CN113914235A - Transverse anti-overturning catastrophe reinforcement design method for single-column pier bridge - Google Patents
Transverse anti-overturning catastrophe reinforcement design method for single-column pier bridge Download PDFInfo
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- CN113914235A CN113914235A CN202111397870.3A CN202111397870A CN113914235A CN 113914235 A CN113914235 A CN 113914235A CN 202111397870 A CN202111397870 A CN 202111397870A CN 113914235 A CN113914235 A CN 113914235A
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D22/00—Methods or apparatus for repairing or strengthening existing bridges ; Methods or apparatus for dismantling bridges
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- 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
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- 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
- E01D19/02—Piers; Abutments ; Protecting same against drifting ice
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- 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
- E01D19/14—Towers; Anchors ; Connection of cables to bridge parts; Saddle supports
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- 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
- E01D19/16—Suspension cables; Cable clamps for suspension cables ; Pre- or post-stressed cables
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Abstract
The invention discloses a transverse anti-overturning catastrophe reinforcement design method for a single-column pier bridge, which comprises the following steps of: an anti-overturning system is arranged between the single-column pier and the middle cross beam; the anti-overturning system comprises an outer pasting steel plate, an upper anchor box, a cable system, a lower anchor box and an annular steel plate, wherein the outer pasting steel plate is fixedly connected with the middle cross beam, and the upper anchor box is fixedly arranged on the outer pasting steel plate; fixed connection between annular steel sheet and the single-column mound, anchor case fixed mounting is on annular steel sheet down, and the upper end and the last anchor case of cable system are connected, and the lower extreme and the anchor case down of cable system are connected, and the cable system is the tensioning state. The invention has low cost, easy installation, quick reinforcement without interrupting the traffic interface, flexible disassembly of the framework and easy replacement and maintenance of the components. A plurality of inhaul cables are arranged according to the anti-overturning bearing capacity requirement, the anti-overturning price of the linear bridge and the curve bridge is realized through the change of the number of the upper anchor boxes and the lower anchor boxes, and the anti-overturning bearing capacity and the application range of the bridge are greatly improved.
Description
Technical Field
The invention relates to the field of bridge engineering, in particular to a transverse anti-overturning catastrophe reinforcing design method for a single-column pier bridge.
Background
At present, the contradiction between the increase of traffic transportation demand and the tension of construction land is obvious, the single-column pier beam bridge has the advantages of reducing occupied land, having strong adaptability to complex sites, being economical and attractive, and the like, and is widely applied to the construction of domestic and foreign highways and urban bridges. Therefore, the reasonable construction of the single-column pier bridge has important social and economic significance for promoting the intensive utilization of land resources and realizing the three-dimensional traffic construction target. In recent years, accidents of single-column pier beam bridges overturning caused by heavy vehicle bridge passing are frequently reported, and huge losses of manpower, material resources and financial resources are caused. The bridge overturning is a process that under the unbalanced load action of an overloaded automobile, the unidirectional compression supports are sequentially emptied, and the bridge loses balance due to failure of boundary conditions. The bridge support is forbidden to be empty by the stipulations in the general Specification for designing roads, bridges and culverts (JTGD60-2004, general 04 standard for short) and the Specification for designing roads, reinforced concrete and prestressed concrete bridges and culverts (JTGD62-2004, mixed 08 standard for short) in China, and a specific overturning calculation method is not given. In 2018, issued by the design Specification for reinforced concrete and prestressed concrete bridges and culverts for highways (JTGD3362-2018, 18-mixed rules for short), a method for calculating the overturning based on the rotation of a deformation body is provided, and the method considers two states experienced in the overturning process and considers the safety factor of 2.5 times. Part of single-column pier bridges built before 2018 cannot meet the requirements of new specifications and need reinforcement treatment, and how to improve the anti-overturning bearing capacity of the existing in-service single-column pier bridges is an important technical problem in bridge reinforcement. At present, the existing anti-overturning reinforcement technology usually adopts a method of widening a cross beam, arranging a plurality of supports, adding a cover beam or a pile foundation, replacing a tension-compression support and arranging a drawing steel bar. The method for widening the cross beam and arranging the plurality of supports and increasing the capping beam or the pile foundation changes the stress mode of the original box beam cross beam and the capping beam, simultaneously needs the steps of bar planting, concrete pouring, box beam jacking, support replacement and the like, and has the disadvantages of traffic interruption and higher cost. The improvement of the anti-overturning bearing capacity of the single-support single-column pier bridge by replacing the tension-compression support is still very limited. When the girder had the bent cap the accessible setting when the girder was drawn the reinforcing bar and is improved the antidumping ability of bridge, nevertheless to the single column mound bridge that does not have the bent cap, pier cross-sectional dimension space is still limited, can't set up and draw the reinforcing bar.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provides a transverse anti-overturning catastrophe reinforcing design method for a single-column pier bridge.
