Prestressed concrete bracket for main approach bridge connection and approach bridge structure thereof

Abstract

The utility model relates to the technical field of bridge engineering, in particular to a prestressed concrete bracket for main approach bridge connection and an approach bridge structure of the prestressed concrete bracket. The prestressed concrete bracket comprises a cantilever beam which is of an integrated pouring forming structural part and is arranged as wide as an end cross beam, the length of the cantilever beam in the longitudinal bridge direction meets the cable replacement space requirement of a horizontal tie bar cable of a main bridge, and a steel reinforcement framework connected with a steel reinforcement in an approach bridge end cross beam is arranged in the cantilever beam. And the prestressed steel beams of the main beams of the approach bridges penetrate through the cantilever beams in the longitudinal bridge direction. According to the approach bridge structure, the prestressed concrete brackets are arranged, so that the main bridge and the approach bridge are smoothly connected, the formed approach bridge can bear the fatigue effect and repeated deformation caused by vehicle loads at the brackets, and a space for replacing and tensioning a horizontal tie bar cable of the main bridge is formed between the approach bridge and the main bridge; and smooth replacement of the horizontal tie bar cable of the main bridge is ensured.

Description

Technical Field

[0001] The utility model relates to the technical field of bridge engineering, in particular to a prestressed concrete corbel used for connecting a main approach bridge and an approach bridge structure thereof. Background Art

[0002] A thrust-free, through-the-shoulder arch bridge is located in the experimental area of ​​a national aquatic germplasm conservation area for endemic fish species in the main channel of the Yellow River. The main span of the bridge needs to span the main channel of the Yellow River in one span, and there are no underwater piers. The main arch is designed with basket-type steel box arch ribs, and the arch rib line adopts a quadratic parabola. The main bridge is designed with a steel-concrete composite beam arranged in an entire width. The approach bridge is designed with cast-in-situ prestressed concrete box beams. Hangers are arranged between the beams and arches. The hangers adopt a double-hanger form and a double-sided single-cable plane arrangement. The upper and lower ends are anchored on the main arch and main beam respectively. Several horizontal tie cables are required to be arranged in the box on one side of the main beam, and the horizontal tie cables are made of epoxy-coated steel strands.

[0003] Because the horizontal tie cables are designed for only 20 years and need to be replaced later, sufficient space is required for cable replacement. However, due to the bridge's structural limitations, the connection between the main bridge and the approach bridge is typically achieved by connecting the main bridge and the approach bridge's end beams directly through an expansion joint. This interference between the approach bridge's end beams and the horizontal tie cables leaves insufficient space for cable replacement and tensioning. If a cantilever beam is reserved at the connection between the main bridge and the approach bridge to provide cable replacement space, since no column support can be installed on the cantilever beam, repeated vehicle loads will easily cause fatigue and repeated deformation at the connection point, shortening the bridge's service life. Utility Model Content

[0004] The purpose of the utility model is to overcome the existing bridge structure of the main bridge and the approach bridge, which has insufficient space for changing and tensioning the horizontal tie cables of the main bridge at the connection position, and to provide a prestressed concrete bracket and its approach bridge structure for the connection of the main approach bridge.

[0005] In the first aspect, the utility model provides a prestressed concrete corbel for connecting the main approach bridge, including: a cantilever beam, which is an integrally cast structural member with the same width as the end cross beam, and the longitudinal length of the cantilever beam in the bridge direction meets the space requirement for replacing the horizontal tie cables of the main bridge; a steel bar skeleton, which is arranged in the cantilever beam and is connected to the steel bars in the end cross beam; several main beam prestressed steel bundles of the approach bridge pass through the cantilever beam along the longitudinal direction of the bridge, and the fixed ends of the several main beam prestressed steel bundles of the approach bridge are located at the root of the cantilever beam.

[0006] The utility model discloses a prestressed concrete corbel for connecting a main approach bridge. The corbel forms a whole by connecting the steel skeleton of a cantilever beam with the steel bars in an end cross beam, and passes part of the prestressed steel bundles of the main beam of the approach bridge through the cantilever beam, thereby improving the structural stability of the cantilever beam and enabling the formed cantilever beam to withstand fatigue and repeated deformation caused by vehicle loads. The corbel extends in the longitudinal direction of the cantilever beam, forming a space below the cantilever beam for replacing and tensioning horizontal tie cables, thereby ensuring smooth replacement of the horizontal tie cables of the main bridge.

