A T-beam bridge reinforcing device without interrupting traffic

Abstract

The application discloses a T-beam bridge reinforcing device without interrupting traffic, and belongs to the technical field of bridge engineering reinforcement. The device comprises two left and right horseshoe steel structure fasteners, prestressed tendons and elastic pads arranged in the transverse direction of the bridge. The horseshoe steel structure fastener comprises a U-shaped clamping groove steel plate, an anchoring steel plate, a stiffening rib and a horseshoe anti-falling clamping piece, can be adapted to the contour of the T-beam horseshoe and prevent falling. The elastic pad eliminates the steel-concrete interface gap, and the prestressed tendon provides transverse prestress to stabilize the crack of the diaphragm. The application realizes full-process reinforcement of the diaphragm of the T-beam bridge without interrupting traffic, adapts to the vehicle vibration environment, improves the reinforcement reliability and construction safety, is adapted to the narrow beam space and has good economy.

Description

Technical Field

[0001] This application relates to the field of bridge engineering reinforcement technology, and in particular to a T-beam bridge reinforcement device that does not interrupt traffic. Background Technology

[0002] T-beam bridges are widely used in small- and medium-span bridge projects due to their advantages such as lightweight structure, reasonable stress distribution, and convenient construction, especially in transportation infrastructure such as highways and national and provincial trunk roads. As a key lateral connecting component in T-beam bridges, the diaphragm's core function is to ensure that multiple T-beams form an integrated load-bearing system, effectively transferring lateral loads, restraining lateral displacement of the beams, and avoiding the insufficient load-bearing capacity of a single T-beam due to "independent stress," which directly affects the overall stiffness, stability, and service life of the bridge.

[0003] As T-beam bridges age, their diaphragms become susceptible to various defects due to multiple factors. On the one hand, early T-beam bridges often used a "dry-bonded connection" process (adjacent T-beam diaphragms were welded together using pre-embedded steel plates). Over long periods, these diaphragms are subjected to repeated traffic loads, leading to fatigue cracking and steel plate corrosion at the welded joints. On the other hand, environmental erosion (such as rainwater and chloride ion penetration), increased traffic volume, and heavy vehicle traffic can cause carbonation, protective layer peeling, and crack expansion in the diaphragm concrete. In severe cases, this can lead to the diaphragm losing its lateral load-bearing function, creating a risk of "single-beam stress" on the bridge, exacerbating damage to the main beam, and posing a significant threat to traffic safety.

[0004] To address the problem of diaphragm defects, various reinforcement technologies have been developed in the industry, but all have significant drawbacks and fail to meet the core requirement of "uninterrupted traffic": 1. Steel plate bonding reinforcement technology: This technology uses structural adhesive to bond steel plates to the surface of the diaphragm, improving its load-bearing capacity. However, the structural adhesive is extremely sensitive to vibration during curing (usually 24-72 hours), and traffic vibrations can easily cause the adhesive layer to peel off from the concrete or steel plate, thus requiring traffic closure. This causes traffic congestion on main roads, especially during peak hours on highways, resulting in huge economic and social costs. 2. Transverse prestressed reinforcement technology: This involves drilling holes in the web of the T-beam and installing prestressing tendons to apply transverse prestress to compress cracks in the diaphragm. However, the drilling process can easily damage the original prestressing steel strands of the T-beam, compromising the integrity of the original structure. Furthermore, the construction process is complex, the required equipment is expensive, and the reinforcement cost is high, making it uneconomical and unsuitable for the batch reinforcement of small-to-medium span T-beam bridges. 3. Thickened diaphragm reinforcement technology: This involves thickening the diaphragm by installing rebar and pouring new concrete to improve its overall integrity. However, this technology has a long construction cycle (usually 1-2 weeks), traffic still needs to be closed during the curing period of the rebar adhesive, and interface cracking is prone to occur at the interface between the new and old concrete, resulting in insufficient stability of the reinforcement effect; 4. External prestressed reinforcement technology: Although it can avoid damage to the original structure, it requires a complex anchoring system to be set on the outside of the beam, which occupies a lot of space and is difficult to adapt to the narrow construction space of 30-50cm between T beams. In addition, the prestress loss is difficult to control, and the long-term reinforcement effect is difficult to guarantee.

