Bridge transverse widening connection reinforcing structure

Abstract

This utility model belongs to the field of bridge structure, and particularly relates to a transverse widening and reinforcement structure for existing bridges. This utility model provides a transverse widening and reinforcement structure for existing bridges, which, through the installation of a longitudinal connecting unit between two transversely arranged existing bridges, a bridge deck pavement unit above the existing bridges, and a vertical connecting unit penetrating through the existing bridges and connecting to the longitudinal connecting unit and the bridge deck pavement unit, achieves enhanced overall splicing strength of the two existing bridges and increases the cooperative stress-bearing capacity of the two existing bridges. Furthermore, the structure is simple and easy to implement.

Description

Technical Field

[0001] This utility model belongs to the field of bridge structure, and in particular relates to a reinforcement structure for transverse widening connection of existing bridges. Background Technology

[0002] Highway widening faces numerous challenges related to roads, bridges, and tunnels, with bridge reconstruction and expansion being a core issue and a key factor affecting the overall quality of the highway. However, practice shows that existing methods of widening and reconstructing highway bridges have the following problems: First, after connecting the superstructures of the old and new bridges into a single unit, the aging, deflection, and cracks in the old bridge force the new bridge to bear loads exceeding its capacity, leading to premature structural damage and shortening its overall service life. Second, due to significant differences in concrete age, the load-bearing capacity of the mixed load-bearing system composed of the old and new bridges is difficult to calculate accurately, resulting in unclear overall structural stress. Third, destructive operations such as rebar installation and concrete excavation are required on the existing structure of the old bridge, easily damaging it and reducing its service life, thus shortening the overall service life of the highway. Considering cost reduction and land resource conservation, widening and reconstructing existing bridges offers more significant advantages for highway bridge reconstruction and expansion.

[0003] Chinese invention patent CN116949916A, published on October 27, 2023, discloses a splicing structure and construction method for an existing long-span double-span cast-in-place box girder bridge. The structure includes a central splicing strip for the bridge deck and double-span spliced ​​box girder crossbeams. The central splicing strip is located in the center of the existing double-span bridge and is formed by inserting reinforcing bars into the inner side of the cantilever of the bridge deck on the inner side of the existing double-span bridge and then pouring concrete. The double-span spliced ​​box girder crossbeams are located below the central splicing strip for the bridge deck and are formed by inserting reinforcing bars into the web and the lower edge of the top plate on the inner side of the existing double-span bridge and then pouring concrete.

[0004] The Chinese invention patent describes a splicing structure for an existing long-span, double-span cast-in-place box girder bridge. Its general usage and advantages are as follows: The splicing structure is located in the middle of the existing double-span bridge to connect the two single spans. The splicing structure includes a central splicing strip for the bridge deck and double-span splicing box girder crossbeams. The central splicing strip is located in the center of the existing double-span bridge and connects the inner side of the bridge deck. The central splicing strip is formed by embedding reinforcing bars into the inner side of the cantilever of the existing bridge deck and then pouring concrete. After pouring, the central splicing strip becomes part of the bridge deck and is integrated with the existing bridge deck. The double-span spliced ​​box girder is located below the central splicing strip of the bridge deck and is used to support the bridge deck. The double-span spliced ​​box girder is formed by inserting reinforcing bars into the web and the lower edge of the top plate of the existing double-span bridge and then pouring concrete. The double-span spliced ​​box girder is at the same height as the box girder of the existing double-span bridge. This splicing structure proposes a solution for splicing existing double-span cast-in-place box girder bridges, systematically solves the technical problems existing in the splicing of existing double-span cast-in-place box girder bridges, and provides a practical and feasible solution for the splicing project of existing bridge reconstruction and expansion. On the basis of ensuring the safe operation of the bridge, the old bridge can be fully utilized and its economic value can be fully realized.

[0005] However, the splicing structure of the existing large-span double-span cast-in-place box girder bridge still has at least the following shortcomings in actual use, which are the technical problems that this utility model aims to solve: Although the splicing structure of the existing large-span double-span cast-in-place box girder bridge can improve the overall structural performance of the old and new bridges by splicing crossbeams, the post-installed steel bars are only implanted into one side of the existing double-span bridge. The connection between the splicing structure and the old and new bridges is relatively independent, and the overall strength needs to be improved.

