I-shaped steel for bridge

Abstract

The utility model belongs to the technical field of steel structures, and particularly relates to I-shaped steel for a bridge, which comprises an I-shaped steel body, a plurality of holes are uniformly distributed on a web of the I-shaped steel body, and foamed aluminum is filled in each hole. A plurality of reinforcing ribs are further arranged on a web of the I-shaped steel body, the reinforcing ribs and the holes are distributed in a staggered mode, every two adjacent I-shaped steel bodies are connected through a connecting mechanism, the holes are of a hexagonal structure and evenly divided into a plurality of groups, and the multiple groups of holes are evenly distributed in the length direction of the I-shaped steel body. The plurality of groups of holes and the plurality of reinforcing ribs are alternately distributed; according to the utility model, the plurality of holes are formed in the I-shaped steel body, and the foamed aluminum is filled in each hole to form a'metal framework + core material 'composite structure, so that compared with a solid web, the weight is reduced by 25%-30%, and the flexural rigidity is improved at the same time; the adjacent I-shaped steel is connected through the connecting mechanism, and detachable connection is achieved.

Description

Technical Field

[0001] This utility model belongs to the field of steel structure technology, and specifically relates to an I-beam for bridges. Background Technology

[0002] In the field of modern bridge engineering, I-beams, with their superior mechanical properties, have become key load-bearing components in steel structure bridge construction. Their unique cross-sectional shape makes them perform exceptionally well under bending and shear loads, and they are widely used in bridge beams, supporting structures, and other parts.

[0003] However, existing H-beams used in steel bridges still face many unresolved issues in practical applications. Regarding connection methods, welding is the primary method for splicing H-beams. On-site welding requires the design and installation of complex welding fixtures to ensure precision and quality, significantly increasing pre-construction preparation and installation time, leading to low installation efficiency and a substantial increase in overall installation costs. Furthermore, the high temperatures generated during welding cause significant deformation of the H-beams at the joints, resulting in high residual welding stress. This deformation and stress weaken the structural performance of the H-beams, directly threatening the safety of steel bridges, accelerating structural aging and damage, and severely reducing the bridge's service life.

[0004] Furthermore, the traditional structural design of I-beams also has limitations. Their cross-section is "I"-shaped with uniform flange thickness and a right-angle transition between the web and flanges. This structure leads to stress concentration under load, resulting in insufficient material utilization. In engineering scenarios sensitive to structural self-weight, such as cross-sea bridges and high-pier bridges, traditional I-beams, unable to achieve efficient material distribution, often require increased steel consumption to meet load-bearing requirements. This not only significantly increases the bridge's self-weight but also triggers a chain reaction by increasing foundation load: on the one hand, the dimensions of piers and piles need to be increased accordingly, leading to higher concrete usage, construction equipment investment, and labor costs, resulting in a significant increase in construction costs; on the other hand, excessive self-weight loads may cause uneven foundation settlement and excessive structural deformation, threatening the long-term stability and operational safety of the bridge structure. Moreover, in extreme environments such as strong earthquakes and strong winds, excessively heavy structures can amplify seismic response and aerodynamic effects, further exacerbating safety hazards. These technical bottlenecks severely limit the application and development of steel structure bridges in special environments. Summary of the Invention

[0005] The purpose of this invention is to provide an I-beam for bridges that improves its own strength and connection strength while reducing its weight.

[0006] To achieve the above-mentioned technical objectives, the solution adopted by this utility model is as follows:

[0007] An I-beam for bridges includes an I-beam body, with multiple holes evenly distributed on the web of the I-beam body, and lightweight aluminum foam filling each hole; multiple reinforcing ribs are also provided on the web of the I-beam body, with the reinforcing ribs and holes being staggered; adjacent I-beam bodies are connected by a connecting mechanism.

[0008] Furthermore, the holes are configured as hexagonal structures, and multiple holes are evenly divided into multiple groups, with the multiple groups of holes evenly distributed along the length of the I-beam body; the multiple groups of holes are alternately distributed with multiple reinforcing ribs.

