Road and bridge transition structure capable of resisting integral abutment temperature deformation

Abstract

The utility model discloses a road and bridge transition structure capable of resisting temperature deformation of an integral abutment, which belongs to the technical field of civil engineering in soft soil areas and comprises a tire area arranged on the abutment back of the abutment and in an inverted trapezoidal step shape; the retaining wall area is arranged on the side, away from the abutment back, of the tire area, the retaining wall area is located above the wall face foundation, the retaining wall area is in a step shape, the retaining wall area is matched with the tire area, the retaining wall area comprises a reinforced soil retaining wall and a filler area, and the reinforced soil retaining wall is in a step shape; the butt strap is laid on the tire area and the retaining wall area, and the butt strap plays a transition role between the bridge abutment structure and the pavement structure. The tire bodies are used for replacing traditional padding of the abutment back of the bridge abutment, and horizontal deformation of the bridge abutment caused by temperature rise of the bridge is absorbed through the compressibility of the tire bodies.

Description

Technical Field

[0001] This utility model relates to the field of civil engineering technology in soft soil areas, and in particular to a road-bridge transition structure that resists temperature deformation of integral bridge abutments. Background Technology

[0002] In monolithic abutments, the bridge superstructure beams and slabs are rigidly connected to the abutment walls, reducing the adverse effects of expansion joints. However, this design means that the bridge's expansion and contraction are directly transmitted to the abutment. To accommodate this deformation, monolithic abutments are typically designed with a flexible backing. If pile foundations are installed under the abutment, the abutment and pile foundations are also flexibly connected. Flexible abutments are more sensitive to soil pressure behind the abutment. As the bridge structure undergoes thermal expansion and contraction due to daily and seasonal temperature changes, the abutment is forced to cyclically move along the bridge's direction. These movements cause tensile and compressive stresses and deformations in the subgrade behind the abutment. The embankment soil near the abutment walls hardens under long-term cyclic compaction. The enormous earth pressure acting on the abutment walls due to the bridge's cyclic expansion decreases when the bridge contracts. Displacement of the bridge deck causes road surface settlement at the approach slab, leading to irreversible settlement of the subgrade at the abutment connection section and continuously increasing earth pressure behind the abutment. Settlement behind the abutment can cause severe approach slab settlement, while increased earth pressure can lead to excessive stress and damage to the substructure of the monolithic abutment. For long-span bridges, the problems of differential settlement caused by temperature changes and increased stress in the substructure of the abutment are even more severe. Utility Model Content

[0003] The purpose of this utility model is to solve at least one of the technical problems existing in the prior art. To this end, this utility model proposes a road-bridge transition structure that resists temperature deformation of integral bridge abutments. It has strong adaptability to temperature deformation and can solve the problems of large differential settlement of road-bridge transition sections caused by temperature changes and excessive stress in the substructure of integral bridge abutments.

[0004] According to an embodiment of the present invention, a road-bridge transition structure resisting temperature deformation of an integral bridge abutment includes: a tire zone, which is disposed on the back of the bridge abutment and is in the shape of an inverted trapezoidal step; a retaining wall zone, which is disposed on the side of the tire zone away from the back of the bridge abutment and is located above the wall foundation. The retaining wall zone is in the shape of a step and matches the tire zone. The retaining wall zone includes a reinforced soil retaining wall and a filling area. The reinforced soil retaining wall is in the shape of a step; and an approach slab, which is laid on the tire zone and the retaining wall zone and serves as a transition between the bridge abutment structure and the road surface structure.