[0006] Therefore, in summary, there is an urgent need for a new type of bridge widening and reinforcement structure with higher overall structural strength to solve this problem. Utility Model Content

[0007] This utility model provides a transverse widening and reinforcement structure for existing bridges. It can enhance the overall splicing strength of the two existing bridges by setting a longitudinal connecting unit between the two existing bridges arranged transversely, setting a bridge deck pavement unit above the existing bridges, and setting a vertical connecting unit through the existing bridges in the vertical direction and connecting the longitudinal connecting unit and the bridge deck pavement unit. It also increases the cooperative stress-bearing capacity of the two existing bridges. Moreover, the structure is simple and easy to implement.

[0008] The technical solution adopted by this utility model to solve the above problems is: a transverse widening and reinforcement structure for existing bridges, including two existing bridges arranged side by side in the transverse direction, a longitudinal connecting unit arranged between the two existing bridges and connected to the two existing bridges at both ends, a bridge deck pavement unit arranged on the two existing bridges, and a vertical connecting unit arranged on the existing bridges and vertically penetrating the existing bridges. One end of the vertical connecting unit is connected to the longitudinal connecting unit, and the other end is connected to the bridge deck pavement unit.

[0009] A further preferred technical solution is that: the existing bridge includes wing plates and web plates; the wing plates of the two existing bridges are vertically provided with tenon and mortise holes for installing the vertical connecting units, and the web plates of the two existing bridges are provided with rebar holes for installing the longitudinal connecting units on opposite sides.

[0010] A further preferred technical solution is that the longitudinal connection unit includes longitudinal reinforcing bars that are inserted into the anchor holes at both ends for connecting the two web plates.

[0011] A further preferred technical solution is that the bridge deck pavement unit includes a concrete layer disposed on the upper surface of the two existing bridges, and a steel mesh disposed within the concrete layer.

[0012] A further preferred technical solution is that: the vertical connection unit includes multiple vertical anchoring bars; one end of the vertical anchoring bar is connected to the longitudinal bar, and the other end passes through the tenon hole and is connected to the steel mesh.

[0013] A further preferred technical solution is that the longitudinal connecting unit further includes hinged steel bars at both ends connected to opposite sides of the two wing plates.

[0014] A further preferred technical solution is that the steel mesh is a cold-rolled ribbed steel mesh.

[0015] A further preferred technical solution is that the steel mesh is rectangular and the spacing between the steel bars is 150-250mm.

[0016] A further preferred technical solution is that the vertical anchoring steel bar is a prestressed precision-rolled threaded steel bar.

[0017] A further preferred technical solution is that the existing bridge is one of the following: box girder, T-beam, or hollow slab girder. Attached Figure Description

[0018] Figure 1 This is a schematic plan view of the overall structure of this utility model; Figure 2 This is a cross-sectional schematic diagram of the present invention; Figure 3 This is a cross-sectional layout diagram of the present invention; Figure 4 This is a cross-sectional view of the connection end AA of this utility model; Figure 5 This is a detailed drawing of the vertical anchoring steel bar connection of this utility model.

[0019] The meanings of the various reference numerals in the figure are as follows: Existing bridge 1, longitudinal connection unit 2, bridge deck pavement unit 3, vertical connection unit 4; 11. Wing plate, 12. Web plate, 21. Longitudinal reinforcement, 22. Hinged reinforcement, 31. Concrete layer, 32. Reinforcing mesh, 41. Vertical anchoring reinforcement. Mortise and tenon hole 111, rebar hole 121. Detailed Implementation

[0020] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The following description is only a preferred embodiment of the present invention and is not intended to limit the scope of the present invention.

[0021] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the construction shown in the accompanying drawings. The terms "inner" and "outer" refer to directions toward or away from the geometric center of a specific component, respectively. These are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive.

[0022] As attached Figure 1-5 As shown, a transverse widening and reinforcement structure for an existing bridge includes two existing bridges 1 arranged side by side in the transverse direction, a longitudinal connecting unit 2 located between the two existing bridges 1 and connected to the two existing bridges 1 at both ends, a bridge deck pavement unit 3 located on the two existing bridges 1, and a vertical connecting unit 4 located on the existing bridges 1 and extending vertically through the existing bridges 1. One end of the vertical connecting unit 4 is connected to the longitudinal connecting unit 2, and the other end is connected to the bridge deck pavement unit 3.