[0009] Furthermore, the reinforcing ribs are arranged along the height direction of the I-beam body, and the reinforcing ribs are configured as a wave structure, with the height of the wave crests decreasing from the center to both ends.

[0010] Furthermore, a hot-dip galvanized layer, a graphene-modified epoxy paint layer, and a polysiloxane paint layer are sequentially provided on the outer surface of the web and flange of the I-beam body, with the hot-dip galvanized layer attached to the I-beam body.

[0011] Furthermore, the connecting mechanism includes two symmetrically arranged splicing steels, which are configured as I-beams and are fitted together on both sides of the web. At the same time, the upper and lower ends of the splicing steels are in contact with the upper and lower flanges.

[0012] Furthermore, protrusions and studs are fixedly installed at the ends of the two I-beams that are close to each other, and grooves are provided on the side walls of the two splicing steels that are close to each other. At the same time, through holes are provided at the ends of the splicing steels, with the protrusions extending into the grooves and the studs passing through the through holes and having nuts threaded to their ends.

[0013] Furthermore, a first sealing layer is provided on the sidewalls of the two spliced ​​steels that are close to each other, and the first sealing layer is attached to the web; a side plate is fixedly provided on the sidewall of one of the spliced ​​steels, and a second sealing layer is provided on the sidewall of the side plate, the side plate is located between the two I-beam bodies, and the second sealing layer is attached to the I-beam body.

[0014] Furthermore, a first sealing layer is provided on the sidewalls of the two spliced ​​steel bars that are close to each other, and the first sealing layer is attached to the web plate; an intermediate plate is provided between the two spliced ​​steel bars, and a third sealing layer is provided on the sidewall of the intermediate plate; the intermediate plate is located between the two I-beam bodies, and the third sealing layer is attached to the I-beam body.

[0015] The main beneficial effects of adopting the above technical solution are as follows:

[0016] 1. The bridge I-beam provided by this utility model has multiple holes on its body, and each hole is filled with aluminum foam to form a composite structure of "metal skeleton + core material", which reduces the weight by 25% to 30% compared with solid web plate.

[0017] 2. This utility model provides reinforcing ribs on the H-beam body, and the reinforcing ribs are set as a corrugated structure, which increases the critical stress of the web against buckling. While reducing the self-weight, the specific strength (strength / density) of the H-beam is increased and the mid-span deflection is reduced through material composite and structural optimization, which is suitable for the weight reduction requirements of long-span bridges.

[0018] 3. This utility model connects adjacent I-beams through a connecting mechanism, which enhances the strength of the connection between adjacent I-beams while ensuring a stable connection between their bodies. It also changes the way adjacent I-beams are welded together, reducing the impact on the structural performance of the I-beams. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0020] Figure 2 This is a partial structural schematic diagram of the I-beam body in this utility model;

[0021] Figure 3 This is a schematic diagram of the connecting mechanism in this utility model. Figure 1 ;

[0022] Figure 4 This is a schematic diagram of the connecting mechanism in this utility model. Figure 2 ;

[0023] Figure 5 This is a schematic diagram of the connecting mechanism in this utility model. Figure 3 .

[0024] In the diagram: 1. I-beam body; 11. Filler; 12. Reinforcing rib; 13. Protrusion; 14. Stud; 2. Connecting mechanism; 21. Splicing steel; 22. Groove; 23. Through hole; 24. First sealing layer; 25. Side plate; 26. Second sealing layer; 27. Intermediate plate; 28. Third sealing layer. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. In the description of the present utility model, it should be understood that the terms "upper", "lower", "longitudinal", "lateral", "top", "bottom", etc., used to indicate the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the technical solutions of the present utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present utility model.

[0026] The following description, in conjunction with the accompanying drawings and specific embodiments, provides further details:

[0027] Example 1:

[0028] In order to reduce the weight of I-beams and replace welding connections, this embodiment provides a new I-beam structure for bridges.

