Steel box girder footbridge pavement structure

Abstract

The utility model belongs to the technical field of bridge structures, and particularly relates to a pavement structure of a steel box girder footbridge. The utility model provides a pavement structure of a steel box girder foot bridge, which not only can effectively control the natural vibration frequency of the foot bridge, but also can obviously improve the structural strength of the foot bridge by arranging a stiffening box girder unit and a longitudinal bridge direction reinforcing strip unit on a concrete layer. In addition, the self weight can be reduced, special paving materials do not need to be adopted, and the whole construction method is relatively simple and efficient.

Description

Technical Field

[0001] The utility model belongs to the technical field of bridge structures, and in particular relates to a steel box girder pedestrian bridge pavement structure. Background Art

[0002] In urban traffic planning, compared with pedestrian underpasses, the advantages of pedestrian bridges mainly include: fewer restrictions on roads, geology and pipelines, and relatively low construction and maintenance costs. Therefore, pedestrian bridges are relatively widely used.

[0003] Furthermore, compared with concrete structures, steel structures have the following advantages: light weight, quick processing, rarely need to interrupt traffic, and can be built into beautiful urban landscape bridges in accordance with the surrounding environment.

[0004] Among the various structural styles of steel pedestrian bridges, steel box girder bridges are the most common. The reasons are: the design theory of steel box girder bridges is mature, the processing and manufacturing are simple, the construction and installation are convenient, and they can be designed into curved bridge types as needed. They have good spanning capacity and are relatively inexpensive.

[0005] On the other hand, in order to effectively control the natural frequency of the pedestrian bridge, a bridge deck pavement layer is generally added to the steel structure pedestrian bridge, and its thickness is generally 20-30cm. However, the bridge deck pavement layer will greatly increase the deadweight of the pedestrian bridge, and the effect of improving the live load capacity of the bridge deck is very limited.

[0006] Therefore, it is necessary to improve the structure of the steel structure pedestrian bridge with a bridge deck pavement layer, while ensuring that the natural vibration frequency of the pedestrian bridge can be effectively controlled, and to reduce the deadweight of the pedestrian bridge as much as possible and improve the structural strength of the pedestrian bridge.

[0007] For example, a Chinese utility model patent with authorization announcement number CN215252329U and authorization announcement date 2021.12.21 discloses a steel bridge deck combined paving structure, including a bonding layer, an elastic granular layer, a transition layer, a reinforcement layer and a topcoat layer sequentially arranged on the bridge deck, and a number of exhaust pipes are provided on both sides of the elastic granular layer. One end of the exhaust pipe is located in the elastic granular layer, and the other end passes through the side wall of the bridge to communicate with the outside world. A number of exhaust holes are provided on the part of the pipe wall of the exhaust pipe located in the elastic granular layer.

[0008] The steel bridge deck combined paving structure in this utility model patent reduces its own weight and maximizes its structural strength by making full use of the excellent characteristics of the functional layers of various materials to carry out reasonable layered combined paving, so that the overall performance of the whole paving structure, such as comfort, safety, impact resistance, deformation resistance, aging resistance, and wear resistance, reaches a high level; the layered combined paving structure layer is effectively and firmly bonded to the steel panel, and the bonding between the layers is good; the gas in the layer can be effectively discharged to prevent peeling and bubbling.

[0009] However, the steel bridge deck composite pavement structure still has at least the following shortcomings during actual construction and use, which are also the technical problems to be solved by the utility model, namely:

[0010] The effect of reducing its own weight and strengthening its structure can only be achieved by selecting relatively light and high-strength materials, which is very limited and costly, not practical enough, and lacks the necessary additional components for structural strengthening.

[0011] Therefore, in summary, a new type of steel box girder pedestrian bridge pavement structure with improved structure is urgently needed to ensure that it can have relatively reduced deadweight and relatively greater structural strength even if only common concrete is used. Utility Model Content

[0012] The utility model provides a steel box girder pedestrian bridge paving structure, which can be achieved by arranging stiffening box girder units and longitudinal bridge reinforcement strip units on a concrete layer, so that: the steel box girder pedestrian bridge paving structure can not only effectively control the natural frequency of the pedestrian bridge, but also significantly improve its structural strength, and can also reduce its own weight, and there is no need to use special paving materials. The entire construction method is relatively simple and efficient.

