A bridge deck panel

Abstract

The utility model relates to bridge engineering technical field, concretely relates to a bridge deck slab belongs to including upper flange, lower flan and the web that is connected in the middle part between upper flange and lower flan, the web between the composition, three integrally formed, the web and upper flange and lower flan junction is arc transition section, the upper surface of upper flange and the lower surface of lower flan all are equipped with a plurality of rectangular protruding, and rectangular protruding is matrix type even arrangement, the left and right two side edges of upper flange and lower flan all are equipped with chamfer, the weight reduction hole of a plurality of shafts is vertically provided on the web and is perpendicular to the web, and weight reduction hole is matrix type even arrangement on the same horizontal line, the utility model reduces the stress concentration of web and flange junction greatly, promotes the shear strength and antiskid performance, avoids the pavement layer to slip, and the reasonable size parameter range adapts the bridge scene of different span, load, ensures that the structure integrity is strong, and the anti -deformation ability is excellent, prolongs the service life of bridge.

Description

Technical Field This utility model relates to the field of bridge engineering technology, specifically to a bridge deck. Background Technology As a core load-bearing component of a bridge, the bridge deck directly bears vehicle loads, pedestrian loads, and the effects of the natural environment. Its structural rationality directly affects the overall stability and service life of the bridge. Currently, I-shaped or similar cross-section bridge decks widely used in bridge engineering still have many shortcomings in practical use. Traditional bridge decks often use welding or simple bending to connect the web and upper and lower flanges, with the joints frequently designed as right-angle transitions and not employing an integrated rolling process. This results in insufficient structural integrity, and under alternating loads, stress concentration areas easily form at the joints, leading to fatigue cracks after long-term use, and in severe cases, structural damage, affecting bridge safety. Furthermore, the flange surface is usually a smooth plane, relying solely on adhesive force to connect with the bridge deck pavement layer. This limited bonding strength makes the pavement layer prone to slippage and peeling under vehicle braking, steering, or inclement weather conditions, reducing anti-skid performance and structural integrity. Furthermore, the flanges of traditional bridge decks often have right-angled edges, which easily scratch the pavement material during construction and use, exacerbating pavement damage. While some bridge decks incorporate weight-reduction structures, their designs are often flawed, either failing to effectively reduce weight or resulting in excessive weight reduction and decreased load-bearing capacity, failing to balance weight control and structural strength. These problems collectively restrict the performance and service life of existing bridge decks, necessitating a structurally optimized bridge deck to address these shortcomings. Therefore, this invention proposes a bridge deck to overcome the deficiencies of existing technologies. Utility Model Content The purpose of this invention is to overcome the shortcomings of the existing technology and provide a bridge deck that solves problems such as structural stress concentration, insufficient shear and anti-slip performance, and poor self-weight control, thereby improving the overall structure and service life.

[0001] The technical solution adopted in this utility model is as follows: A bridge deck includes an upper flange, a lower flange, and a web plate vertically connected between the middle of the upper flange and the lower flange. The three components are integrally formed. The connection between the web plate and the upper and lower flanges is an arc-shaped transition section. The upper surface of the upper flange and the lower surface of the lower flange are provided with multiple rectangular protrusions, which are evenly arranged in a matrix. The left and right edges of the upper flange and the lower flange are chamfered. Multiple weight-reducing holes with axes perpendicular to the web plate are provided through the web plate, and the weight-reducing holes are evenly arranged in a matrix on the same horizontal line.

[0002] Preferably, the distance between two adjacent rectangular protrusions is 10-15mm; the height of the rectangular protrusion is 0.5-1.5mm, and the side length is 3-6mm.

[0003] Preferably, the chamfer angle is 30~60° and the chamfer width is 3~10mm.

[0004] Preferably, the weight-reducing hole is elliptical, with its major axis along the vertical direction. The length of the major axis of the weight-reducing hole is 6-8 mm, the length of the minor axis is 3-4 mm, and the center distance between two adjacent weight-reducing holes is 80-100 mm.

[0005] Preferably, the top of the rectangular protrusion is provided with a grid-like anti-slip texture, and the depth of the anti-slip texture is 0.1~0.2mm.

[0006] Preferably, the thickness of the web is 15-35 mm, and the thickness of the upper and lower flanges is 10-50 mm.

[0007] Preferably, the radius of the arc-shaped transition section is 20~50mm.

[0008] Preferably, the distance between the top of the upper flange and the bottom of the lower flange is 150~250mm.

[0009] The beneficial effects of this utility model are: This invention significantly reduces stress concentration at the connection between the web and flange through a specific arc-shaped transition section design. Without affecting the flatness of the pavement layer, it improves shear strength and anti-slip performance, preventing pavement layer slippage. Simultaneously, this invention effectively reduces the self-weight of the web, and its long axis adapts to vertical forces, ensuring that the web's load-bearing capacity is not diminished. Its reasonable dimensional parameters are suitable for bridge scenarios with different spans and loads, exhibiting strong versatility and ensuring strong structural integrity, excellent deformation resistance, and extended bridge service life. Attached Figure Description Figure 1 Cross-sectional view of the bridge deck of this utility model.

[0010] Figure 2 : A schematic diagram of the structure of this utility model.

[0011] Figure 3 This utility model Figure 2 A schematic diagram of the structure at point A in the middle.