The technical scheme adopted by the invention is as follows:
the transverse anti-overturning catastrophe reinforcement design method of the single column pier bridge comprises the following processes:
an anti-overturning system is arranged between the single-column pier and the middle cross beam;
the anti-overturning system comprises an outer pasting steel plate, an upper anchor box, a cable system, a lower anchor box and an annular steel plate, wherein the outer pasting steel plate is fixedly connected with the middle cross beam, and the upper anchor box is fixedly arranged on the outer pasting steel plate; fixed connection between annular steel sheet and the single-column mound, anchor case fixed mounting is on annular steel sheet down, and the upper end and the last anchor case of cable system are connected, and the lower extreme and the anchor case down of cable system are connected, and the cable system is the tensioning state.
Preferably, the process of connecting outer steel sheet, last anchor case, cable system and well crossbeam includes:
performing chiseling treatment on the surface of the middle cross beam at the position where the externally-attached steel plate is installed, drilling holes, injecting bar-planting glue into the drilled holes, smearing bridge reinforcing adhesive on the chiseling treated surface, implanting anchoring bolts into the drilled holes, and waiting for the adhesive and the bar-planting glue to solidify;
the inhaul cable system, the upper anchor box and the outer steel plate are assembled, and then the outer steel plate is fixed on the middle cross beam through the anchor bolts and the matched nuts.
Preferably, the connection process of the cable system, the lower anchor box, the annular steel plate and the single-column pier comprises the following steps:
with annular steel sheet and single-column pier fixed connection, anchor case is prefabricated on single-column pier down, assembles cable system and anchor case down.
Preferably, after the external steel plate, the upper anchor box, the cable system and the middle cross beam are connected, the cable system, the lower anchor box, the annular steel plate and the single-column pier are adjusted to be in a preset tensioning state.
Preferably, the inhaul cable system comprises an inhaul cable, a first connecting part and a second connecting part, wherein the first connecting part and the second connecting part are respectively connected with two ends of the inhaul cable; one end of the stay cable can be connected with the upper anchor box or the lower anchor box through the first connecting part, and the other end of the stay cable can be connected with the lower anchor box or the upper anchor box through the second connecting part.
Preferably, the first connecting part comprises an upper screw rod, an upper ball pad, an upper spiral clamping piece and a spiral anchor; the upper screw comprises a central rod, a first limiting disc and a second limiting disc are coaxially and fixedly arranged on the central rod, an upper ball pad is sleeved on the central rod and is positioned between the first limiting disc and the second limiting disc, the spherical surface part of the upper ball pad faces the second limiting disc, a stiff spring is sleeved on the central rod, and the stiff spring is positioned between the upper ball pad and the first limiting disc; the central rod penetrates through the second limiting disc, and the part of the central rod, which protrudes out of the second limiting disc, is provided with an external thread;
the upper spiral clamping piece is of a hollow structure, a flange is arranged at the outer edge of one end of the upper spiral clamping piece, and an internal thread is arranged on the inner surface of the end of the upper spiral clamping piece and is in adaptive connection with the external thread section on the central rod; the other end of the upper spiral clamping piece is provided with a clamping ring, the spiral anchor is provided with internal threads and is in adaptive connection with the outer surface of the upper spiral clamping piece, one end of the inhaul cable extends into the inner cavity of the upper spiral clamping piece, and the spiral anchor can compress the clamping ring along the radial direction of the clamping ring and enable the clamping ring to clamp the inhaul cable;
the flange on the upper spiral clamping piece is connected with the second limiting disc through bolts and nuts;
when the inhaul cable is connected with the upper anchor box or the lower anchor box through the first connecting portion, the central rod penetrates through the upper anchor box or the lower anchor box, the upper ball pad is located inside the upper anchor box or the lower anchor box, and the second limiting disc is located outside the upper anchor box or the lower anchor box.
