Steel-concrete composite bridge pier-approaching structure of large-scale wharf
By adopting an embedded structure of steel beams and concrete bridge decks in the approach bridge section of the heavy cargo terminal, and filling the section with yellow sand for counterweight, the problems of insufficient load and difficulty in water stoppage were solved, thereby improving structural strength and transportation safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- ZHEJIANG COSINE DESIGN CONSULTING CO LTD
- Filing Date
- 2025-08-08
- Publication Date
- 2026-07-14
Smart Images
Figure CN224494841U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of bridge and wharf structures, and relates to a steel-concrete approach bridge spanning the dike for a large wharf. Background Technology
[0002] High-pile wharves are a type of wharf structure. Their open structure reduces wave reflection, improves berthing stability, and reduces water flow resistance, so they are commonly used in soft soil foundations and deep-water ports. Based on their layout, they can be divided into near-shore full-slab wharves and offshore approach bridge wharves. Offshore approach bridge wharves typically connect to the land behind them via approach bridges; therefore, the approach bridges usually need to cross river / sea dikes, and the dikes are often quite wide.
[0003] Due to its inherent advantages of large transport capacity, adaptability to cargo size, and extremely low overall cost, waterway transport is usually the preferred option for transporting large and bulky goods. In recent years, with the rapid development of large-scale new energy infrastructure projects and the modernization of the logistics industry, more and more newly built ports have added heavy-duty transport berths to handle the transport of large cargoes from fields such as wind power and petrochemicals, with cargo tonnage ranging from 300 tons to 3000 tons. The design uniformly distributed load of heavy-duty wharves is typically 60 kN / m². 2 ~100kN / m 2 The hydraulic structures of the wharf and approach bridges have high requirements.
[0004] In the past, ordinary wharves commonly used two types of breakwater structures. The first type used prestressed concrete T-beams or box girders. However, the conventional design load for prestressed concrete beams is urban-A class load, which is difficult to meet the 60kN / m load requirement for large cargo wharves. 2 Even higher loads. The second method involves backfilling the embankment on both sides to construct bridge abutments, with the bridge deck flush with the embankment. Although the cost is lower, this method is highly dependent on the bridge deck elevation design, and the vehicles traveling at the large cargo terminal are mostly heavily loaded, with loads far exceeding the embankment's design load, which has a significant impact on the safety of the embankment.
[0005] As port construction processes have become increasingly sophisticated in recent years, water conservancy departments have imposed stricter requirements on wharf approach bridges, typically requiring a single span across the embankment. Most existing large-scale wharf approach bridges have solid slab structures or high-pile beam-slab structures as their superstructures, with spans typically between 5 and 10 meters, which are too small to meet the requirements. In recent years, a few wharf approach bridges have begun to adopt steel structures; however, pure steel structures are expensive, and the significant deformation of steel structures causes considerable vibration to the dam body, making water-stopping treatment difficult. Utility Model Content
[0006] The purpose of this utility model is to solve a series of problems existing in the approach bridges of large cargo wharves, such as insufficient load-bearing capacity, high cost, and difficulty in water stoppage. It provides a steel-concrete approach bridge structure for large cargo wharves, which adopts a combination of steel beams and concrete bridge decks to ensure structural strength, reduce the overall thickness of the bridge deck, and specifically incorporates a pressure beam design to reduce bridge deck vibration deformation and ensure the reliability of water stoppage in the crossing section. In addition, considering that large cargo transportation usually uses self-propelled modular vehicles, a drainage structure is designed to drain water into the middle of the bridge deck.
[0007] The technical solution adopted by this utility model to solve its technical problem is as follows: a steel-concrete approach bridge structure for a large cargo wharf, including a dike and an approach bridge intersecting the dike. A construction groove is excavated at the intersection of the dike and the approach bridge. The section of the approach bridge that spans the dike is called the dike-crossing section. The dike-crossing section of the approach bridge is embedded in the construction groove. The lower part of the approach bridge is a steel structure beam. A concrete bridge deck is laid on top of the steel structure beam. The concrete bridge deck is flush with the road on the top of the dike. The steel structure beam is a grid structure, including longitudinal beams along the direction of the approach bridge and transverse beams perpendicular to the longitudinal beams. A bottom plate is set at the bottom of the steel structure beam and a side plate is set on the side of the steel structure beam in the dike-crossing section of the approach bridge. The bottom plate, side plate, and transverse beams at both ends of the dike-crossing section form a closed structure. Rubber waterstops are set between the bottom plate at both ends of the dike-crossing section and the outside of the side plate and the construction groove. The grid structure at the two ends of the dike-crossing section is filled with yellow sand for weighting.
