A new type of bridge splice joint structure

Abstract

This utility model relates to a splice joint structure for old and new bridges, including an old side beam, a new side beam, a spring plate, and a pavement layer. A splice joint is maintained between the new and old side beams. The spring plate is longitudinally disposed within the splice joint, including a groove and flanges. The groove is U-shaped with an upward opening, and flanges are fixedly connected to both sides of the groove. The groove is located within the splice joint, and the two flanges are respectively erected and fixed to the old and new side beams. A pavement layer is provided on the old side beam, the new side beam, and the spring plate to fill the splice joint and fix the old and new side beams together. The spring can adapt to minor displacements caused by temperature differences and load differences between the old and new bridges, effectively alleviating the problem of internal force concentration at the splice joint, reducing the risk of structural damage caused by stress accumulation, thereby improving the durability and safety of the connection.

Description

Technical Field

[0001] This utility model relates to the field of bridge construction technology, specifically to a new and old bridge splicing joint structure. Background Technology

[0002] With the increasing number of bridge reconstruction and expansion projects, many steel box girder bridges have been widened. In the construction of widening steel box girders, separate splicing is often used. There are gaps between the widened sections of the steel box girders of the new and old bridges, which need to be connected by splicing joints. A pavement layer needs to be poured on the top of the steel box girder.

[0003] In traditional construction methods, wooden materials such as bamboo plywood are typically used as formwork to construct the cast-in-place concrete at the joints of the steel box girder. This formwork is manually erected at the bottom of the joints, leading to problems with later formwork removal and a tendency for concrete spillage during pouring. Furthermore, existing joint structures are primarily integrated rigid structures, while the stiffness, settlement characteristics, and stress systems of old and new bridges are often not entirely consistent. After long-term operation, slight differences in displacement between the old and new structures due to temperature differences, loads, and creep can cause excessive internal forces, resulting in damage and cracking of the bridge deck, requiring repeated crack repairs.

[0004] Therefore, it is necessary to study a new and old bridge splice joint structure. Utility Model Content

[0005] Therefore, the purpose of this utility model is to provide a new bridge splice joint structure that can effectively solve the problems of inconvenient disassembly and assembly of the bottom formwork in traditional new bridge splice joint structures and the inability to release internal stress between new and old bridges.

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

[0007] A new and old bridge splice joint structure includes an old side beam, a new side beam, a spring plate, and a pavement layer;

[0008] A splice joint is maintained between the new edge beam and the old edge beam;

[0009] The spring plate is set along the entire length of the splice seam, including a groove and a flange.

[0010] The groove is U-shaped with an upward opening, and flanges are fixedly connected to both sides of the groove. The groove is located in the splice joint, and the two flanges are respectively erected and fixed on the old side beam and the new side beam.

[0011] The old side beams, new side beams, and spring plates are provided with a paving layer to fill the splice joints and fix the old side beams and new side beams together.

[0012] Furthermore, both the new and old side beams are covered with steel mesh, and anchorage seats are fixed to both the old and new side beams at staggered intervals. Tie bars are fixed to each anchorage seat, and the head of the tie bar extends through the splice and connects to the steel mesh on the other side beam.

[0013] Furthermore, the head of the tie bar is provided with a tie hook, which is hooked onto the steel mesh on the other side beam.

[0014] Furthermore, the anchorage is L-shaped, including an anchoring part and a tie part perpendicular to the anchoring part. The anchoring part is fixed to the new or old side beam, and the tail of the tie bar is fixedly connected to the tie part.

[0015] Furthermore, the anchoring part is provided with an anchoring hole, which is an elongated hole extending toward the other side beam. An anchor rod is inserted through the anchoring hole, and the anchor rod passes through the anchoring seat and the flange to be fixedly connected to the side beam.

[0016] Furthermore, a rib is fixedly connected between the groove and the flange, and rib grooves corresponding to the rib are provided on the old side beam and the new side beam.

