CN108755310B - Quantitative detection and treatment method for bump at bridge head - Google Patents

Abstract

The invention discloses a quantitative detection and treatment method for a bump at the bridge head, which comprises a detection stage and a treatment stage: firstly, the actual result of elevation measurement is used as a basis for judging whether the bump at the bridge head occurs, and then smooth connection of a designed ground line is ensured by means of measures such as a reverse slope line, a secondary slope pulling line, an arc connecting line, slope difference limitation at two sides of a variable slope point and the like. The detection method is simple and scientific, can quantitatively describe the real state of the vehicle bump at the bridge head, and scientifically treats the vehicle bump at the bridge head according to the detection result, thereby well improving the vehicle bump at the bridge head of the road bridge and ensuring the driving comfort and safety of the vehicle; the invention is more scientific in the judgment of whether the vehicle jumps at the bridge head, thereby furthest reducing the phenomenon of secondary vehicle jumps near the expansion joint caused by further compaction of the newly laid asphalt mixture, ensuring the stability and durability of the road surface structure at the bridge head and being widely applied to the judgment and treatment of the vehicle jumps at the bridge head of the high-grade highway.

Description

Quantitative detection and treatment method for bump at bridge head

Technical Field

The invention relates to the technical field of highway maintenance, in particular to a quantitative detection and treatment method for a bridge head bumping disease.

Background

In recent years, the traffic cause of China is rapidly developed, and the highway mileage is increasingly increased. Along with the improvement of highway grades, the occupied proportion of structures such as culverts, channels, bridges and the like in highway mileage is larger and larger, the average number of the structures reaches 2-3 seats per kilometer, a series of problems generated along with highways also attract general attention of people, and the phenomenon of vehicle jumping at the bridge head is one of the problems. The phenomenon of bumping at the bridge head refers to the phenomenon that structures such as bridges, culverts and the like and abutment backs generate uneven settlement under the action of continuous driving load and dead weight, so that steps at the bridge head appear on the road surface at the transition section of the road and bridge, and bumping occurs when vehicles driving at high speed pass through the backfill position of the abutment backs. In China, the phenomenon of vehicle jump at the bridge head is ubiquitous, and the phenomenon of vehicle jump at the bridge head can be more or less at the road and bridge transition sections of different road sections, so that the driving comfort is influenced, meanwhile, the damage to a bridge structure is aggravated, and the maintenance cost of the road and bridge is increased. And the speed of the automobile has to be reduced when the automobile passes through the bridge head, so that the driving time is increased, the operating efficiency is reduced, accidents can be caused in serious conditions, and the service level and the driving safety of the expressway are reduced.

At the present stage, no clear judgment method for vehicle bump at bridge head exists in China, and a highway management maintainer worker only carries out driving investigation at ordinary times and can only judge the vehicle bump at bridge head when the vehicle bump at bridge head is serious. Because the judgment result of the bump at the bridge head has a great relationship with the vehicle condition and the experience of personnel, the conventional judgment result cannot quantitatively describe the degree of the bump. And in the later period, a slope connecting repairing method is usually adopted to treat the vehicle jumping disease, a slope is pulled to a certain point of the road by taking the bridge expansion joint as a starting point, then the original road surface is milled, and the asphalt mixture is paved again. The treatment method is relatively random, the coupling of the slope of the pulling slope and the slope of the original road surface is poor, the junction of the slope pulling end point and the existing road surface is a new vehicle jumping point, the method cannot eliminate the vehicle jumping at the bridge head, and only moves the bridge head to a certain position of the road surface after the vehicle jumping at the bridge head is treated, namely after the vehicle jumping at the original bridge head is treated, the compaction phenomenon of the asphalt mixture is inevitably generated under the repeated rolling of vehicle load, and the occurrence of the vehicle jumping defect at the second time is easily caused.

Therefore, if the problem of the treatment of the bump at the bridge head in the highway maintenance engineering can be solved from the quantitative description direction of the bump at the bridge head, the bump at the bridge head can be found and treated in time, the road safety performance can be further improved while the road surface use quality is ensured, and the method is also a concrete embodiment of 'scientific maintenance decision' of the practical transportation department.

Disclosure of Invention

The invention aims to provide a quantitative detection and treatment method for a bridge head vehicle bump disease, which can scientifically solve the problems of subjectivity and empirization of judgment and treatment of bridge abutment vehicle bump diseases.

