Anti-overturning reinforcing device for bridge pier column

Abstract

The utility model relates to the technical field of bridges, and discloses a bridge pier stud anti-overturning reinforcing device, the upper end of a bridge pier stud is connected with a box girder through a rubber support, the bridge pier stud anti-overturning reinforcing device comprises a sleeve wrapping the outer wall of the top end of the bridge pier stud, web plates are arranged on the two sides of the sleeve respectively, and a top plate is supported on the web plates. Anti-overturning supports are arranged between the top plate and the box girder, and the rubber support is located between the anti-overturning supports on the two sides. According to the anti-overturning reinforcing device for the bridge pier stud, on the premise that original road traffic and lower-layer clearance of a bridge are not affected, the situation that an original single-support mode lacks transverse constraint is improved, the risk that a main beam overturns under accidental unbalance loading of a vehicle is reduced, the anti-overturning performance of the bridge is improved, and the service life of the bridge pier stud is prolonged. And the risk of secondary diseases caused by reinforcement engineering is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of bridges, in particular to an anti-overturning reinforcement device for bridge piers. Background Art

[0002] At present, single-column pier bridges are widely used in municipal and highway bridges due to their advantages of small footprint, low construction cost, and beautiful appearance. However, single-column piers usually have a single support in the transverse direction of the bridge, which lacks sufficient lateral constraints on the box girder. In the context of increasing traffic volume and vehicle load, accidental overload of overweight vehicles can easily cause the support to be emptied, or even cause major safety accidents such as lateral overturning.

[0003] There are two main existing anti-overturning reinforcement schemes for single-column pier bridges: (1) adding columns next to the original pier columns and using them to add bearings to support the main beam, thereby improving the main beam's anti-overturning capacity;

[0004] (2) A post-cast concrete cap beam is used as the supporting surface of the newly added bearings, so that the main beam can effectively resist the unbalanced force caused by vehicle eccentric loading and improve the torsional stress condition of the bridge.

[0005] However, the main disadvantage of the above solution (1) is that the addition of columns will increase the floor space, seriously affecting the original road traffic and the clearance of the lower level of the bridge, and the construction period is long, the cost is high, and there are many processes, which has weak engineering applicability. The main disadvantage of the above solution (2) is that the post-cast concrete cap beam will damage the original structure of the bridge to a certain extent, the construction is difficult, the process is many, the risk of secondary diseases is increased, and a large amount of manpower and material resources will be consumed. Utility Model Content

[0006] In order to solve the above technical problems, the utility model provides a bridge pier anti-overturning reinforcement device, which improves the lack of lateral constraints in the original single support form without affecting the original road traffic and the clearance of the lower layer of the bridge, reduces the risk of overturning accidents of the main beam under accidental vehicle overload, improves the anti-overturning performance of the bridge, and avoids the risk of secondary damage caused by the reinforcement project.

[0007] The technical solution adopted by the utility model to solve its technical problems is:

[0008] A bridge pier anti-overturning reinforcement device, wherein the upper end of the bridge pier is connected to a box beam via a rubber bearing, and comprises a sleeve covering the outer wall of the top end of the bridge pier, webs are respectively provided on both sides of the sleeve, a top plate is supported on the webs, an anti-overturning bearing is provided between the top plate and the box beam, and the rubber bearing is located between the anti-overturning bearings on both sides.

[0009] Preferably, the sleeve is formed by splicing two sleeve halves.

[0010] Preferably, the number of the top plates is two and they are oppositely arranged and supported on the web in a one-to-one correspondence with the sleeve halves.

[0011] Preferably, the top plate includes a top plate body, and two ends of one side of the top plate body are respectively provided with connecting plates protruding away from the top plate body, the top plate body is supported on the web, and the connecting plate is connected to the outer wall of the upper end of the sleeve half.

[0012] Preferably, stiffening ribs are provided between the top plate body and the web plate, and between the connecting plate and the sleeve.

[0013] Preferably, the sleeve is connected to the bridge pier via a self-cutting anchor bolt.

[0014] The connection between the lower end of the sleeve and the bridge pier is wrapped with a first sealing and anti-corrosion layer.

[0015] Preferably, the bridge pier includes a main body and a connecting part whose center lines coincide with each other, and the cross-sectional dimension of the connecting part is smaller than the cross-sectional dimension of the main body, so that the edge of the upper end of the main body forms a supporting surface, the sleeve is sleeved on the connecting part, and the lower end surface of the sleeve is supported on the supporting surface to form a shear key.

[0016] Preferably, the side surface of the connecting portion is a rough surface, and a second sealing and anti-corrosion layer is filled between the connecting portion and the sleeve.