[0029] like Figure 1 , Figure 2 As shown, the I-beam structure includes an I-beam body 1, which comprises a web and flanges. Multiple hexagonal holes are formed in the web, evenly distributed in multiple groups along the length of the I-beam body 1. Each hole contains a lightweight filler material 11, which can be low-density aluminum foam, forming a "metal skeleton + core" composite structure. This reduces weight by 25%–30% compared to a solid web while increasing bending stiffness. Similarly, multiple holes can also be formed on the flanges, each filled with low-density aluminum foam, or only holes filled with low-density aluminum foam can be formed on the flanges.

[0030] like Figure 1 , Figure 2 As shown, in addition, multiple reinforcing ribs 12 are provided on the web. The reinforcing ribs 12 are arranged along the height direction of the I-beam body 1, and the reinforcing ribs 12 are set as a wave structure. At the same time, the height of the wave crest of the reinforcing ribs 12 decreases from the center to both ends, thereby increasing the critical stress for buckling resistance of the web.

[0031] With holes and reinforcing ribs 12 set in the web, multiple sets of holes and multiple reinforcing ribs 12 are alternately and staggered. While reducing the self-weight, the specific strength (strength / density) of the I-beam is increased and the mid-span deflection is reduced through material composite and structural optimization. This is suitable for the weight reduction requirements of long-span bridges.

[0032] like Figure 1 , Figure 3 As shown, adjacent I-beam bodies 1 are connected by a connecting mechanism 2. The connecting mechanism 2 includes two symmetrically arranged splice steels 21. The splice steels 21 are configured as I-beams, and the two splice steels 21 are fitted together on both sides of the web. At the same time, the upper and lower ends of the splice steels 21 are in contact with the upper and lower flanges. By utilizing the structural characteristics of the splice steels 21, the strength of the connection between adjacent I-beam bodies 1 is enhanced while achieving a stable connection. This changes the welding connection method between adjacent I-beams, reduces the impact on the structural performance of the I-beams, and allows for disassembly.

[0033] like Figure 2 , Figure 3As shown, to stably install the splicing steel 21 on adjacent I-beam bodies 1, protrusions 13 and studs 14 are fixedly provided at the close ends of the two I-beam bodies 1. Grooves 22 are provided on the close sidewalls of the two splicing steel 21, and through holes 23 are provided at the ends of the splicing steel 21. When using the splicing steel 21 to connect adjacent I-beam bodies 1, first control the adjacent I-beam bodies 1 to align, and then place the two splicing steel 21 against the sides of the adjacent I-beam bodies 1. At the same time, the protrusions 13 extend into the grooves 22, the studs 14 pass through the through holes 23, and nuts are threaded onto the ends of the studs 14. With the cooperation of the studs 14 and nuts, the splicing steel 21 is controlled to fit against the I-beam bodies 1, and the adjacent I-beams are locked together with the cooperation of the studs 14, protrusions 13, and grooves 22.

[0034] like Figure 3 As shown, in order to ensure that the spliced ​​steel 21 and the I-beam body 1 are in sealed contact and reduce the chance of corrosion caused by water vapor penetration, a first sealing layer 24 is provided on the sidewalls of the two spliced ​​steel 21 that are close to each other. The first sealing layer 24 is attached to the web plate, so that the space gap formed by the spliced ​​steel 21 and the I-beam body 1 can be sealed and filled under the action of the first sealing layer 24.

[0035] like Figure 4 , Figure 5 As shown, to ensure a sealed contact between adjacent I-beam bodies 1, a side plate 25 is fixedly installed on the side wall of one of the splicing steel sections 21. A second sealing layer 26 is provided on the side wall of the side plate 25. The side plate 25 is located between the two I-beam bodies 1, and the second sealing layer 26 is fitted against the I-beam body 1. Alternatively, an intermediate plate 27 is installed between the two splicing steel sections 21, and a third sealing layer 28 is provided on the side wall of the intermediate plate 27. The intermediate plate 27 is located between the two I-beam bodies 1, and the third sealing layer 28 is fitted against the I-beam body 1. Under the action of the second sealing layer 26 or the third sealing layer 28, the gap between adjacent I-beam bodies 1 is well sealed, reducing the probability of moisture ingress.