In order to achieve the purpose, the invention can adopt the following technical scheme:

the invention relates to a quantitative detection and treatment method for a bump at the bridge head, which comprises a detection stage and a treatment stage: wherein

The detection stage comprises the following specific steps:

the method comprises the following steps of firstly, laying a plurality of measuring points in the bridge direction and the road surface direction respectively by taking a bridge expansion joint as a starting point and taking a driving wheel track central line as a measuring line; when the conditions allow, all the two measuring lines can be selected for measurement;

secondly, erecting a leveling instrument, measuring the elevation of each measuring point along a measuring line and recording; when the elevation is measured, the tower ruler is placed at the measuring point, and the tower ruler is ensured to be vertical to the road surface;

thirdly, drawing an actually measured ground elevation line of the bridge head according to the elevation data of each measuring point measured in the second step;

fourthly, assuming that the elevation in the bridge direction does not change, fitting an original ground elevation line by using the actually measured ground elevation line drawn in the third step;

fifthly, determining the pavement settlement amount (difference value between the original ground elevation line and the actually measured ground elevation line) at the tail end of the bridge lapping plate according to the fitted original ground elevation line and the fitted actually measured ground elevation line; in the range of the length L of the bridge butt plate, if the settlement is more than or equal to 0.625L, the bridge is judged to have serious bridge head bumping and needs to be treated in time; if the length of the bridge butt plate is 8m and the settlement of the tail end of the bridge butt plate is more than 5cm, judging that serious bridge end vehicle jumping occurs at the bridge end; when the length of the bridge butt plate is 5m, the settlement of the tail end of the bridge butt plate is more than 3cm, and then the occurrence of serious bridge end vehicle jumping at the bridge end can be judged;

if the bridge is judged to have serious bridge head bumping, the specific steps in the treatment stage are as follows:

the method comprises the steps that firstly, a bridge expansion joint is used as an original point, an original ground elevation line fitted in a detection stage is used as a bus, and the bridge expansion joint is rotated anticlockwise by 0.1% -0.3% of gradient to obtain a designed reverse slope line;

secondly, pulling a slope by taking the end point of the reverse slope line as a slope pulling starting point, and if the difference between the slope of the slope pulling and the slope of the reverse slope line is less than or equal to 0.3%, determining the slope pulling line as a final treatment ground line; generating a coordinate table according to the slope drawing line and the actually measured ground elevation line, and determining the elevation of each variable slope point;

thirdly, determining the maximum treatment depth of the bridge head and the combination form of the pavement structure layer according to the maximum difference value of the slope pulling line and the actually measured ground elevation line;

and fourthly, according to the coordinate table, constructing according to the determined pavement structure form, and eliminating the bump at the bridge head.

In the first step of the detection stage, the length of a measuring line towards the bridge direction is 20 meters, and the length of a measuring line towards the road surface direction is 60 meters.

In the second step of the treatment stage, if the gradient difference between the pulling slope and the gradient of the reverse slope line is larger than 0.3%, the gradient of the pulling slope is adjusted, or secondary pulling slope is carried out, or forced pulling slope is carried out; the starting point of the secondary slope pulling line is a certain point on the primary slope pulling line, and the distance between the secondary slope pulling line and the end point of the reverse slope pulling line is 5-20 m; when forced slope drawing is carried out, a slope changing point with the slope change exceeding 0.3% is guided to the junction of the new road surface and the old road surface, an arc connecting line is arranged at the end point position for slope drawing, and the length of the arc connecting line is more than or equal to 8 m.

During actual treatment, the maximum treatment depth of the bridge head and the combination form of the pavement structure layer can refer to the following forms:

when the maximum treatment depth h is less than or equal to 5, firstly milling and leveling the pavement, and then paving 5cm of fine-grained asphalt concrete;

when the h is more than 5 and less than or equal to 10, milling the pavement, and then paving 4cm of fine particle type asphalt concrete and 6cm of coarse particle type asphalt concrete;

when h is more than 10 and less than or equal to 12, milling the pavement, and then paving 4cm of fine particle type asphalt concrete plus (h-4) cm of coarse particle type asphalt concrete;

when the h is more than 12 and less than or equal to 14, milling the pavement, and then paving 4cm of fine grain type asphalt concrete, 5cm of coarse grain type asphalt concrete and 5cm of coarse grain type asphalt concrete;

and when h is more than 14, milling the pavement, and then paving 4cm of fine-grain asphalt concrete, 5cm of coarse-grain asphalt concrete and (h-9) of coarse-grain asphalt concrete.