Preferably, the clamping ring is a structure formed by inwards forming a plurality of grooves at the end part of the upper spiral clamping piece, and the grooves are uniformly distributed along the circumferential direction of the upper spiral clamping piece; the inner surface of the clamping ring is provided with a corrugated structure which is processed in a concave-convex mode.
Preferably, the second connecting part comprises a lower ball pad, a lower spiral clip and a hoop clip; the lower ball pad is of a hemispherical structure, and is internally provided with a through hole and a thread; the lower spiral clamping piece is of a conical structure, the outer side of the lower spiral clamping piece is provided with threads, and the threads are matched with the threads of the lower ball pad; the end part of the stay cable penetrates through the lower ball pad and the through hole on the lower spiral clamping piece and extends out of the lower spiral clamping piece, and the hoop clamping piece is sleeved on the part of the stay cable extending out of the lower spiral clamping piece;
when the guy cable is connected with the upper anchor box or the lower anchor box through the second connecting part, the guy cable penetrates through the upper anchor box or the lower anchor box, the lower ball pad, the lower spiral clamping piece and the hoop clamping piece are positioned in the upper anchor box or the lower anchor box, and the spherical surface of the lower ball pad is abutted against the inner surface of the upper anchor box or the lower anchor box.
Preferably, the upper anchor box and the lower anchor box both adopt a U-shaped groove structure, the opening part of the upper anchor box is connected with the outer steel plate, the bottom of the upper anchor box and the bottom of the lower anchor box are both provided with strip-shaped openings for the stay cable system to pass through, the length direction of the strip-shaped openings is the longitudinal direction of the bridge, and the side openings of the upper anchor box and the lower anchor box are both connected with sealing plates through bolts;
the annular steel plate comprises two semi-annular structures, wherein two ends of each semi-annular structure are provided with front edges, the front edges are provided with through holes, and the two semi-annular structures are arranged on the single-column pier through the front edges, the bolts, the nuts and the hoops; the annular steel plate is provided with a horizontal stiffening rib and a vertical stiffening rib, and the opening of the lower anchor box is fixedly connected with the horizontal stiffening rib and the vertical stiffening rib.
Preferably, when the bridge is a single-column pier linear bridge and the overturning moment is small, two sets of anti-overturning systems are respectively arranged on two sides of the single-column pier, and the two sets of anti-overturning systems are symmetrically arranged in the width direction of the bridge;
when the bridge is a single-column pier linear bridge and the overturning moment is large, more than two sets of anti-overturning systems are arranged on two sides of the single-column pier, and the anti-overturning systems on the two sides of the single-column pier are symmetrically arranged in the width direction of the bridge;
when the bridge is a single-column pier curved bridge and the overturning moment is small, arranging a set of anti-overturning system on the non-overturning side;
when the bridge is a single-column pier curved bridge and the overturning moment is large, more than two sets of anti-overturning systems are arranged on the non-overturning side;
the upper anchor box and the lower anchor box are connected with a plurality of cable systems in parallel in the longitudinal direction of the bridge;
and an anti-corrosion layer is arranged on the surface of the anti-overturning system.
