Bridge deck structure for reducing design elevation of cross-sea railway bridge
By setting up waveproof walls, drainage devices and drainage slopes on the cross-sea railway bridge, the problem of seawater corrosion is solved, the design elevation is reduced, construction costs are saved, and the water discharge of the bridge area is achieved.
Patent Information
- Application Number
- CN202420968487.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-07
- Publication Date
- 2025-02-11
- Estimated Expiration
- 2034-05-07
AI Technical Summary
Cross-sea railway bridges are susceptible to seawater corrosion in tidal differences and wave splashing areas, resulting in the need to raise the design elevation to avoid corrosion, thereby increasing construction costs and engineering risks.
The bridge deck structure design adopts waveproof wall, multiple drainage devices, drainage slopes and ball blocking walls. The waveproof wall is vertically arranged on the outer edge of the bridge cantilever, and the drainage device is set at the root of the bridge cantilever at equal intervals, and passes through the drainage slope and drainage. The device realizes seawater discharge and prevents seawater from pouring back.
It effectively avoids the corrosion of seawater on the bridge deck rail equipment, reduces the design height of cross-sea railway bridges, saves construction costs, and solves the problem of water accumulation in the bridge deck during rainy days through the drainage system.
Smart Images
Figure CN222455819U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of bridges, and in particular to a bridge deck structure for reducing the design elevation of a cross-sea railway bridge. Background Art
[0002] For cross-sea bridges, not only the lower structure that is immersed in seawater for a long time needs to be treated with anti-corrosion measures, but also the corrosion of the bridge span structure by tides and wave heights cannot be ignored. In the tidal range area, there is alternation between dry and wet, sufficient oxygen, and severe corrosion; in the splash zone, there is sufficient oxygen and no marine organisms, so the corrosion is the most serious and the corrosion rate is the fastest. For cross-sea bridges, in order to minimize the erosion of the upper structure and bearings by seawater, the measures often taken are to raise the longitudinal section of the line to increase the design elevation, so that the bottom of the bridge span structure beam is higher than the hundred-year tide level and wave height, and reduce the corrosion of the bridge deck equipment by seawater. However, while increasing the design height of the track surface, it will inevitably increase the investment in construction costs and increase the risk of engineering construction. Utility Model Content
[0003] The purpose of the utility model is to provide a bridge deck structure that reduces the design elevation of a cross-sea railway bridge to solve the above problem. In order to achieve the above purpose, the technical solution adopted by the utility model is as follows:
[0004] The present application provides a bridge deck structure for lowering the design elevation of a cross-sea railway bridge, comprising: a wave-breaking wall, a plurality of drainage devices, a drainage slope and a ballast retaining wall. The wave-breaking wall is vertically arranged at the outer edge of the bridge cantilever. The drainage devices are arranged at equal intervals at the root of the bridge cantilever and vertically penetrate the bridge cantilever. The drainage slopes are arranged on both sides of the drainage devices, and the drainage slope feet are connected to the drainage devices. The ballast retaining wall is provided with a drainage device on one side close to the center line of the bridge deck, and a transversely penetrating drainage hole is provided on the ballast retaining wall near the drainage device, and a pipe grate is installed on the side of the drainage hole close to the center line of the bridge deck.
[0005] Furthermore, the drainage device includes a drain pipe, a pipe cover and a flap gate; the drain pipe is vertically buried in the bridge cantilever, and the drain pipe outlet faces the sea surface; a pipe cover is provided on the top of the drain pipe; and a flap gate is provided inside the drain pipe and below the pipe cover.
[0006] Furthermore, a cable trough is provided between the wave-breaking wall and the ballast retaining wall, and sidewalk slabs are laid on the upper surfaces of the opposite sides of the cable trough.
[0007] Furthermore, the bridge piers adopt a thin-wall reinforced concrete pier structure, and the bridge beam body is a cast-in-place concrete solid slab beam. The beam body is rigidly connected to the piers, and a gusset is provided at the rigid connection position.
[0008] Furthermore, the flap door is made of high-density polyethylene material.
[0009] Furthermore, the wave-breaking wall is a reinforced concrete plate structure.
[0010] Furthermore, the tube cover is a hollow structure.
[0011] Furthermore, the horizontal height of the top of the wave-breaking wall is equal to the sea wave height plus a safety limit.
[0012] Furthermore, a track device is provided on the upper surface of the beam body along the center line.
[0013] The beneficial effects of the utility model are:
[0014] The utility model prevents seawater from entering the bridge deck by arranging a wave-breaking wall, solves the problem of seawater corrosion on the bridge deck track equipment of the cross-sea port bridge, effectively reduces the design height of the cross-sea railway bridge, and saves construction costs; the drainage slope and the drainage device are provided to realize the drainage of rainy day water on the bridge deck; the flap door arranged in the drainage device realizes one-way drainage, prevents seawater from flowing back from the drainage pipe to the bridge deck when the wave height exceeds the bridge deck height, and the flap door is replaceable, which is convenient for later maintenance.
