CN110792009A - Bridge head bump prevention and control structure based on concrete composite pavement and laying method thereof - Google Patents
Bridge head bump prevention and control structure based on concrete composite pavement and laying method thereof Download PDFInfo
- Publication number
- CN110792009A CN110792009A CN201910988772.3A CN201910988772A CN110792009A CN 110792009 A CN110792009 A CN 110792009A CN 201910988772 A CN201910988772 A CN 201910988772A CN 110792009 A CN110792009 A CN 110792009A
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- China
- Prior art keywords
- bridge
- bridge head
- pavement
- filling
- abutment
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- Pending
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- 238000000034 method Methods 0.000 title claims abstract description 18
- 239000004567 concrete Substances 0.000 title claims abstract description 16
- 239000002131 composite material Substances 0.000 title claims abstract description 12
- 230000002265 prevention Effects 0.000 title description 5
- 238000012545 processing Methods 0.000 claims abstract description 9
- 239000011384 asphalt concrete Substances 0.000 claims abstract description 5
- 239000010410 layer Substances 0.000 claims description 30
- 238000010276 construction Methods 0.000 claims description 13
- 238000001514 detection method Methods 0.000 claims description 10
- 238000005056 compaction Methods 0.000 claims description 9
- 238000005096 rolling process Methods 0.000 claims description 7
- 230000007704 transition Effects 0.000 claims description 7
- 238000013461 design Methods 0.000 claims description 6
- 238000005259 measurement Methods 0.000 claims description 6
- 230000002787 reinforcement Effects 0.000 claims description 5
- 238000012360 testing method Methods 0.000 claims description 5
- 238000003801 milling Methods 0.000 claims description 4
- 230000002457 bidirectional effect Effects 0.000 claims description 3
- 238000005429 filling process Methods 0.000 claims description 3
- 239000000463 material Substances 0.000 claims description 3
- 239000011159 matrix material Substances 0.000 claims description 3
- 239000004575 stone Substances 0.000 claims description 3
- 239000002344 surface layer Substances 0.000 claims description 3
- 230000003068 static effect Effects 0.000 claims description 2
- 239000002689 soil Substances 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 4
- 230000009471 action Effects 0.000 description 2
- 239000011248 coating agent Substances 0.000 description 2
- 238000000576 coating method Methods 0.000 description 2
- 230000003203 everyday effect Effects 0.000 description 2
- 238000004062 sedimentation Methods 0.000 description 2
- 230000000087 stabilizing effect Effects 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 238000005336 cracking Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 230000009191 jumping Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000008239 natural water Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 239000011148 porous material Substances 0.000 description 1
- 238000009490 roller compaction Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C3/00—Foundations for pavings
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C3/00—Foundations for pavings
- E01C3/04—Foundations produced by soil stabilisation
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/08—Damp-proof or other insulating layers; Drainage arrangements or devices ; Bridge deck surfacings
- E01D19/083—Waterproofing of bridge decks; Other insulations for bridges, e.g. thermal ; Bridge deck surfacings
Abstract
The invention discloses a structure for preventing and controlling vehicle bump at the bridge head based on a concrete composite pavement and a laying method thereof. The settlement difference value of the two ends of the bridge head is larger, so that the processing engineering amount is reduced, asphalt concrete bridge pavement with a certain thickness can be milled and planed, the processing thickness is reduced, the number of transverse joints is reduced, and the pavement evenness and straightness are improved.
Description
Technical Field
The invention relates to the field of road construction, in particular to a bridge head bump prevention structure based on a concrete composite pavement and a laying method thereof.
Background
At present, the construction of the highest-grade roads in China is in an important development stage with the same quality and quantity, adverse effects of position difference settlement on road surface structure of bridge head skip, high filling and emptying sections, filling and excavating joint parts and the like due to local conditions cause increasing attention of departments of road construction, design, supervision, construction and the like, the driving mechanism of automobiles at the bridge head is very complex, and the influence degrees of different access plate lengths, different yield values and different vehicle speeds of different models are different.
The main reason for the bump at the bridge head is the subsidence caused by poor soil quality. Bridges and culverts are usually positioned in gullies, the underground water level is high, the natural water content of the soil is greater than a limit value, the natural pores are large, the soil often contains organic substances, the compressibility is high, the shear strength is low, once disturbed, the natural structure is easy to damage, the strength is obviously reduced, the filling height of the bridge head roadbed is large, the generated foundation stress is relatively large, the foundation settlement is easy to cause under the action of vehicle load, and the deformation stability lasts for years or even longer. The problem can not be avoided even under the action of external load on some stable foundations.
