CN110777680A - Method for reinforcing, lifting and transforming beam bridge - Google Patents
Method for reinforcing, lifting and transforming beam bridge Download PDFInfo
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- CN110777680A CN110777680A CN201911104528.2A CN201911104528A CN110777680A CN 110777680 A CN110777680 A CN 110777680A CN 201911104528 A CN201911104528 A CN 201911104528A CN 110777680 A CN110777680 A CN 110777680A
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Abstract
The invention discloses a method for reinforcing, lifting and transforming a beam bridge, which is characterized in that an upper steel chord (1), a web member (2) and a lower steel chord (3) are additionally arranged on an original bridge, and an original structure is used as the lower chord to form a truss to resist partial load together; the steel upper chord member (1), the steel web members (2) and the steel lower chord member (3) form a truss arranged on the bridge floor. The number of the steel truss pieces is determined according to the requirement, and the arrangement position of the truss is based on the arrangement of the bridge deck. In order to ensure the stability of the truss, steel columns (4) can be arranged at regular intervals; the connection of the steel truss to the deck may be made in a number of ways. The method is simple and convenient to construct, can form composite bending resistance together with the original structure by additionally arranging the steel structure, and can improve the bending resistance, the shearing resistance and the bearing capacity of the structure at low cost by transferring part of load to the truss structure, thereby improving the mechanical property of the structure, and being particularly suitable for reinforcing, lifting and reforming the existing beam bridge.
Description
Technical Field
The invention belongs to the technical field of bridge engineering, and particularly relates to a method for reinforcing, lifting and transforming a bridge.
Background
The beam bridge is a structure without horizontal counter force under the action of vertical load, is used as the most basic structural form in a bridge system, has the advantages of simple structure, relatively low manufacturing cost, mature construction technology and the like, becomes one of the most constructed bridge types in the world, and plays an irreplaceable role in transportation.
The beam bridge can be divided into a plurality of bridge types such as a simply supported beam bridge, a cantilever beam bridge, a continuous rigid frame bridge and a T-shaped rigid frame bridge according to different stress characteristics. Because of their own advantages, beam bridges are the most commonly used bridges among bridges of medium and small span and of large span. The construction difficulty of the beam bridge is relatively small, and the beam bridge occupies an important position in the construction of roads, railways and urban bridges at home and abroad due to the maturity and application of the prestress technology, and the beam bridge still has a wide development prospect in the development history of the bridge along with the application of new construction technologies such as a floor stand method, a movable formwork method, a cantilever casting method, a whole-hole prefabrication and assembly method, a turning construction method, a segment prefabrication and assembly method, a pushing construction method and the like.
However, as the service time increases, various defects of the pre-stressed girder bridge are gradually highlighted, and the safety and normal use of the bridge structure are seriously affected by the damage caused by the relaxation of the pre-stress. At present, in large span girder bridges at home and abroad, some common diseases mainly exist, and two categories are summarized, namely midspan downwarping and girder cracking. In general, the damage is less when the bridge spans 80-100 m; the bridge with the span of 100-160 m has more diseases; the bridge with the span of more than 160m has heavier diseases. For example, a Humen bridge auxiliary navigation bridge (built in 1997, a three-span prestressed concrete continuous rigid frame bridge with span arrangement of 150+270+150m), through continuous observation for 7 years, the deflection of the main span midspan increases year by year and is not stopped, and the measured data in 2003 shows that the deflection accumulation of the left bridge midspan reaches 22.2cm and the deflection accumulation of the right bridge midspan reaches 20.7cm compared with the bridge forming time; the Huangshi Changjiang river bridge (built in 1995, a prestressed concrete continuous rigid frame bridge with span length of 162.5+3 multiplied by 245+162.5m) has obvious downward deflection in each span after 7 years of operation, and the maximum downward deflection in each span reaches 30.5cm compared with the maximum downward deflection in the bridge formation; the bridge is built in 1994, and is a three-span prestressed concrete continuous rigid frame bridge, the span is 66+120+66m, and the deflection of the main span in the middle reaches 22.0cm, the web plate of the main span box girder has a large number of oblique cracks, and the maximum crack width is 1.15 mm; a three gorges yellow river highway bridge (built in 1992, a prestressed concrete continuous rigid frame bridge with the span of 105+4 multiplied by 140+105m) is found in 2002 in 6 months, the maximum deflection in the span reaches 22.0cm, and a large number of cracks appear on a beam body; kingston bridges (built in 1970, prestressed concrete box girder bridges with span arrangements of 62.5+143.3+62.5m) in the united kingdom, mid-span downtilt has reached 30.0cm by 1998; Koror-Babeldaob bridges (built in 1978, three-span prestressed concrete T-type rigid frame bridges with span arrangements of 53.6+240.8+53.6m), and the maximum deflection in the midspan has reached 1.2m by 1996; the American parrot ferry bridge (built in 1979, a continuous rigid frame bridge with span of 99+195+99m) is deflected about 30.0cm in the midspan of the main span just after 5 months of construction, and is deflected about 30.0cm continuously after 10 years of use; the Chongqing Yangtze river bridge (built in 1980, a prestressed concrete T-shaped rigid frame bridge with hanging beams has a maximum span of 174m), and after 10 years of construction, the maximum lower deflection value of the end part of a T-shaped cantilever reaches 24.0 cm; the situation of excessive midspan downward deflection occurs after the vehicle is driven by a Yangtze river bridge (built in 1967, the maximum span of a prestressed concrete T-shaped rigid frame bridge with a hanging beam is 124 m).