[0023] In this embodiment, the general method of using the existing bridge transverse widening and reinforcement structure is as follows: The existing bridge transverse widening and reinforcement structure mainly includes two existing bridges 1 arranged transversely side by side, a longitudinal connection unit 2, a bridge deck pavement unit 3, and a vertical connection unit 4. The longitudinal connection unit 2 is located in the gap between the two existing bridges 1 and is used to connect the two existing bridges 1. The bridge deck pavement unit 3 is located on the upper surface of the two existing bridges 1. The vertical connection unit 4 is installed between the bridge deck pavement unit 3 and the longitudinal connection unit 2 to connect the two, forming a stable overall structure. This not only widens and connects the existing bridges but also improves the overall performance of the two existing bridges 1.

[0024] The existing bridge 1 includes a wing plate 11 and a web plate 12; the wing plates 11 of the two existing bridges 1 are vertically provided with tenon holes 111 for installing the vertical connecting unit 4, and the web plates 12 of the two existing bridges 1 are provided with rebar holes 121 for installing the longitudinal connecting unit 2 on opposite sides.

[0025] In this embodiment, the existing bridge 1 can be specifically divided into a wing plate 11 located in the upper half of the bridge and extending laterally in all directions, and a web plate 12 vertically distributed in the lower half of the bridge. The extended part of the wing plate 11 is provided with a plurality of vertical tenon and mortise holes 111 for installing vertical connecting units 4, and the web plate 12 is provided with a plurality of horizontal rebar holes 121 for installing longitudinal connecting units 2.

[0026] The longitudinal connection unit 2 includes longitudinal steel bars 21 that are inserted into the anchor holes 121 at both ends for connecting the two web plates 12.

[0027] In this embodiment, the longitudinal connection unit 2 specifically includes a longitudinal steel bar 21, one end of which is connected to the rebar hole 121 on the existing bridge 1 on the left, and the other end is connected to the rebar hole 121 on the existing bridge 1 on the right. The longitudinal steel bar 21 is a whole, unspliced ​​steel bar that remains parallel to the bridge deck, making it structurally stronger and less prone to problems caused by damage at the connection point.

[0028] The bridge deck paving unit 3 includes a concrete layer 31 disposed on the upper surface of the two existing bridges 1, and a steel mesh 32 disposed within the concrete layer 31.

[0029] In this embodiment, the steel mesh 32 is placed above the two existing bridges 1, which improves the overall flatness of the bridge deck of the spliced ​​new bridge and greatly improves the paving efficiency and reduces the project cost. A concrete layer 31 is poured on the steel mesh 32, the thickness of the concrete layer 31 is not less than 20mm and the steel mesh 32 is contained within it. The overall bridge deck paving unit 3 increases the crack resistance of the project and extends the service life of the bridge after the splicing.

[0030] The vertical connection unit 4 includes a plurality of vertical anchoring steel bars 41; one end of the vertical anchoring steel bar 41 is connected to the longitudinal steel bar 21, and the other end passes through the tenon hole 111 and is connected to the steel mesh 32.

[0031] In this embodiment, the vertical connection unit 4 is composed of multiple vertical anchoring steel bars 41. One end of each vertical anchoring steel bar 41 is welded to the longitudinal steel bar 21, and the other end passes through the tenon hole 111 set on the wing plate 11 of the existing bridge 1 and is connected to the steel mesh 32. This enhances the connection between the longitudinal steel bar 21 and the existing bridge 1, improves the overall performance, stabilizes the position of the longitudinal steel bar 21 and increases the connection strength of the longitudinal steel bar, and avoids situations such as mid-section sinking due to excessive length of the longitudinal steel bar 21 or floating due to concrete pouring.

[0032] The longitudinal connection unit 2 also includes hinged steel bars 22 with both ends connected to opposite sides of the two wing plates 11.

[0033] In this embodiment, in order to further strengthen the connection between the two existing bridges 1, a plurality of hinged steel bars 22 are connected to the side of the wing plate 11 of the two existing bridges 1 that are relatively close to each other. The hinged steel bars 22 are set at the gap between the two existing bridges 1 to improve the tensile strength and make the connection between the two existing bridges 1 stronger.

[0034] The steel mesh 32 is a cold-rolled ribbed steel mesh.