The length of treatment for checking the pavement should not exceed 55 meters.

The method has the advantages that the detection method is simple and scientific, the real state of the vehicle bump at the bridge head can be quantitatively described, the disease of the vehicle bump at the bridge head is scientifically treated according to the detection result, the vehicle bump at the bridge head of the highway bridge is well improved, and the driving comfort and safety of the vehicle are ensured; the outstanding technical effects are embodied in the following points:

(1) the judgment of the vehicle bump at the bridge head adopts elevation measurement, thereby avoiding empiric meaning and subjective assumption, particularly quantitative description of the vehicle bump at the bridge head, and providing scientific judgment basis for whether the vehicle bump at the bridge head occurs.

(2) And determining the difference value of the settlement amount at the tail end of the bridge head butt strap by fitting the original ground line, and taking the value as a basis for judging whether to jump the vehicle, so that the data is real and reliable.

(3) Set up the adverse slope, prevent newly to spread bituminous mixture because of further compaction leads to near the expansion joint secondary to jump the car.

(4) Set up secondary variable slope point and circular arc connecting wire for the bridgehead punishment highway section slope change is more smooth and easy, avoids old and new road surface nodical secondary phenomenon of jumping to appear.

(5) The combination form of the pavement structure layer is determined according to the maximum treatment depth, so that the stability and durability of the bridge head pavement structure are ensured.

Drawings

FIG. 1 is a schematic diagram of the layout of measuring lines and measuring points.

Fig. 2 is a schematic diagram illustrating the judgment of the bump at the bridge head.

Fig. 3 is a schematic view of fig. 2.

Fig. 4 is a design schematic diagram of a bump at the bridge head.

FIG. 5 is a design diagram of a bump at the bridge head with a gradient difference exceeding 0.3%.

FIG. 6 is a schematic diagram of a design of a bridge head jumping structure layer according to the present invention.

Fig. 7 is a schematic diagram of a structural layer design of a bump at a bridge head adopted by the invention.

Detailed Description

The process of the present invention is described in more detail below with reference to specific examples.

In 2016, bridge head jumping tests were carried out on all bridges in Pufang high-speed management department in Henan province, and the east bridge head in Pufang high-speed uplink K45+784 kilometers with serious jumping was treated according to the method provided by the invention.

The specific detection and treatment method comprises the following steps:

the first stage is as follows: quantitative detection of bump at bridge head

1. Preparation for measuring and setting

Determining the position of the measuring line: and selecting a right driving wheel track central line as a measuring line, wherein the length of the measuring line towards the bridge direction by taking the expansion joint as a starting point is 20m, and the length of the measuring line towards the road surface direction is 60 m.

And (3) determining the measuring point position: the distances between the bridge direction measuring points and the expansion joint are respectively 0m, 1m, 5m, 10m, 15m and 20m, and 6 measuring points are arranged in total; the road surface direction is as follows: the distance between each measuring point of the first 20m is 0.5 m; 20 m-40 m, and the distance between each measuring point is 1 m; the distance between each measuring point is 2m, and the total number of the measuring points is 70, as shown in figure 1.

2. Erecting level measuring instrument

Erecting the leveling instrument at a position 10-30 meters away from the road surface, gradually measuring the relative elevation value of each measuring point, and recording; when the elevation is measured, the tower ruler is placed at the measuring point, and the tower ruler is ensured to be vertical to the road surface;

the elevation values of each measurement point are shown in the following table.

3. Drawing a ground elevation line near the bridge head according to elevation data of each measuring point in the upper table; an original ground line is determined by fitting a topographic curve in the bridge direction, and an elevation difference value between the original ground line and the actually measured ground line is determined at the tail end of a bridge butt strap, and the difference value is used as a basis for judging whether the vehicle jumps at the bridge head or not, as shown in fig. 2. According to the principle that the settlement amount is more than or equal to 0.625L (L is the length of a bridge access slab), the bridge can be judged to have serious bridge head vehicle jumping diseases, the length of the bridge access slab is 8m, the ground settlement value is 6.7cm and is more than 5cm at the tail end of the bridge access slab, the phenomenon that the bridge head vehicle jumps is serious and needs to be treated is shown, and fig. 3 is a schematic diagram for judging the bridge head vehicle jumping, wherein: 1-bridge expansion joint, 2-butt strap length, 3-butt strap end settlement, 4-original pavement, 5-bridge deck and 6-fitting original ground line.