At present, the main technical scheme for reinforcing and reconstructing the bridge at home and abroad is as follows:
bridge deck reinforcing layer reinforcing method: the method includes the steps of firstly, chiseling or roughening the whole pavement of the original bridge deck, and then additionally paving a reinforcing layer with a certain thickness to increase the effective height of a main beam and improve the transverse distribution capacity of the load of the bridge, so that the bearing capacity of a single beam or the whole bearing capacity of the bridge structure is improved. However, the method increases the dead weight and the dead load bending moment of the bridge more due to the thickened part, and is still the stress control design of the tension steel bar at the lower edge of the original structure, so the reinforcing method is generally only suitable for T-shaped bridge or slab bridge with smaller span.
The method for reinforcing the enlarged section and the reinforcing bars comprises the following steps: when the strength, rigidity, stability and crack resistance of the bridge are insufficient, a reinforcing method of enlarging the section of a component, increasing the reinforcing bars and improving the reinforcing bar ratio is generally adopted. The method has ideal reinforcing effect under the condition of reliable construction quality, and almost does not need post maintenance. However, the method inevitably increases the self weight of the structure, and all operations in the construction process need to be carried out at the bottom of the beam, so that the construction difficulty is high, and the construction quality is difficult to control.
An external prestress reinforcing method: the method has the advantages that the method has the most obvious reinforcing effect, and can effectively increase the bending rigidity of the reinforced girder and greatly improve the bearing capacity of the girder on the premise of not increasing the self weight of the bridge, thereby reducing the reinforcing amount of the pier foundation. Meanwhile, on the premise of reasonably arranging the construction process, the influence on the traffic on the bridge can be reduced to the maximum extent. However, the construction process of the method is the most complex, the arrangement angle of the external prestressed beams is limited due to the small beam height of the span of the box beam, the vertical component force of the external prestressed beams is limited, the stress of the local section of the box beam is over-limited due to improper reinforcement design, additional potential safety hazards are caused, and the external prestressed beams are easy to corrode after reinforcement.
And (3) a steel plate pasting and reinforcing method: the steel plate is adhered and anchored on the tension surface or other weak parts of the concrete structure by the adhesive and the anchor bolt, so that the steel plate and the reinforced concrete structure form a whole to achieve the purpose of improving the bearing capacity of the structure. The method has the advantages of basically not changing the size of the original structure, simple construction, reliable technology, good short-term reinforcement effect, mature process and the like. However, the bonded steel plate has the problem of passive stress, when the bonded steel plate plays the due role, the reinforced beam body is often deformed greatly, so that the reinforcing effect is not ideal under the condition that the midspan beam body is greatly deflected, and necessary surface protection is required after the bonded steel plate is reinforced, so that the later maintenance cost for reinforcing the bridge is increased.
And (3) changing a structural stress system reinforcing method: namely, the purpose of improving the integral bearing capacity of the structure is achieved by changing a stress system of the bridge structure. The method needs to carry out careful field investigation and analysis on the stress condition of the original structure and carry out reliable stress analysis on the converted bridge structure, has high requirements on the specialty and is difficult to process the hogging moment area of the adjacent beam ends.
Adding a main beam reinforcing method: the method has large investment, and the problems of connection and asynchronous stress between the new bridge and the old bridge exist. The traffic needs to be interrupted during the reinforcing construction, and the bridge deck pavement layer often has a through seam along the direction of the joint face under the action of vehicle load after the reinforcing is finished, so that the bridge deck pavement needs to be repeatedly repaired, the cost of later maintenance is increased, and the driving stability is also influenced.