[0005] In summary, existing diaphragm reinforcement technologies for T-beam bridges generally suffer from drawbacks such as "requiring traffic interruption," "poor construction adaptability," "low reinforcement reliability," and "poor economic efficiency." They cannot achieve efficient and reliable diaphragm reinforcement under the triple constraints of "not affecting traffic flow," "adapting to confined spaces," and "resisting traffic vibrations," making it a technical bottleneck that the industry urgently needs to overcome. Utility Model Content

[0006] This utility model addresses the problems of existing T-beam bridge diaphragm reinforcement technologies, such as the need to interrupt traffic, poor construction adaptability, and low reinforcement reliability. It provides a T-beam bridge reinforcement device that does not interrupt traffic, enabling the entire process of T-beam bridge diaphragm reinforcement to be carried out without closing traffic. At the same time, it improves the stability of the reinforcement effect, adapts to narrow construction spaces, reduces construction costs, and meets the bridge reinforcement needs of busy traffic sections.

[0007] The objective of this utility model is mainly achieved through the following solution: A T-beam bridge reinforcement device that does not disrupt traffic includes: Two horseshoe-shaped steel structure fasteners, one of which is the anchoring end and the other is the tensioning end, are respectively fastened to the horseshoe-shaped T-beams on both sides of the transverse diaphragm to be reinforced. At least one prestressed tendon is arranged transversely along the bridge, with its two ends anchored to two horseshoe-shaped steel structure fasteners respectively. And an elastic pad is provided between the horseshoe steel structure fastener and the horseshoe contact surface of the T-beam; The horseshoe-shaped steel structure fastener includes a U-shaped groove steel plate for wrapping the horseshoe shape of the T-beam, an anchoring steel plate for anchoring the prestressed tendons, and a stiffening rib connecting the groove steel plate and the anchoring steel plate. The U-shaped groove steel plate is a groove-shaped structure adapted to the horseshoe shape of the T-beam. The horseshoe-shaped steel structure fastener is also equipped with horseshoe anti-detachment clips.

[0008] Preferably, the anti-dislodgement fastener is rotatably connected to the end of the U-shaped slot steel plate and can be flipped and fastened to the T-beam horseshoe. The anti-dislodgement fastener is connected to the U-shaped slot steel plate by a screw and is tightly fastened to the T-beam horseshoe. The U-shaped slot steel plate has a hole for the screw to pass through.

[0009] Preferably, the prestressing tendons are made of precision-rolled threaded steel.

[0010] Preferably, the elastic pad is a rubber pad.

[0011] In summary, compared with the prior art, the present invention has the following beneficial technical effects: (1) This utility model uses a temporary reinforcement device to offset the impact of traffic vibration on permanent reinforcement (such as adhesive layer curing), without the need to close the lane, thus solving the economic and social cost problems caused by traffic control in the prior art. It is especially suitable for busy highways and urban main road bridges. (2) The U-shaped groove and anti-detachment fastener design of the horseshoe steel structure fastener in this utility model ensures that the device is tightly connected with the horseshoe of the T beam to resist the slip shear force; the elastic pad eliminates the interface gap and avoids stress concentration damage to the original structure; the prestressed tendon controls the opening and closing of cracks, creating a stable environment for permanent reinforcement, and the reinforcement effect is significant. (3) The reinforcement device of this utility model can be recycled and reused, reducing material costs; the construction cycle is short and the labor cost is low. Compared with the transverse prestressed reinforcement technology, the overall cost is greatly reduced. Attached Figure Description

[0012] Figure 1 This is an installation diagram of the reinforcement device of this utility model; Figure 2 This is a structural schematic diagram of the reinforcement device of this utility model.

[0013] Reference numerals: 1. Horseshoe steel structure fastener; 2. diaphragm; 3. T-beam horseshoe; 4. prestressed tendon; 5. elastic pad; 6. U-shaped slot steel plate; 7. anchoring steel plate; 8. stiffening rib; 9. horseshoe anti-fall fastener; 10. threaded rod; 11. reinforcing steel plate; 12. pressure strip. Detailed Implementation

[0014] The technical solution of this utility model will be further described in detail below through specific embodiments and in conjunction with the accompanying drawings. It should be understood that the implementation of this utility model is not limited to the following embodiments, and any modifications and / or alterations made to this utility model will fall within the protection scope of this utility model.