[0017] Preferably, the anti-overturning bearing comprises a pad stone, a bearing body and a leveling block which are sequentially stacked in a direction from the top plate to the box beam, the pad stone is fixed on the top plate, and a filling layer is filled between the leveling block and the box beam.

[0018] Preferably, the top plate, the anti-overturning support and the box girder are connected by connecting ribs, and the upper ends of the connecting ribs are fixed to the box girder by means of a first anchor, and the lower ends of the connecting ribs are fixed to the top plate by means of a second anchor.

[0019] Compared with the prior art, the bridge pier anti-overturning reinforcement device of the embodiment of the utility model has the following beneficial effects: by arranging a sleeve on the outer wall of the top of the bridge pier, webs are arranged on both sides of the sleeve, a top plate is supported on the webs, and an anti-overturning support is arranged between the top plate and the box beam, so that the rubber support is located between the anti-overturning supports on both sides, so that the anti-overturning support and the original rubber support can support the box beam together, improving the lack of lateral constraints in the original single support form, reducing the risk of overturning accidents of the box beam under accidental vehicle overload, and improving the anti-overturning performance of the bridge. At the same time, since the reinforcement structure is arranged on the original bridge pier as a whole, it does not occupy the ground space near the pier, and does not affect the original road traffic and the clearance of the lower layer of the bridge. In addition, since this scheme does not change the structural stress condition of the single-column pier bridge during normal operation, it only improves the torsional torque of the box beam by adding anti-overturning supports, thereby avoiding the risk of secondary damage caused by the reinforcement project. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the application of the bridge pier anti-overturning reinforcement device of the utility model.

[0021] Figure 2 The utility model is a schematic structural diagram of a sleeve of the bridge pier anti-overturning reinforcement device.

[0022] Figure 3 The utility model is a schematic structural diagram of a bridge pier of the bridge pier anti-overturning reinforcement device.

[0023] Among them: 1-bridge pier, 2-rubber bearing, 3-box girder, 4-sleeve, 5-web, 6-top plate, 7-anti-overturning bearing, 8-stiffening rib, 9-first sealing anti-corrosion layer, 10-self-cutting anchor bolt, 11-main part, 12-connecting part, 13-support surface, 14-pad stone, 15-bearing body, 16-leveling block, 17-connecting reinforcement. DETAILED DESCRIPTION

[0024] The following is a further detailed description of the specific implementation of the present invention in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0025] like Figure 1-2 As shown, a bridge pier anti-overturning reinforcement device of a preferred embodiment of the utility model, the upper end of the bridge pier 1 is connected to the box beam 3 through a rubber bearing 2. The bridge pier anti-overturning reinforcement device comprises a sleeve 4 covering the outer wall of the top end of the bridge pier 1, and webs 5 are respectively provided on both sides of the sleeve 4, and a top plate 6 is supported on the web 5. An anti-overturning bearing 7 is provided between the top plate 6 and the box beam 3, and the rubber bearing 2 is located between the anti-overturning bearings 7 on both sides to ensure the balance of the rubber bearings 2 on both sides.

[0026] The bridge pier anti-overturning reinforcement device based on the above technical features is provided with a sleeve 4 on the outer wall of the top of the bridge pier 1, and a web 5 is provided on both sides of the sleeve 4, and a top plate 6 is supported on the web 5, and an anti-overturning support 7 is provided between the top plate 6 and the box beam 3, so that the rubber support 2 is located between the anti-overturning supports 7 on both sides, so that the anti-overturning support 7 and the original rubber support 2 can support the box beam 3 together, improve the original single support form lack of lateral constraints, reduce the risk of overturning accidents of the box beam 3 under accidental vehicle eccentric load, and improve the anti-overturning performance of the bridge. At the same time, since the reinforcement structure is arranged on the original bridge pier 1 as a whole, it does not occupy the ground space near the pier, and will not affect the original road traffic and the clearance of the lower layer of the bridge. In addition, since this scheme does not change the structural stress of the single-column pier bridge during normal operation, it only improves the torsional torque of the box beam 3 by adding the anti-overturning support 7, thereby avoiding the risk of secondary damage caused by the reinforcement project.

[0027] In this embodiment, the sleeve 4 is welded from two sleeve halves, which is convenient for installation. The cross section of the sleeve 4 is the same as the shape of the bridge pier 1, generally circular or rectangular. Correspondingly, to facilitate the installation of the top plate 6. The top plates 6 are arranged in two opposite positions, and are supported on the web 5 in a one-to-one correspondence with the sleeve halves. The anti-overturning bearings 7 can be arranged in two groups, one group is arranged on each of the top plates 6; the anti-overturning bearings 7 can also be arranged in two groups, one is arranged on each of the top plates 6.