The anchor shotcrete reinforcement method comprises the following steps: the method is mainly used for reinforcing and maintaining the concrete beam with insufficient shear strength caused by small section size of the fulcrum. On the premise of ensuring reliable bonding quality of new and old concrete, the anchor spraying concrete reinforcement can obviously increase the rigidity of the main beam and effectively improve the durability of the structure, and maintenance cost is hardly needed in the later period, but the reinforcement method is only applied to the reinforcement of the masonry slab arch bridge and is rarely applied to the reinforcement of the beam bridge.
Adding a transverse connection strengthening method: the method is a reinforcing method for improving the load transverse distribution rule of the upper structure by additionally arranging the transverse connection of the bridge, thereby achieving the purpose of improving the integral bearing capacity of the structure, and is generally used for reinforcing the beam bridge with a T-shaped section and an I-shaped section without or with few inner cross beams. However, this reinforcing method may damage the original structure to some extent, and is not suitable for areas or members with complicated reinforcing bars.
And (3) sticking carbon fiber cloth for reinforcement: the carbon fiber reinforced composite material is a concrete structure reinforcing material with excellent performance, has the advantages of high strength, small density, corrosion resistance, fatigue resistance and the like, but when a large-span prestressed concrete continuous box girder bridge is reinforced, a girder body needs to be greatly deformed if carbon fibers are enabled to play a role. Therefore, when the method is adopted to reinforce the long-span prestressed concrete continuous box girder bridge, although the ultimate bearing capacity can be greatly improved, the bearing capacity in a normal use state cannot be effectively improved.
Many of the existing bridge bridges in China are built according to design standards promulgated in the early 70 th or 80 th of the 20 th century, and the design loads are low. With the increase of service time and traffic volume, various heavy vehicles, especially heavy transport vehicles for engineering continuously appear, the load of bridges becomes increasingly heavy, and in addition, the old bridges are partially aged, damaged or limited by the original design standard and cannot meet the requirements of modern transportation, so that effective reinforcement and modification measures are adopted to recover and improve the bearing capacity of the bridges, so that the bridges continue to serve the modern transportation, and huge economic benefits can be brought to the country.
Disclosure of Invention
The invention aims to solve the outstanding problems of reinforcing, lifting and transforming of a beam bridge in the traditional method, and provides a method for reinforcing, lifting and transforming the beam bridge. The method mainly adds the steel members on the original beam body to form the truss type structure so as to jointly resist partial load, realizes the maximization of the beam height and the composite bending resistance of the cross section, thereby achieving the purpose of improving the structural rigidity and the bearing capacity, is simple and convenient in construction, has small influence on traffic, and can provide a safer, more economic, more efficient and simpler technical scheme for reinforcing the beam bridge. The invention has simple construction, and can effectively improve the mechanical properties of the structure, such as rigidity, strength bearing capacity, dynamic property and the like on the premise of increasing less steel consumption, thereby being particularly suitable for reinforcing, lifting and reforming the existing beam bridge.
In order to achieve the purpose, the invention adopts the following technical scheme:
a method for reinforcing, lifting and transforming a beam bridge is characterized in that an upper steel chord, a web member and a lower steel chord are additionally arranged on an original bridge, and an original structure is used as the lower chord to form a truss to jointly resist partial load; the steel upper chord member, the steel web members and the steel lower chord member form a steel truss arranged on the bridge floor. The steel truss is arranged on the bridge deck. In order to ensure the stability of the truss, steel columns can be arranged at regular intervals. The connection of the steel truss to the deck may be made in a number of ways.
In the invention, by additionally arranging the steel structure, the composite bending resistance can be formed together with the original structure, and part of load rotation is borne by the truss structure, namely the upper steel chord member, the web member and the lower steel chord member form a steel truss, and the steel truss and the original bridge structure form a large truss, so that the bending resistance, the shearing resistance and the bearing capacity of the structure can be improved at low cost, the mechanical property of the structure is further improved, and the composite bending resistance are particularly suitable for reinforcing, lifting and reforming the existing bridge.
The invention can be used for reinforcing simple-supported beam bridges, cantilever beam bridges, continuous rigid frame bridges and T-shaped rigid frame bridges.
As further illustration of the invention, the method can be used for reinforcing single-span and multi-span bridge bridges.
