A bridge span structure for impact bridges

Abstract

This utility model discloses a bridge span structure for an impact bridge, including two opposing half-spans connected by a propylene-butyl joint. Each half-span includes a rut beam and several intermediate crossbeams positioned opposite each other on either side of a central crossbeam. A bearing surface is provided on the top of the rut beam, and the bearing surface is inclined along the axial direction of the rut beam. The width of the bearing surface matches the width of the tracks or tires of the passing vehicle. In this application, the half-span adopts a design combining rut beams and intermediate crossbeams, which creates a hollow space between the rut beams, reducing the overall weight of the bridge span. At the same time, the bearing surface is inclined along the axial direction of the rut beam, gradually raising the bearing surface to facilitate the passage of vehicles.

Description

Technical Field

[0001] This utility model relates to the field of impact bridge structures, and more particularly to a bridge span structure for an impact bridge. Background Technology

[0002] The bridge span of an impact bridge is a main bridge structure that folds and is stored on top of the vehicle body. When in use, it unfolds and spans across obstacles to allow vehicles to pass. It is the core functional component of the impact bridge and directly determines the vehicle's crossing capacity, load-bearing weight, and erection speed. In order to ensure its own load-bearing capacity, traditional impact bridge spans are often large and heavy, which places high demands on the vehicle body. With the development of materials technology, aluminum alloy materials can now be used to improve the load-bearing capacity of impact bridge spans. Therefore, the structure of traditional bridge spans can be reduced, thereby reducing their own weight and lowering the requirements on the vehicle body. In response to this need, this application proposes a solution. Summary of the Invention

[0003] Purpose of the utility model: The purpose of this utility model is to provide a bridge span structure for an impact bridge that simplifies the overall structure and reduces the overall weight while maintaining normal load-bearing capacity, thereby reducing the requirements on the vehicle body.

[0004] Technical solution: The bridge span structure of the impact bridge described in this utility model includes left and right opposing half-spans, which are connected by propylene-butyl joints. Each half-span includes a rut beam and several intermediate cross beams opposite each other on both sides of the intermediate cross beam. The top of the rut beam is provided with a bearing surface, which is inclined along the axial direction of the rut beam. The width of the bearing surface matches the width of the track or tire of the passing vehicle.

[0005] By designing the half-span bridge structure as a combination of a rut beam and a central crossbeam, the middle part of the bridge span is hollowed out, reducing the overall weight of the bridge span. At the same time, the bearing surface is inclined along the axis of the rut beam, so that the bearing surface is gradually raised to facilitate the passage of vehicles.

[0006] Preferably, the C-D joint includes a C joint and a D joint, which are set together and installed on the end face of the rut beam in the middle of the left and right opposite half spans of the bridge. The tail of the C joint is fixedly connected to the end of one side of the rut beam, and the head faces the D joint. The tail of the D joint is fixedly connected to the end of the other side of the rut beam, and the head faces the C joint.

[0007] The use of propylene-butyl joints facilitates the rapid splicing of the left and right half-span bridge sections.

[0008] Preferably, the head of the C connector is an inwardly recessed groove, the groove opening width is smaller than the groove body width, and the head of the D connector is a slider that matches the groove in the C connector. The slider is slidably disposed in the groove, and the groove opening limits the slider along the axial direction of half of the bridge span.

[0009] When splicing the C-type and D-type joints, the D-type joint slides down along the groove of the C-type joint to the bottom, and then uses the groove opening in the groove to limit the position of the D-type joint in the axial direction of half of the bridge span, thereby completing the splicing and limiting of the left and right bridge spans.

[0010] Preferably, the connection between the slot and the slot body is an arc structure, and the corner of the slider is an arc structure.

[0011] The arc-shaped structure makes the C-type and D-type connectors smoother during the splicing process, improving splicing efficiency.

[0012] Preferably, the rut beam further includes a main beam, side rails and inner main beams. The main beams are arranged on both sides of the bottom of the bearing surface, and several inner main beams are arranged between the main beams. Side rails for cooperating with the installation of bridge span structure equipment are provided on the outer end face of the main beams.

[0013] The coordinated design of the main beam and inner main beam further enhances the load-bearing capacity of the rutted beam.

[0014] Preferably, the height of the main beam gradually increases along the axial direction of the rut beam.