[0008] In this structure, the approach bridge adopts an embedded structure that connects flush with the road on the top of the embankment. A construction trench is first excavated on the embankment, and then the approach bridge section is embedded into the top of the embankment, making the approach bridge deck flush with the road on the top of the embankment, ensuring the normal passage function of the road. The lower slopes at both ends of the construction trench are raised to increase structural strength. After the approach bridge construction is completed, the approach bridge section and the embankment are embedded in each other, and the sealing effect of the rubber waterstop ensures the integrity of the embankment's flood control function. Compared with traditional concrete structures, steel structures have larger deformations, cause greater vibration to the dam body under normal use, and cannot guarantee a proper seal. This structure uses concentrated yellow sand at the two ends of the span across the embankment for counterweight. This concentrated weight across the span of the approach bridge, located at both ends, has several advantages: firstly, it reduces the pre-camber of the concrete beams, minimizing deformation during operation; secondly, it increases vibration damping across the span, reducing vibration damage to the embankment from the steel beams; and thirdly, the counterweight's proximity to the rubber waterstop further reduces vibration of the steel beams at the waterproofing points, ensuring effective sealing. Compared to uniformly distributing yellow sand for counterweight, this method offers more significant advantages.
[0009] Preferably, the side plates are flush with the outermost edge of the concrete bridge deck. The entire approach bridge's steel structure beams and concrete pavement, under the action of the bottom plate and side plates, form a rectangular closed structure that can be perfectly embedded into the dam's construction grooves and facilitates subsequent waterproofing construction.
[0010] Preferably, both the longitudinal beams and transverse beams are made of I-beams. Ribs are added between the upper and lower beam plates of the longitudinal beams where they align with the transverse beams. The inner edges of the ribs are seamlessly connected to the web of the longitudinal beams, and the outer edges of the ribs are fixed to the web of the transverse beams using connecting plates. The ends of the lower beam plates of the transverse beams are also fixed to the lower beam plates of the longitudinal beams using connecting plates. The longitudinal and transverse beams divide the steel structure beam body into independent grid-like spaces.
[0011] Preferably, the steel structure beams of the approach bridge have a base plate outside the section spanning the embankment. This forms a closed-loop protection for the connection structure of the steel structure beams.
[0012] Preferably, the steel structure beams of the approach bridge have a first row of grid-like structures outside both ends of the embankment section filled with weight-bearing yellow sand. If necessary, an additional row of counterweight structures can be added to the outer sides of both ends of the embankment section.
[0013] Preferably, in the steel structure beams of the approach bridge, the spacing between the crossbeams across the embankment is smaller than the spacing between the crossbeams at other locations. To cope with the lateral impact force on the steel structure beams generated by vehicles traveling on the embankment top road, the crossbeams of the steel structure beams across the embankment are locally reinforced.
[0014] Preferably, one or more drainage ditches are provided in the middle of the concrete pavement along the longitudinal direction of the approach bridge. The drainage ditches penetrate the concrete pavement downwards, and drainage channels are provided below the drainage ditches. The drainage channels are located between the longitudinal beams and drain water to the approach bridge support end. Drainage holes are opened at the corresponding locations of the crossbeams and drainage channels.
[0015] Preferably, the surface of the concrete pavement across the embankment slopes towards the drainage ditch; the concrete pavement outside the embankment slopes towards the drainage ditch in the middle and towards the outer side on both sides. Large cargo wharves typically require the use of self-propelled modular vehicles, therefore the bridge deck does not slope from the middle to both sides. Instead, one or more drainage ditches are installed on the middle side of the bridge, and the bridge deck slopes towards the central drainage ditch to ensure the safety of the self-propelled modular vehicles.
[0016] Preferably, the drainage channel is equipped with a closable gate at its end to cope with the flood season.