[0015] like Figure 1 , 2 As shown, this utility model discloses a technical solution, including two horseshoe-shaped steel structure fasteners 1, at least one prestressed tendon 4, and an elastic pad 5. The components work together to achieve temporary reinforcement and stability of the T-beam diaphragm. The specific structure is as follows: Horseshoe steel structure fastener 1: As the core load-bearing component of the device, it has two parts, one on the left and one on the right. One part is the anchoring end of the steel structure fastener, and the other part is the tensioning end of the steel structure fastener. They are respectively clamped onto the horseshoe-shaped T-beams 3 on both sides of the transverse diaphragm 2 to be reinforced, ensuring that the device is tightly connected to the horseshoe-shaped T-beams 3. Horseshoe steel structure fastener 1 includes a U-shaped groove steel plate 6, an anchoring steel plate 7, a stiffening rib 8, and a horseshoe-shaped anti-detachment fastener 9. U-shaped slot steel plate 6: Made of Q235 steel with a thickness of 12-16mm, the overall structure is a slotted structure that is perfectly adapted to the contour of the T-beam horseshoe 3. It can tightly wrap the stress-bearing side and bottom of the T-beam horseshoe 3, providing a stable installation foundation for the device and preventing the device from shifting under vehicle vibration load. Anchor steel plate 7: Vertically welded to U-shaped slot steel plate 6, made of Q235 steel with a thickness of 16-20mm, and has holes on it that are adapted to the diameter of prestressing tendon 4 (the hole diameter is 2-3mm larger than the diameter of the prestressing tendon), used to realize the anchoring and tensioning of prestressing tendon 4. Stiffening rib 8: Welded between the U-shaped slot steel plate 6 and the anchor steel plate 7, made of Q235 steel with a thickness of 10-12mm, in the form of a triangular or trapezoidal structure, which can effectively enhance the connection stiffness between the U-shaped slot steel plate 6 and the anchor steel plate 7 and prevent the anchor steel plate 7 from bending and deforming during the prestressing tensioning process; Horseshoe anti-detachment fastener 9: Made of Q235 steel with a thickness of 14-16mm, it is connected to the end of the U-shaped slot steel plate 6 by a hinge and can be flipped around the hinge to fasten to the top of the T-beam horseshoe 3; the horseshoe anti-detachment fastener 9 has a through hole, and the U-shaped slot steel plate 6 has a threaded hole at the corresponding position. The screw 10 passes through the elongated hole and connects to the threaded hole. Tightening the screw 10 can make the horseshoe anti-detachment fastener 9 fasten tightly to the T-beam horseshoe 3, effectively resisting the slip shear force caused by the deflection difference between adjacent T-beams when vehicles pass, and preventing the horseshoe steel structure fastener 1 from falling off.

[0016] Prestressed tendon 4: installed transversely, at least one (2-3 tendons can be installed depending on the width of the transverse diaphragm, with a spacing of 200-300mm), with both ends anchored to the anchoring steel plates 7 of the left and right horseshoe steel structure fasteners 1 respectively; the prestressed tendon 4 preferably uses PSB830 grade precision rolled threaded steel, with a diameter of 20-25mm, a tensile strength of not less than 830MPa, and a yield strength of not less than 650MPa. It can apply transverse prestress through tensioning to offset the tension force generated at the bottom of the transverse diaphragm 2 due to vehicle load, control the opening and closing range of cracks in the transverse diaphragm 2, and create a stable construction environment for subsequent permanent reinforcement.

[0017] Elastic pad 5: Adhesive between the contact surfaces of the horseshoe steel structure fastener 1 and the T-beam horseshoe 3, including the inner stress-bearing surface and bottom of the U-shaped groove steel plate 6; the elastic pad 5 is preferably made of nitrile rubber, with a thickness of 8-12mm and a Shore hardness of 60±5, possessing good elasticity, wear resistance, and aging resistance. Its function is to eliminate the voids at the steel-concrete interface (caused by the unevenness of the T-beam horseshoe concrete surface), so that the load is evenly transferred to the T-beam horseshoe 3, avoiding local stress concentration that could lead to damage to the T-beam concrete, and also buffering the impact of vehicle vibration on the device, thus improving the stability of the device.