[0035] In this embodiment, cold-rolled ribbed steel welded mesh is a new type of high-efficiency and energy-saving building material. It is manufactured in the factory and does not require on-site construction. The longitudinal and transverse steel bars are arranged at certain intervals and are perpendicular to each other. All intersections are formed by resistance spot welding. It can be used to replace the traditional steel mesh that is manually tied on-site.

[0036] The steel mesh has 32 rectangular grids and the spacing between the steel bars is 150-250mm.

[0037] In this embodiment, the rectangular grid is easier to adapt to the connection structure, and the spacing between the reinforcing bars is preferably between 150 and 250 mm and is a multiple of the spacing between the longitudinal reinforcing bars.

[0038] The vertical anchoring steel bar 41 is a prestressed fine-rolled threaded steel bar.

[0039] In this embodiment, prestressed fine-rolled threaded steel bars can be connected in large diameters and with high strength, and can be quickly connected by using special nuts as anchors.

[0040] The existing bridge 1 is one of the following: box girder, T-beam, or hollow slab girder.

[0041] In this embodiment, hollow slabs are selected when the span between existing bridges is less than 20 meters, and T-beams and small box girders are selected when the span is greater than 20 meters. T-beams are selected when the requirements for hoisting equipment are low, such as in mountainous areas. Hollow slabs and box girders are preferred when aesthetics are important.

[0042] The embodiments of this utility model have been described in detail above with reference to the accompanying drawings. However, this utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various modifications can be made without departing from the spirit of this utility model. These are non-inventive modifications and are protected by patent law as long as they fall within the scope of the claims of this utility model.

Claims

1. A transverse widening and reinforcement structure for existing bridges, characterized in that: It includes two existing bridges arranged side by side in the horizontal direction (1), a longitudinal connecting unit (2) set between the two existing bridges (1) and connected to the two existing bridges (1) at both ends respectively, a bridge deck pavement unit (3) set on the two existing bridges (1), and a vertical connecting unit (4) set on the existing bridges (1) and vertically penetrating the existing bridges (1). One end of the vertical connecting unit (4) is connected to the longitudinal connecting unit (2), and the other end is connected to the bridge deck pavement unit (3).

2. The transverse widening and reinforcement structure for existing bridges according to claim 1, characterized in that: The existing bridge (1) includes a wing plate (11) and a web plate (12); the wing plates (11) of the two existing bridges (1) are vertically provided with tenon holes (111) for installing the vertical connecting unit (4), and the web plates (12) of the two existing bridges (1) are provided with rebar holes (121) for installing the longitudinal connecting unit (2) on opposite sides.

3. The transverse widening and reinforcement structure for existing bridges according to claim 2, characterized in that: The longitudinal connection unit (2) includes longitudinal steel bars (21) that pass through the anchor holes (121) at both ends to connect the two webs (12).

4. The transverse widening and reinforcement structure for existing bridges according to claim 3, characterized in that: The bridge deck paving unit (3) includes a concrete layer (31) disposed on the upper surface of the two existing bridges (1) and a steel mesh (32) disposed within the concrete layer (31).

5. The transverse widening and reinforcement structure for existing bridges according to claim 4, characterized in that: The vertical connection unit (4) includes multiple vertical anchoring bars (41); one end of the vertical anchoring bar (41) is connected to the longitudinal bar (21), and the other end passes through the tenon hole (111) and is connected to the steel mesh (32).

6. A transverse widening and reinforcement structure for existing bridges according to any one of claims 2 to 5, characterized in that: The longitudinal connection unit (2) also includes hinged steel bars (22) with both ends connected to opposite sides of the two wing plates (11).

7. A transverse widening and reinforcement structure for existing bridges according to any one of claims 4 or 5, characterized in that: The steel mesh (32) is a cold-rolled ribbed steel mesh.

8. The transverse widening and reinforcement structure for existing bridges according to claim 7, characterized in that: The steel mesh (32) has a rectangular grid with a steel bar spacing of 150-250 mm.

9. A transverse widening and reinforcement structure for existing bridges according to claim 5, characterized in that: The vertical anchoring steel bar (41) is a prestressed fine-rolled threaded steel bar.

10. A transverse widening and reinforcement structure for existing bridges according to claim 6, characterized in that: The existing bridge (1) is one of the following: box girder, T-beam, or hollow slab girder.

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