[0005] The bridge-road transition structure for resisting temperature deformation of integral bridge abutments according to embodiments of this utility model has at least the following beneficial effects: It utilizes tires to replace the traditional backfill material of the bridge abutment, absorbing the horizontal deformation of the bridge abutment caused by temperature increases through its own compressibility. The tires are distributed in an inverted trapezoidal shape to adapt to the deformation of the backfill wall. Behind the tire area is an independent and stable retaining wall area. The reinforced retaining wall and localized reinforcement provide support with a large contact surface for the approach slab, avoiding stress concentration and secondary bumps that may occur with traditional approach slab-pillow beam structures. The tires only provide horizontal buffering force, not support force on the approach slab. When the bridge body contracts, the tires depressurize, reducing the constraint force on the outer side of the reinforced soil. The reinforced soil retaining wall maintains stability and bears the load of the approach slab and road surface through its own stability; the reinforced soil retaining wall is a flexible structure and can serve as a backup buffer zone behind the tire area. Traditional bridge abutment fill, after rainwater infiltration, gradually consolidates and settles under the repeated stress caused by traffic loads and temperature deformation of the abutment. This not only causes traffic congestion at the bridge abutment but also leads to the continuous accumulation of soil pressure behind the abutment, which is detrimental to the abutment's stress distribution. In contrast, the tire body in this road-bridge transition structure, which resists the temperature deformation of the integral abutment, remains stable after contact with water and essentially maintains its elasticity, thus preventing the accumulation of soil pressure and the settlement of the abutment fill.

[0006] According to some embodiments of this utility model, an anchor cable is inserted into the tire area, the anchor cable is set along the length of the road, a corresponding through hole is provided on the bridge abutment structure, the anchor cable is inserted into the through hole, and a side plate is provided at the end of the anchor cable away from the bridge abutment structure, the side plate is used to press the tire area toward the bridge abutment.

[0007] According to some embodiments of the present invention, the tire area is formed by stacking multiple independent tires.

[0008] According to some embodiments of the present invention, the tire area is formed by stacking multiple tire compression bodies.

[0009] According to some embodiments of this utility model, tires in the same layer in the tire area are arranged in a string and closely packed.

[0010] According to some embodiments of this utility model, a sleeper beam is provided below the connection between the approach slab and the road structure, and the sleeper beam is embedded in the fill material.

[0011] According to some embodiments of this utility model, several layers of reinforcing ribs are laid under the pillow beam.

[0012] According to some embodiments of this utility model, a gravel drainage layer is provided below the tire area and the retaining wall area, and the gravel drainage layer is connected to the roadside drainage ditch.

[0013] According to some embodiments of this utility model, the top and bottom of the crushed stone drainage layer are wrapped with geotextile.

[0014] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0015] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0016] Figure 1 This is a schematic diagram of the road-bridge transition structure resisting temperature deformation of the integral bridge abutment according to an embodiment of the present utility model;

[0017] Figure 2 yes Figure 1 Cross-sectional view of the tire area;

[0018] Figure 3 yes Figure 1 Enlarged view of a section of the anchor cable structure.

[0019] Figure 4 yes Figure 1 A top view of the central tire area.

[0020] Figure label:

[0021] Tire area 100; Anchor cable 110; Side plate 111; Crushed stone drainage layer 120; Geotextile 130;

[0022] Retaining wall area 200; Reinforced soil retaining wall 210; Filling area 220; Pillar beam 230; Reinforcing bar 240;

[0023] 300mm slab;

[0024] Bridge abutment structure 1; through hole 11; road surface structure 2; wall foundation 3. Detailed Implementation

[0025] In the description of this utility model, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the mechanism or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0026] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" or "second" is used in the description, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0027] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0028] refer to Figures 1 to 4 This invention describes a road-bridge transition structure that resists temperature deformation of an integral bridge abutment according to an embodiment of the present invention.

[0029] like Figures 1 to 4 As shown, the road-bridge transition structure resisting temperature deformation of the integral bridge abutment according to an embodiment of the present invention includes: a tire zone 100, which is disposed on the back of the bridge abutment and is in the shape of an inverted trapezoidal step; a retaining wall zone 200, which is disposed on the side of the tire zone 100 away from the back of the bridge abutment and is located above the wall foundation 3. The retaining wall zone 200 is in the shape of a step and matches the tire zone 100. The retaining wall zone 200 includes a reinforced soil retaining wall 210 and a filling area 220. The reinforced soil retaining wall 210 is in the shape of a step. The reinforced retaining wall 200 is composed of geotextile bags filled with sand and gravel, reinforcing materials, and filling materials. The reinforcing materials wrap around the geotextile bags to form the wall surface of the retaining wall. Approach 300 is laid on tire area 100 and retaining wall area 200, and approaches 300 serves as a transition between bridge abutment structure 1 and road surface structure 2.