Second stage, treating the bumping at bridge head

1. Ground line design for bump at bridge head

1.1 the original fitted ground line is taken as a bus, the expansion joint is taken as an original point, the counter-clockwise rotation is carried out for 0.3 percent of slope, a designed counter-slope line is obtained, and the slope of the counter-slope line is 0.26 percent.

1.2 in order to shorten the length of drawing a slope, consider construction convenience simultaneously, the travelling comfort, set up the adverse slope line terminal point at bridge attachment plate end, road surface direction 8m department promptly.

1.3, pulling the slope by taking the end point of the reverse slope line as a starting point, controlling the difference between the slope of the pulling slope and the slope of the reverse slope line within 0.3 percent, and finally determining that the slope of the pulling slope is 0.56 percent.

1.4 the extension slope pulling line is crossed with the ground line, the intersection point is positioned at 41m of the ground direction, the difference between the slope of the slope pulling line and the actual slope of the ground line is less than 0.3 percent, the requirement is met, and secondary slope pulling is not needed. The designed ground line is shown in fig. 4.

It should be noted that: because the difference value between the slope of the pulling slope line and the slope of the reverse slope line is less than or equal to 0.3 percent, if the difference value is within the range of 0.3 percent, the pulling slope line is the final treatment ground line; if the gradient difference exceeds 0.3%, the gradient of the slope drawing is adjusted, or the slope drawing is carried out for the second time.

The starting point of the secondary slope drawing line is a certain point on the primary slope drawing line, and the distance between the starting point of the secondary slope drawing line and the end point of the reverse slope drawing line is not smaller than 5m and not larger than 20 m.

And extending the secondary slope pulling line to enable the secondary slope pulling line to be intersected with the actually measured ground line, and checking the slope difference value of the secondary slope pulling line and the ground line. If the slope pulling line and the ground line can not meet the requirement that the adjacent slope difference is less than 0.3 percent after two times of slope change, the slope pulling is forced, the slope changing point with the slope change exceeding 0.3 percent is guided to the junction of the old road surface and the new road surface, an arc connecting line is arranged at the terminal position for slope guiding, and the arc length of the circular curve is not less than 8 m. The ground plan designed at this time is shown in fig. 5, in which: 7-the end point of a reverse slope line, 8-the secondary slope change point and 9-the starting point of a circular arc connecting line; 10-arc connecting line terminal (ramp terminal); 11-a reverse slope line; 12-first slope changing and pulling line; 13-changing slope drawing line for the second time; 14-arc connecting line.

2. Road surface structure design

For the structural layer design of the road surface when the bridge head vehicle-jumping disease is treated, the scheme can be determined by referring to the following table:

the designed horizon design drawing of the bumping structure at the bridge head can also refer to the attached figure 6, wherein 15 is a road milling area; 16-maximum treatment depth; 17-upper layer paving zone; 18-middle deck paving zone; 19-underlying paving zone.

According to the principle, the difference value of the design elevation of each point of the road surface and the existing ground elevation can be seen according to the designed ground line, the maximum treatment depth of the bridgehead is determined to be 9.1cm, the maximum treatment depth of the bridgehead and the road surface structure position combination form matched with the maximum treatment depth are determined according to the maximum treatment depth of the bridgehead proposed by the invention, the bridgehead is determined to treat the disease by adopting a 4cm fine grain type asphalt concrete and 6cm coarse grain type asphalt concrete structure, and the specific milling range, the milling depth and the position division are shown in figure 7;

3. road surface elevation coordinate table

Generating a corresponding control point elevation coordinate table according to a design drawing, wherein the control point elevation table of each layer is as follows:

note: the relative elevation zero point is arranged at the expansion joint, and the elevation of each point of the concrete pavement can be obtained by linear interpolation values of two adjacent control points.

4. Treatment construction for bumping at bridge head

Milling and planing the road surface according to the elevation coordinate table, drawing a steel wire to determine a ground line, paving an asphalt mixture, rolling in time, recovering the road surface marked lines after the health maintenance is finished, and getting through the vehicle.