The invention has the following beneficial effects:
in the transverse anti-overturning catastrophe reinforcement design method of the single-column pier bridge, the anti-overturning system is arranged between the single-column pier and the middle cross beam, and the transverse anti-overturning bearing capacity of the bridge can be further improved by using the anti-overturning system; specifically, the external steel plate is fixedly connected with the middle cross beam, the annular steel plate is fixedly connected with the single-column pier, and the two connection modes are both constructed below the main beam without interrupting traffic; go up anchor case fixed set up on the outer steel sheet that pastes, anchor case fixed mounting is on annular steel sheet down, and the upper end and the last anchor case of cable system are connected, and the lower extreme and the anchor case down of cable system are connected, and the cable system is the tensioning state, utilizes the cable system to form the tractive to the crossbeam like this, can improve its antidumping ability, realizes strengthening the horizontal antidumping catastrophe of single-column mound bridge. The overturning system is simple in structure on the whole, is easy to install and replace parts, does not need to interrupt traffic, and greatly reduces the reinforcing cost of the single-column pier bridge.
Drawings
FIG. 1 is an overall view of the transverse anti-overturning reinforcement design method for a single-column pier bridge of the invention;
FIG. 2 is a schematic view of the connection of the anti-overturning system of the present invention;
FIG. 3 is a detailed view of the anti-overturning system of the present invention;
FIG. 4(a) is a first schematic view of the connection of the externally attached steel plate and the upper anchor box according to the present invention; FIG. 4(b) is a second schematic view of the connection of the externally attached steel plate and the upper anchor box according to the present invention;
FIG. 5 is a detail view of the cable system structure of the present invention;
FIG. 6 is a connecting structure diagram of the upper anchor box and the inhaul cable system of the invention;
FIG. 7 is a three-dimensional structural view of the upper screw of the present invention;
FIG. 8(a) is a first three-dimensional construction of the upper ball mat of the present invention; FIG. 8(b) is a second three-dimensional construction of the upper ball mat of the present invention;
FIG. 9(a) is a first three-dimensional configuration of an upper helical clip of the present invention; FIG. 9(b) is a second three-dimensional construction of the upper helical clip of the present invention;
FIG. 10(a) is a first three-dimensional configuration of the screw anchor of the present invention; FIG. 10(b) is a second three-dimensional configuration of the screw anchor of the present invention;
FIG. 11 is a schematic view of the connection of the upper screw clamp and the screw anchor according to the present invention;
FIG. 12 is a cross-sectional view of the anchor box of the present invention;
FIG. 13 is a schematic view of the connection of the lower ball mat and the lower screw clip of the present invention;
FIG. 14(a) is a first three-dimensional construction of the lower ball mat of the present invention; FIG. 14(b) is a second three-dimensional construction of the lower ball mat of the present invention;
FIG. 15(a) is a first three-dimensional configuration of a lower helical clip according to the present invention; FIG. 15(b) is a second three-dimensional configuration of the lower helical clip of the present invention;
FIG. 16 is a schematic view of the connection of the lower anchor box to the annular steel plate according to the present invention;
FIG. 17 is a three-dimensional configuration of the lower anchor box of the present invention;
FIG. 18 is a schematic view of the connection of the annular steel plate with vertical and horizontal stiffeners;
FIG. 19 is a detail view of the structure of the edge of the fly of the present invention;
FIG. 20(a) is a diagram of a design method for anti-overturning reinforcement according to an embodiment of the present invention; FIG. 20(b) is a diagram of a design method of anti-overturning reinforcement according to another embodiment of the present invention; FIG. 20(c) is a diagram of a design method of anti-overturning reinforcement according to another embodiment of the present invention; fig. 20(d) is a diagram of a design method of anti-overturning reinforcement according to another embodiment of the present invention.
In the figure, 1-main beam, 2-middle beam, 3-single column pier, 4-anti-overturning system, 5-support, 6-external steel plate, 7-upper anchor box, 8-cable system, 9-sealing plate, 10-lower anchor box, 11-annular steel plate, 12-horizontal stiffening rib, 13-anchor bolt, 14-sealing plate bolt, 15-cable, 16-spiral anchor, 17-vertical stiffening rib, 18-upper screw, 19-upper ball pad, 20-upper spiral clamping piece, 20-1-clamping ring, 20-1-opening, 21-lower ball pad, 22-lower spiral clamping piece, 23-hoop clamping piece, 24-edge, 26-stiff spring, 27-fixing bolt, 28-fixing nut, 29-bolt hole, 30-hoop bolt and 31-hoop nut.