As a further illustration of the invention, a transverse connection may be provided between the steel trusses and a deck structure may be laid thereon to reform the original bridge into a double or even multi-layer bridge.
As a further explanation of the invention, the cross section of the main beam of the original bridge comprises a plate type cross section, a rib plate type cross section and a box type cross section.
As further illustration of the invention, the number of the steel truss can be determined according to the needs of reinforcing, lifting and reforming the bridge; the steel truss is arranged at the central separation belt, two sides of the bridge and other places which have little influence on traffic.
As further explained in the invention, when the lower steel chord is connected with the bridge deck, the bridge deck at the connecting position is chiseled until the main reinforcement is exposed, then the shear connector is welded, finally the lower steel chord is installed, and concrete is poured to form a whole.
If the lower steel chord members are not arranged, the bridge deck at the connecting position is chiseled until the main reinforcements are exposed when the steel web members are connected with the bridge deck, then horizontal steel plates and shear connectors are welded on the main reinforcements, vertical steel plates are welded below the horizontal steel plates to form a T-shaped platform, and finally the T-shaped platform and the steel web members are welded together and concrete is poured to form a whole.
As further illustration of the invention, the steel upper chord member, the steel web member and the steel lower chord member can be connected with each other by welding, bolting or bolting.
As a further explanation of the invention, a steel column is further arranged between the upper steel chord and the lower steel chord and is vertically arranged. The stability of the steel truss can be further improved by additionally arranging the steel columns within a certain distance.
The invention has the advantages that:
1. the new constant load is less. The newly added structure of the invention adopts a steel structure, and the steel consumption per square meter is less, so the self weight of the structure is increased slightly.
2. High adaptability and simple construction. The steel truss is arranged above the bridge floor, so that the steel truss is suitable for reinforcing, carrying and transforming various beam bridges.
3. Short construction period and low cost. The newly added steel truss has less steel consumption, so the construction cost is less, and the construction is simple and quick only by welding or bolt connection.
4. The influence on traffic is small. The steel trusses additionally arranged in the invention are arranged on the central separation zone or the left side and the right side above the original beam body, and the influence on main line traffic is small during construction.
5. The operation and maintenance cost is low. The newly added part of the invention is a steel structure, and particularly after weathering steel is used, the durability of the structure is better, and the later maintenance workload is small.
6. The effect is obvious. The invention can be used for reinforcing, carrying and transforming, and can effectively improve the mechanical properties of the structure, such as rigidity, strength bearing capacity, dynamic characteristics and the like.
Drawings
Fig. 1 is a schematic view of the general arrangement of a continuous rigid frame bridge reinforced by the present invention.
Fig. 2 is a schematic view showing the overall arrangement of a continuous rigid frame bridge reinforced by the present invention without a steel lower chord.
Fig. 3 is a schematic top view of the structure of fig. 1 and 2.
Fig. 4 is a schematic cross-sectional view of a main beam of a continuous rigid frame bridge reinforced by the continuous rigid frame bridge of the present invention.
FIG. 5 is a bending moment diagram of a continuous bridge with a mid-span ratio of 0.7 (i.e., a main span diameter l and a bending rigidity EI) under a constant load.
FIG. 6 is a bending moment diagram under live load of a continuous bridge with a mid-span ratio of 0.7 (main span diameter l, bending rigidity EI).
FIG. 7 is a graph showing the characteristic change of bending moment of a continuous beam bridge under combined load.
Fig. 8 is a static equivalent schematic diagram of the original beam body section.
Figure 9 is a static equivalent schematic of a section of a finished beam.
Reference numerals: 1-steel upper chord, 2-steel web member, 3-steel lower chord and 4-steel column.
Detailed Description
The mechanical principle and structure of the present invention will now be described with reference to fig. 1 to 5:
1. brief analysis of principle
The reinforcing, load lifting and transformation of the beam bridge should avoid the newly increased and overlarge dead load as much as possible, so that the invention adopts the steel truss for reinforcing in order to reduce the burden of the increased load on the original structure as much as possible. The newly-added steel truss formed by the upper steel chord, the web member and the lower steel chord can be independently bent, in addition, the reinforced bridge can be regarded as a large truss structure formed by taking the original structure as the lower chord, the upper steel chord and the web member, and the axial force of the upper steel chord and the axial force of the original concrete structure form a couple to resist bending moment, so that composite bending resistance is realized, the bending resistance of the original structure is greatly improved, the neutral axis still falls on the lower chord (concrete structure) through reasonable design, and the aims of saving steel consumption and fully playing the bending resistance of the original structure can be achieved.