[0015] Other features and advantages of the utility model will be described in the following description, and partly become apparent from the description, or understood by implementing the embodiments of the utility model. The purpose and other advantages of the utility model can be achieved and obtained by the structures specifically pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the utility model and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying creative work.
[0017] Figure 1 It is a schematic diagram of the structure of the utility model;
[0018] Figure 2 It is a schematic diagram of the grate structure in the embodiment;
[0019] Figure 3 This is a schematic diagram of the drainage device installation;
[0020] Figure 4 is a cross-sectional schematic diagram of the drainage device;
[0021] Figure 5 This is a schematic diagram of the three-dimensional structure of the flap door;
[0022] Figure 6 Schematic diagram of the cross section of the tube cover in the embodiment;
[0023] Figure 7 This is a top view of the tube cover in the embodiment.
[0024] Markings in the figure:
[0025] 1. Drainage device; 2. Track equipment; 3. Drainage slope; 4. Ballast retaining wall; 5. Pipe grate; 6. Wave-breaking wall; 7. Cable trough; 8. Sidewalk slab; 9. Beam; 11. Drain pipe; 12. Pipe cover; 13. Flap door. DETAILED DESCRIPTION
[0026] In order to make the purpose, technical scheme and advantages of the embodiment of the utility model clearer, the technical scheme in the embodiment of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiment of the utility model. Obviously, the described embodiment is a part of the embodiment of the utility model, not all of the embodiments. The components of the embodiment of the utility model generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiment of the utility model provided in the drawings is not intended to limit the scope of the utility model for protection, but merely represents the selected embodiment of the utility model. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the scope of protection of the utility model.
[0027] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings. At the same time, in the description of the present utility model, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.
[0028] like Figure 1 and Figure 2 As shown, this embodiment provides a bridge deck structure for lowering the design elevation of a cross-sea railway bridge, including: a wave-breaking wall 6, a plurality of drainage devices 1, a drainage slope 3 and a ballast retaining wall 4. The wave-breaking wall 6 is vertically arranged at the outer edge of the bridge cantilever. The drainage devices 1 are arranged at equal intervals at the root of the bridge cantilever and vertically penetrate the bridge cantilever. The drainage slope 3 is arranged on both sides of the drainage device 1, and the foot of the drainage slope 3 is connected to the drainage device 1. The ballast retaining wall 4 is arranged on the side of the drainage device 1 close to the center line of the bridge deck, and the ballast retaining wall 4 is provided with a transversely penetrating drainage hole at a position close to the drainage device 1. A pipe grate 5 is installed on the side of the drainage hole close to the center line of the bridge deck, and the pipe grate 5 is used to prevent ballast from entering the drainage device 1 and causing blockage.
[0029] It should be noted that Figure 1The drainage slope 3 is not drawn. Figure 1 In the figure, h represents the height of seawater waves, and a represents the safety limit. In this embodiment, the safety limit is 0.5 meters.
[0030] The wave-breaking wall 6 is a reinforced concrete plate structure. The horizontal height of the top of the wave-breaking wall 6 is equal to the seawater wave climbing height h plus the safety limit a, which is used to prevent seawater from invading the bridge deck, and can reduce the impact of the bridge structure height in the cross-sea area on the longitudinal elevation of the line, thereby achieving the purpose of saving construction costs. In addition, the wave-breaking wall 6 can also be used as a railing to improve the structural utilization efficiency and has good economic benefits.
[0031] In this embodiment, reinforced columns are arranged at the bridge piers and the mid-span position, and the reinforced columns are used to support the wave-breaking wall 6.
[0032] like Figure 3 As shown, in this embodiment, the tube grate 5 is a square tube grate 5, and the tube grate 5 is provided with circular and elongated holes.
[0033] like Figure 4 and Figure 5 As shown, the drainage device 1 includes a drainage pipe 11 , a pipe cover 12 and a flap door 13 .
[0034] The drainage pipe 11 is vertically buried in the bridge cantilever, and the outlet of the drainage pipe 11 faces the sea surface. In this embodiment, the drainage pipe 11 is made of PVC.
[0035] A pipe cover 12 is provided on the top of the drain pipe 11. The pipe cover 12 is a hollow structure for the accumulated water to flow into the drain pipe 11. Figure 6 and Figure 7 As shown, the tube cover 12 of this embodiment adopts a cross-shaped hollow structure.
[0036] A flap gate 13 is provided inside the drainage pipe 11 and below the pipe cover 12. The flap gate 13 is a one-way flow drainage valve to prevent seawater from flowing back from the drainage pipe to the bridge deck when the wave height exceeds the bridge deck height. The flap gate 13 is made of high-density polyethylene material, which has the characteristics of strong corrosion resistance, high hardness and strength.
[0037] A cable trough 7 is provided between the wave-breaking wall 6 and the ballast retaining wall 4 , and sidewalk slabs 8 are laid on the upper surfaces of the opposite sides of the cable trough 7 .