[0015] The gradually increasing height of the main beam is designed to raise the load-bearing surface step by step, making it easier for vehicles to pass.

[0016] Preferably, the intermediate crossbeam passes through the rut beams on both sides and is simultaneously fixedly connected to the main beams on both sides of the bottom of the bearing surface in the rut beam.

[0017] The design of the middle crossbeam completely penetrating the rut beam can improve the overall stability of the structure and distribute the force more evenly.

[0018] Preferably, the system also includes a ramp, one end of which is connected to the lowest point of the rut beam, and the other end is flush with the ground.

[0019] The ramp is used to guide vehicles onto the track beam.

[0020] Preferably, the bearing surface is provided with anti-slip embossing to increase friction.

[0021] The anti-slip embossing is designed to increase the friction between passing vehicles and the rut beams, preventing vehicles from slipping in harsh conditions.

[0022] Beneficial effects: Compared with the prior art, this utility model has the following advantages:

[0023] The half-span of the bridge adopts a design combining rut beams and intermediate crossbeams, which creates a hollow space between the rut beams, reducing the overall weight of the bridge span. In addition, in the traditional structure of ramps and flat plates, the ramps are often set steeper in order to connect with the flat plate, which is not conducive to vehicles going uphill. However, in this application, the bearing surface is set inclined along the axis of the rut beam, so that the bearing surface is gradually raised, making the vehicle rise more gently and facilitating vehicle passage. Attached Figure Description

[0024] Figure 1 This is a front view of the present invention.

[0025] Figure 2 This is a bottom view of the present invention.

[0026] Figure 3 This is a bottom view of the half-span of the bridge with the C-type connector installed in this utility model.

[0027] Figure 4 This is a front view of the half-span of the bridge with the C-type connector installed in this utility model.

[0028] Figure 5 This is a top view of the half-span of the bridge with the C-type connector installed in this utility model.

[0029] Figure 6 This is a top view of the half-span of the bridge with the T-joint installed in this utility model.

[0030] Figure 7 This is an enlarged view of the C-type connector in this utility model.

[0031] Figure 8 This is an enlarged view of the T-joint in this utility model. Detailed Implementation

[0032] The technical solution of this utility model will be further described below with reference to the accompanying drawings.

[0033] See appendix Figures 1-4 Figure shows the bridge span structure of the impact bridge of this utility model, which includes left and right opposing half-spans 1. The half-spans 1 are connected by a propylene-butadiene joint 2. The half-spans 1 include rut beams 4 and several intermediate crossbeams 3 on both sides of the intermediate crossbeam 3. The top of the rut beam 4 is provided with a bearing surface 41. The bearing surface 41 is inclined along the axial direction of the rut beam 4. The width of the bearing surface 41 matches the width of the track or tire of the passing vehicle.

[0034] By designing the half-span 1 structure as a combination of a rut beam 4 and a middle crossbeam 3, the middle part of the span is hollowed out, reducing the overall weight of the span. At the same time, the bearing surface 41 is inclined along the axis of the rut beam 4, so that the bearing surface 41 is gradually raised to facilitate the passage of vehicles.

[0035] In this embodiment, the C-D joint 2 includes a C-joint 21 and a D-joint 22. The C-joint 21 and the D-joint 22 are set together on the end face of the rut beam 4 in the left and right opposite half spans of the bridge. The tail of the C-joint 21 is fixedly connected to the end of one side of the rut beam 4, and the head faces the D-joint 22. The tail of the D-joint 22 is fixedly connected to the end of the other side of the rut beam 4, and the head faces the C-joint 21. The C-D joint 2 facilitates the rapid splicing of the left and right half spans of the bridge.

[0036] In this embodiment, the head of connector C 21 is an inwardly recessed groove 23. The width of the groove opening 24 of the groove 23 is smaller than the width of the groove body 25. The head of connector D 22 is a slider 26 that matches the groove 23 in connector C 21. The slider 26 is slidably disposed in the groove 23. The groove opening 24 of the groove 23 limits the slider 26 along the axial direction of half span 1. When connector C 21 and connector D 22 are spliced, connector D 21 slides down along the groove 23 of connector C 22 to the bottom. Then, the groove opening 24 in the groove 23 limits the position of connector D 22 in the axial direction of half span 1, thereby completing the splicing and limiting of the left and right spans.