[0018] This embodiment also provides a method for reinforcing T-beam bridges without interrupting traffic. Using the above-mentioned reinforcement device, the entire process can be completed without closing traffic, and the diaphragm reinforcement can be completed while the bridge deck is open to normal traffic. The specific steps are as follows: S1: Installation of reinforcement devices The core of this step is to complete the precise installation and prestressing of the reinforcement device without affecting traffic on the bridge deck, and to control the opening and closing of cracks in the diaphragm. The specific operation is as follows: Equipment positioning: Move the mobile lifting platform (rated load ≥ 500kg, lifting height 3-8m, platform size 1.2m×0.8m, suitable for the space under the T-beam) to the area directly under the crossbeam 2 that needs to be reinforced, and adjust the platform's level and height so that the platform's working surface is aligned with the space under the T-beam horseshoe 3; at the same time, install a foot-operated hydraulic lifting device (maximum lifting force ≥ 10kN, lifting stroke ≥ 200mm) on the mobile lifting platform for lifting and positioning the horseshoe steel structure fastener 1.

[0019] Fastener installation: Two construction workers work together on the mobile lifting platform to hoist the two horseshoe steel structure fasteners 1 on the left and right to the T-beam horseshoes 3 on both sides of the transverse partition 2. They operate the foot pedal hydraulic lifting device to lift the horseshoe steel structure fasteners 1 in sync until the elastic pad 5 on the inner side of the U-shaped slot steel plate 6 is completely pressed against the stress side and bottom of the T-beam horseshoe 3. At this point, the lifting is stopped and the foot pedal hydraulic lifting device is locked.

[0020] Anti-detachment fixing: Flip the anti-detachment clip 9 of the horseshoe and fasten it to the top of the horseshoe 3 of the T-beam. Adjust the position of the screw 10 to ensure that the anti-detachment clip 9 of the horseshoe and the horseshoe 3 of the T-beam are in close contact. Then tighten the screw 10 with a wrench to complete the anti-detachment fixing of the horseshoe steel structure fastener 1.

[0021] Prestressing tensioning: The prestressing tendon 4 is passed through the anchoring steel plates 7 of the two horseshoe-shaped steel structure fasteners 1 on the left and right sides. A pad, nut, and a 20t manual hydraulic jack are installed sequentially on the outside of the anchoring steel plates 7 (an anti-slip pad is placed between the jack and the anchoring steel plates 7). At this time, traffic on the bridge deck is running normally, and there is vibration from vehicle loads. Construction personnel tension the prestressing tendon 4 using the jack. The tensioning process involves incremental loading of 5kN / cycle, with observation for 30 seconds after each loading stage. Simultaneously, a crack width monitoring instrument is used to monitor the dynamic changes of the cracks in the diaphragm 2. When the crack width in the diaphragm 2 is observed to be stable within 0.1mm (i.e., the crack no longer repeatedly opens and closes with vehicle loads), tensioning is stopped, and the anchoring nuts are tightened with a wrench to lock the stress of the prestressing tendon 4, completing the installation of the reinforcement device.

[0022] S2: Surface treatment of diaphragm 2 Under the premise that the reinforcement device is in working condition (stress of prestressed tendon 4 is stable, and the opening and closing of cracks in the diaphragm are controlled), the surface of diaphragm 2 is treated to lay the foundation for subsequent permanent reinforcement. The specific operation is as follows: Crack Treatment: Use a high-pressure water gun (pressure 0.8-1.0MPa) to remove dust, oil, and loose aggregate from the surface of the diaphragm 2, then dry the surface with compressed air. For cracks ≥0.15mm wide, use pressure injection method: Drill injection holes (8-10mm diameter, hole depth 1 / 2-2 / 3 of the diaphragm thickness) every 200-300mm along the crack direction, and install injection nozzles; use epoxy crack repair adhesive, inject from bottom to top using an injection pump (pressure 0.2-0.4MPa) until pure adhesive flows out of the vent at the top of the crack, seal the injection nozzle and vent, and cure for 24-48 hours until the adhesive is completely cured.

[0023] Concrete damage repair: For damaged areas such as concrete spalling and exposed reinforcement on the surface of diaphragm 2, first remove the loose concrete (removal depth ≥10mm, until fresh concrete surface is exposed), remove rust from the surface of the reinforcement (using a wire brush or sandblasting), and then apply a concrete interface agent; repair with epoxy mortar (compressive strength ≥60MPa, bond strength ≥3.0MPa), smooth the surface with a trowel after repair to ensure a smooth connection with the original diaphragm concrete, and cure for 3-5 days until the mortar strength reaches the design requirements.

