steel panel 6.

[0022] In another technical solution, the interval between two adjacent stiffening ribs 7 is 30 to 60 cm; the interval between adjacent studs is 45 to 50 cm; the thickness of the asphalt surface layer 3 is 4 to 5 cm; the thickness of the high-viscosity and high-elastic modified asphalt stress absorption layer 4 is 0.5 cm; the thickness of the ultra-high toughness concrete layer 5 is 4-5 cm; and the thickness of the steel panel 6 is 0.5 to 1 cm.

[0023] In this technical solution, in order to make full use of the mechanical properties of the material to reflect the economy of the structure, after repeated modeling and testing, the interval between two adjacent stiffening ribs 7 is 30 to 60 cm; the interval between adjacent studs is 45 to 50 cm; the thickness of the asphalt surface layer 3 is 4 to 5 cm; the thickness of the high-viscosity and high-elastic modified asphalt stress absorption layer 4 is 0.5 cm; the thickness of the ultra-high toughness concrete layer 5 is 4-5 cm; the thickness of the steel panel 6 is 0.5 to 1 cm, which can ensure the bending resistance of the lightweight composite bridge panel.

[0024] Construction method:

[0025] S1, installing the steel panel 6 onto the steel beam 2 and welding the stiffening rib 7;

[0026] S2, welding studs and laying steel mesh;

[0027] S3, pouring an ultra-high toughness concrete layer 5, and subjecting the ultra-high toughness concrete layer 5 to high-temperature steam curing and shot blasting treatment; the ultra-high toughness concrete layer 5 is poured using active powder concrete, ultra-high performance fiber reinforced concrete, grouting fiber concrete, dense reinforced composite material or engineering cementitious composite material;

[0028] S4, paving high-viscosity and high-elasticity modified asphalt waterproof stress absorption layer 4; the high-viscosity and high-elasticity modified asphalt waterproof stress absorption layer 4 is made of premixed crushed stone and modified asphalt, and the crushed stone spreading and asphalt sealing layer are constructed simultaneously;

[0029] S5, pouring the asphalt surface layer 3; the asphalt surface layer 3 is spread and rolled at its controlled temperature.

[0030] The structure of the utility model is applied to construction, the construction process is simple, the construction equipment requirement is low, the feasibility of application is guaranteed, and the construction is convenient and fast, which is of great significance for ensuring the construction period and improving the efficiency.

[0031] Although the implementation scheme of the utility model has been disclosed as above, it is not limited to the applications listed in the specification and implementation modes. It can be fully applied to various fields suitable for the utility model. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the utility model is not limited to the specific details and the illustrations shown and described herein.

Claims

1. A lightweight composite bridge deck structure, characterized in that: It comprises a steel beam and a composite panel arranged on the top surface of the steel beam, wherein the composite panel comprises an asphalt surface layer, a high-viscosity and high-elasticity modified asphalt stress absorption layer, an ultra-high toughness concrete layer and a steel panel arranged in sequence from top to bottom; the cross section of the steel beam is a PK cross section.

2. The lightweight composite bridge deck structure according to claim 1, characterized in that: It also includes a steel mesh, which is fixed on the top of the steel panel through a plurality of bolts, and the steel mesh and the bolts are cast integrally with the ultra-high toughness concrete layer.

3. The lightweight composite bridge deck structure according to claim 1, characterized in that: A plurality of parallel and spaced stiffening ribs are fixedly disposed on the bottom of the steel panel.

4. The lightweight composite bridge deck structure according to claim 3, characterized in that: The interval between two adjacent stiffening ribs is 30 to 60 cm.

5. The lightweight composite bridge deck structure according to claim 2, characterized in that: The interval between adjacent pegs is 45 to 50 cm.

6. The lightweight composite bridge deck structure according to claim 1, characterized in that: The thickness of the asphalt surface layer is 4 to 5 cm; the thickness of the high-viscosity and high-elasticity modified asphalt stress absorption layer is 0.5 cm; the thickness of the ultra-high toughness concrete layer is 4-5 cm; and the thickness of the steel panel is 0.5 to 1 cm.

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