Disclosure of Invention
The invention aims to provide a bridge head bump prevention structure based on a concrete composite road surface and a laying method thereof.
The technical purpose of the invention is realized by the following technical scheme:
the utility model provides a bridgehead prevention and cure structure of jumping of car and laying method thereof based on concrete combined type road surface, its characterized in that, including milling the bridgehead road surface, add and spread asphalt concrete and eliminate the settlement difference, mill and carry out ground reinforcement processing after the bridgehead road surface, carry out the bridge back of the body at the junction of bridge floor and ground and adopt conventional filler, the platform back of the body is backfilled including the layering and is backfilled and experimental detection, set up the changeover portion at the bridgehead after ground reinforcement, mill and mill the bridgehead road surface and adopt the measurement lofting earlier, use "dot matrix" to arrange the elevation measurement point, the bridge structure arrangement point that has telescoping device should not be less than 50m from the telescoping device, the bridge that does not have the telescoping device is counted from the seam, the bridge of no expansion joint.
By adopting the technical scheme, although the settlement difference value of the two ends of the bridge head is larger, in order to reduce the processing work amount, the asphalt concrete bridge deck pavement with a certain thickness can be milled and planed, the processing thickness is reduced, the number of transverse joints is reduced, and the pavement evenness and the straightness are improved.
Preferably, the milled bridge head pavement is subjected to seam processing, the dislocation between the upper layer and the lower layer of the longitudinal seam is at least 200m, the dislocation between the lower layer and the longitudinal seam is at least 1m, and the dislocation between the adjacent layers is at least 1 m.
By adopting the technical scheme, the joint processing is carried out after the bridge head pavement is milled and milled, the two steps are staggered, the height difference at the later stage is increased, the adjustment is convenient, and meanwhile, a certain space is reserved for the adjustment at the later stage.
Preferably, before the abutment back is backfilled, scale marks are marked on the rear part of the abutment according to a layer of every 15cm, layered filling is carried out from the lowest part during backfilling, the layers are compacted layer by layer, the surface of each layer is flat, a road arch corresponding to a roadbed is formed, when the backfilling height of the abutment back of the abutment is more than 5m, in order to reduce uneven settlement, a layer of bidirectional geogrid is additionally arranged on the original ground and the top of the abutment back respectively, the geogrid is paved in a direction perpendicular to a route, the lap joint width is not less than 2O cm, and four corners are firmly fixed.
Adopt above-mentioned technical scheme, through the compaction of layering to increase the compactness between every layer, thereby increase the compressive strength of whole coating, cooperation building grid, thereby avoid the coating pressurized to remove towards both sides, the compressed effect of further whole dirt bed of increase also can avoid the soil layer pressurized to take place to remove.
Preferably, the rolling is preferably performed by stabilizing the pressure by using a vibratory roller, then performing low vibration for 2 times, and finally performing static pressure until the design requirement is met, a safe distance of 0.5m is reserved near the abutment during rolling, a small-sized tamping machine is adopted for tamping within the safe distance, and the aim of preventing any possible damage to the structure is fulfilled until the degree of compaction meets the design requirement.
By adopting the technical scheme, the strength of the whole soil layer is increased by double tamping and matching with a vibratory roller, and meanwhile, the safety distance of 0.5m is kept, so that the damage to peripheral objects and people during construction is avoided, and the safety of the whole operation is improved.
Preferably, the test detection is carried out according to layered filling, layered rolling and layered detection, filling is controlled not to exceed 4 layers every day, the compaction degree is detected according to the frequency of one point every 50m, at least one point is detected when the thickness is less than 50m, the compaction degree standard is more than 96% or the settlement difference is within 2mm, the construction procedure is strictly controlled, the previous procedure is unqualified, and the next procedure is strictly forbidden for construction.
Adopt above-mentioned technical scheme, be superior to earth at the first pressure-bearing after, need go to know the actual pressurized condition of earth through stewing to avoid carrying out the detection when exerting pressure once, the experimental data deviation can appear, thereby avoid the later stage to be superior to experimental data and cheat the problem that leads to and appear, through setting up a plurality of check points, make the stricter of whole data more afterwards.
Preferably, the concrete anisotropic precast block is paved on the surface layer of the transition section, the length of which is 10-50cm, of the transition section.
Adopt above-mentioned technical scheme, add transition section for the junction between bridge floor and the ground can slow down the difference in height between the two, thereby makes the height on whole bridge floor press close to the height on ground more.