[0013] The technical solution adopted by the utility model to solve the above-mentioned problem is: a steel box girder pedestrian bridge pavement structure, including a concrete layer, and also including a stiffening box girder unit with the concrete layer on the upper surface, and a longitudinal bridge reinforcement strip unit arranged on the upper surface of the stiffening box girder unit and located in the concrete layer, and used to reduce the self-weight and strengthen the structure of the steel box girder pedestrian bridge pavement structure by forming a casting cavity.

[0014] A further preferred technical solution is that the stiffened box girder unit includes a bottom plate, two side plates respectively arranged at both sides of the bottom plate, a supporting top plate arranged on the two side plates and having the concrete layer on the upper surface, and transverse stiffening strips arranged on the inner surfaces of the side plates.

[0015] A further preferred technical solution is that the stiffened box beam unit further includes an internal vertical stiffening bar arranged on the lower surface of the supporting top plate and located between the two side plates.

[0016] A further preferred technical solution is that the stiffened box beam unit further includes side vertical stiffening bars arranged on the lower surface of the supporting top plate and located on the outer sides of the two side plates.

[0017] A further preferred technical solution is that the number of the longitudinal bridge reinforcement strip units is ≥ 4, and they are arranged in the center of the longitudinal bridge upward.

[0018] A further preferred technical solution is that the length of at least two of the longitudinal bridge reinforcement strip units is 1 / 2-3 / 4 of the length of the stiffening box beam unit.

[0019] A further preferred technical solution is that the length of at least two of the longitudinal bridge reinforcement strip units is greater than or equal to the length of the stiffening box beam unit.

[0020] A further preferred technical solution is that the longitudinal bridge reinforcement strip unit includes an I-shaped steel section arranged on the upper surface of the supporting top plate and used for supporting the concrete layer.

[0021] A further preferred technical solution is that the longitudinal bridge reinforcement strip unit also includes bolts arranged on the I-shaped steel and used for connecting the supporting top plate.

[0022] A further preferred technical solution is that the longitudinal bridge reinforcement strip unit includes a V-shaped steel which is arranged on the upper surface of the supporting top plate and is used to support the concrete layer. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a structural schematic diagram of the utility model.

[0024] Figure 2 It is a structural schematic diagram of the stiffened box beam unit in the utility model.

[0025] Figure 3 It is a schematic diagram of the position of the stiffened box beam unit in the utility model from a top view.

[0026] Figure 4 It is a schematic diagram of the position structure of the longitudinal bridge reinforcement strip unit in the utility model.

[0027] Figure 5 This is a schematic diagram of the second shape of the longitudinal bridge reinforcement strip unit in the utility model.

[0028] Figure 6 This is a schematic diagram of the third shape of the longitudinal bridge reinforcement strip unit in the utility model.

[0029] Figure 7 This is a schematic diagram of the fourth shape of the longitudinal bridge reinforcement strip unit in the utility model.

[0030] In the figure, the meanings of the symbols are as follows:

[0031] Concrete layer 11, brick layer 12;

[0032] Stiffened box girder unit 1, longitudinal bridge reinforcement strip unit 2;

[0033] Bottom plate 101, side plate 102, supporting top plate 103, transverse stiffening bars 104, internal vertical stiffening bars 105, side vertical stiffening bars 106;

[0034] I-shaped steel 201, bolts 202, V-shaped steel 203, C-shaped steel 204, and steel pipe 205. DETAILED DESCRIPTION

[0035] The following description is only a preferred embodiment of the present invention and is not intended to limit the scope of the present invention.

[0036] As attached Figure 1-7 As shown, a steel box girder pedestrian bridge pavement structure includes a concrete layer 11, a stiffening box girder unit 1 with the concrete layer 11 on the upper surface, and a longitudinal bridge reinforcement strip unit 2 arranged on the upper surface of the stiffening box girder unit 1 and located in the concrete layer 11, and forming a casting cavity to reduce the self-weight and strengthen the structure of the steel box girder pedestrian bridge pavement structure.

[0037] In this embodiment, the concrete layer 11 can be made of common concrete used for existing bridge pavement. The biggest difference between the stiffened box beam unit 1 and the ordinary box beam is that its structural composition includes stiffening components, and the functions of the longitudinal bridge reinforcement strip unit 2 mainly include the following two points:

[0038] First, it is fixedly connected to the stiffened box girder unit 1, and is also the stiffening part of the stiffened box girder unit 1, so as to further improve the structural strength of the stiffened box girder unit 1, and finally improve the bearing capacity of the steel box girder pedestrian bridge;

[0039] Second, a casting cavity is formed in the concrete layer 11, so that the concrete layer 11 can significantly reduce its own weight while maintaining a constant thickness and sufficient structural strength.

