Groove-shaped beam structure for man-vehicle separation

Abstract

The utility model discloses a trough beam structure capable of separating pedestrians from vehicles, belongs to the field of bridge engineering, and solves the problems that the clearance below a bridge is difficult to meet the flood discharge requirement after the bridge is level-crossed with a dike, the noise and tail gas pollution of a motor vehicle lane is serious, and the pedestrian experience feeling is poor. A channel beam is of a channel structure formed by a bottom plate and web plates on the two sides of the bottom plate, cantilever plates are arranged on the two sides of the channel beam respectively, and bridge railings are arranged on the outer sides of the cantilever plates. The bottom plate is used for arranging a motorway, and the cantilever plate is used for arranging a sidewalk. By adopting the through channel beam structure and the cantilever slab overhanging structure, the height of the bridge building is effectively reduced, navigation and flood discharge clearance under the bridge are ensured, and roads on two banks do not need to be lifted; the webs on the two sides of the channel beam are used for conducting hard isolation on a sidewalk and a motorway, separation of people and vehicles is achieved, potential safety hazards are reduced, and noise and tail gas are isolated.

Description

Technical Field

[0001] This utility model belongs to the field of bridge engineering, specifically relating to a trough-shaped beam structure that separates pedestrians and vehicles. Background Technology

[0002] Urban bridges intersect with embankments primarily using two methods: at-grade intersections and grade-separated intersections. Large bridges typically intersect with embankments via grade-separated intersections, while smaller bridges, constrained by investment and road connectivity, are often designed as at-grade intersections. The design flood level of bridges and the flood control standards of embankments are usually inconsistent, with the former often higher than the latter. This results in insufficient clearance under the bridge after an at-grade intersection to meet flood discharge requirements; even if flood discharge requirements are met, it is difficult to accommodate small tourist boats. Furthermore, most urban bridges share a common slab design for pedestrian and vehicular traffic, leading to severe noise and exhaust pollution from vehicular traffic, a poor pedestrian experience, and significant safety hazards, failing to meet the usage requirements of riverside areas with high recreational and leisure needs. Utility Model Content

[0003] The purpose of this utility model is to provide a trough beam structure that separates pedestrians and vehicles, in order to solve the problems that the clearance under the bridge is difficult to meet the flood discharge requirements after the bridge and the embankment are at the same level, as well as the serious noise and exhaust pollution of the motor vehicle lane and the poor experience of pedestrians.

[0004] The technical solution of this utility model is: a trough beam structure for separating pedestrians and vehicles. The trough beam is composed of a bottom plate and webs on both sides to form a trough structure. Cantilever plates are provided on both sides of the trough beam, and bridge railings are provided on the outer side of the cantilever plates. The bottom plate is used to set up a motor vehicle lane, and the cantilever plate is used to set up a sidewalk.

[0005] As a further improvement of this utility model, end crossbeams are provided below both ends of the channel beam and the cantilever plate, and the channel beam is set on the bridge abutment through the end crossbeams.

[0006] As a further improvement of this utility model, a shear key along the longitudinal direction of the bridge is provided at the bottom of the end crossbeam, and a reserved slot is opened on the top surface of the abutment, into which the shear key is embedded.

[0007] As a further improvement of this utility model, a crash barrier is provided on the side of the web plate facing the motor vehicle lane.

[0008] As a further improvement of this utility model, the crash barrier is integrated with the web and the bottom plate. The crash barrier is provided with horizontal and vertical pre-embedded steel bars. The horizontal pre-embedded steel bars extend horizontally into the web and the vertical pre-embedded steel bars extend downward into the bottom plate. The horizontal and vertical pre-embedded steel bars are connected to each other and are integrated by the longitudinal pre-embedded steel bars.

[0009] The beneficial effects of this utility model are:

[0010] 1. This utility model adopts a bottom-bearing trough beam structure and uses a cantilever plate cantilever structure to control the thickness of the bottom plate to about 50cm, which effectively reduces the height of the bridge construction, ensures navigation and flood discharge clearance under the bridge, and does not require raising the roads on both banks.

[0011] 2. This utility model sets up a sidewalk by cantilevering a cantilever plate and uses the web plates on both sides of the channel beam to rigidly separate the sidewalk from the motor vehicle lane, thereby separating pedestrians and vehicles and avoiding any possible intersection between the pedestrian and motor vehicle lanes, thus reducing safety hazards. At the same time, it isolates noise and exhaust fumes, improving the pedestrian experience in the pedestrian space.

[0012] 3. This utility model utilizes the webs on both sides of the channel beam to block noise during vehicle operation. Compared with box girder structures, it does not produce box resonance noise, thus reducing the impact on surrounding residents to a certain extent.

