Variable curvature arc transition bump prevention bridgehead structure
By using a variable curvature arc-shaped approach slab structure, the problem of bridge approach slab settlement at the connection between the bridge and the roadbed was solved. Through the design of flexible transition sections and high-ductility concrete, the smooth transfer of vehicle loads and the structural anti-settlement adaptability were achieved, avoiding stress concentration and bridge approach slab settlement.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- ZHONGNENG LVWAN (ZHEJIANG) ENVIRONMENTAL TECH CO LTD
- Filing Date
- 2025-07-26
- Publication Date
- 2026-06-26
AI Technical Summary
The existing bridge approach slabs, where the structural stiffness and settlement differences at the connection between the bridge and the roadbed cause vehicle bumps, especially stress concentration at the curved approach slabs, resulting in severe vehicle jolting and affecting driving smoothness and structural durability.
The bridge adopts a variable curvature arc-shaped approach slab design, including a rigid transition section at the bridge end, a roadbed adaptation section, and a gradually adjusting section in the middle. The flexible transition buffers vehicle loads and avoids stress concentration. High-ductility concrete and a flexible contact layer are used to enhance the continuity of stress.
It enables smooth transfer of vehicle loads between the bridge and the roadbed, improves the stress continuity and settlement resistance of the curved approach slab, avoids bridge approach slab settlement, and reduces operation and maintenance costs.
Smart Images
Figure CN224412298U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of building construction technology and relates to a variable curvature arc transition structure for preventing bridge approach slab settlement. Background Technology
[0002] A connecting transition section is set between the bridge and the roadbed. In soft soil foundations, embankment roadbeds, or settlement-sensitive areas, there are differences between the bridge and the roadbed in terms of structural stiffness, foundation settlement, and construction sequence. This difference in settlement can cause misalignment between the bridge and the roadbed, resulting in a height difference. When vehicles pass over the bridge, they experience a bouncing sensation due to the bumps, which is known as bridge approach slab jumping. This seriously affects the smoothness of driving and the durability of the structure.
[0003] In response to the above problems, people have made various improvements, some of which have been patented. For example, Chinese patent literature discloses a bridge approach slope for preventing vehicle bouncing [Patent No.: 02216296.8; Application Publication No.: CN2533153Y], which includes an abutment, main beam, approach slab, and sleeper beam. The main beam is placed on the abutment above the abutment pile, and the bridge deck pavement is on the main beam. At the same time, an approach slab is set between the sleeper beam and the abutment on the crushed stone cushion layer and masonry block stone. The approach slab is located under the road section at the bridge approach and is a semi-arched arc-shaped approach slab.
[0004] The bridge approach slope of this type of structure, by setting a semi-arched curved approach slab, has obvious stress abrupt change points and insufficient stiffness variation. The stress is concentrated at both ends of the curved approach slab, which is very easy to cause cracks and other damage at the junction of the curved approach slab and the abutment pile, and the junction of the curved approach slab and the roadbed. This leads to different settlements at both ends and the middle of the curved approach slab, which will cause secondary vehicle bounce. The impact of vehicles is aggravated, which in turn further damages the curved approach slab, so that the phenomenon of vehicle bounce at the bridge approach still exists. Summary of the Invention
[0005] The purpose of this invention is to address the aforementioned problems in the existing technology by proposing a variable curvature arc transition structure to prevent bridge approach slab settlement. The technical problem to be solved is how to make the transfer of vehicle load between the bridge and the roadbed smoother, avoid stress concentration in the arc approach slab, and prevent bridge approach slab settlement.
[0006] The objective of this utility model can be achieved through the following technical solution: a variable curvature arc transition structure for preventing bridge approach slab settlement, comprising abutment piles, sleeper beams, and an arc-shaped approach slab. One end of the arc-shaped approach slab is connected to the abutment pile, and the other end is connected to the sleeper beam. A road fill layer is constructed above the arc-shaped approach slab. The arc-shaped approach slab is characterized by having a flexible contact layer constructed below it. The arc-shaped approach slab includes a rigid transition section at the bridge end connected to the abutment pile, a roadbed adaptation section connected to the sleeper beam, and a central gradual adjustment section located between the rigid transition section and the roadbed adaptation section. Both the rigid transition section and the roadbed adaptation section are upwardly convex and curved, while the central gradual adjustment section is downwardly convex and curved. The curvature of the rigid transition section is less than that of the roadbed adaptation section, and the curvature of the central gradual adjustment section gradually increases along the direction from the rigid transition section towards the roadbed adaptation section.