[0030] By replacing traditional backfill material with tires, the bridge abutment backfill material absorbs horizontal deformation caused by temperature increases through its compressibility. The tires are arranged in an inverted trapezoidal shape to adapt to the deformation of the backfill wall. Behind the tire zone 100 is an independent and stable retaining wall zone 200 supporting the approach slab 300. The reinforced retaining wall and localized reinforcement provide a large contact area for the approach slab 300, avoiding stress concentration and secondary bounce problems that might occur with a traditional approach slab 300 and sleeper beam 230 structure. The tires only provide horizontal buffering force, not support force for the approach slab 300. When the bridge structure contracts, the tires depressurize and no longer constrain the outer side of the reinforced soil. The reinforced soil retaining wall 210 maintains stability and bears the load of the approach slab 300 and the road surface through its own stability; the reinforced soil retaining wall 210 is flexible and can serve as a backup buffer zone behind the tire zone 100.

[0031] The soil exhibits significant plasticity. The backfill behind the abutment, prone to settlement due to cyclic tension and water infiltration, is replaced with lightweight, elastic, string-like tires. The replaced portion does not bear vertical loads and is spanned by a 300mm slab. When the abutment shifts towards the embankment behind it, the high compressibility of the tire material results in significantly less lateral pressure on the abutment compared to traditional backfill-soil. Therefore, the replaced tire material has minimal impact on the abutment. When the abutment moves away from the embankment, the tires release the pressure absorbed during compression, reducing the soil pressure behind the abutment. Even if the tires detach from the abutment, the reinforced soil retaining wall 210 at the rear edge of the tires provides high self-stability, preventing the embankment soil from reaching its active limit failure state due to pressure relief. In summary, this structure effectively addresses excessive settlement behind the abutment caused by temperature changes and excessive stress in the substructure, without triggering adverse reactions in the embankment, thus controlling vehicle bouncing.

[0032] Traditional bridge abutment fill, after rainwater seeps in, gradually consolidates and settles under the repeated stress caused by traffic loads and temperature deformation of the abutment. This not only causes traffic congestion at the bridge abutment but also leads to the continuous accumulation of soil pressure behind the abutment, which is detrimental to the abutment's structural integrity. In contrast, tires remain stable when exposed to water and essentially retain their elasticity, preventing the accumulation of soil pressure and the settlement of the bridge abutment fill.

[0033] like Figure 3 As shown, anchor cables 110 are installed in the tire zone, running along the length of the road. Corresponding through holes are provided on the bridge abutment structure, through which the anchor cables pass. A side plate 111 is installed at the end of the anchor cable furthest from the bridge abutment structure, used to press the tire zone towards the bridge abutment. Since the tires are initially loose, each layer of tires needs to be locked during installation using the side plate and anchor cables, applying appropriate tension to the anchor cables to maintain the initial compression of the tire body. After the retaining wall behind is completed, the anchor cables are released from one side of the bridge abutment, allowing the tire body to freely expand and contract as the bridge abutment moves away from and towards the tire zone. When the temperature decreases and the bridge contracts to its limit displacement, the tire compression decreases, but the tire still maintains a certain contact pressure on the bridge abutment. When the temperature rises to its highest point and the bridge expands to its limit position, the tire body experiences maximum compression. However, because the compression modulus of the tire body is much smaller than that of traditional backfill behind the bridge abutment, the reaction force of the tire body on the bridge abutment is still not very high at this time. The tire's low elastic modulus and large deformation adapt to the temperature-induced expansion and contraction of the integral bridge abutment. This effect keeps the lateral pressure at the rear of the abutment at a low level, improving the stress state of the integral bridge abutment. For example... Figure 4 As shown, in the above technical solution, the anchor cables 110 can be spaced out in the tire string.