[0013] 4. This utility model improves the crashworthiness of the guardrail by integrating the guardrail, its body plate, and its base plate into one piece; the frontal impact surface of the guardrail can absorb energy from vehicle impacts, reducing secondary injuries caused by traffic accidents. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the elevation structure of this utility model;

[0015] Figure 2 This is a schematic diagram of the planar structure of this utility model;

[0016] Figure 3 yes Figure 1 AA view;

[0017] Figure 4 yes Figure 1 BB view;

[0018] Figure 5 This is a cross-sectional view of the crash barrier in this utility model.

[0019] In the diagram, 1. Channel beam; 11. Bottom plate; 12. Web plate; 13. Cantilever plate; 14. End crossbeam; 15. Shear key; 16. Web plate groove; 2. Abutment; 21. Reserved slot; 3. Bridge nameplate; 4. Crash guardrail; 41. Impact face; 42. Transverse embedded steel bars; 43. Longitudinal steel bars; 44. Vertical embedded steel bars; 5. Bridge railing; 6. Navigation water level; 7. Waterway. Detailed Implementation

[0020] The invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0021] Example 1

[0022] like Figure 1-5 As shown, a trough beam structure for separating pedestrians and vehicles is provided. The trough beam 1 is composed of a bottom plate 11 and web plates 12 on both sides to form a trough structure. Cantilever plates 13 are provided on both sides of the trough beam 1, and bridge railings 5 ​​are provided on the outer side of the cantilever plates 13. The bottom plate 11 is used to set up a motor vehicle lane, and the cantilever plates 13 are used to set up a pedestrian walkway.

[0023] An end crossbeam 14 is provided below both ends of the channel beam 1 and the cantilever plate 13, and the channel beam 1 is mounted on the abutment 2 through the end crossbeam 14.

[0024] A shear key 15 along the longitudinal direction of the bridge is provided at the bottom of the end beam 14, and a reserved slot 21 is provided on the top surface of the abutment 2, into which the shear key 15 is embedded.

[0025] A crash barrier 4 is provided on the side of the web plate 12 facing the motor vehicle lane.

[0026] The crash barrier 4 is integrated with the web plate 12 and the bottom plate 11. The crash barrier 4 is equipped with horizontal embedded steel bars 42 and vertical embedded steel bars 44. The horizontal embedded steel bars 42 extend horizontally into the web plate 12, and the vertical embedded steel bars 44 extend downward into the bottom plate 11. The horizontal embedded steel bars 42 and the vertical embedded steel bars 44 are connected to each other and are connected as one unit by the longitudinal embedded steel bars 43.

[0027] The channel beam 1 is the superstructure that bears the loads of vehicles and pedestrians. A motor vehicle lane is located on the inner side of the channel beam 1, and a pedestrian walkway is located on the outer side. Two abutments 2 are located below the channel beam 1, supporting it to form a simply supported system. At the end of the channel beam 1, at the bridgehead, a 1 / 4 elliptical bridge nameplate 3 is installed, smoothly connected to the web plate 12, with a gradual linear change to avoid structural abruptness. A crash barrier 4 is installed on the outer side of the motor vehicle lane to achieve the effect of collision prevention and energy dissipation. This utility model effectively reduces the bridge's construction height, ensuring that even when the navigable water level 6 under the bridge is high, the clearance of the waterway 7 can meet the requirements without needing to raise the roads on both banks.

[0028] The trough beam 1 is a prestressed concrete simply supported trough beam structure with a span of 44m and a transverse width of 14.6m. The bottom plate 11 and the web plate 12 form a U-shaped trough, with the interior of the trough serving as a motor vehicle lane, arranged in a two-way, two-lane configuration. A cantilever plate 13 is longitudinally installed on the outer side of the web plate 12, serving as a pedestrian walkway. The separation of pedestrians and vehicles is achieved through the rigid separation of the web plate 12.

[0029] The bottom plate 11 is arranged between the two web plates 12, with a thickness of 0.5m. It is connected to the web plates 12 through a 50cm×15cm haunch. It is the component that directly bears the wheel pressure of the vehicle and transfers the load to the web plates 12, and plays a role in ensuring the integrity of the channel beam 1.

[0030] Web 12 is the main load-bearing component, primarily responsible for resisting shear forces and bearing part of the bending moment. It is arranged symmetrically laterally and connected as a whole by the base plate 11. Web 12 is 2.8m high and 0.6m thick, thickening to 0.8m at the top. The exterior of web 12 is decorated with curved web grooves 16, with a groove depth of not less than 5cm, giving the concrete surface a unique texture and varying shades, enhancing the pedestrian experience in the slow-moving space.

[0031] The cantilever slab 13 is located on the outside of the web 12 and is used as a sidewalk. The cantilever slab 13 is flush with the base slab 11, is 2.7m long and 0.5m thick, and is connected to the web 12 at its base through a 50cm×15cm axle.