[0007] Preferably, the steel reinforcement skeleton includes a plurality of transverse bridge steel bars and a plurality of longitudinal bridge steel bars. The transverse bridge steel bars are laid at intervals along the cantilever beam, and the longitudinal bridge steel bars are laid at intervals inside the transverse bridge steel bars. The longitudinal bridge steel bars are connected to the transverse bridge steel bars. The transverse bridge steel bars and the longitudinal bridge steel bars are combined to provide structural reinforcement for the cantilever beam.

[0008] Preferably, the longitudinal bridge reinforcement includes a plurality of top longitudinal reinforcements and a plurality of bottom longitudinal reinforcements. The top longitudinal reinforcements and the bottom longitudinal reinforcements are arranged in a gate-shaped structure. The top longitudinal reinforcements are arranged near the top surface of the cantilever beam, and the bottom longitudinal reinforcements are arranged near the bottom surface of the cantilever beam. The longitudinal bridge reinforcements provide structural reinforcement to the reinforcement skeleton.

[0009] Preferably, the top longitudinal reinforcement and the bottom longitudinal reinforcement extend longitudinally at least beyond the centerline of the end cross beam. A hook is provided on one side of the top longitudinal reinforcement and the bottom longitudinal reinforcement located within the end cross beam, and the hook is connected to the reinforcement within the end cross beam. By lengthening the longitudinal bridge reinforcement and connecting with the hook, the reinforcement within the cantilever beam and the reinforcement within the end cross beam form a single unit.

[0010] Preferably, the longitudinal bridge reinforcement is connected to the main beam reinforcement in the end cross beam. Further, the cantilever beam reinforcement is connected to the main beam reinforcement to achieve longitudinal bridge force transmission and improve the stability and durability of the bracket structure under vehicle load.

[0011] Preferably, a chamfered connection is provided between the cantilever beam and the end crossbeam, with a plurality of chamfered steel bars disposed within the chamfered connection. The chamfered steel bars are arranged obliquely along the chamfered surface of the chamfered connection, with the top ends of the chamfered steel bars connected to the top longitudinal steel bars and the bottom ends connected to the main beam steel bars within the end crossbeam. This enhances the structural stability and durability of the connection between the cantilever beam and the end crossbeam, and the chamfered steel bars further form a unified whole, enabling the vehicle load borne by the corbel structure to be smoothly transferred.

[0012] Preferably, the steel frame further comprises stand bars, which form a steel cage structure of the steel frame in the cantilever beam through the stand bars, thus improving the structural strength.

[0013] Preferably, a reserved expansion joint groove is provided on the top of the cantilever beam, so that the cantilever beam can be used smoothly at the connection part of the main approach bridge.

[0014] In a second aspect, the utility model provides an approach bridge structure, including an end cross beam, wherein the end cross beam is provided with a prestressed concrete corbel for connecting with the main approach bridge on one side of the longitudinal bridge direction.

[0015] The utility model provides an approach bridge structure, which forms a space for replacing and tensioning horizontal tie cables at the connection position between the approach bridge and the main bridge by arranging prestressed concrete corbels on the approach bridge, thereby ensuring smooth replacement of the horizontal tie cables of the main bridge. At the same time, by strengthening the strength of the corbel structure, the corbel can withstand fatigue and repeated deformation caused by vehicle loads, thereby ensuring that the corbel structure can meet the requirements of smooth connection between the main bridge and the approach bridge.

[0016] Preferably, the end crossbeam is a prestressed concrete structural member. The transverse prestressed steel strands of the end crossbeam are offset from the prestressed steel strands of the main girder of the approach bridge. Vertical tensioning notches are provided on both sides of the transverse direction of the end crossbeam. Several transverse prestressed steel strands are horizontally inserted into the tensioning notches along the transverse direction and pass through anchor steel mesh behind the tensioning notches. The anchor steel mesh is height-matched to the tensioning notches, and several anchor steel meshes are arranged in parallel. Through structural improvements to the end crossbeam, the end crossbeam cooperates with the corbel structure, achieving a smooth connection between the main bridge and the approach bridge, and ensuring the stability and durability of the connection under repeated vehicle loads.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] 1. This utility model provides a prestressed concrete corbel for the connection of a main approach bridge. By connecting the steel skeleton of a cantilever beam with the steel bars in the end crossbeam to form a whole, and passing part of the prestressed steel strands of the main beam of the approach bridge through the cantilever beam, the structural stability of the cantilever beam is improved, enabling the formed cantilever beam to withstand fatigue and repeated deformation caused by vehicle loads.