Detailed Description
The invention is further described below with reference to the figures and examples.
The invention relates to a transverse anti-overturning catastrophe reinforcement design method of a single-column pier bridge, which comprises the following steps:
referring to fig. 1 to 3, fig. 20(a) to 20(d), an anti-overturning system 4 is provided between the single-column pier 3 and the middle cross beam 2;
referring to fig. 2, 3, 6, 12 and 13, the anti-overturning system 4 comprises an outer steel plate 6, an upper anchor box 7, a guy cable system 8, a lower anchor box 10 and an annular steel plate 11, wherein the outer steel plate 6 is fixedly connected with the middle cross beam 2, and the upper anchor box 7 is fixedly arranged on the outer steel plate 6; fixed connection between annular steel sheet 11 and the single-column pier 3, lower anchor case 10 fixed mounting is on annular steel sheet 11, and the upper end and the last anchor case 7 of cable system 8 are connected, and the lower extreme and the lower anchor case 10 of cable system 8 are connected, and cable system 8 is the tensioning state. The invention can be used for the anti-overturning reinforcement design of the curved single-column pier bridge without the capping beam and the linear single-column pier bridge.
As a preferred embodiment of the invention, the connection process of the external steel plate 6, the upper anchor box 7, the inhaul cable system 8 and the middle cross beam 2 comprises the following steps:
chiseling the surface of the middle cross beam 2 at the position where the externally attached steel plate 6 is installed, drilling holes, injecting bar-planting glue into the drilled holes, smearing bridge reinforcing adhesive on the chiseled surface, implanting anchor bolts 13 into the drilled holes, and waiting for the adhesive and the bar-planting glue to solidify;
the inhaul cable system 8, the upper anchor box 7 and the outer steel plate 6 are assembled, and then the outer steel plate 6 is fixed on the middle cross beam 2 through the anchor bolt 13 and the matched nut.
As a preferred embodiment of the present invention, the process of connecting the guy cable system 8, the lower anchor box 10, the ring-shaped steel plate 11 and the single pier 3 includes:
the annular steel plate 11 is fixedly connected with the single-column pier 3, the lower anchor box 10 is prefabricated on the single-column pier 3, and the inhaul cable system 8 and the lower anchor box 10 are assembled.
As a preferred embodiment of the invention, after the connection of the external steel plate 6, the upper anchor box 7, the guy cable system 8 and the middle cross beam 2 is completed, and the guy cable system 8, the lower anchor box 10, the annular steel plate 11 and the single column pier 3, the guy cable system 8 is adjusted to a preset tensioning state.
Referring to fig. 3, as a preferred embodiment of the present invention, a cable system 8 includes a cable 15 and first and second connection portions respectively connected to both ends of the cable 15; one end of the stay cable 15 can be connected with the upper anchor box 7 or the lower anchor box 10 through the first connecting portion, and the other end of the stay cable 15 can be connected with the lower anchor box 10 or the upper anchor box 7 through the second connecting portion.