[0036] Example 2:

[0037] Based on Example 1, to enhance the corrosion resistance of I-beams for bridges, a hot-dip galvanized layer, a graphene-modified epoxy paint layer, and a polysiloxane paint layer are sequentially applied to the outer surfaces of the web and flanges of the I-beam body 1. The hot-dip galvanized layer is bonded to the I-beam body 1, forming a three-layer composite anti-corrosion coating. A ring-shaped zinc-aluminum alloy sacrificial anode strip is embedded in the right-angle transition area between the flange and the web. This strip is connected to the substrate (using Q345qD bridge steel as the substrate) via conductive adhesive (40% silver powder content). The hot-dip galvanized layer provides cathodic protection, the graphene-modified coating enhances the shielding effect, and the zinc-aluminum alloy sacrificial anode strip provides focused protection for the easily corroded right-angle areas, forming a comprehensive anti-corrosion system. This results in a salt spray test lifespan for the I-beam that is more than three times longer than with traditional processes.

[0038] It should be noted that in the present invention, the terms "connected" and "fixed" should be interpreted broadly. For example, "connected" without specific definition can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through some intermediate medium; for those skilled in the art, corresponding adjustments and changes can be made according to the specific application situation.

[0039] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications and substitutions can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An I-beam for bridges, characterized in that: The structure includes an I-beam body (1), on which multiple holes are evenly distributed and a lightweight filler is provided in each hole; multiple reinforcing ribs (12) are also provided on the web of the I-beam body (1), and the reinforcing ribs (12) and the holes are staggered; two adjacent I-beam bodies (1) are connected by a connecting mechanism (2).

2. The bridge I-beam according to claim 1, characterized in that: The holes are set as hexagonal structures, and multiple holes are evenly divided into multiple groups. The multiple groups of holes are evenly distributed along the length direction of the I-beam body (1). The multiple groups of holes and multiple reinforcing ribs (12) are alternately distributed.

3. The bridge I-beam according to claim 2, characterized in that: The reinforcing rib (12) is arranged along the height direction of the I-beam body (1), and the reinforcing rib (12) is set as a wave structure, while the height of the wave crest of the reinforcing rib (12) decreases from the center to both ends.

4. The bridge I-beam according to claim 1, characterized in that: The web and flange outer surfaces of the I-beam body (1) are sequentially provided with a hot-dip galvanized layer, a graphene-modified epoxy paint layer and a polysiloxane paint layer, and the hot-dip galvanized layer is attached to the I-beam body (1).

5. A bridge I-beam according to claim 1, characterized in that: The connecting mechanism (2) includes two symmetrically arranged splicing steels (21). The splicing steels (21) are configured as I-beams, and the two splicing steels (21) are fitted together on both sides of the web. At the same time, the upper and lower ends of the splicing steels (21) are in contact with the upper and lower flanges.

6. A bridge I-beam according to claim 5, characterized in that: A protrusion (13) and a stud (14) are fixedly provided at the ends of the two I-beam bodies (1) that are close to each other. A groove (22) is provided on the side wall of the two splicing steels (21) that are close to each other. At the same time, a through hole (23) is provided at the end of the splicing steel (21). The protrusion (13) extends into the groove (22). The stud (14) is provided through the through hole (23) and the end is threaded with a nut.

7. A bridge I-beam according to claim 6, characterized in that: A first sealing layer (24) is provided on the sidewalls of the two splicing steels (21) that are close to each other, and the first sealing layer (24) is attached to the web; a side plate (25) is fixedly provided on the sidewall of one of the splicing steels (21), and a second sealing layer (26) is provided on the sidewall of the side plate (25), the side plate (25) is located between the two I-beam bodies (1), and the second sealing layer (26) is attached to the I-beam body (1).

8. A bridge I-beam according to claim 6, characterized in that: A first sealing layer (24) is provided on the sidewalls of the two splicing steels (21) that are close to each other, and the first sealing layer (24) is attached to the web; an intermediate plate (27) is provided between the two splicing steels (21), and a third sealing layer (28) is provided on the sidewall of the intermediate plate (27); the intermediate plate (27) is located between the two I-beam bodies (1), and the third sealing layer (28) is attached to the I-beam body (1).

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