[0019] 2. The utility model provides a prestressed concrete corbel for connecting the main approach bridge. It is extended along the longitudinal length of the cantilever beam, creating a space below the cantilever beam for replacing and tensioning the horizontal tie cables, thus ensuring smooth replacement of the horizontal tie cables of the main bridge.

[0020] 3. The utility model provides an approach bridge structure. By arranging prestressed concrete brackets on the crossbeams at the approach bridge ends, a space is formed at the junction of the approach bridge and the main bridge to meet the requirements of replacing and tensioning the horizontal tie cables, ensuring smooth replacement of the horizontal tie cables.

[0021] 4. The utility model provides an approach bridge structure. By strengthening the strength of the bracket structure, the bracket structure can withstand fatigue and repeated deformation caused by vehicle loads, ensuring the smooth connection between the main bridge and the approach bridge. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1Schematic diagram of the structure of a non-thrust through arch bridge in Example 1;

[0023] Figure 2 This is a structural schematic diagram of a prestressed concrete corbel used for connecting the main approach bridge in Example 1;

[0024] Figure 3 Schematic diagram of the arrangement of the prestressed steel strands of the main beam described in Example 1;

[0025] Figure 4 Schematic diagram of the arrangement of the steel skeleton described in Example 1;

[0026] Figure 5 This is a schematic structural diagram of the crossbeam at the middle end of Example 2;

[0027] Figure 6 This is a structural diagram of the connection between the main bridge and the approach bridge in Example 2;

[0028] Markings in the figure:

[0029] 1-cantilever beam, 11-expansion joint reserved groove, 2-transverse bridge reinforcement, 3-longitudinal bridge reinforcement, 31-top longitudinal reinforcement, 32-bottom longitudinal reinforcement, 41-main beam prestressed steel strand, 42-main beam reinforcement, 5-center line, 6-hook, 7-chamfered connection, 71-chamfered reinforcement, 8-erecting reinforcement, 9-end cross beam, 91-transverse bridge prestressed steel strand, 92-tensioning notch, 93-anchor reinforcement mesh, 10-approach bridge, 20-main bridge. DETAILED DESCRIPTION

[0030] The present invention will be further described in detail below with reference to specific embodiments. However, this should not be construed as limiting the scope of the present invention to the following embodiments. All technologies implemented based on the present invention fall within the scope of the present invention.

[0031] Unless otherwise specified, in the description of the specific embodiments of the present invention, the terms indicating orientation or positional relationships such as "upper," "lower," "left," "right," "center," "inside," and "outside" are based on the orientation or positional relationships shown in the accompanying drawings, or are the orientation or positional relationships in which the product / device / apparatus of the present invention is placed when it is conventionally used. These terms of orientation or positional relationships are merely for the purpose of facilitating the description of the present invention or simplifying the description of the specific embodiments to facilitate a quick understanding of the solutions by technicians, and do not indicate or imply that a particular device / component / element must have a specific orientation or be constructed and operated in a specific positional relationship. Therefore, they should not be understood as limitations on the present invention.

[0032] In addition, if the terms "horizontal", "vertical", "overhanging", "parallel" and the like appear, it does not mean that the corresponding devices / components / elements are required to be absolutely horizontal or vertical or overhanging or parallel, but may be slightly tilted or have deviations. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and does not mean that the structure must be completely horizontal, but may be slightly tilted. Alternatively, it can be simply understood that the corresponding devices / components / elements are set in directions such as "horizontal", "vertical", "overhanging", and "parallel", and can have an error / deviation of ±10% relative to the corresponding direction setting, more preferably an error / deviation within ±8%, more preferably an error / deviation within ±6%, more preferably an error / deviation within ±5%, and more preferably an error / deviation within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its role in the solution of the present utility model.