[0034] In some specific embodiments of this utility model, the tire area 100 is formed by stacking multiple independent tires. The number and stacking method of the independent tires can be flexibly adjusted according to actual needs to adapt to road-bridge transition structures of different scales and requirements. At the same time, the independent tires are independent of each other; when one tire is damaged or ages, it will not have a significant impact on the other tires. This facilitates later maintenance and replacement, reduces maintenance costs and difficulty, and improves the reliability and durability of the entire structure, ensuring the stability and safety of the road-bridge transition structure during long-term use.

[0035] In some specific embodiments of this invention, the tire zone 100 is formed by stacking multiple tire compression bodies, which have a more stable shape and performance compared to individual tires. During the stacking process, the contact between the tire compression bodies is closer, enabling them to work together better and jointly bear and disperse the deformation forces from the abutment. This structural form can also effectively reduce tire deformation and displacement during use, improve the overall stiffness and stability of the tire zone 100, further enhance the ability of the road-bridge transition structure to resist temperature deformation, ensure a smooth transition between the abutment and the road surface, and reduce road-bridge transition section defects caused by temperature changes.

[0036] like Figure 2 As shown, tires in the same layer of tire zone 100 are arranged in a tightly packed, string-like pattern. This arrangement ensures that the tires are closely connected, forming a unified whole. This tight, string-like arrangement effectively increases the contact area of ​​tire zone 100, allowing the tires to more evenly bear and distribute the deformation forces from the abutment, reducing lateral pressure behind the abutment and preventing excessive stress behind the abutment from damaging the abutment structure 1. Simultaneously, this arrangement also improves the overall stability of tire zone 100, reducing tire swaying and displacement during use, ensuring that tire zone 100 maintains a good working condition throughout long-term use. This provides strong support for the stable operation of the road-bridge transition structure and effectively solves the problem of differential settlement in the road-bridge transition section caused by temperature changes.

[0037] like Figure 1As shown, a sleeper beam 230 is installed below the connection between the approach slab 300 and the pavement structure 2. The sleeper beam 230 is embedded in the fill material, a design with significant advantages. The sleeper beam 230 effectively disperses the load transferred from the approach slab 300 to the pavement structure 2, preventing excessive local stress from damaging the pavement structure 2 and improving its load-bearing capacity and durability. Simultaneously, the sleeper beam 230, embedded in the fill material, works together with the fill material to enhance the connection stability between the approach slab 300 and the pavement structure 2, reducing relative displacement and settlement differences between the approach slab 300 and the pavement, effectively preventing secondary bumps and improving the driving comfort and safety of the bridge transition section, ensuring the smoothness and safety of vehicles passing through the bridge transition section. Several layers of reinforcing ribs 240 are laid beneath the sleeper beam 230, further enhancing its load-bearing capacity and stability. The multi-layered reinforcing ribs 240 effectively distribute the load borne by the bolster beam 230, improving its bending and shear resistance and preventing breakage or damage during long-term use. Simultaneously, the reinforcing ribs 240 work synergistically with the filler material, enhancing its overall stability, improving the load-bearing capacity and deformation resistance of the bridge transition structure, effectively solving the problem of differential settlement in the bridge transition section caused by temperature changes, and extending the service life of the bridge transition structure.

[0038] like Figure 1 and Figure 2 As shown, a gravel drainage layer is installed below the tire area and retaining wall area, and this gravel drainage layer is connected to the roadside drainage ditch. The gravel drainage layer 120 can effectively and promptly drain water accumulated in the tire area 100, preventing water from eroding and damaging the tires and bridge abutment structure 1, thus extending the service life of the tires and bridge abutment structure 1. Simultaneously, the connection between the gravel drainage layer 120 and the roadside drainage ditch ensures rapid drainage, preventing water accumulation in the tire area 100, reducing soil softening and settlement problems caused by water accumulation, improving the stability and safety of the road-bridge transition structure, effectively avoiding road-bridge transition section defects caused by temperature changes and moisture effects, and ensuring the normal operation and functionality of the road-bridge transition section. The top and bottom of the gravel drainage layer are wrapped with geotextile 130. The geotextile 130 is permeable while preventing the loss of fine soil particles, preventing soil from entering the drainage layer and affecting the drainage effect.