[0038] The bridge piers are of thin-wall reinforced concrete pier structure, and the beam body 9 of the bridge is a cast-in-place concrete solid slab beam. The beam body 9 is rigidly connected to the piers, and a gusset is provided at the rigid connection position for local heightening.
[0039] A track device 2 is provided on the upper surface of the beam body 9 along the center line.
[0040] It should be noted that the flap door 13 is built into the drainage pipe 11 and is generally in a closed state. When water accumulates on the bridge deck during rainy days, the accumulated water flows into the drainage device 1 along the drainage slope 3, and the flap door 13 opens under the action of gravity, and the accumulated water is discharged along the drainage pipe 11; when the seawater wave height exceeds the top elevation of the drainage pipe 11 (i.e. the bridge deck height), due to the unidirectional flow of the flap door 13, the seawater cannot flow back to the bridge deck, and thus the bridge deck track equipment 2 is not affected by the seawater under the joint action of the wave-breaking wall 6 and the flap door 13. At the same time, the flap door 13 is built into the drainage pipe 11, which is replaceable and simple to maintain in the later stage.
[0041] It should be noted that the bottom elevation of the bridge beam of the present application is greater than the 100-year tide level. The bridge adopts a small-span continuous rigid frame system without supports. When the wave climbs higher than the bridge deck elevation, the wave-breaking wall 6 is set to prevent seawater from entering the roadbed. When the wave height exceeds the bridge deck elevation, the drainage device 1 prevents seawater from flowing back into the bridge deck from the drainage pipe 11, effectively solving the problem that the top of the bearing pad stone of cross-sea and coastal bridges must meet the requirements of ocean tidal water level and wave height, and reducing the design height of cross-sea railway bridges. For some port-adjacent railways, the lower elevation of the line before entering the seaport using the present application can avoid large-scale land reclamation and save construction costs.
[0042] The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.
[0043] The above is only a specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the utility model, which should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.
Claims
1. A bridge deck structure for lowering the design elevation of a sea-crossing railway bridge, characterized in that: include: A wave-breaking wall (6), wherein the wave-breaking wall (6) is vertically arranged at the outer edge of the bridge cantilever; A plurality of drainage devices (1), wherein the drainage devices (1) are arranged at equal intervals at the base of the bridge cantilever and vertically penetrate the bridge cantilever; A drainage slope (3), wherein the drainage slope (3) is arranged on both sides of the drainage device (1), and the foot of the drainage slope (3) is connected to the drainage device (1); A ballast retaining wall (4) is arranged on a side of the drainage device (1) close to the center line of the bridge deck, and a transversely penetrating drainage hole is provided at a position of the ballast retaining wall (4) close to the drainage device (1), and a pipe grate (5) is installed on the side of the drainage hole close to the center line of the bridge deck.
2. The bridge deck structure for reducing the design elevation of a cross-sea railway bridge according to claim 1 is characterized in that: The drainage device (1) comprises a drainage pipe (11), a pipe cover (12) and a flap door (13); the drainage pipe (11) is vertically buried in a bridge cantilever, with an outlet of the drainage pipe (11) facing the sea surface; a pipe cover (12) is provided on the top of the drainage pipe (11); and a flap door (13) is provided inside the drainage pipe (11) and below the pipe cover (12).
3. The bridge deck structure for reducing the design elevation of a cross-sea railway bridge according to claim 1 is characterized in that: A cable trough (7) is provided between the wave-breaking wall (6) and the ballast retaining wall (4).
4. The bridge deck structure for reducing the design elevation of a cross-sea railway bridge according to claim 3 is characterized in that: The upper surfaces of the opposite sides of the cable trough (7) are paved with sidewalk slabs (8).
5. The bridge deck structure for reducing the design elevation of a cross-sea railway bridge according to claim 1 is characterized in that: The bridge piers adopt a thin-wall reinforced concrete pier structure, and the bridge beam body (9) is a cast-in-place concrete solid slab beam. The beam body (9) is rigidly connected to the bridge piers, and a gusset is arranged at the rigidly connected position.
6. The bridge deck structure for reducing the design elevation of a cross-sea railway bridge according to claim 2 is characterized in that: The flap door (13) is made of high-density polyethylene material.
7. The bridge deck structure for reducing the design elevation of a cross-sea railway bridge according to claim 1 is characterized in that: The wave-breaking wall (6) is a reinforced concrete plate structure.
8. The bridge deck structure for reducing the design elevation of a sea-crossing railway bridge according to claim 2 is characterized in that: The tube cover (12) is a hollow structure.
9. The bridge deck structure for reducing the design elevation of a cross-sea railway bridge according to claim 1, characterized in that: The horizontal height of the top of the wave-breaking wall (6) is equal to the seawater wave climbing height plus the safety limit.
10. The bridge deck structure for reducing the design elevation of a cross-sea railway bridge according to claim 5, characterized in that: A track device (2) is provided on the upper surface of the beam body (9) along the center line.