Preferably, graded broken stones or gravel are adopted for a certain thickness of the filling in the filling process.
By adopting the technical scheme, through the structural characteristics of the material, the whole sedimentation can be completed in a short time, and the material has no capillary water effect, can prevent water and accelerate water drainage, thereby achieving the effect of preventing sedimentation.
Detailed Description
The following description is only a preferred embodiment of the present invention, and the protection scope is not limited to the embodiment, and any technical solution that falls under the idea of the present invention should fall within the protection scope of the present invention. It should also be noted that modifications and embellishments within the scope of the invention may occur to those skilled in the art without departing from the principle of the invention.
As shown above, the structure for preventing and controlling the bumping at the bridge head based on the concrete composite pavement and the paving method thereof are characterized by comprising the steps of milling the bridge head pavement, firstly adopting measurement lofting for milling the bridge head pavement, using a dot matrix to arrange elevation measurement points, arranging the points of a bridge and culvert structure with a telescopic device to be not less than 50m from the telescopic device, calculating the bridge and culvert without the telescopic device from a joint, paving a bridge without an expansion joint, adding asphalt concrete to eliminate settlement difference, performing joint processing on the milled bridge head pavement, wherein on a longitudinal joint, the dislocation between lower layers is at least 200m, the horizontal joint is at least 1m, and the dislocation between adjacent layers is at least 1 m.
As shown above, the foundation reinforcement treatment is carried out after the pavement of the bridge head is milled, then the conventional filling is adopted for the bridge back at the joint of the bridge deck and the ground, graded broken stones or gravels are adopted for filling with a certain thickness in the filling process, the layered filling is carried out from the lowest position when the back of the abutment is backfilled according to the scale mark of every 15cm layer at the back of the abutment before the abutment backfilling, the layer-by-layer compaction is carried out on each layer, the surface of each layer is flat, a road arch corresponding to the roadbed is formed, when the backfill height of the abutment back of the bridge is more than 5m, a layer of bidirectional geogrid is respectively additionally arranged on the original ground and the top of the abutment for reducing the uneven settlement, the geogrid is paved in the direction vertical to the route, the lap joint width is not less than 2O cm, the four corners are firmly fixed, the road roller compaction is preferably carried out by adopting a vibration machine for firstly stabilizing the pressure, then for 2, tamping is carried out within a safe distance using a small tamping machine, and care is taken to prevent any possible damage to the structure until the degree of compaction meets the design requirements.
As shown above, the abutment back filling comprises layered filling and test detection, the test detection is constructed according to layered filling, layered rolling and layered detection, the filling of every day is controlled not to exceed 4 layers, the compactness is detected according to the frequency of one point per 50m, at least one point is detected when the compactness is less than 50m2, the compactness standard is more than 96% or the settlement difference is within 2mm, the construction procedure is strictly controlled, the upper procedure is unqualified, the construction of the lower procedure is strictly forbidden, the abutment back construction is carried out firstly, the abutment back filling is timely, the abutment back filling construction, the cone and the slope protection are preferably carried out synchronously, the cone and slope protection cracking damage caused by uneven settlement is avoided as much as possible, and the heavy machinery is fully utilized to roll compactly.
As shown in the above, after the foundation is reinforced, a transition section is arranged at the bridge head, and a concrete anisotropic precast block is paved on the surface layer of the transition section with the length of 10-50 cm.
Claims (8)
1. The structure is characterized by comprising the steps of milling a bridge head pavement, paving asphalt concrete to eliminate settlement difference, carrying out foundation reinforcement treatment after the bridge head pavement is milled, carrying out bridge back filling at the joint of a bridge floor and the ground by adopting conventional filling materials, wherein the step of back filling comprises layered backfilling and test detection, and a transition section is arranged at the bridge head after the foundation reinforcement.
2. The structure for preventing and treating bump at bridge head based on concrete composite pavement as claimed in claim 1 and the laying method thereof are characterized in that the milled bridge head pavement is firstly subjected to measurement lofting, the elevation measurement points are arranged in a dot matrix manner, the arrangement of the bridge and culvert structure with the telescopic device is not less than 50m from the telescopic device, and the bridge and culvert without the telescopic device are not provided with expansion joints from the joints.
3. The structure for preventing and controlling vehicle bump at bridge head based on concrete composite pavement as claimed in claim 1, wherein the milled bridge head pavement is processed by seam processing, the upper layer and the lower layer are staggered by at least 200m in the longitudinal seam, the transverse seam is staggered by at least 1m in the adjacent layers.