[0033] In addition, the expressions “first”, “second”, “third”, etc. in the terms are merely used to distinguish the description of the same or similar components, and should not be understood as emphasizing or implying the relative importance of specific components.

[0034] In addition, in the description of the embodiments of the present invention, "several", "a plurality", and "a number" represent at least 2. It can be any number such as 2, 3, 4, 5, 6, 7, 8, 9, and even more than 9.

[0035] Furthermore, in the description of the technical solutions of this utility model, unless otherwise expressly specified / defined / restricted, the terms "disposed," "installed," "connected," "connected," "provided with," "laid," and "arranged" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections. They may be welding, riveting, bolting, threading, or other commonly used connection methods in the art. Such connections may be mechanical, electrical, or communication connections; they may be direct connections, indirect connections through an intermediate medium, or internal connections between two components.

[0036] In addition, in the description of the technical solution of the present utility model, the longitudinal bridge direction is along the length direction of the bridge, and the transverse bridge direction is along the width direction of the bridge.

[0037] Example 1

[0038] like Figure 1As shown in the figure, a thrust-free bottom-through arch bridge is designed with a basket-type steel box arch rib for the main arch, a steel-concrete composite beam arranged in the entire width for the main bridge 20, and a cast-in-situ prestressed concrete box beam for the approach bridge 10. Hangers are arranged between the beams and arches. The hangers are in the form of double hangers and are arranged with a single cable plane on both sides. The upper and lower ends of the hangers are anchored on the main arch and the main beam of the main bridge 20 respectively. Several horizontal tie cables need to be arranged in the box on one side of the main beam of the main bridge 20. Due to the service life of the horizontal tie cables, they need to be replaced during the use of the bridge, but they are limited by the connection position of the main bridge 20 and the approach bridge 10. Due to insufficient space, there is no suitable space for changing and tensioning the horizontal tie cables. Therefore, this embodiment proposes a prestressed concrete corbel for connecting the main approach bridge, including a cantilever beam 1 which is an integral cast-in-place structural member with the same width as the end cross beam 9. The longitudinal length of the cantilever beam 1 in the bridge direction meets the space requirement for changing the horizontal tie cables of the main bridge 20; a steel skeleton is provided in the cantilever beam 1, and the steel skeleton is connected to the steel bars in the end cross beam 9; several main beam prestressed steel bundles 41 of the approach bridge 10 pass through the cantilever beam 1 in the bridge direction, and the fixed ends of several main beam prestressed steel bundles 41 of the approach bridge 10 are located at the root of the cantilever beam 1.

[0039] A prestressed concrete corbel for connecting the main approach bridge in this embodiment is formed into a whole by connecting the steel skeleton of the cantilever beam 1 with the steel bars in the end cross beam 9, and passing part of the main beam prestressed steel bundle 41 through the cantilever beam 1, thereby improving the structural stability of the cantilever beam 1, so that the formed cantilever beam 1 can withstand fatigue and repeated deformation caused by vehicle loads, and by extending the corbel in the longitudinal direction of the bridge, a space for replacing and tensioning the horizontal tie cables is formed between the cantilever beam 1 and the end cross beam 9, thereby ensuring the structural stability of the connection position between the main bridge 20 and the approach bridge 10.

[0040] In an optional embodiment, if Figure 1 As shown, the prestressed concrete corbel is preferably arranged on the side of the end beam 9 of the approach bridge 10 close to the main bridge 20, and a reserved expansion joint groove 11 is provided on the top of the cantilever beam 1.

[0041] In an optional embodiment, if Figure 2 As shown, the longitudinal length of the cantilever beam 1 in the bridge direction needs to take into account the need to remove and install the protective cover of the horizontal tie cable during the cable threading process of the replacement cable, so the reserved distance needs to be at least two protective cover lengths. At the same time, considering the installation reaction point of the winch pulling the horizontal tie cable and the operating space required by the construction personnel, it is necessary to reserve more space on the basis of the two protective cover lengths. In addition, the width of the expansion joint at the connection position of the main approach bridge 10 also needs to be considered.