[0007] The rigid transition section at the bridge end is convex and curved upwards with a small curvature. It serves to seamlessly connect with the bridge structure and transfer loads. The roadbed adaptation section is also convex and curved upwards with a larger curvature. It adapts to the settlement of soft soil foundations or embankment areas. The central gradual adjustment section is convex and curved downwards. Located between the rigid transition section and the roadbed adaptation section, the central gradual adjustment section faces the opposite direction to both sections. Its curvature gradually increases from the rigid transition section towards the roadbed adaptation section, meaning it employs a multi-segment continuous variable curvature design. This design flexibly bridges the settlement differences between the bridge and the roadbed, smoothing out abrupt stress transitions in the curved approach slab. This facilitates smoother load transfer between the bridge and the roadbed, improves the stress continuity and settlement resistance of the curved approach slab, avoids stress concentration, and prevents vehicle slab ... The curvature of the central gradual adjustment section can be adjusted appropriately according to the terrain. The flexible contact layer has a certain degree of elasticity, which can provide better support and buffering for the central gradual adjustment section.
[0008] In the aforementioned variable curvature arc transition structure for preventing bridge approach slab settlement, the central gradual adjustment section comprises several arc-shaped plates with different curvatures. These arc-shaped plates are arranged in ascending order of curvature along the direction from the rigid transition section at the bridge end toward the roadbed adaptation section. The central gradual adjustment section can be prefabricated in a factory or cast on-site. The division of the central gradual adjustment section into multiple arc-shaped plates facilitates maintenance; if a section is damaged later, only the corresponding arc-shaped plate needs to be replaced, rather than dismantling the entire section, thus improving maintenance efficiency and reducing costs.
[0009] In another scenario, in the aforementioned variable curvature arc transition anti-bridge approach slab structure, the central gradual adjustment section is an integral unit. This design facilitates the installation of the central gradual adjustment section.
[0010] In the aforementioned variable curvature arc transition structure for preventing bridge approach slab settlement, the arc-shaped approach slab is cast using high-ductility concrete, UHPC concrete, or ECC concrete. The choice is made based on the importance of the project, allowing for reasonable cost control.
[0011] In the aforementioned variable curvature arc transition structure for preventing bridge approach slab settlement, the thickness of the arc-shaped approach slab is 20-35cm, and two layers of steel mesh are installed within the arc-shaped approach slab. This ensures sufficient strength for the arc-shaped approach slab, making it less prone to damage and allowing for smoother transmission of vehicle loads between the bridge and the roadbed, thus preventing bridge approach slab settlement.
[0012] In the above-mentioned variable curvature arc transition anti-bridge approach slab structure, the bottom of the pavement fill layer is filled with backfill soil or EPS foam lightweight soil, and the surface of the pavement fill layer is poured with cement concrete or asphalt concrete.
[0013] In the above-mentioned variable curvature arc transition anti-bridge approach slab structure, the flexible contact layer is one or a combination of EPS foam lightweight soil, rubber pad, foam board or sand pad.
[0014] In the aforementioned variable curvature arc transition anti-bridge approach slab structure, rubber pads are provided between the roadbed adaptation section and the sleeper beam. These rubber pads are contractile and elastic, and possess a certain structural strength and support, serving to absorb and buffer damage to the arc approach slab.
[0015] In the above-mentioned variable curvature arc transition anti-bridge approach slab structure, the rigid transition section at the bridge end is fixedly connected to the abutment pile by means of drilling and anchoring reinforcement.
[0016] In the aforementioned variable curvature arc transition structure for preventing bridge approach slab settlement, the subgrade adaptation section and the sleeper beam are fixedly connected by drilling and anchoring reinforcing bars, or by dry-type limiting sliding connection. Reinforcing bars are drilled and inserted into holes at the sleeper beam and subgrade adaptation section, bonded with high-strength anchoring adhesive, and a waterstop or sealing material is installed below the inserted reinforcing bars to prevent water seepage at the joint.