[0032] End beams 14 are provided at both ends of the channel beam 1 and the cantilever slab 13. These beams serve to distribute and bear part of the load on the web 12, while also enhancing the overall structural integrity and ensuring the stability of the beam. A shear key 15, a cube measuring 0.5m (height) × 0.7m (width) × 1.4m (length), is provided at the center line of the bottom surface of the end beam 14. It is embedded in the reserved slot 21 of the abutment 2, effectively controlling the lateral relative displacement between the control beam and the beam, thereby reducing the lateral movement or collapse of the beam due to seismic forces.

[0033] Abutment 2 is a straight-line structure. Due to the presence of shear key 15, the end blocks are eliminated. The abutment body of abutment 2 is the same width as the channel beam 1, at 14.6m. The back wall is 130cm high and 50cm thick. A 2cm gap is provided in the back wall of abutment 2 at the pile foundation location and filled with asphalt-impregnated hemp fiber. The side walls of abutment 2 are 50cm thick. A 600cm long, 35cm thick approach slab is installed behind abutment 2, within the width of the driveway. The foundation dimensions are 1510×520×200cm, supported by eight Φ1.2m bored piles arranged in two rows with a transverse bridge spacing of 430cm and a longitudinal bridge spacing of 300cm. During the construction of abutment 2, attention should be paid to the setting of the reserved slot 21, and a gap of 1-2cm should be maintained between the reserved slot 21 and the shear key 15.

[0034] Bridge nameplate 3 is located at the end of the channel beam 1, smoothly connected to the web 12. It is made of reinforced concrete, and its exterior facade is consistent with that of the web 12. A 2cm gap is reserved between the end and the web, which is filled with asphalt-impregnated hemp fiber. Bridge nameplate 3 is 5m long and has a 1 / 4 elliptical shape, which smoothly connects to the roadbed through a gradual curve.

[0035] A crash barrier 4 is installed on the outer side of the motor vehicle lane, integrated with the web 12 and the base 11. The impact face 41 of the crash barrier 4 adopts an SS-level crashworthiness rating, achieving the effect of crash protection and energy dissipation. When tying the reinforcing mesh of the web 12, attention should be paid to the reservation of transverse embedded reinforcing bars 42, and the anchorage length must meet the specifications. The transverse embedded reinforcing bars 42 are connected to the skeleton reinforcing bars of the web 12. Similarly, the vertical embedded reinforcing bars 44 are connected to the skeleton reinforcing bars of the base 11. The longitudinal reinforcing bars 43 are arranged along the longitudinal length of the bridge and tied to the transverse embedded reinforcing bars 42 and the vertical embedded reinforcing bars 44. The crash barrier 4 can be poured simultaneously with the web 12 or poured in stages.

[0036] The bridge railing 5 is located on the outer side of the pedestrian walkway and features a transparent design, protecting pedestrian safety while also enhancing the overall landscape. The cantilever slab 13 design adds structural layers, and together with the transparent bridge railing 5 and decorative web grooves 16, it overcomes the bulky appearance of concrete structures and improves the urban landscape.

[0037] This utility model provides a bridge structure that ensures navigation and flood discharge clearance under the bridge, separates pedestrians and vehicles, and improves the pedestrian experience. It has broad application prospects.

Claims

1. A slot beam structure for a vehicle separation, characterized by: The trough-shaped beam (1) is composed of a bottom plate (11) and web plates (12) on both sides of the bottom plate (11) to form a trough-shaped structure, cantilever plates (13) are arranged on both sides of the trough-shaped beam (1), and bridge railings (5) are arranged outside the cantilever plates (13); the bottom plate (11) is arranged at a position for setting a motor vehicle lane, and the cantilever plates (13) are arranged at positions for setting sidewalks.

2. The slot beam structure of claim 1, wherein: End cross beams (14) are arranged at lower portions of both ends of the trough-shaped beam (1) and the cantilever plates (13), and the trough-shaped beam (1) is arranged on abutments (2) through the end cross beams (14).

3. The slot beam structure of claim 2, wherein: Shear keys (15) extending in the longitudinal direction of the bridge are arranged at bottom portions of the end cross beams (14), and reserved notches (21) are formed in top surfaces of the abutments (2), and the shear keys (15) are embedded in the reserved notches (21).

4. The slot beam structure of any one of claims 1-3, wherein: Anti-collision guardrails (4) are arranged on one side of the web plates (12) facing the motor vehicle lane.

5. The slot beam structure of claim 4, wherein: The anti-collision guardrails (4) are integrally arranged with the web plates (12) and the bottom plate (11), the anti-collision guardrails (4) are internally provided with horizontal embedded steel bars (42) and vertical embedded steel bars (44), the horizontal embedded steel bars (42) extend horizontally into the web plates (12), the vertical embedded steel bars (44) extend downward into the bottom plate (11), and the horizontal embedded steel bars (42) and the vertical embedded steel bars (44) are connected with each other and integrated through longitudinal embedded steel bars (43).

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