[0024] S3: Permanent reinforcement construction Horizontal reinforcement steel plates 11 are then bonded onto the surface-treated diaphragm 2 to form a permanent reinforcement system. The specific operation is as follows: Pre-treatment of reinforcing steel plate 11: The reinforcing steel plate 11 is made of Q355NH weathering steel, and its dimensions are determined according to the dimensions of the transverse diaphragm, typically “length × width × thickness = 1000-1500mm × 80-100mm × 10-12mm”; the surface of the steel plate is sandblasted to remove rust (rust removal grade reaches Sa2.5), and epoxy primer (dry film thickness ≥ 60μm) is applied within 24 hours after rust removal to prevent the steel plate from rusting. At the same time, two vertically arranged pressure strips 12 are added to each end of the reinforcing steel plate 11. The material of the pressure strips 12 is the same as that of the reinforcing steel plate 11, and the dimensions are “length × width × thickness = 200-300mm × 80-100mm × 10-12mm”, which are used to enhance the end connection strength between the steel plate and the transverse diaphragm 2 and prevent the steel plate ends from peeling off.

[0025] Steel plate installation: Apply epoxy structural adhesive (bonding strength ≥3.5MPa, compressive strength ≥80MPa) to the surface of the diaphragm 2 and the bonding surface of the reinforcing steel plate 11. The adhesive thickness should be controlled at 2-3mm to ensure a uniform adhesive layer without air bubbles. Attach the reinforcing steel plate 11 to the lower surface of the diaphragm 2 (50-100mm from the bottom of the diaphragm). Adjust the position of the steel plate so that its center line is aligned with the center line of the diaphragm. Then, temporarily fix it with expansion bolts (10-12mm in diameter, spaced 300-400mm apart), ensuring a tight fit between the steel plate and the concrete surface and no air bubbles in the adhesive layer. At the same time, attach the pressure strip 12 to the end of the reinforcing steel plate 11 and temporarily fix it with expansion bolts as well.

[0026] Edge sealing: Epoxy edge sealing adhesive is used to seal the perimeter of the reinforcing steel plate 11 and pressure strip 12, forming a sealed cavity. Injection holes (10-12mm diameter, 300-400mm spacing) are pre-drilled at the lowest point of the cavity, and vent holes (8-10mm diameter, 300-400mm spacing) are pre-drilled at the highest point. The thickness of the edge sealing adhesive is controlled at 5-8mm to ensure a tight, airtight seal and prevent adhesive leakage during the injection process.

[0027] Pressure injection: Accurately weigh components A and B of the epoxy injection adhesive according to the product instructions (usually A:B = 2:1 or 3:1, depending on product requirements). Use a mechanical stirrer (300-500 rpm) to stir at low speed for 3-5 minutes until the color is uniform and there are no obvious color differences or air bubbles. Screw the injection nozzle into the injection hole and use an electric injection pump (working pressure 0.1-0.3 MPa) to start injecting adhesive from the lowest injection hole. Control the injection speed at 50-100 mL / min to avoid residual air bubbles in the cavity due to excessive speed. When pure, bubble-free adhesive flows out of the adjacent upper vent hole, plug the vent hole with a rubber stopper; continue injecting adhesive until all vent holes have adhesive flowing out and are plugged. Finally, maintain the injection pressure for 5-10 minutes to ensure that the cavity is full of adhesive and there are no air bubbles.

[0028] Curing and Maintenance: During the curing period of the adhesive, the reinforcement device shall remain in operation and shall not be removed. Furthermore, any disturbance to the reinforcing steel plate 11 is prohibited. The curing environment temperature shall be controlled to be no lower than 5℃. If the environment temperature is lower than 5℃, rock wool insulation blankets shall be used to wrap the transverse partition 2 and the reinforcing steel plate 11, and electric heating blankets (temperature controlled at 20-30℃) shall be installed for insulation and curing. Curing shall be carried out for 7 days at room temperature (25℃) and 14 days at low temperature (5-15℃) to ensure that the adhesive strength meets the design requirements.

[0029] S4: Reinforcement device removal After the structural adhesive has fully cured (on-site sampling and testing show that the compressive strength of the adhesive reaches 100% of the design value), the stress of prestressed tendon 4 is released in stages, and the reinforcement device is removed. The specific operation is as follows: Secondary tightening of the device: Operate the foot pedal hydraulic lifting device to slowly lift the two horseshoe steel structure fasteners 1 on the left and right sides again until the elastic pad 5 is in close contact with the T-beam horseshoe 3, to prevent the steel components from falling off due to their own weight during the dismantling process and to ensure construction safety.