Referring to fig. 3, 5, 6, 7, 8(a) -11 as a preferred embodiment of the present invention, the first connecting part includes an upper screw 18, an upper ball pad 19, an upper screw jaw 20, and a screw anchor 16; as shown in fig. 7, the upper screw 18 includes a central rod 18-1, a first limiting disc 18-2 and a second limiting disc 18-3 are coaxially and fixedly disposed on the central rod, as shown in fig. 6, an upper ball pad 19 is sleeved on the central rod and located between the first limiting disc and the second limiting disc, a spherical surface portion of the upper ball pad 19 faces the second limiting disc, a stiff spring 26 is sleeved on the central rod, the stiff spring 26 is located between the upper ball pad 19 and the first limiting disc, and the stiff spring is disposed to reduce a bridge transverse vibration phenomenon caused by an overload vehicle offset load effect and improve transverse overturn resistance stability of a bridge in service; the part of the central rod, which penetrates through the second limiting disc and protrudes out of the second limiting disc, is provided with an external thread 18-4;
as shown in fig. 6, 9(a) and 9(b), the upper screw clamping piece 20 is a hollow structure, a flange 20-2 is provided at the outer edge of one end of the upper screw clamping piece 20, and the inner surface of the end of the upper screw clamping piece 20 is provided with an internal thread and is fittingly connected with an external thread section on the central rod, as shown in fig. 7; the other end of the upper spiral clamping piece 20 is provided with a clamping ring 20-1, as shown in fig. 10(a), 10(b) and 6, the spiral anchor 16 is provided with internal threads and is in fit connection with the outer surface of the upper spiral clamping piece 20, as shown in fig. 6, one end of the stay cable 15 extends into the inner cavity of the upper spiral clamping piece 20, and the spiral anchor 16 can compress the clamping ring 20-1 along the radial direction of the clamping ring 20-1 and enable the clamping ring 20-1 to clamp the stay cable 15;
as shown in fig. 6, the flange on the upper spiral clamping piece 20 is connected with the second limiting disc through bolts and nuts;
referring to fig. 6, when the cable 15 is connected to the upper anchor case 7 or the lower anchor case 10 through the first connection portion, the center rod penetrates through the upper anchor case 7 or the lower anchor case 10, the upper ball pad 19 is located inside the upper anchor case 7 or the lower anchor case 10, and the second stopper disc is located outside the upper anchor case 7 or the lower anchor case 10.
As a preferred embodiment of the present invention, referring to fig. 6, 9(a) and 9(b), the clamping ring 20-1 is a structure formed by opening a plurality of grooves (forming openings 20-1-1 on the upper spiral clip 20) inward at the end of the upper spiral clip 20, the plurality of grooves being uniformly distributed along the circumferential direction of the upper spiral clip 20, such that when the spiral anchor 16 is screwed to the upper spiral clip 20, the inner wall of the spiral anchor 16 can synchronously compress the upper spiral clip 20, such that the lower end (referring to the orientation of fig. 6 and 11) of the upper spiral clip 20 is contracted, thereby clamping the cable 15; the inner surface of the grip ring 20-1 is provided with a corrugated structure having a concave-convex treatment, which can increase the coupling force between the cable 15 and the grip ring 20-1, so that the cable 15 is firmly clamped.
As a preferred embodiment of the present invention, referring to fig. 12 to 15(b), the second connection portion includes a lower ball pad 21, a lower screw jaw 22, and a ferrule jaw 23; the lower ball pad 21 is of a hemispherical structure, and is internally provided with a through hole and a thread; the lower spiral clamping piece 22 is of a conical structure, the outer side of the lower spiral clamping piece is provided with threads, and the threads are matched with the threads of the lower ball pad 21; the end part of the stay cable 15 passes through the lower ball pad 21 and the through hole on the lower spiral clamping piece 22 and extends out of the lower spiral clamping piece 22, and the hoop clamping piece 23 is sleeved on the part of the stay cable 15 extending out of the lower spiral clamping piece 22;
when the stay cable 15 is connected with the upper anchor box 7 or the lower anchor box 10 through the second connecting portion, the stay cable 15 penetrates through the upper anchor box 7 or the lower anchor box 10, the lower ball pad 21, the lower spiral clamping piece 22 and the hoop clamping piece 23 are located in the upper anchor box 7 or the lower anchor box 10, and the spherical surface of the lower ball pad 21 abuts against the inner surface of the upper anchor box 7 or the lower anchor box 10.