[0028] At the same time, in order to ensure the integrity and strength between the top plate 6 and the sleeve 4, the top plate 6 includes a top plate body, and the two ends of one side of the top plate body are respectively provided with connecting plates protruding away from the top plate body, and the top plate body is supported on the web 5, and the connecting plate is connected to the outer wall of the upper end of the sleeve half, so that the top plate 6 and the sleeve 4 are connected as a whole. Combined with the support of the web 5, the stability of the top plate 6 is guaranteed.

[0029] In addition, stiffening ribs 8 are provided between the top plate body and the web 5, and between the connecting plate and the sleeve 4 to avoid local instability. The sleeve 4, web 5, top plate 6 and stiffening ribs 8 are all made of steel structure, and a strong connection method such as full penetration welding is used to form a steel cap beam structure, which ensures the stability of the real group.

[0030] In this embodiment, the sleeve 4 is connected to the bridge pier 1 by a self-cutting anchor bolt 10. The connection between the lower end of the sleeve 4 and the bridge pier 1 is wrapped with a first sealing anti-corrosion layer 9, and the first sealing anti-corrosion layer 9 can be made of FRP cloth, so as to improve the integrity of the sleeve 4 and the bridge pier 1, facilitate the coordinated force of the steel cap beam and the pier, increase the bearing capacity of the bridge, and have an anti-corrosion effect.

[0031] Please see attached Figure 3 In this embodiment, the bridge pier 1 includes a main body 11 and a connecting part 12 whose center lines coincide, and the cross-sectional dimension of the connecting part 12 is smaller than that of the main body 11, so that the edge of the upper end of the main body 11 forms a supporting surface 13, and the sleeve 4 is sleeved on the connecting part 12, and the lower end surface of the sleeve 4 is supported on the supporting surface 13 to form a shear key, which can further prevent the outer sleeve 4 from slipping. The side surface of the connecting part 12 is a rough surface, and a second sealing anti-corrosion layer is filled between the connecting part 12 and the sleeve 4. The second sealing anti-corrosion layer uses epoxy resin to improve air tightness and anti-corrosion performance.

[0032] The steel cap beam structure is installed on the upper end of the bridge pier 1. Before the bridge pier 1 is connected to the sleeve 4, the pier is first chiseled to remove the local surface concrete, and then the rough surface is formed after further chiseling to increase the friction between the pier and the sleeve 4. The sleeve 4 and the rough surface of the pier are connected as a whole through the heavy-duty self-cutting anchor 10 to ensure that the heavy-duty self-cutting anchor 10 has strong anti-pullout performance. It should be noted that the anchor hole of the self-cutting anchor 10 should avoid the main reinforcement position inside the bridge pier 1 to avoid damaging the bearing capacity of the bridge pier 1.

[0033] In this embodiment, the anti-overturning bearing 7 is arranged between the box girder 3 and the steel cap beam structure to improve the stress condition of the bridge. The anti-overturning bearing 7 includes a pad stone 14, a bearing body 15 and a leveling block 16 which are stacked in sequence from the top plate 6 to the box girder 3. The pad stone 14 is welded on the top plate 6. A filling layer is filled between the leveling block 16 and the box girder 3, and the filling layer is made of epoxy resin. The top plate 6, the anti-overturning bearing 7 and the box girder 3 are connected by connecting ribs 17, and the upper end of the connecting ribs 17 is fixed to the box girder 3 by a first anchor, and the lower end of the connecting ribs 17 is fixed to the top plate 6 by a second anchor, which further prevents the anti-overturning bearing 7 from being emptied, enhances the lateral restraint force of the box girder 3, and thus reduces the risk of bridge overturning events. The connecting ribs 17 are preferably FRP bars, which have the advantages of light weight, high tensile strength, strong corrosion resistance, strong material bonding, and strong magnetic wave permeability.

[0034] In summary, the utility model has the following advantages and positive effects:

[0035] (1) The utility model can effectively solve the problem of easy overturning of single-column pier bridges, improve the stress condition of the box beam 3 by adding anti-overturning supports 7, and improve the anti-overturning performance of the bridge.

[0036] (2) The utility model does not occupy the ground space near the pier, has little impact on the existing road traffic, and is simple and beautiful.

[0037] (3) The utility model does not destroy the bridge force system during normal operation. The newly added anti-overturning bearing 7 only provides anti-overturning force when the eccentric load is too large. The force of the reinforcement system is clear and the structure is safe and reliable.

[0038] (4) The reinforcement device of the utility model can be prefabricated in a factory and assembled on site, with a short construction period, low cost, simple and reasonable process, high construction safety, and no impact on road traffic under the bridge during construction.

[0039] The construction process of the bridge pier anti-overturning reinforcement device includes the following steps:

[0040] Step 1, prefabricate the steel cap beam structure, the steel cap beam structure includes a sleeve 4, a web 5, a top plate 6 and a stiffening rib 8. For specific pier column sizes, standardized prefabrication in the factory can speed up the construction progress and reduce the cost.