[0017] Compared with the prior art, the variable curvature arc transition anti-bridge approach slab structure provided by this utility model has the following advantages:
[0018] 1. This curved approach slab has a variable curvature, which makes the stress change point of the curved approach slab smooth and not abrupt, so that the vehicle load is transferred more smoothly between the bridge and the roadbed, improving the stress continuity and settlement resistance of the curved approach slab, avoiding stress concentration of the curved approach slab, and avoiding the phenomenon of vehicle slab jumping at the bridge approach.
[0019] 2. The curvature of the middle gradual adjustment section of this arc-shaped approach slab gradually increases from the rigid transition section at the bridge end toward the roadbed adaptation section. That is, the middle gradual adjustment section adopts a multi-segment continuous variable curvature design to flexibly transition the settlement difference between the bridge and the roadbed, making the transfer of vehicle load between the bridge and the roadbed smoother and avoiding the phenomenon of vehicle slab jumping at the bridgehead. Attached Figure Description
[0020] Figure 1 This is a schematic diagram of the overall structure of the bridge approach slab prevention system.
[0021] In the diagram, 1 is the abutment pile; 2 is the sleeper beam; 3 is the curved approach slab; 31 is the rigid transition section at the bridge end; 32 is the roadbed adaptation section; 33 is the middle gradual adjustment section; 4 is the pavement fill layer; 5 is the flexible contact layer; and 6 is the rubber pad. Detailed Implementation
[0022] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.
[0023] like Figure 1 As shown, this variable curvature arc transition anti-bridge approach slab structure includes abutment piles 1, sleeper beams 2, arc approach slabs 3, pavement fill layer 4, flexible contact layer 5, and rubber pads 6.
[0024] The curved approach slab 3 includes a rigid transition section 31 at the bridge end connected to the abutment pile 1, a roadbed adaptation section 32 connected to the sleeper beam 2, and a middle gradual adjustment section 33 located between the rigid transition section 31 at the bridge end and the roadbed adaptation section 32. The rigid transition section 31 at the bridge end and the roadbed adaptation section 32 are both convex and curved upwards, while the middle gradual adjustment section 33 is convex and curved downwards. The curvature of the rigid transition section 31 at the bridge end is less than that of the roadbed adaptation section 32, and the curvature of the middle gradual adjustment section 33 gradually increases along the direction from the rigid transition section 31 at the bridge end towards the roadbed adaptation section 32.
[0025] In this embodiment, the middle gradual adjustment section 33 includes four arc-shaped plates with different curvatures. The arc-shaped plates are arranged in order of increasing curvature along the direction from the rigid transition section 31 at the bridge end toward the roadbed adaptation section 32. In actual production, the number of arc-shaped plates can be three or six, or the middle gradual adjustment section 33 can be an integral structure.
[0026] In this embodiment, the curved approach plate 3 is cast using high-ductility concrete. The thickness of the curved approach plate 3 is 30cm. Two layers of steel mesh are set in the curved approach plate 3. In actual production, the curved approach plate 3 can be cast using UHPC concrete or ECC concrete. The thickness of the curved approach plate 3 can be 20cm or 35cm.
[0027] One end of the arc-shaped approach plate 3 is connected to the abutment pile 1 and the other end is connected to the sleeper beam 2. Specifically, the rigid transition section 31 at the bridge end is fixedly connected to the abutment pile 1 by drilling and anchoring. In this embodiment, the roadbed adaptation section 32 is fixedly connected to the sleeper beam 2 by drilling and anchoring. A rubber pad 6 is provided between the roadbed adaptation section 32 and the sleeper beam 2. In actual production, the roadbed adaptation section 32 and the sleeper beam 2 are connected by a dry limiting sliding connection.
[0028] A road fill layer 4 is constructed above the curved approach slab 3, and a flexible contact layer 5 is constructed below the curved approach slab 3. Specifically, the bottom of the road fill layer 4 is filled with backfill soil or EPS foam lightweight soil, and the surface of the road fill layer 4 is filled with cement concrete or asphalt concrete. In this embodiment, the flexible contact layer 5 is EPS foam lightweight soil. In actual production, the flexible contact layer 5 can be a rubber pad, a foam board, or a sand cushion layer, or a combination of two, three, or four of the following: foam lightweight soil, rubber pad, foam board, or sand cushion layer.