[0042] Specifically, taking the above-mentioned thrust-free bottom-supported arch bridge as an example, the protective cover length of its horizontal tie cable is 75 cm, so the reserved distance requires at least two protective covers with a length of 150 cm. At the same time, the operating space can be considered, and an extra 20 cm can be reserved on the basis of the length of the two protective covers. Therefore, 170 cm is required to replace the horizontal tie cable. However, a 32 cm wide expansion joint is designed at the connection position between the main bridge 20 and the approach bridge 10. Therefore, considering the influence of various factors, in order to ensure that the connection position between the main bridge 20 and the approach bridge 10 can withstand the fatigue and repeated deformation caused by vehicle loads, while not affecting the reserved space for cable replacement, the longitudinal length of the cantilever beam 1 in the bridge direction can be 140 cm.

[0043] In an optional embodiment, if Figure 3 As shown, part of the main beam prestressed steel bundle 41 passes horizontally through the middle of the cantilever beam 1, and part of the main beam prestressed steel bundle 41 passes through the end cross beam 9 and is fixed to the root of the cantilever beam 1. In this way, through the prestressing effect, it can be ensured that the cantilever beam 1 can withstand the fatigue and repeated deformation caused by the vehicle load.

[0044] Specifically, in the above-mentioned non-thrust through-type arch bridge, the main beam prestressed steel strand 41 is 33 cm away from the top surface of the cantilever beam 1 and 30 cm away from the bottom surface of the cantilever beam 1. The tensioning adopts single-end tensioning, and the fixed end can be located at the root of the corbel.

[0045] In one or more embodiments, Figure 4 As shown, the steel skeleton is cast and sealed in the concrete of the cantilever beam 1. The steel skeleton may include a number of transverse bridge steel bars 2 and a number of longitudinal bridge steel bars 3. The transverse bridge steel bars 2 extend along the width of the bridge. The transverse bridge steel bars 2 are arranged at intervals along the cantilever beam 1. The longitudinal bridge steel bars 3 are arranged at intervals on the inner side of the transverse bridge steel bars 2 close to the cantilever beam 1. The longitudinal bridge steel bars 3 are connected to the transverse bridge steel bars 2. The transverse bridge steel bars 2 and the longitudinal bridge steel bars 3 are combined to structurally strengthen the cantilever beam 1.

[0046] In an optional embodiment, if Figure 4 As shown, the longitudinal bridge reinforcement 3 may include a plurality of top longitudinal reinforcements 31 and a plurality of bottom longitudinal reinforcements 32. The top longitudinal reinforcements 31 and the bottom longitudinal reinforcements 32 arranged relatively to each other form a gate-shaped reinforcement structure. At the same time, the frame reinforcements 8 are set up for vertical connection, so that the longitudinal bridge reinforcements 3, the transverse bridge reinforcements 2 and the frame reinforcements 8 form a reinforcement cage structure reinforcement skeleton, so that the cantilever beam 1 has better structural strength.

[0047] In an optional embodiment, if Figure 4As shown, the top longitudinal reinforcement 31 and the bottom longitudinal reinforcement 32 at least extend longitudinally beyond the center line 5 of the end cross beam 9, and a hook portion 6 is provided on one side of the top longitudinal reinforcement 31 and the bottom longitudinal reinforcement 32 located in the end cross beam 9, and the hook portion 6 is connected to the reinforcement in the end cross beam 9, and the longitudinal bridge reinforcement 3 is also connected to the main beam reinforcement 42 in the end cross beam 9, so as to lengthen the longitudinal bridge reinforcement 3, and further form the reinforcement skeleton of the prestressed concrete corbel with the reinforcement in the end cross beam 9 into a whole through the setting of the hook portion 6, and further connect with the main beam reinforcement 42 to jointly resist the fatigue and repeated deformation caused by vehicle loads, thereby improving the stability and durability of the corbel structure under vehicle loads.

[0048] In an optional embodiment, the model of the erection steel bars 8 can be slightly smaller in diameter than other steel bar models, so as to reasonably control the construction cost of the prestressed concrete corbel, and make the skeleton steel bars including the longitudinal bridge steel bars 3 and the transverse bridge steel bars 2 have a relatively thickened effect, so as to better resist fatigue and repeated deformation caused by vehicle loads.