[0037] In this embodiment, the connection between the slot 24 and the slot body 25 is an arc structure, and the corner of the slider 26 is an arc structure. The arc structure design makes the C-joint 21 and D-joint 22 smoother during the splicing process and improves the splicing efficiency.

[0038] In this embodiment, the rut beam 4 also includes a main beam 42, side rails 43, and inner main beams 44. The main beams 42 are arranged on both sides of the bottom of the bearing surface 41, and a plurality of inner main beams 44 are arranged between the main beams 42. Side rails 43 for cooperating in the installation of bridge span structure equipment are arranged on the outer end face of the main beams 42. The cooperative arrangement of the main beams 42 and the inner main beams 44 further improves the bearing capacity of the rut beam 4.

[0039] In this embodiment, the height of the main beam 42 gradually increases along the axial direction of the rut beam 4. This arrangement is to gradually raise the bearing surface 41 to facilitate vehicle passage.

[0040] In this embodiment, the middle crossbeam 3 passes through the two side rut beams 4 and is simultaneously fixedly connected to the main beams 42 on both sides of the bottom of the bearing surface 41 in the rut beam 4. This arrangement can improve the overall structure to be more stable and the force to be distributed more evenly.

[0041] In this embodiment, a ramp 5 is also included. One end of the ramp 5 is connected to the lowest point of the rut beam 4, and the other end is flush with the ground to guide passing vehicles onto the rut beam.

[0042] In this embodiment, the bearing surface 41 is provided with anti-slip embossing to increase friction, thereby improving the friction between the passing vehicle and the rut beam 4 and preventing the vehicle from slipping in harsh environments.

Claims

1. A bridge span structure for an impact bridge, characterized by: It includes two opposing half-spans (1), which are connected by a propylene-butadiene joint (2). Each half-span (1) includes a rut beam (4) on both sides of a middle crossbeam (3) and several middle crossbeams (3). The top of the rut beam (4) is provided with a bearing surface (41), which is inclined along the axial direction of the rut beam (4). The width of the bearing surface (41) matches the width of the track or tire of the vehicle.

2. A bridge span structure for impacting a bridge according to claim 1, characterized in that: The C-D joint (2) includes a C joint (21) and a D joint (22). The C joint (21) and the D joint (22) are set together on the end face of the rut beam (4) in the left and right opposite half spans (1). The tail of the C joint (21) is fixedly connected to the end of one side of the rut beam (4), and the head faces the D joint (22). The tail of the D joint (22) is fixedly connected to the end of the other side of the rut beam (4), and the head faces the C joint (21).

3. A bridge span structure for impacting a bridge according to claim 2, characterized in that: The head of the C connector (21) is an inwardly recessed groove (23), the width of the groove opening (24) of the groove (23) is smaller than the width of the groove body (25), the head of the D connector (22) is a slider (26) that matches the groove (23) in the C connector (21), the slider (26) is slidably disposed in the groove (23), and the groove opening (24) of the groove (23) limits the slider (26) along the axial direction of the half span (1).

4. A bridge span structure for impacting a bridge as claimed in claim 3, characterised in that: The connection between the slot (24) and the slot body (25) is an arc structure, and the corner of the slider (26) is an arc structure.

5. A bridge span structure for impacting a bridge as defined in claim 1, wherein: The wheel track beam (4) also includes a main beam (42), side rails (43) and inner main beams (44). The main beams (42) are located on both sides of the bottom of the bearing surface (41). Several inner main beams (44) are arranged between the main beams (42). Side rails (43) for cooperating with the installation of bridge span structure equipment are provided on the outer end face of the main beams (42).

6. A bridge span structure for impacting a bridge as claimed in claim 5, characterised in that: The height of the main beam (42) gradually increases along the axial direction of the rut beam (4).

7. A bridge span structure for impacting a bridge as defined in claim 5, characterized by: The intermediate crossbeam (3) passes through the two side rut beams (4) and is simultaneously fixedly connected to the main beams (42) on both sides of the bottom of the bearing surface (41) in the rut beam (4).

8. A bridge structure according to claim 1, wherein: It also includes a ramp (5), one end of which is connected to the low point of the rut beam (4), and the other end is flush with the ground.

9. The bridge span structure of an impact bridge according to claim 1, characterized in that: The bearing surface (41) is provided with anti-slip embossing to increase friction.

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