[0012] In the diagram: 001, upper flange; 002, lower flange; 003, web; 004, arc-shaped transition section; 005, rectangular protrusion; 006, chamfer; 007, weight-reducing hole; 008, anti-slip texture. Detailed Implementation The accompanying drawings are for illustrative purposes only and should not be construed as limiting the scope of this patent. To better illustrate this embodiment, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0013] like Figure 1-3 As shown, a bridge deck includes an upper flange 001, a lower flange 002, and a web 003 vertically connected between the middle of the upper flange 001 and the lower flange 002. The upper flange 001, lower flange 002, and web 003 are formed by integral rolling of Q355 grade high-strength steel to ensure the integrity and structural stability of the connection and avoid stress defects caused by welding. The connection between the web 003 and the upper flange 001 and the lower flange 002 is an arc-shaped transition. Section 004, the upper surface of the upper flange 001 and the lower surface of the lower flange 002 are provided with multiple rectangular protrusions 005. The rectangular protrusions 005 are formed by rolling and stamping process, and the rectangular protrusions 005 are arranged in a matrix evenly. The left and right edges of the upper flange 001 and the lower flange 002 are provided with chamfers 006. Multiple weight reduction holes 007 with the axis perpendicular to the web plate 003 are provided through the web plate 003, and the weight reduction holes 007 are arranged in a matrix evenly on the same horizontal line.

[0014] Further optimizations to this solution include: Figure 1-3 As shown, the distance between two adjacent rectangular protrusions 005 is 12mm; the height of the rectangular protrusion 005 is 1mm and the side length is 4mm. The top of the rectangular protrusion 005 is processed with a grid-like anti-slip texture 008 using laser engraving technology, with a texture depth of 0.15mm, to improve the friction with the paving layer.

[0015] Further optimizations to this solution include: Figure 1-3 As shown, the chamfer 006 has an angle of 45° and a width of 6mm. The chamfer 006 is formed by mechanical grinding and avoids scratching the pavement layer at the edge.

[0016] Further optimizations to this solution include: Figure 1-3 As shown, the weight reduction hole 007 is elliptical, with a major axis length of 7mm and a minor axis length of 3.5mm. The center distance between two adjacent weight reduction holes 007 is 90mm. All weight reduction holes 007 are evenly arranged in a matrix on the same horizontal line, and the hole position deviation is controlled within ±0.5mm to ensure balanced force.

[0017] The further optimized settings of this solution are as follows: As shown in the figure, the top of the rectangular protrusion 005 is provided with a grid-like anti-slip texture 008. The grid-like anti-slip texture 008 on the top of the rectangular protrusion 005 is processed by laser engraving technology. The depth of the anti-slip texture 008 is 0.15mm, which improves the friction with the paving layer.

[0018] Further optimizations to this solution include: Figure 1-3As shown, the thickness of the web 003 is set to 25mm, the thickness of the upper flange 001 and the lower flange 002 is 30mm, and the distance between the top of the upper flange 001 and the bottom of the lower flange 002 is 200mm, which is suitable for the requirements of medium-load bridges.

[0019] Further optimizations to this solution include: Figure 1-3 As shown, the radius of the arc-shaped transition section 004 is 35mm. It is naturally formed by hot rolling process, which effectively disperses the stress at the connection.

[0020] The positional relationships described in the figures are for illustrative purposes only and should not be construed as limiting this patent. Clearly, the above embodiments of this utility model are merely examples to clearly illustrate the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the scope of protection of the claims of this utility model.

Claims

1. A bridge deck, characterized in that: It consists of an upper flange (001), a lower flange (002), and a web plate (003) vertically connected between the middle of the upper flange (001) and the lower flange (002). The three are integrally formed. The connection between the web plate (003) and the upper flange (001) and the lower flange (002) is an arc-shaped transition section (004). The upper surface of the upper flange (001) and the lower surface of the lower flange (002) are provided with multiple rectangular protrusions (005), and the rectangular protrusions (005) are evenly arranged in a matrix. The left and right edges of the upper flange (001) and the lower flange (002) are provided with chamfers (006). Multiple weight-reducing holes (007) with the axis perpendicular to the web plate (003) are provided through the web plate (003), and the weight-reducing holes (007) are evenly arranged in a matrix on the same horizontal line.

2. The bridge deck according to claim 1, characterized in that: The distance between two adjacent rectangular protrusions (005) is 10~15mm; the height of the rectangular protrusion (005) is 0.5~1.5mm, and the side length is 3~6mm.

3. The bridge deck according to claim 1, characterized in that: The chamfer (006) has an angle of 30~60° and a width of 3~10mm.

4. The bridge deck according to claim 1, characterized in that: The weight-reducing hole (007) is elliptical, with its major axis along the vertical direction. The length of the major axis of the weight-reducing hole (007) is 6~8mm, the length of the minor axis is 3~4mm, and the center distance between two adjacent weight-reducing holes (007) is 80~100mm.

5. The bridge deck according to claim 1, characterized in that: The top of the rectangular protrusion (005) is provided with a grid-like anti-slip texture (008), and the depth of the anti-slip texture (008) is 0.1~0.2mm.

6. The bridge deck according to claim 1, characterized in that: The thickness of the web (003) is 15~35mm, and the thickness of the upper flange (001) and the lower flange (002) is 10~50mm.

7. The bridge deck according to claim 1, characterized in that: The radius of the arc-shaped transition section (004) is 20~50mm.

8. The bridge deck according to claim 1, characterized in that: The distance between the top of the upper flange (001) and the bottom of the lower flange (002) is 150~250mm.

Images