[0049] Specifically, in the aforementioned non-thrust through arch bridge, the top longitudinal reinforcement 31 and the bottom longitudinal reinforcement 32 can be selected as Φ20 mm reinforcement, and the erection reinforcement 8 can be selected as Φ12 mm reinforcement.

[0050] In one or more embodiments, Figure 2-Figure 4 As shown, a chamfered connection portion 7 may be provided between the cantilever beam 1 and the end cross beam 9. A plurality of chamfered steel bars 71 are provided in the chamfered connection portion 7. The chamfered steel bars 71 are arranged obliquely along the chamfered surface of the chamfered connection portion 7. The top ends of the chamfered steel bars 71 are connected to the top longitudinal steel bars 31, and the bottom ends are connected to the main beam steel bars 42 within the end cross beam 9. The chamfered connection portion 7 strengthens the structural stability and durability of the connection between the cantilever beam 1 and the end cross beam 9. The chamfered steel bars 71 further form an integral whole of the internal steel bars and protect the chamfered connection portion 7, thereby smoothly transmitting the vehicle load borne by the corbel structure.

[0051] In an optional embodiment, the transverse bridge steel bars 2 are arranged at intervals along the chamfered surface of the chamfered connection portion 7 and are connected to the chamfered steel bars 71. Both ends of the chamfered steel bars 71 are provided with hook portions 6, and one end extends into the cantilever beam 1 and the other end extends into the end cross beam 9, so that the cantilever beam 1, the chamfered connection portion 7 and the steel bars in the end cross beam 9 form a whole.

[0052] In an optional embodiment, the model of the chamfered steel bars 71 can be consistent with the skeleton steel bars including the transverse bridge steel bars 2 and the longitudinal bridge steel bars 3.

[0053] Example 2

[0054] like Figure 1 、 Figure 5 、 Figure 6As shown, a bridge approach structure includes an end cross beam 9, and a prestressed concrete corbel for connecting with the main bridge approach is provided on the longitudinal side of the end cross beam 9. The transverse prestressed steel bundle 91 of the end cross beam 9 is staggered with the main beam prestressed steel bundle 41 of the bridge approach 10.

[0055] A bridge approach structure of the present embodiment forms a space at the connection position between the bridge approach 10 and the main bridge 20 for replacing and tensioning the horizontal tie cables by arranging prestressed concrete corbels on the bridge approach 10, thereby ensuring smooth replacement of the horizontal tie cables. At the same time, by strengthening the structure of the corbel structure itself, the corbel can withstand fatigue and repeated deformation caused by vehicle loads, thereby ensuring smooth connection between the main bridge 20 and the bridge approach 10.

[0056] In an optional embodiment, if Figure 5 As shown, the end cross beam 9 can be similar to the structure of the portal frame pier cap beam, which is a prestressed concrete structural member. Tensioning grooves 92 are set on both sides of the transverse bridge of the end cross beam 9. The transverse bridge prestressed steel bundle 91 of the end cross beam 9 passes through the tensioning groove 92 and passes through the anchor steel mesh 93 behind the tensioning groove 92. The transverse bridge prestressed steel bundle 91 of the end cross beam 9 is staggered with the main beam prestressed steel bundle 41 to improve the structural stability of the end cross beam 9 through prestressing, and improve the connection stability between the corbel structure and the end cross beam 9.

[0057] In an optional implementation, compared to conventional portal frame pier cap beams, the end cross beam 9 in this embodiment needs to be set to the same width as the prestressed concrete corbel, and the height of the end cross beam 9 needs to be increased to match the appropriate height of the bridge design, so that the prestressed concrete corbel and the end cross beam 9 can be cast as one piece and can jointly ensure the structural stability of the connection part.

[0058] In an optional embodiment, if Figure 5 As shown, due to the increased height of the end crossbeam 9, vertical tensioning notches 92 can be provided on both sides of the transverse direction. The depth of the tensioning notches 92 is uniform in the transverse direction. Several transverse prestressed steel strands 91 are horizontally inserted into the tensioning notches 92 along the transverse direction and pass through anchor reinforcement meshes 93 behind the tensioning notches 92. The anchor reinforcement meshes 93 are adapted to the height of the tensioning notches 92, and several anchor reinforcement meshes 93 are arranged in parallel. This optimizes the structure of the end crossbeam 9, facilitating easier coordination between the end crossbeam 9 and the corbel structure, achieving a smooth connection between the main bridge 20 and the approach bridge 10, and ensuring the stability and durability of the connection under repeated vehicle loads.