4. The structure of claim 1, wherein the abutment is backfilled with a graduation mark on every 15cm layer at the rear of the abutment before the abutment is backfilled in a layered manner from the lowest position, each layer is compacted layer by layer to be flat, a road arch corresponding to a roadbed is formed, when the backfill height of the abutment is larger than 5m, a bidirectional geogrid is respectively added on the original ground and the top of the abutment to reduce uneven settlement, the geogrid is paved in a direction perpendicular to the route, the lap joint width is not smaller than 2O cm, and four corners are firmly fixed.
5. The structure for preventing and treating bump at bridge head based on concrete composite pavement as claimed in claim 4, wherein the rolling is preferably performed by a vibratory roller to stabilize the pressure, then the vibration is performed for 2 times, and finally the static pressure is performed until the design requirement is met, a safe distance of 0.5m is reserved near the abutment during the rolling, a small-sized tamping tool is used for tamping within the safe distance, and the structure is prevented from being damaged by attention until the degree of compaction meets the design requirement.
6. The structure for preventing and treating bump at bridge head based on concrete composite pavement and the laying method thereof according to claim 1, wherein the test detection is carried out according to layered filling, layered rolling and layered detection, filling of not more than 4 layers per day is controlled, the compaction degree is detected according to the frequency of one point per 50m, at least one point is detected when the thickness is less than 50m2, the compaction degree standard is more than 96% or the settlement difference is within 2mm, the construction procedure is strictly controlled, the previous procedure is unqualified, and the next procedure is strictly prohibited for construction.
7. The structure for preventing and treating bump at bridge head based on concrete composite pavement as claimed in claim 1, wherein the concrete anisotropic precast block is laid on the surface layer of the transition section with the length of 10-50 cm.
8. The structure for preventing and treating bump at bridge head based on concrete composite pavement as claimed in claim 5, wherein graded broken stone or gravel is adopted for certain thickness of the filling in the filling process.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910988772.3A CN110792009A (en) | 2019-10-17 | 2019-10-17 | Bridge head bump prevention and control structure based on concrete composite pavement and laying method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910988772.3A CN110792009A (en) | 2019-10-17 | 2019-10-17 | Bridge head bump prevention and control structure based on concrete composite pavement and laying method thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110792009A true CN110792009A (en) | 2020-02-14 |
Family
ID=69440374
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910988772.3A Pending CN110792009A (en) | 2019-10-17 | 2019-10-17 | Bridge head bump prevention and control structure based on concrete composite pavement and laying method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110792009A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112391890A (en) * | 2020-11-10 | 2021-02-23 | 桂林理工大学 | Construction device and method for solving bump at bridge head |
| CN115324078A (en) * | 2022-08-24 | 2022-11-11 | 中国二十冶集团有限公司 | Rapid remediation treatment method for local uneven settlement of roadbed |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102839595A (en) * | 2012-09-26 | 2012-12-26 | 江苏省交通科学研究院股份有限公司 | Method for treating bump at bridge-head |
| CN102979021A (en) * | 2012-11-21 | 2013-03-20 | 邢台路桥建设总公司 | Construction method for treating vehicle jump at bridge head in highway |
| CN104746399A (en) * | 2015-04-10 | 2015-07-01 | 成军 | Construction method for preventing vehicle bump at bridge head |
| CN105113386A (en) * | 2015-08-17 | 2015-12-02 | 苏州同尚工程设计咨询有限公司 | Stage back suitable for preventing bridgehead bump on high filling subgrade |
-
2019
- 2019-10-17 CN CN201910988772.3A patent/CN110792009A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102839595A (en) * | 2012-09-26 | 2012-12-26 | 江苏省交通科学研究院股份有限公司 | Method for treating bump at bridge-head |
| CN102979021A (en) * | 2012-11-21 | 2013-03-20 | 邢台路桥建设总公司 | Construction method for treating vehicle jump at bridge head in highway |
| CN104746399A (en) * | 2015-04-10 | 2015-07-01 | 成军 | Construction method for preventing vehicle bump at bridge head |
| CN105113386A (en) * | 2015-08-17 | 2015-12-02 | 苏州同尚工程设计咨询有限公司 | Stage back suitable for preventing bridgehead bump on high filling subgrade |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112391890A (en) * | 2020-11-10 | 2021-02-23 | 桂林理工大学 | Construction device and method for solving bump at bridge head |
| CN115324078A (en) * | 2022-08-24 | 2022-11-11 | 中国二十冶集团有限公司 | Rapid remediation treatment method for local uneven settlement of roadbed |
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Application publication date: 20200214 |