[0039] In summary, this road-bridge transition structure, designed to resist temperature deformation of the integral abutment, exhibits strong adaptability to temperature deformation. It effectively addresses the issues of significant differential settlement in the road-bridge transition section caused by temperature changes and excessive stress in the substructure of the integral abutment. The inclusion of expansion joints and compressible materials behind the abutment significantly reduces deformation forces generated by temperature increases, improving the abutment's stress state. The tires are initially compressed and restrained; after construction, their initial pre-stress can be released from the abutment side, ensuring that the tires maintain a certain contact pressure with the abutment and reinforced slope during deformation. This provides the reinforced slope with a beneficial constraint that enhances its self-stability. Furthermore, the tires are positioned below the approach slab 300mm, and both sides of the embankment are covered by soil, resulting in slower aging. The tire zones 100mm are arranged in an inverted trapezoidal shape, adapting to the temperature deformation patterns of the abutment back, resulting in more uniform lateral forces on the abutment. The gaps between the tires also serve as drainage channels for the retaining wall.

[0040] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A road-bridge transition structure resistant to temperature deformation of a monolithic abutment, characterized by, The application relates to a bridge abutment structure, which comprises the following parts: a tire area (100) arranged on the abutment back of the bridge abutment, the tire area (100) being in the shape of an inverted trapezoidal ladder; a retaining wall area (200) arranged on the side of the tire area (100) away from the abutment back, the retaining wall area (200) being arranged above a wall surface foundation (3) and being in the shape of a ladder, the retaining wall area (200) being matched with the tire area (100) and comprising a reinforced soil retaining wall (210) and a filler area (220), the reinforced soil retaining wall (210) being in the shape of a ladder; a plank (300) arranged on the tire area (100) and the retaining wall area (200), the plank (300) serving as a transition between the bridge abutment structure (1) and a road surface structure (2).

2. The road-bridge transition structure resistant to temperature deformation of the monolithic bridge shoulder according to claim 1, characterized in that, An anchor cable (110) is arranged in the tire area (100) and extends along the length direction of the road, a through hole (11) is arranged on the bridge abutment structure (1) and the anchor cable (110) is arranged in the through hole (11), one end of the anchor cable (110) away from the bridge abutment structure (1) is provided with a side plate (111) for pressing the tire area (100) towards the bridge abutment.

3. The road-bridge transition structure resistant to temperature deformation of the monolithic bridge shoulder according to claim 2, characterized in that, The tire area (100) is formed by stacking a plurality of independent tires.

4. The road-bridge transition structure resistant to temperature deformation of the monolithic bridge shoulder according to claim 2, characterized in that The tire area (100) is formed by stacking a plurality of tire compression bodies.

5. The road-bridge transition structure resistant to temperature deformation of the monolithic bridge shoulder according to claim 3, characterized in that, The tires in the same layer of the tire area (100) are arranged in a string shape.

6. The road-bridge transition structure resistant to temperature deformation of the monolithic bridge shoulder according to claim 1, characterized in that A sleeper (230) is arranged below the connection between the plank (300) and the road surface structure (2) and is embedded in the filler.

7. The road-bridge transition structure resistant to temperature deformation of the monolithic bridge shoulder according to claim 6, characterized in that A plurality of reinforcing ribs (240) are arranged below the sleeper (230).

8. The road-bridge transition structure resistant to temperature deformation of the monolithic bridge shoulder according to claim 1, characterized in that A gravel drainage layer (120) is arranged below the tire area (100) and the retaining wall area (200) and is communicated with a roadside drainage ditch.

9. The road-bridge transition structure resistant to temperature deformation of the monolithic bridge shoulder according to claim 8, characterized in that The top and bottom of the gravel drainage layer (120) are wrapped with geotextile (130).

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