[0017] Furthermore, the paving layer, from bottom to top, includes a cast-in-place layer, a waterproof layer, and an asphalt layer.

[0018] The beneficial effects of the above technical solution are:

[0019] This invention relates to a continuous spring plate structure installed in the splice joint between new and old bridges. The spring plate consists of a groove and two side flanges. The groove is U-shaped and located in the splice joint, serving as the bottom formwork for pouring the pavement concrete. This effectively replaces traditional temporary formwork such as bamboo plywood, avoiding the disassembly and assembly of the bottom formwork, reducing construction intensity and process complexity, and significantly improving construction convenience. Simultaneously, the flanges are directly fixed to the new and old side beams, forming a stable and continuous structural foundation for the entire splice area.

[0020] During the bridge operation phase, the spring plate has certain elastic properties, which can adapt to the small displacements caused by temperature differences and load differences between new and old bridges. This effectively alleviates the problem of internal force concentration at the splice joint, reduces the risk of structural damage caused by stress accumulation, and thus improves the durability and safety of the connection. Attached Figure Description

[0021] Figure 1 This is a side sectional view of the present invention;

[0022] Figure 2 for Figure 1 A top-down view;

[0023] Figure 3 This is a bottom view of the spring plate.

[0024] Attached diagram labels: 1 for old edge beam, 2 for new edge beam, 3 for spring plate, 4 for pavement layer, 5 for splice joint, 6 for steel mesh, 7 for tie bar, 8 for anchor seat, 301 for groove, 302 for flange, 303 for rib, 401 for cast-in-place layer, 402 for waterproof layer, 403 for asphalt layer, 701 for tie hook, 801 for anchor part, 802 for tie part, 803 for anchor hole. Detailed Implementation

[0025] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments:

[0026] This embodiment aims to provide a new bridge splice joint structure, which is mainly used for new and old bridge splice joint structures. It addresses the problems of inconvenient disassembly and assembly of the bottom formwork in traditional new and old bridge splice joint structures and the inability to release internal stress between new and old bridges.

[0027] A new type of bridge splice joint structure, such as Figure 1 and Figure 2 The structure includes the old side beam 1, the new side beam 2, the spring plate 3, and the pavement layer 4. A splice joint 5 is maintained between the new side beam 2 and the old side beam 1. The spring plate 3 is installed along the entire length of the bridge in the splice joint 5. The spring plate 3 itself has elastic deformation capability, allowing for slight deformation and mitigating the problem of internal force concentration at the splice joint 5. Figure 3 The spring plate 3 includes an integrally formed groove 301 and a flange 302. The groove 301 is U-shaped with an upward opening, and the flange 302 is fixedly connected to both sides of the groove 301. The groove 301 is located in the splice seam 5, and the two flanges 302 are respectively erected and fixed on the old side beam 1 and the new side beam 2.

[0028] like Figure 3 A rib 303 is fixedly connected between the groove portion 301 and the flange portion 302 to strengthen the connection between them and prevent stress concentration and cracking at the connection point. The rib 303 should not be too long to avoid affecting the elasticity of the spring plate 3. Rib grooves corresponding to the rib 303 are provided on the old side beam 1 and the new side beam 2, and the rib 303 is located in the rib groove to ensure that the spring plate 3 is laid flat.

[0029] A pavement layer 4 is installed on the old edge beam 1, the new edge beam 2, and the spring plate 3 to fill the splice joint 5 and fix the old edge beam 1 and the new edge beam 2 together. The pavement layer 4 includes, from bottom to top, a cast-in-place layer 401, a waterproof layer 402, and an asphalt layer 403. During the construction of the cast-in-place layer 401, the spring plate 3 is used directly as the bottom formwork, effectively replacing traditional temporary formwork such as bamboo plywood, avoiding the disassembly and assembly of the bottom formwork, reducing the construction intensity and process complexity, and significantly improving the convenience of construction.