[0017] Preferably, a floating and lifting waterstop gate is installed below the rubber waterstop strip on the bottom surface of the embankment section. The bottom of the construction groove corresponds to a gate slot on the waterstop gate. Waterstop steel strips are attached to both sides of the gate slot opening, and these steel strips are attached to the sides of the waterstop gate. Several pneumatic jacks are installed at the bottom of the gate slot to lift the bottom of the waterstop gate. These pneumatic jacks are supplied with air through air passages laid along the bottom of the gate slot, which are connected to a high-pressure air source located on the side of the approach bridge, higher than the top of the embankment. This floating design of the waterstop gate compensates for the vertical deflection of the steel structure beams, reducing the overall weight requirement of the approach bridge and increasing its overall load-bearing capacity. Furthermore, during flood levels, it compensates for the increased camber of the bridge caused by the water's upward movement.
[0018] Preferably, the initial camber of the steel structure beam does not exceed 80mm, the camber of the steel structure beam after laying the concrete bridge deck and adding yellow sand counterweight does not exceed 50mm, and the deformation under use within the weight limit does not exceed 30mm.
[0019] This utility model's steel-concrete approach bridge adopts an embedded structure that is flush with the top of the embankment, and uses yellow sand to concentrate the counterweight at both ends of the embankment crossing section, reducing the pre-camber of the steel structure, reducing vibration damage to the embankment, and ensuring the water-blocking function of the embankment crossing section; this utility model also adopts a drainage structure in the middle of the bridge deck to ensure the safe transportation of large items by self-propelled modular vehicles. Attached Figure Description
[0020] The present invention will be further described below with reference to the accompanying drawings.
[0021] Figure 1 This is an overall schematic diagram of an approach bridge spanning a dike, according to this utility model.
[0022] Figure 2 This is a schematic diagram of the steel beam structure of an approach bridge spanning a embankment, according to this utility model.
[0023] Figure 3 This is a schematic diagram of the cross-sectional structure at the end of the approach bridge spanning the embankment according to this utility model.
[0024] Figure 4 This is a schematic diagram of the location of increased sand weight in another approach bridge section of the embankment according to this utility model.
[0025] Figure 5 This is a schematic diagram of the cross-sectional structure of a non-embankment-crossing section of an approach bridge according to this utility model.
[0026] Figure 6 This is a schematic diagram of a water-stop gate structure at the end of an approach bridge spanning a embankment, according to this utility model.
[0027] Figure 7 This is a utility model Figure 6A schematic diagram of the cross-section at the sluice gate.
[0028] In the diagram: 1. Embankment, 2. Approach bridge, 3. Embankment crossing section, 4. Slope, 5. Yellow sand, 6. Construction groove, 7. Longitudinal beam, 8. Rib plate, 9. Cross beam, 10. Connecting plate, 11. Base plate, 12. Side plate, 13. Rubber waterstop, 14. Concrete pavement, 15. Drainage hole, 16. Drainage ditch, 17. Drainage channel, 18. Waterstop gate, 19. Waterstop steel bar, 20. Pneumatic jack, 21. Air passage, 22. Guide roller, 23. Gate groove. Detailed Implementation
[0029] The present invention will be further described below with reference to specific embodiments and accompanying drawings.
[0030] Example 1: A steel-concrete approach bridge spanning the breakwater for a large cargo wharf, such as... Figure 1 As shown. This structure includes a dam 1 and an approach bridge 2 that intersects the dam 1. A construction trench 6 is excavated at the intersection of the dam and the approach bridge. The section of the approach bridge that spans the dam is called the dam-crossing section 3. The dam-crossing section of the approach bridge 2 is embedded in the construction trench 6. Slopes 4 are added at the lower part of both ends of the construction trench 6 inside and outside the dam to increase the structural strength.