Claims (6)

1. A quantitative detection and treatment method for a bump at the bridge head comprises a detection stage and a treatment stage, and is characterized in that:

the detection stage comprises the following specific steps:

the method comprises the following steps of firstly, laying a plurality of measuring points in the bridge direction and the road surface direction respectively by taking a bridge expansion joint as a starting point and taking a driving wheel track central line as a measuring line;

secondly, erecting a leveling instrument, measuring the elevation of each measuring point along a measuring line and recording;

thirdly, drawing an actually measured ground elevation line of the bridge head according to the elevation data of each measuring point measured in the second step;

step four, fitting the original ground elevation line linearly according to the actually measured ground elevation line drawn in the step three;

fifthly, determining the pavement settlement amount at the tail end of the bridge lapping plate according to the fitted original ground elevation line and the fitted actually measured ground elevation line; in the range of the length L of the bridge butt strap, if the settlement is more than or equal to 0.625L, judging that the bridge has serious bridge head bumping disease;

the treatment stage comprises the following specific steps:

the method comprises the steps that firstly, a bridge expansion joint is used as an original point, an original ground elevation line fitted in a detection stage is used as a bus, and the bridge expansion joint is rotated anticlockwise by 0.1% -0.3% of gradient to obtain a designed reverse slope line;

secondly, setting the end point of the reverse slope line at the tail end of the bridge butt slab, performing slope pulling by taking the end point of the reverse slope line as a slope pulling starting point, and determining the slope pulling line as a final treatment ground line if the slope difference between the slope of the slope pulling and the slope of the reverse slope line is less than or equal to 0.3%; if the difference between the slope of the pulling slope and the slope of the reverse slope line is larger than 0.3 percent, adjusting the slope of the pulling slope, or carrying out secondary pulling slope or carrying out forced pulling slope; generating a coordinate table according to the slope drawing line and the actually measured ground elevation line, and determining the elevation of each variable slope point;

thirdly, determining the maximum treatment depth of the bridge head and the combination form of the pavement structure layer according to the maximum difference value of the slope pulling line and the actually measured ground elevation line;

and fourthly, according to the coordinate table, constructing according to the determined pavement structure form, and eliminating the bump at the bridge head.

2. The quantitative detection and treatment method for the bump at the bridge head as claimed in claim 1, which is characterized in that: in the first step of the detection stage, the length of a measuring line towards the bridge direction is 20 meters, and the length of a measuring line towards the road surface direction is 60 meters.

3. The quantitative detection and treatment method for the bump at the bridge head as claimed in claim 1, which is characterized in that: the starting point of the secondary slope pulling line is a certain point on the primary slope pulling line, and the distance between the secondary slope pulling line and the end point of the reverse slope pulling line is 5-20 m.

4. The quantitative detection and treatment method for the bump at the bridge head as claimed in claim 1, which is characterized in that: when forced slope drawing is carried out, a slope changing point with the slope change exceeding 0.3% is guided to the junction of the new road surface and the old road surface, an arc connecting line is arranged at the end point position for slope drawing, and the length of the arc connecting line is more than or equal to 8 m.

5. The quantitative detection and treatment method for the bump at the bridge head as claimed in claim 1, which is characterized in that: and in the fourth step of the treatment stage, the treatment construction length of the pavement is less than or equal to 55 meters.

6. The quantitative detection and treatment method for the bump at the bridge head as claimed in claim 1, which is characterized in that: in the third step of the treatment stage, the maximum treatment depth of the bridge head and the combination form of the pavement structure layer are as follows:

when the maximum treatment depth h is less than or equal to 5, firstly milling and leveling the pavement, and then paving 5cm of fine-grained asphalt concrete;

when the h is more than 5 and less than or equal to 10, milling the pavement, and then paving 4cm of fine particle type asphalt concrete and 6cm of coarse particle type asphalt concrete;

when h is more than 10 and less than or equal to 12, milling the pavement, and then paving 4cm of fine particle type asphalt concrete plus (h-4) cm of coarse particle type asphalt concrete;

when the h is more than 12 and less than or equal to 14, milling the pavement, and then paving 4cm of fine grain type asphalt concrete, 5cm of coarse grain type asphalt concrete and 5cm of coarse grain type asphalt concrete;

and when h is more than 14, milling the pavement, and then paving 4cm of fine-grain asphalt concrete, 5cm of coarse-grain asphalt concrete and (h-9) of coarse-grain asphalt concrete.

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