[0030] Both the new edge beam 2 and the old edge beam 1 are covered with steel mesh 6 to serve as the steel reinforcement framework for the cast-in-place layer 401. Anchor seats 8 are fixed to both the old edge beam 1 and the new edge beam 2 at staggered intervals. Tie bars 7 are threaded and fixed onto each anchor seat 8, with the head of the tie bar 7 extending through the splice 5 and connecting to the steel mesh 6 on the other edge beam. The head of the tie bar 7 is bent into a tie hook 701, which hooks onto the steel mesh 6 on the other edge beam.

[0031] The anchorage 8 is an integrally formed L-shape, including an anchoring part 801 and a tie part 802 perpendicular to the anchoring part 801. The anchoring part 801 is fixed to the new or old side beam 1, and the tail of the tie bar 7 is fixedly connected to the tie part 802. An anchoring hole 803 is provided on the anchoring part 801. The anchoring hole 803 is an elongated hole extending towards the other side beam. An anchor rod is inserted into the anchoring hole 803. The anchor rod passes through the anchorage 8 and the flange part 302 and is fixedly connected to the side beam.

[0032] A tie structure is formed by setting steel mesh 6, anchor seats 8 and tie bars 7 on the new side beam 2 and the old side beam 1. The steel mesh 6 serves as a load-bearing skeleton, providing overall constraint when the pavement layer 4 is poured. The anchor seats 8 are stably connected to the side beams through an L-shaped structure, ensuring that the tie bars 7 are not easy to loosen or fall off under stress. The tie bars 7 pass through the anchor seats 8 and extend to the middle of the steel mesh 6 on the opposite side beam. The head is provided with a tie hook 701, forming an active tensile structure on both sides of the splice joint 5. It can effectively resist the outward pulling force caused by vehicle impact, thermal expansion and contraction, etc., prevent structural cracking or deformation of the splice joint 5 opening, and effectively improve the connection strength and lateral tensile performance between the side beams on both sides of the splice joint 5.

Claims

1. A new and old bridge splicing joint structure, characterized in that: This includes the old edge beams, new edge beams, spring plates, and pavement layers; A splice joint is maintained between the new edge beam and the old edge beam; The spring plate is set along the entire length of the splice seam, including a groove and a flange. The groove is U-shaped with an upward opening, and flanges are fixedly connected to both sides of the groove. The groove is located in the splice joint, and the two flanges are respectively erected and fixed on the old side beam and the new side beam. The old side beams, new side beams, and spring plates are provided with a paving layer to fill the splice joints and fix the old side beams and new side beams together.

2. The new and old bridge splice joint structure according to claim 1, characterized in that: Both the new and old side beams are covered with steel mesh. Anchor seats are fixed to both the old and new side beams at staggered intervals. Tie bars are fixed to the anchor seats, and the heads of the tie bars extend through the splice and connect with the steel mesh on the other side beam.

3. The new and old bridge splicing joint structure according to claim 2, characterized in that: The head of the tie bar is provided with a tie hook, which is hooked onto the steel mesh on the other side beam.

4. The new and old bridge splicing joint structure according to claim 2, characterized in that: The anchorage is L-shaped and includes an anchorage part and a tie part perpendicular to the anchorage part. The anchorage part is fixed to the new or old side beam, and the tail of the tie bar is fixedly connected to the tie part.

5. The structure of the joint between new and old bridges according to claim 4, characterized in that: The anchoring part is provided with an anchoring hole, which is a long hole extending toward the other side beam. An anchor rod is inserted through the anchoring hole, and the anchor rod passes through the anchoring seat and the flange to be fixedly connected to the side beam.

6. The new and old bridge splicing joint structure according to any one of claims 1-5, characterized in that: A rib is fixedly connected between the groove and the flange, and rib grooves corresponding to the rib are opened on the old side beam and the new side beam.

7. A new and old bridge splice joint structure according to any one of claims 1-5, characterized in that: The pavement layer, from bottom to top, includes a cast-in-place layer, a waterproof layer, and an asphalt layer.

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