[0041] Step 2: Set up a construction platform, which includes a hand winch, a hanging basket and a steel beam. The steel beam is installed on the top of the bridge pier 1, and the hand winch is set on the steel beam. Then the hand winch is used to lift the hanging basket to the upper part of the pier.

[0042] Step 3: Roughen and drill holes on the upper part of the bridge pier 1. After removing the surface concrete, the upper part of the bridge pier 1 is further roughened to form a rough surface, and then holes are drilled at appropriate positions. When drilling, the position of the main reinforcement inside the bridge pier 1 should be found in advance, and the anchor holes should avoid the main reinforcement positions.

[0043] Step 4: Install the steel cap beam structure, lift the steel cap beam structure to a predetermined height, then surround the upper part of the bridge pier 1 with the sleeve 4 and weld them together through the joint seam, and further fix the sleeve 4 on the bridge pier 1 through the heavy self-cut anchor bolt 10. Fill the space between the sleeve 4 and the rough surface of the bridge pier 1 with epoxy resin to improve air tightness and corrosion resistance. Wrap the sleeve 4 with FRP cloth at the connection between the sleeve 4 and the lower end of the bridge pier 1 to improve the integrity of the sleeve 4 and the bridge pier 1 and to prevent corrosion.

[0044] Step 5: Install the anti-overturning support 7 on the top plate 6, then penetrate the FRP reinforcement, and use anchors to fix the two ends of the FRP reinforcement to the box beam 3 and the top plate 6 to further prevent the anti-overturning support 7 from falling off and enhance the lateral restraint force of the box beam 3.

[0045] Step 6: After completing the construction of the bridge's anti-overturning reinforcement structure, use the hand winch to smoothly lower the hanging basket to the ground, and then unload the construction platform.

[0046] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principle of the present invention. These improvements and substitutions should also be regarded as the protection scope of the present invention.

Claims

1. A bridge pier anti-overturning reinforcement device, wherein the upper end of the bridge pier is connected to the box beam through a rubber bearing, characterized in that: It comprises a sleeve covering the outer wall of the top end of the bridge pier, the sleeve is provided with webs on both sides, the webs support a top plate, an anti-overturning bearing is provided between the top plate and the box beam, and the rubber bearing is located between the anti-overturning bearings on both sides; The bridge pier includes a main body and a connecting part with overlapping center lines, and the cross-sectional dimension of the connecting part is smaller than the cross-sectional dimension of the main body, so that the edge of the upper end of the main body forms a supporting surface, the sleeve is sleeved on the connecting part, and the lower end surface of the sleeve is supported on the supporting surface to form a shear key.

2. The bridge pier anti-overturning reinforcement device according to claim 1, characterized in that: The sleeve is formed by splicing two sleeve halves.

3. The bridge pier anti-overturning reinforcement device according to claim 2, characterized in that: The top plates are two oppositely arranged, and are supported on the web in a one-to-one correspondence with the sleeve halves.

4. The bridge pier anti-overturning reinforcement device according to claim 3, characterized in that: The top plate comprises a top plate body, and two ends of one side of the top plate body are respectively provided with connecting plates protruding in a direction away from the top plate body, the top plate body is supported on the web, and the connecting plate is connected to the outer wall of the upper end of the sleeve half body.

5. The bridge pier anti-overturning reinforcement device according to claim 4, characterized in that: Stiffening ribs are provided between the top plate body and the web plate, and between the connecting plate and the sleeve.

6. The bridge pier anti-overturning reinforcement device according to any one of claims 1 to 5, characterized in that: The sleeve is connected to the bridge pier via a self-cutting anchor bolt; The connection between the lower end of the sleeve and the bridge pier is wrapped with a first sealing and anti-corrosion layer.

7. The bridge pier anti-overturning reinforcement device according to claim 1, characterized in that: The side surface of the connecting portion is a rough surface, and a second sealing and anti-corrosion layer is filled between the connecting portion and the sleeve.

8. The bridge pier anti-overturning reinforcement device according to any one of claims 1 to 5, characterized in that: The anti-overturning support includes a cushion stone, a support body and a leveling block which are sequentially stacked in a direction from the top plate to the box beam. The cushion stone is fixed on the top plate, and a filling layer is filled between the leveling block and the box beam.

9. The bridge pier anti-overturning reinforcement device according to any one of claims 1 to 5, characterized in that: The top plate, the anti-overturning support and the box beam are connected by connecting bars, and the upper ends of the connecting bars are fixed to the box beam by using a first anchor, and the lower ends of the connecting bars are fixed to the top plate by using a second anchor.

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