2. Mechanical analysis
(1) Bending rule of continuous beam bridge
Under the action of a constant load, a bending point of the continuous beam bridge is determined, and under the action of a moving load, the bending point of the continuous beam bridge is not determined, so that the bending moment value of each section of the continuous beam bridge under the use state is changed, and the bending moment property (positive bending or negative bending) is possibly changed, which is mainly related to the span, the structural arrangement and the constant live load ratio. Now, taking a continuous bridge with a mid-span ratio of 0.7 (main span length l, bending rigidity EI) as an example, the following analysis is made:
the bending moment diagram of the continuous beam bridge under the constant load action is shown in fig. 5, wherein the constant load concentration is g. It can be seen that under the constant load, the negative bending peak of the continuous bridge is located at the support (section a), the positive bending peak is located in the main span (section C), and a reverse bending point (section B) exists between the section a (negative bending) and the section C (positive bending).
The moving load concentration is set to be q, the moving load concentration is enabled to act on the left side span, and a bending moment diagram of the continuous beam bridge under the live load action is shown in figure 6. It can be seen that under the action of the moving load, the bending moment characteristics of the continuous beam bridge at the three points of A, B and C are different from that under the action of the constant load.
The bending moment values under the action of constant and live load are superposed, and the following results can be obtained: for the section A, the negative bending value is obtained under the action of two loads, so that the bending moment is constant negative; for the C section, the bending moment characteristics (positive bending or negative bending) of the two superposed sections are undetermined and are related to span, constant and live load proportion and structural arrangement; for section B, the bending moment characteristic changes from zero to negative (or from zero to positive).
To sum up, under the combined action of constant load and live load, the bending moment characteristic of the continuous beam is as follows: the negative bending area is relatively constant, while the negative bending point and the positive bending area (area under constant load) are variable, but through reasonable design, the approximate law of the characteristic change of the bending moment of the continuous beam can still be represented by fig. 7.
(2) Reinforcement arrangement
Based on the analysis, the steel truss is arranged along the full bridge full length, and the tensile advantage of steel can be fully exerted in the negative bending area; in the positive and negative bending alternate occurrence region, the upper part and the lower part of the section of the beam section can have tensile stress, so a steel structure is adopted; in the positive bending area, a steel structure is adopted to reduce the load effect.
(3) Cross section force analysis
Detailed mechanical analysis is carried out on the section of the hogging moment area (similar to the analysis on the positive bending moment area), as shown in figure 8, when the section is not reinforced, a neutral axis falls on the concrete section, tensile stress and compressive stress are necessarily simultaneously existed on the section of the original beam body, and the static force can be equivalent to N
cAnd
after reinforcement, performing static equivalence on the whole section of the structure, as shown in fig. 9, respectively calculating principal vector and principal moment expressions on the section:
N＝N
s-N
c＝0 (1)
and has the following components:
y
1+y
2＝H (3)
substituting the expressions (1) and (3) into the expression (2) can obtain:
wherein N is
sThe axial force is applied to the steel structure,
the bending moment borne by the original structure is H, and the truss height is H. From the expression (4), the bending resistance of the bridge after the reinforcement is finished is composed of two parts, namely, the newly-added truss and the original concrete structure form composite bending resistance.
Example (b):
the method is applied to reinforcing the extra-large bridge of Yujiang river of Xiangjiang country, the bridge is a four-span prestressed reinforced concrete rigid frame bridge which is divided into a left bridge and a right bridge, the total length of the bridge is 410m, the span combination is 80.0m +2 multiplied by 125.0m +80.0m, the upper structure of the original bridge is made of prestressed reinforced concrete, each girder is a single-box single-chamber box girder, the variable cross section (2.5-6.8 m) is adopted, and the height of the girder is gradually changed according to a parabolic line. The abutment at two ends of the bridge substructure adopts a rib type embedded abutment and double-row pile foundations. The pier adopts double thin-wall piers and double-row pile foundations. The total width of the bridge deck is 26.5m, and the bridge width is arranged as follows: 0.5m anticollision wall +11.75m lane +0.5m anticollision wall +1.0m division strip +0.5m anticollision wall +11.75m lane +0.5m anticollision wall, two bridge abutment departments are equipped with comb shape steel sheet telescoping device. The bridge deck pavement adopts a cement concrete pavement layer, and crash barriers with the height of 0.8m and the width of 0.5m are arranged on both sides of the cement concrete pavement layer. The method specifically comprises the following steps: the method comprises the following steps that an upper steel chord 1, a web member 2 and a lower steel chord 3 are additionally arranged on an original bridge, and an original structure is used as the lower chord to form a truss to jointly resist partial load; the steel upper chord member 1, the steel web members 2 and the steel lower chord member 3 form a truss arranged on the bridge floor. The method is simple and convenient to construct, the steel structure is additionally arranged, the composite bending resistance can be formed together with the original structure, part of load is transferred to be borne by the truss type structure, the bending resistance, the shearing resistance and the bearing capacity of the structure can be improved with less cost, and the mechanical property of the bridge is further improved.