[0029] During construction, first fill in the flexible contact layer 5, then install the curved approach slab 3, and finally fill in the road surface fill layer 4.
[0030] The specific embodiments described herein are merely illustrative examples illustrating the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or use similar methods to replace them, without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.
[0031] Although this paper frequently uses terms such as abutment pile 1, sleeper beam 2, curved approach slab 3, rigid transition section at bridge end 31, roadbed adaptation section 32, central gradual adjustment section 33, pavement fill layer 4, flexible contact layer 5, and rubber pad 6, the possibility of using other terms is not excluded. The use of these terms is merely for the convenience of describing and explaining the essence of this utility model; interpreting them as any additional limitation would contradict the spirit of this utility model.
Claims
1. A variable curvature arc transition structure for preventing bridge approach slab settlement, comprising abutment piles (1), sleeper beams (2), and an arc-shaped approach slab (3), wherein one end of the arc-shaped approach slab (3) is connected to the abutment piles (1) and the other end is connected to the sleeper beams (2), and a road fill layer (4) is constructed above the arc-shaped approach slab (3), characterized in that, A flexible contact layer (5) is filled below the arc-shaped approach slab (3). The arc-shaped approach slab (3) includes a rigid transition section (31) at the bridge end connected to the abutment pile (1), a roadbed adaptation section (32) connected to the sleeper beam (2), and a middle gradual adjustment section (33) located between the rigid transition section (31) at the bridge end and the roadbed adaptation section (32). The rigid transition section (31) at the bridge end and the roadbed adaptation section (32) are both convex and curved upwards, and the middle gradual adjustment section (33) is convex and curved downwards. The curvature of the rigid transition section (31) at the bridge end is less than the curvature of the roadbed adaptation section (32), and the curvature of the middle gradual adjustment section (33) gradually increases along the direction from the rigid transition section (31) at the bridge end towards the roadbed adaptation section (32).
2. The variable curvature arc transition anti-bridge approach slab structure according to claim 1, characterized in that, The middle gradual adjustment section (33) includes several arc-shaped plates with different curvatures, which are arranged in order of increasing curvature along the direction from the rigid transition section (31) at the bridge end toward the roadbed adaptation section (32).
3. The variable curvature arc transition anti-bridge approach slab structure according to claim 1, characterized in that, The central gradient adjustment section (33) is an integral structure.
4. A variable curvature arc transition structure for preventing bridge approach slab settlement according to claim 1, 2, or 3, characterized in that, The arc-shaped slab (3) is cast using high-ductility concrete, UHPC concrete or ECC concrete.
5. A variable curvature arc transition structure for preventing bridge approach slab settlement according to claim 1, 2, or 3, characterized in that, The thickness of the arc-shaped slab (3) is 20-35cm, and two layers of steel mesh are provided in the arc-shaped slab (3).
6. A variable curvature arc transition structure for preventing bridge approach slab settlement according to claim 1, 2, or 3, characterized in that, The bottom of the road fill layer (4) is filled with backfill soil or EPS foam lightweight soil, and the surface of the road fill layer (4) is filled with cement concrete or asphalt concrete.
7. A variable curvature arc transition structure for preventing bridge approach slab settlement according to claim 1, 2, or 3, characterized in that, The flexible contact layer (5) is one or a combination of EPS foam lightweight soil, rubber pad, foam board or sand pad.
8. A variable curvature arc transition structure for preventing bridge approach slab settlement according to claim 1, 2, or 3, characterized in that, A rubber pad (6) is provided between the roadbed adaptation section (32) and the sleeper beam (2).
9. A variable curvature arc transition structure for preventing bridge approach slab settlement according to claim 1, 2, or 3, characterized in that, The rigid transition section (31) at the bridge end is fixedly connected to the abutment pile (1) by means of drilling and anchoring.
10. A variable curvature arc transition structure for preventing bridge approach slab settlement according to claim 1, 2, or 3, characterized in that, The roadbed adaptation section (32) and the sleeper beam (2) are fixedly connected by drilling and anchoring, or the roadbed adaptation section (32) and the sleeper beam (2) are connected by dry limiting sliding connection.