[0059] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A prestressed concrete corbel for connecting a main approach bridge, characterized in that: include: The cantilever beam (1) is an integrally cast structural member having the same width as the end cross beam (9), and the longitudinal length of the cantilever beam (1) in the bridge direction satisfies the space requirement for replacing the horizontal tie cables of the main bridge; A steel reinforcement skeleton is provided inside the cantilever beam (1) and is connected to the steel reinforcement inside the end cross beam (9); Several main beam prestressed steel bundles (41) of the approach bridge (10) pass through the cantilever beam (1) along the longitudinal direction of the bridge, and the fixed ends of the several main beam prestressed steel bundles (41) of the approach bridge (10) are located at the root of the cantilever beam (1).

2. The prestressed concrete bracket for connecting the main approach bridge according to claim 1, characterized in that: The steel bar skeleton comprises a plurality of transverse bridge steel bars (2) and a plurality of longitudinal bridge steel bars (3). The plurality of transverse bridge steel bars (2) are laid at intervals along the cantilever beam (1), and the plurality of longitudinal bridge steel bars (3) are laid at intervals inside the transverse bridge steel bars (2). The longitudinal bridge steel bars (3) are connected to the transverse bridge steel bars (2).

3. The prestressed concrete corbel for main approach bridge connection according to claim 2, characterized in that: The longitudinal bridge reinforcement (3) comprises a plurality of top longitudinal reinforcements (31) and a plurality of bottom longitudinal reinforcements (32). The top longitudinal reinforcements (31) and the bottom longitudinal reinforcements (32) arranged opposite to each other form a gate-shaped reinforcement structure.

4. The prestressed concrete corbel for main approach bridge connection according to claim 3, characterized in that: The top longitudinal steel bars (31) and the bottom longitudinal steel bars (32) at least longitudinally extend beyond the center line (5) of the end cross beam (9); a hook portion (6) is provided on one side of the top longitudinal steel bars (31) and the bottom longitudinal steel bars (32) located inside the end cross beam (9); and the hook portion (6) is connected to the steel bars inside the end cross beam (9).

5. The prestressed concrete corbel for main approach bridge connection according to claim 4, characterized in that: The longitudinal bridge reinforcement (3) is connected to the main beam reinforcement (42) of the approach bridge (10) in the end cross beam (9).

6. The prestressed concrete corbel for main approach bridge connection according to claim 4, characterized in that: A chamfered connection portion (7) is provided between the cantilever beam (1) and the end cross beam (9), a plurality of chamfered steel bars (71) are provided in the chamfered connection portion (7), the chamfered steel bars (71) are arranged obliquely along the chamfered surface of the chamfered connection portion (7), the top ends of the chamfered steel bars (71) are connected to the top longitudinal steel bars (31), and the bottom ends are connected to the main beam steel bars (42) in the end cross beam (9).

7. The prestressed concrete corbel for main approach bridge connection according to claim 1, characterized in that: The steel frame also includes stand steel bars (8).

8. The prestressed concrete corbel for main approach bridge connection according to claim 1, characterized in that: A reserved expansion joint groove (11) is provided on the top of the cantilever beam (1).

9. A bridge approach structure, characterized in that: The invention comprises an end cross beam (9), wherein the end cross beam (9) is provided with a prestressed concrete bracket for connecting the main approach bridge according to any one of claims 1 to 8 on one side in the longitudinal direction of the bridge.

10. The approach bridge structure according to claim 9, characterized in that: The end cross beam (9) is a prestressed concrete structural member. The transverse bridge prestressed steel bundle (91) of the end cross beam (9) is staggered with the main beam prestressed steel bundle (41) of the approach bridge (10). Vertical tensioning slots (92) are provided on both sides of the transverse bridge of the end cross beam (9). Several transverse bridge prestressed steel bundles (91) horizontally penetrate into the tensioning slots (92) along the transverse bridge direction and pass through anchor steel meshes (93) behind the tensioning slots (92). The height of the anchor steel meshes (93) is adapted to that of the tensioning slots (92). Several anchor steel meshes (93) are arranged in parallel.

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