[0031] like Figure 2 , 3 As shown, the lower part of the approach bridge 2 is a steel structure beam, and a concrete bridge deck 14 is laid on top of the steel structure beam, which is flush with the top road of the embankment 1. The steel structure beam has a grid structure, including longitudinal beams 7 along the direction of the approach bridge and transverse beams 9 perpendicular to the longitudinal beams. Both the longitudinal beams 7 and the transverse beams 9 are made of I-beams. Ribs 8 are added between the upper and lower beam plates of the longitudinal beams 7 at the points aligned with the transverse beams. The inner side of the ribs is seamlessly connected to the web of the longitudinal beams, and the outer side of the ribs is fixed to the web of the transverse beams by connecting plates 10. The lower beam plate of the transverse beam is fixed to the lower beam plate of the longitudinal beam by connecting plates 10. In the steel structure beam of the approach bridge 2, the spacing of the transverse beams 9 across the embankment section 3 is smaller than the spacing of the transverse beams at other locations.
[0032] like Figure 3 As shown, the approach bridge spanning the embankment 3 has a bottom plate 11 at the bottom of the steel structure beam and side plates 12 on the sides of the steel structure beam, the side plates being flush with the outermost edge of the concrete bridge deck. The bottom plate 11, side plates 12, and the crossbeams 9 at both ends of the spanning embankment 3 form a closed structure. Rubber waterstops 13 are installed between the bottom plate 11 at both ends of the spanning embankment 3 and the outer edge of the side plates 12 and the construction groove. Figure 2 , 3 As shown, the row of grid-like structures at both ends of the cross-dike section is filled with yellow sand 5 for weighting.
[0033] like Figure 3 , 5As shown, two drainage ditches 16 are evenly arranged along the longitudinal direction of the approach bridge in the middle of the concrete pavement 14. The drainage ditches penetrate downwards through the concrete pavement 14, and drainage channels 17 are set below the drainage ditches. The drainage channels are set between the longitudinal beams to drain water to the approach bridge support end. Drainage holes 15 are opened at the corresponding positions of the cross beams and drainage channels. The surface of the concrete pavement 14 in the section crossing the embankment 3 slopes towards the drainage ditches 16; the concrete pavement outside the section crossing the embankment slopes towards the drainage ditches 16 in the middle and towards the outside of the road on both sides. The drainage channels 17 are equipped with closable gates to cope with the flood season.
[0034] In this example, the approach bridge spanning the embankment has a span of 40m and a deck width of 12m. The longitudinal beams are 1500mm high I-beams with a spacing of 2000mm. The superstructure uses 400mm prestressed concrete bridge decks with a wearing course thickness of 20-50mm, and the total thickness is controlled within 1950mm, which is lower than that of prestressed concrete beams of the same span, thus reducing the dam excavation work.
[0035] The initial camber of the steel structure beam shall not exceed 60mm, and the camber of the steel structure beam after laying the concrete bridge deck and adding yellow sand counterweight shall not exceed 40mm. Within the weight limit, the downward camber and deflection shall not exceed 20mm; the downward deflection of the steel structure beam at position 13 of the rubber waterstop shall not exceed 10mm.
[0036] Example 2: A steel-concrete approach bridge spanning the breakwater for a large-scale wharf, such as... Figure 4 As shown. In this example, the steel structure beams of the approach bridge also have a base plate outside the section spanning the embankment. The first row of grid-like structures outside both ends of the steel structure beams of the approach bridge is filled with yellow sand for weighting. The rest of the structure is the same as in Example 1.
[0037] Example 3: A steel-concrete approach bridge spanning the breakwater for a large-scale wharf, such as... Figure 1 , 2 As shown in Figures 5 and 6. In this example, a steel-concrete approach bridge spanning the breakwater for a large-scale wharf is as follows: Figure 1 As shown. This structure includes a dam 1 and an approach bridge 2 that intersects the dam 1. A construction trench 6 is excavated at the intersection of the dam and the approach bridge. The section of the approach bridge that spans the dam is called the dam-crossing section 3. The dam-crossing section of the approach bridge 2 is embedded in the construction trench 6. Slopes 4 are added at the lower part of both ends of the construction trench 6 inside and outside the dam to increase the structural strength.