[0040] It should be noted that, in order to effectively control the natural frequency of the steel box girder pedestrian bridge, the thickness of the concrete layer 11 cannot be significantly reduced, which is one of the reasons why the longitudinal bridge reinforcement strip unit 2 is adopted in the pavement structure.

[0041] In addition, the concrete layer 11 is provided with an existing common brick paving layer 12 as required. In other words, it is precisely because of the weight reduction and structural strengthening advantages of the stiffened box beam unit 1 and the longitudinal bridge reinforcement strip unit 2 that the brick paving layer 12 does not need to use thinner, lighter, and more fragile road bricks due to weight compromise, which is very practical.

[0042] The stiffened box beam unit 1 includes a bottom plate 101, two side plates 102 respectively arranged at two sides of the bottom plate 101, a supporting top plate 103 arranged on the two side plates 102 and having the concrete layer 11 on the upper surface, and transverse stiffening strips 104 arranged on the inner side surfaces of the side plates 102.

[0043] At the positions on both sides of the transverse bridge of this embodiment, the supporting top plate 103 partially protrudes to the outside of the two side plates 102, that is:

[0044] The width of the supporting top plate 103 is greater than that of the bottom plate 101 , and the cross-sectional profile of the stiffened box girder unit 1 is a rectangle with protruding plates at both ends.

[0045] The bottom plate 101, the side plate 102, the supporting top plate 103 and the transverse stiffening bars 104 are all of equal length, and their length direction is the longitudinal direction of the steel box girder footbridge. The stiffened box girder unit 1 is mainly formed by welding.

[0046] The stiffened box beam unit 1 further includes an internal vertical stiffening bar 105 disposed on the lower surface of the supporting top plate 103 and located between the two side plates 102 .

[0047] In this embodiment, the internal vertical reinforcing bars 105 mainly function to support and reinforce the central stress concentration area on the pavement structure.

[0048] The stiffened box beam unit 1 further includes side vertical stiffening bars 106 disposed on the lower surface of the supporting top plate 103 and located outside the two side plates 102 .

[0049] In this embodiment, the side vertical reinforcing bars 106 mainly function to support and reinforce the relatively weak transverse bridge positions on both sides of the pavement structure.

[0050] Among them, the long sides of the transverse stiffening bars 104, the internal vertical stiffening bars 105 and the side vertical stiffening bars 106 are all transverse, and the difference lies in the direction of the wide sides, that is, the wide sides of the former are transverse, and the wide sides of the latter two are vertical.

[0051] The number of the longitudinal bridge reinforcement strip units 2 is ≥4 and they are arranged in the center of the longitudinal bridge.

[0052] In this embodiment, the longitudinal bridge-direction reinforcement strip units 2 are parallel to each other and are evenly spaced apart in the transverse direction.

[0053] The length of at least two of the longitudinal bridge reinforcement strip units 2 is 1 / 2-3 / 4 of the length of the stiffening box beam unit 1 .

[0054] In this embodiment, the length of part of the longitudinal bridge reinforcement strip units 2 does not need to cover the entire length of the supporting top plate 103, thereby further reducing the weight of the pavement structure itself while ensuring sufficient reinforcement effect.

[0055] The length of at least two of the longitudinal bridge reinforcement strip units 2 is greater than or equal to the length of the stiffening box beam unit 1 .

[0056] In this embodiment, the length of the remaining longitudinal bridge reinforcement strip unit 2 needs to cover the entire length of the supporting top plate 103 to ensure that both ends of the longitudinal bridge of the pavement structure have a reinforcement effect.

[0057] The longitudinal bridge reinforcement strip unit 2 includes an I-shaped steel 201 disposed on the upper surface of the supporting top plate 103 and used for supporting the concrete layer 11 .

[0058] In this embodiment, the I-shaped steel 201 is the first optional structural style of the longitudinal bridge reinforcement strip unit 2, and the rectangular space surrounded by its top plate and two side plates is the above-mentioned cast cavity structure for weight reduction, and there is no need to fill concrete here.