The adding and fixing device comprises: the steel upper chord member and the steel web members are welded to form truss pieces with the height of 3.5m and are arranged on two sides of the bridge floor, inclined struts are arranged on the cantilever flange plates every 10m, and effective force transmission is achieved by arranging shear nails between the steel and the concrete. Meanwhile, steel plates with the width of 300mm and the thickness of 6mm are adhered to cracks of the top plate, the web plate and the bottom plate of the box girder for reinforcement.
After this bridge of this scheme of utilization is consolidated, the superiority of full-bridge mechanical properties is specifically shown in: the concrete compressive stress under the action of the worst load combination is reduced by 5 percent compared with that of the original bridge, the concrete compressive stress under the action of live load is reduced by 12 percent compared with that of the original bridge, the rigidity under the action of moving load is improved by 20 percent, and the fundamental frequency is improved by 15 percent.
Comparison table of technical parameters of examples
Claims (10)
1. A method for reinforcing, carrying and transforming a beam bridge is characterized by comprising the following steps: an upper steel chord (1), a web member (2) and a lower steel chord (3) are additionally arranged on an original bridge, and an original bridge structure is used as the lower chord to form a truss to jointly resist partial load; the steel upper chord member (1), the steel web members (2) and the steel lower chord member (3) form a steel truss arranged on the bridge floor.
2. The method for reinforcing, lifting and modifying the beam bridge according to claim 1, wherein: the method is used for reinforcing a simply supported beam bridge, a cantilever beam bridge, a continuous rigid frame bridge and a T-shaped rigid frame bridge.
3. The method for reinforcing, lifting and modifying the beam bridge according to claim 1, wherein: the reinforcing device is used for reinforcing single-span and multi-span bridge bridges.
4. The method for reinforcing, lifting and modifying the beam bridge according to claim 1, wherein: the steel trusses are transversely connected, and a bridge deck structure is laid on the steel trusses, so that the original bridge is transformed into a double-layer or even multi-layer bridge.
5. The method for reinforcing, lifting and modifying the beam bridge according to claim 1, wherein: the cross section of the main beam of the original bridge comprises a plate type cross section, a rib plate type cross section and a box type cross section.
6. The method for reinforcing, lifting and modifying the beam bridge according to claim 1, wherein: the steel truss is arranged on the two sides of the central separation belt and/or the bridge.
7. The method for reinforcing, lifting and modifying the beam bridge according to claim 1, wherein: when the lower steel chord (3) is connected with the bridge deck, the bridge deck at the connecting position is chiseled until the main ribs are exposed, then the shear connectors are welded, finally the lower steel chord (3) is installed, and concrete is poured to form a whole.
8. The method for reinforcing, lifting and modifying the beam bridge according to claim 1, wherein: if the lower steel chord members (3) are not arranged, when the steel web members (2) are connected with the bridge floor, the bridge floor at the connecting position is firstly chiseled until the main reinforcements are exposed, then horizontal steel plates and shear connectors are welded on the main reinforcements, then vertical steel plates are welded below the horizontal steel plates to form a T-shaped platform, and finally the T-shaped platform and the steel web members (2) are welded together and concrete is poured to form a whole.
9. The method for reinforcing, lifting and modifying the beam bridge according to claim 1, wherein: the steel upper chord (1), the steel web members (2) and the steel lower chord (3) are connected with each other by welding, bolting or bolting.
10. The method for reinforcing, lifting and modifying the beam bridge according to claim 1, wherein: and a steel column (4) is also arranged between the upper steel chord (1) and the lower steel chord (3), and the steel column (4) is vertically arranged.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114232514A (en) * | 2021-11-25 | 2022-03-25 | 上海同济检测技术有限公司 | Continuous beam bridge active reinforcement method based on influence line principle |
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Application publication date: 20200211 |