[0038] like Figure 2 , 5As shown, the lower part of the approach bridge 2 is a steel structure beam, and a concrete bridge deck 14 is laid on top of the steel structure beam, which is flush with the top road of the embankment 1. The steel structure beam has a grid structure, including longitudinal beams 7 along the direction of the approach bridge and transverse beams 9 perpendicular to the longitudinal beams. Both the longitudinal beams 7 and the transverse beams 9 are made of I-beams. Ribs 8 are added between the upper and lower beam plates of the longitudinal beams 7 at the points aligned with the transverse beams. The inner side of the ribs is seamlessly connected to the web of the longitudinal beams, and the outer side of the ribs is fixed to the web of the transverse beams by connecting plates 10. The lower beam plate of the transverse beam is fixed to the lower beam plate of the longitudinal beam by connecting plates 10. In the steel structure beam of the approach bridge 2, the spacing of the transverse beams 9 across the embankment section 3 is smaller than the spacing of the transverse beams at other locations.
[0039] like Figure 5 As shown, the approach bridge spanning the embankment 3 has a bottom plate 11 at the bottom of the steel structure beam and side plates 12 on the sides of the steel structure beam, the side plates being flush with the outermost edge of the concrete bridge deck. The bottom plate 11, side plates 12, and the crossbeams 9 at both ends of the spanning embankment 3 form a closed structure. Rubber waterstops 13 are installed between the bottom plate 11 at both ends of the spanning embankment 3 and the outer edge of the side plates 12 and the construction groove. Figure 2 , 5 As shown, the grid-like structure at both ends of the cross-dike section is filled with yellow sand 5 for weight reinforcement. Figure 5 , 6 As shown, a floating and lifting waterstop gate 18 is installed below the rubber waterstop strip on the bottom surface of the embankment section. A gate slot 23 is correspondingly formed in the bottom of the construction groove 6 and the waterstop gate 18. Waterstop steel strips 19 are attached to both sides of the slot opening of the gate slot 23, and the steel strips 19 are attached to the two sides of the waterstop gate 18. Several pneumatic jacks 20 are installed at the bottom of the gate slot 23 to lift the bottom of the waterstop gate 18. The pneumatic jacks 20 are supplied with air through air passages 21 arranged along the bottom of the gate slot 23. The air passages are connected to a high-pressure air source, which is located on the side of the approach bridge and higher than the top surface of the embankment. Several sets of guide wheels 22 are also installed inside the gate slot 23, and the guide wheels are clamped on both sides of the waterstop gate 18. The top of the waterstop gate rests against the middle of the rubber waterstop strip.
[0040] like Figure 3 , 5 As shown, two drainage ditches 16 are evenly arranged along the longitudinal direction of the approach bridge in the middle of the concrete pavement 14. The drainage ditches penetrate downwards through the concrete pavement 14, and drainage channels 17 are set below the drainage ditches. The drainage channels are set between the longitudinal beams to drain water to the approach bridge support end. Drainage holes 15 are opened at the corresponding positions of the cross beams and drainage channels. The surface of the concrete pavement 14 in the section crossing the embankment 3 slopes towards the drainage ditches 16; the concrete pavement outside the section crossing the embankment slopes towards the drainage ditches 16 in the middle and towards the outside of the road on both sides. The drainage channels 17 are equipped with closable gates to cope with the flood season.
[0041] In this example, the approach bridge spanning the embankment has a span of 40m and a deck width of 12m. The longitudinal beams are 1500mm high I-beams with a spacing of 2000mm. The superstructure uses 400mm prestressed concrete bridge decks with a wearing course thickness of 20-50mm, and the total thickness is controlled within 1950mm, which is lower than that of prestressed concrete beams of the same span, thus reducing the dam excavation work.
[0042] In this example, a water-stop gate is used to compensate for the deformation of the steel structure beam. When the water level is low, the water-stop gate is not activated or the pneumatic jacks operate at low pressure. When the water level rises, the approach bridge is subjected to the buoyancy of the water, and the overall downward pressure of the approach bridge decreases, which will cause the camber of the approach bridge to increase. Therefore, when a high water level is detected, the pneumatic jacks are pressurized to make the water-stop gate float up to compensate for the upward camber deformation of the approach bridge, forming a water-stop seal and ensuring the normal flood resistance capacity of the dam.
[0043] In this example, the initial camber of the steel structure beam does not exceed 80mm, the camber of the steel structure beam after laying the concrete bridge deck and adding yellow sand counterweight does not exceed 50mm, and the deformation under use within the weight limit does not exceed 30mm.