[0059] The longitudinal bridge reinforcement strip unit 2 further includes bolts 202 which are arranged on the I-shaped steel 201 and are used to connect the supporting top plate 103 .

[0060] In this embodiment, the bottom plates on both sides of the I-shaped steel 201 can be welded to the supporting top plate 103 , or holes can be drilled first and then screwed to the supporting top plate 103 through the bolts 202 .

[0061] On the other hand, the second optional structural style of the longitudinal bridge reinforcement strip unit 2 is the above-mentioned C-shaped steel 204, which can also be installed by welding and / or screwing, but its two side bottom plates are bent inward, making it difficult to install bolts, so its bolts can only be installed on its top plate.

[0062] The longitudinal bridge reinforcement strip unit 2 includes a V-shaped steel 203 disposed on the upper surface of the supporting top plate 103 and used to support the concrete layer 11 .

[0063] In this embodiment, the V-shaped steel 203 is the third optional structural style of the longitudinal bridge reinforcement strip unit 2, and the steel pipe 205 is the fourth.

[0064] Both of them have the basic structural strengthening and cavity weight reduction effects, but are different from the I-shaped steel 201 and the V-shaped steel 203 in that the V-shaped steel 203 and the steel pipe 205 can generally only be welded and are difficult to be screwed.

[0065] The above is a detailed description of the implementation of the utility model in conjunction with the accompanying drawings, but the utility model is not limited to the above implementation. Various modifications can be made within the knowledge of ordinary technicians in the technical field without departing from the purpose of the utility model. These are all non-creative modifications and are protected by patent law as long as they are within the scope of the claims of the utility model.

Claims

1. A steel box girder pedestrian bridge pavement structure, comprising a concrete layer (11), characterized in that: It also comprises a stiffening box girder unit (1) having the concrete layer (11) on its upper surface, and a longitudinal bridge reinforcement strip unit (2) arranged on the upper surface of the stiffening box girder unit (1) and located in the concrete layer (11), and used for reducing the deadweight and strengthening the structure of the steel box girder pedestrian bridge pavement structure by forming a casting cavity.

2. A steel box girder footbridge pavement structure according to claim 1, characterized in that: The stiffened box beam unit (1) comprises a bottom plate (101), two side plates (102) respectively arranged at two sides of the bottom plate (101), a supporting top plate (103) arranged on the two side plates (102) and having the concrete layer (11) on its upper surface, and transverse stiffening strips (104) arranged on the inner side surfaces of the side plates (102).

3. A steel box girder footbridge pavement structure according to claim 2, characterized in that: The stiffened box beam unit (1) further comprises an internal vertical stiffening bar (105) arranged on the lower surface of the supporting top plate (103) and located between the two side plates (102).

4. The steel box girder footbridge pavement structure according to claim 3, characterized in that: The stiffened box beam unit (1) further comprises side vertical stiffening bars (106) arranged on the lower surface of the supporting top plate (103) and located outside the two side plates (102).

5. The steel box girder footbridge pavement structure according to claim 1, characterized in that: The number of the longitudinal bridge reinforcement strip units (2) is ≥4 and they are arranged in the center of the longitudinal bridge.

6. The steel box girder footbridge pavement structure according to claim 5, characterized in that: The length of at least two of the longitudinal bridge reinforcement strip units (2) is 1 / 2-3 / 4 of the length of the stiffening box beam unit (1).

7. The steel box girder footbridge pavement structure according to claim 5, characterized in that: The length of at least two of the longitudinal bridge reinforcement strip units (2) is greater than or equal to the length of the stiffening box beam unit (1).

8. The steel box girder footbridge pavement structure according to claim 2, characterized in that: The longitudinal bridge reinforcement strip unit (2) comprises an I-shaped steel (201) arranged on the upper surface of the supporting top plate (103) and used to support the concrete layer (11).

9. The steel box girder footbridge pavement structure according to claim 8, characterized in that: The longitudinal bridge reinforcement strip unit (2) further comprises bolts (202) arranged on the I-shaped steel (201) and used for connecting the supporting top plate (103).

10. The steel box girder footbridge pavement structure according to claim 2, characterized in that: The longitudinal bridge reinforcement strip unit (2) comprises a V-shaped steel (203) arranged on the upper surface of the supporting top plate (103) and used to support the concrete layer (11).

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