[0030] Stress release of prestressing tendon 4: Reinstall the jacks on the outside of the anchoring steel plate 7, and start the jacks to slowly tension the prestressing tendon 4 until the jack load reaches the anchoring stress of the prestressing tendon 4 (i.e., the stress value when the crack in the diaphragm stabilizes in step S1). At this time, the prestress is completely borne by the jacks. Under the load of the jacks, slowly loosen the anchoring nuts with a wrench, and then slowly release the stress by returning the oil in stages of "90% anchoring force → 60% anchoring force → 30% anchoring force → 0% anchoring force". The interval between each stress release stage is 2 minutes. After each release stage, observe the bonding condition between the diaphragm 2 and the reinforcing steel plate 11 with a crack observation instrument. If abnormalities such as adhesive peeling or crack expansion occur, stop the release immediately, analyze the cause and take remedial measures (such as using epoxy resin repair adhesive to re-inject adhesive into the peeled area); if no abnormalities occur, continue to release the stress until it is zero.

[0031] Device dismantling and recycling: After the stress is completely released, remove the jacks, pads and anchor nuts, and pull out the prestressing tendons 4 (which can be recycled and reused); then loosen the screws 10 of the horseshoe anti-detachment clips 9, flip them over to open the anti-detachment clips, and operate the foot pedal hydraulic lifting device to slowly lower the horseshoe steel structure fasteners 1 to the mobile lifting platform; finally, hoist all the dismantled device components to the ground for rust removal and inspection (if there is deformation, it needs to be corrected) in preparation for subsequent reinforcement of other transverse diaphragms.

[0032] Acceptance Inspection: After the reinforcement device is removed, the transverse diaphragm 2 and the reinforcing steel plate 11 are visually inspected to confirm that there are no problems such as adhesive peeling, steel plate deformation, or concrete damage. An ultrasonic testing instrument is used to test the bonding quality between the reinforcing steel plate 11 and the concrete to ensure that the hollow area does not exceed 5% of the total area of ​​the steel plate (the area of ​​a single hollow does not exceed 100cm²). At the same time, a crack width observation instrument is used to monitor the cracks in the transverse diaphragm 2 to confirm that the crack width is stable within 0.1mm, and the reinforcement effect meets the standards.

[0033] To verify the feasibility and reinforcement effect of this utility model, a prestressed concrete T-beam bridge of a highway that has been in operation for 15 years was used as an example to carry out diaphragm reinforcement construction. The specific parameters and implementation process are as follows: 1. Project Background The bridge has a span of 20 meters and consists of 5 T-beams forming a single bridge deck. The T-beams have a horseshoe-shaped structure with a height of 300mm and a width of 200mm, and the clear distance between the beams is 40cm (due to limited construction space). Multiple cracks exist in the diaphragms (the largest crack is 0.3mm wide), and some welded joints are corroded and broken, requiring reinforcement. With an average daily traffic volume of 12,000 vehicles (including 3,000 heavy-duty trucks), closing the bridge to traffic is not feasible; therefore, a reinforcement solution that does not disrupt traffic is necessary.

[0034] 2. Selection of device component parameters Horseshoe steel structure fastener 1: U-shaped slot steel plate 6 is made of Q235 steel, 14mm thick, and the slot size is adapted to the T-beam horseshoe shape; anchoring steel plate 7 is 18mm thick and has a hole with a diameter of 22mm (adapted to prestressing tendons); stiffening rib 8 is 12mm thick and has a triangular structure; horseshoe anti-detachment fastener 9 is 15mm thick and 250mm long; screw 10 is made of M16 high-strength bolt; Prestressing tendon 4: PSB830 grade precision rolled threaded steel, 20mm in diameter, with a single tensile strength of 850MPa and a yield strength of 660MPa. Two tendons are set in each diaphragm with a spacing of 250mm. Elastic pad 5: made of nitrile rubber, 10mm thick, Shore hardness 60, cut into a shape that fits the inside of the U-shaped slot steel plate; Reinforcing steel plate 11: Q355NH weathering steel, dimensions 1200mm long × 90mm wide × 10mm thick; pressure strip 12, dimensions 250mm long × 90mm wide × 10mm thick; Structural adhesives: epoxy potting compound (compressive strength 85MPa, bond strength 3.8MPa), epoxy edge sealant (tensile strength 15MPa, elongation 5%).