Claims
1. A steel-concrete approach bridge structure for a large cargo wharf, comprising a dike and an approach bridge intersecting the dike, characterized in that: A construction trench is excavated at the intersection of the embankment and the approach bridge. The section of the approach bridge that spans the embankment is called the embankment crossing section. The embankment crossing section of the approach bridge is embedded in the construction trench. The lower part of the approach bridge is a steel structure beam, and a concrete bridge deck is laid on top of the steel structure beam. The concrete bridge deck is flush with the road on the top of the embankment. The steel structure beam has a grid structure, including longitudinal beams along the direction of the approach bridge and transverse beams perpendicular to the longitudinal beams. The embankment crossing section of the approach bridge has a bottom plate at the bottom of the steel structure beam and side plates on the sides of the steel structure beam. The bottom plate, side plates, and transverse beams at both ends of the embankment crossing section form a closed structure. Rubber waterstops are installed between the bottom plate at both ends of the embankment crossing section and the outside of the side plates and the construction trench. The grid structure at the two ends of the embankment crossing section is filled with yellow sand for weighting.
2. The steel-concrete approach bridge spanning the breakwater for a large cargo wharf according to claim 1, characterized in that: The side plate is flush with the outermost edge of the concrete bridge deck.
3. The steel-concrete approach bridge spanning the breakwater for a large cargo wharf according to claim 1, characterized in that: Both the longitudinal beams and the transverse beams are made of I-beams. Ribs are added between the upper and lower beam plates of the longitudinal beams at the points aligned with the transverse beams. The inner side of the ribs is seamlessly connected to the web of the longitudinal beams, and the outer side of the ribs is fixed to the web of the transverse beams using connecting plates. The end of the lower beam plate of the transverse beam is fixed to the lower beam plate of the longitudinal beam using connecting plates.
4. The steel-concrete approach bridge spanning the breakwater for a large cargo wharf according to claim 1, characterized in that: The steel structure beams of the approach bridge have a base plate installed outside the section spanning the embankment.
5. The steel-concrete approach bridge spanning the breakwater for a large cargo wharf according to claim 4, characterized in that: The steel structure beams of the approach bridge are filled with weight-bearing yellow sand in the first row of grid-like structures outside both ends of the embankment section.
6. The steel-concrete approach bridge spanning the breakwater for a large cargo wharf according to claim 1, characterized in that: In the steel structure beams of the approach bridge, the spacing between the crossbeams across the embankment is smaller than the spacing between the crossbeams at other locations.
7. The steel-concrete approach bridge spanning the breakwater for a large cargo wharf according to claim 1, characterized in that: One or more drainage ditches are provided in the middle of the concrete bridge deck along the longitudinal direction of the approach bridge. The drainage ditches penetrate the concrete bridge deck downwards. A drainage channel is provided below the drainage ditch. The drainage channel is located between the longitudinal beams and drains water to the approach bridge support end. Drainage holes are opened at the corresponding locations of the cross beams and drainage channels.
8. The steel-concrete approach bridge spanning the breakwater for a large cargo wharf according to claim 7, characterized in that: The surface of the concrete pavement across the embankment slopes towards the drainage ditch; the middle of the concrete pavement outside the embankment slopes towards the drainage ditch, and the sides slope towards the outside of the road.
9. A steel-concrete approach bridge spanning a breakwater for a large cargo wharf according to claim 7, characterized in that: The drainage channel is equipped with a closable gate at its end to cope with the flood season.
10. The steel-concrete approach bridge spanning the breakwater for a large cargo wharf according to claim 1, characterized in that: A floating and lifting waterstop gate is installed below the rubber waterstop strip on the bottom surface of the cross-dike section. The bottom of the construction groove is correspondingly provided with a gate slot. Waterstop steel strips are attached to both sides of the gate slot opening. The waterstop steel strips on both sides are attached to the two sides of the waterstop gate. Several pneumatic jacks for lifting the bottom of the waterstop gate are installed at the bottom of the gate slot. The pneumatic jacks are supplied with air through an air passage laid along the bottom of the gate slot. The air passage is connected to a high-pressure air source. The high-pressure air source is located on the side of the approach bridge and is higher than the top surface of the dam.