[0035] 3. Construction process and effect verification S1: Reinforcement device installation: A mobile lifting platform with a rated load of 500kg and a lifting height of 5m is used, along with a foot-operated hydraulic lifting device with a maximum lifting force of 12kN; During prestressing tensioning, the load is applied in stages of 5kN / time, with each stage observed for 30s. Tensioning is stopped when the width of the crack in the diaphragm is stable at 0.08mm (≤0.1mm), at which point the anchoring stress is 180MPa; S2: Surface treatment of diaphragm: For cracks of 0.15-0.3mm, drill injection holes with a diameter of 9mm and a depth of 80mm (diaphragm thickness is 150mm, hole depth is 53% of thickness) every 250mm along the crack, and apply epoxy crack repair adhesive under pressure. After curing for 36 hours, the cracks are completely sealed. For the two areas of concrete spalling (approximately 0.2m²), remove the concrete to a depth of 12mm, sandblast to remove rust, apply interface agent, and repair with epoxy mortar. After curing for 4 days, the mortar strength reaches 65MPa. S3: Permanent reinforcement construction: The reinforced steel plate is sandblasted to remove rust to Sa2.5 grade, and epoxy primer (dry film thickness 65μm) is applied within 24 hours; the adhesive thickness is 2.5mm, and it is temporarily fixed with M12 expansion bolts (350mm spacing); the edge sealing adhesive thickness is 6mm, the injection pressure is 0.2MPa, the injection speed is 80mL / min, and the pressure is stabilized for 8min; the ambient temperature during construction is 22℃, and the compressive strength of the adhesive reaches 82MPa after 7 days of curing; S4: Reinforcement device removal: During the staged stress release process, each stage was spaced 2 minutes apart, and no adhesive layer peeling or crack propagation was observed. After removal, ultrasonic testing showed that the hollow area of ​​the reinforced steel plate was only 1.2% (the area of ​​a single hollow area ≤ 50cm²), which met the requirements.

[0036] 4. Reinforcement effect Traffic impact: Traffic was not closed throughout the construction period, the bridge's traffic efficiency was not reduced, and no traffic congestion occurred; Structural performance: After reinforcement, the crack width of the diaphragm is stabilized within 0.08mm. Load tests have verified that the transverse force transmission efficiency of the diaphragm is improved by 40%, and the stress ratio of a single T-beam is reduced by 25%. Durability: A follow-up visit after reinforcement showed that the reinforced steel plate was free of rust, the adhesive layer was not peeling off, and no new cracks appeared in the diaphragm, indicating that the reinforcement effect was stable.

[0037] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A T-beam bridge reinforcement device that does not disrupt traffic, characterized in that, include: Two horseshoe-shaped steel structure fasteners (1) are attached to the T-beam horseshoes (3) on both sides of the transverse diaphragm (2) to be reinforced. One of them is the anchoring end of the steel structure fastener, and the other is the tensioning end of the steel structure fastener. At least one prestressed tendon (4) is arranged in the transverse direction, and its two ends are respectively anchored to two horseshoe steel structure fasteners (1); And an elastic pad (5) is provided between the contact surface of the horseshoe steel structure fastener (1) and the T-beam horseshoe (3); The horseshoe steel structure fastener (1) includes a U-shaped groove steel plate (6) for wrapping the horseshoe (3) of the T-beam, an anchoring steel plate (7) for anchoring the prestressed tendons (4), and a stiffening rib (8) connecting the groove steel plate and the anchoring steel plate (7). The U-shaped groove steel plate (6) is a groove structure adapted to the contour of the horseshoe (3) of the T-beam. The horseshoe steel structure fastener (1) is also provided with a horseshoe anti-detachment fastener (9).

2. The T-beam bridge reinforcement device that does not interrupt traffic as described in claim 1, characterized in that, The anti-dislodgement fastener (9) is rotatably connected to the end of the U-shaped slot steel plate (6), and can be flipped and fastened to the T-beam horseshoe (3). The anti-dislodgement fastener (9) is connected to the U-shaped slot steel plate (6) through the screw (10) and is tightly fastened to the T-beam horseshoe (3). The U-shaped slot steel plate (6) has a hole for the screw (10) to pass through.

3. The T-beam bridge reinforcement device that does not interrupt traffic as described in claim 1, characterized in that, The prestressing tendon (4) is made of finely rolled threaded steel.

4. The T-beam bridge reinforcement device that does not interrupt traffic as described in claim 1, characterized in that, The elastic pad (5) is made of rubber.

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