As a preferred embodiment of the present invention, referring to fig. 1 to 4(b), fig. 6, fig. 12, fig. 16, fig. 17, fig. 20(a) -fig. 20(d), the upper anchor box 7 and the lower anchor box 10 both adopt a U-shaped groove structure, and the structures of the two are similar, as shown in fig. 6, the opening part of the upper anchor box 7 is connected with the outer steel plate 6, the bottom of the upper anchor box 7 and the bottom of the lower anchor box 10 are both provided with strip-shaped openings 32 for the guy cable system 8 to pass through, the length direction of the strip-shaped openings 32 is the longitudinal direction of the bridge, and the side openings of the upper anchor box 7 and the lower anchor box 10 are both bolted with sealing plates 9;
referring to fig. 3, 6 and 18, the annular steel plate 11 comprises two semi-annular structures, wherein two ends of each semi-annular structure are provided with front flaps 24, the front flaps 24 are provided with through holes, and the two semi-annular structures are arranged on the single pier 3 through the front flaps 24, bolts, nuts and hoops; referring to fig. 16-18, horizontal stiffeners 12 and vertical stiffeners 17 are provided on the annular steel plate 11, and the opening of the lower anchor box 10 is fixedly connected with the horizontal stiffeners 12 and the vertical stiffeners 17.
As a preferred embodiment of the invention, when the bridge is a single-column pier linear bridge and the overturning moment is small, two sides of the single-column pier 3 are respectively provided with one set of anti-overturning system 4, and the two sets of anti-overturning systems 4 are symmetrically arranged in the width direction of the bridge;
when the bridge is a single-column pier linear bridge and the overturning moment is large, more than two sets of anti-overturning systems 4 are arranged on two sides of a single-column pier 3, and the anti-overturning systems 4 on two sides of the single-column pier 3 are symmetrically arranged in the width direction of the bridge;
when the bridge is a single-column pier curved bridge and the overturning moment is small, arranging a set of anti-overturning system 4 on the non-overturning side;
when the bridge is a single-column pier curved bridge and the overturning moment is large, more than two sets of anti-overturning systems 4 are arranged on the non-overturning side;
the upper anchor box 7 and the lower anchor box 10 are connected with a plurality of inhaul cable systems 8 in parallel in the longitudinal direction of the bridge;
the surface of the anti-overturning system 4 is provided with an anticorrosive coating.
In the scheme of the invention, the situation that the overturning moment is larger or smaller is not specifically limited in the invention because the actual situations are various because the engineering technicians comprehensively judge according to the service environment, the working condition and the like of the bridge, and the situation that the overturning moment is larger or smaller is only a qualitative distinction of the service working condition of the bridge.
Examples
In the design method for transverse anti-overturning catastrophic reinforcement of the single-pier bridge of the embodiment, the anti-overturning system 4 comprises an outer steel plate 6, an upper anchor box 7, a guy cable system 8, a sealing plate 9, a lower anchor box 10, an annular steel plate 11, a horizontal stiffening rib 12, an anchor bolt 13, a sealing plate bolt 14, a vertical stiffening rib 17, a fixing bolt 27 and a fixing nut 28, which are shown in detail in fig. 1 to 3.
The transverse anti-overturning catastrophe reinforcement design method of the single-column pier bridge can be used for anti-overturning reinforcement design of a curved single-column pier bridge without a capping beam and a linear single-column pier bridge.
Specifically, the main beam 1 is a concrete cast-in-place box beam or a steel box beam. The middle cross beam 2 is a structure of a main beam 1 on the top of the support and belongs to a part of the main beam 1; when the main beam 1 is a concrete cast-in-place box beam, the middle cross beam 2 is of a solid structure, when the main beam 1 is a steel box beam, the middle cross beam 2 is of a thickened steel plate design, and the anchor bolt 13 is bolted and welded with the externally-adhered steel plate 6. The single-column pier 3 is of a concrete structure and is usually cylindrical. The support 5 is often designed as a one-way pressure basin support.
Referring to fig. 3, 4(a), 4(b) and 10(a) -20 (b), the outer steel plate 6 is a rectangular steel plate, and is made of Q345 steel material with a thickness of 8 mm-16 mm as shown in fig. 4(a) and 4(b), and referring to fig. 3 and 4(a), when the outer steel plate 6 is at the edge of the middle cross beam 2, it is bent into an L-shape to be attached to the middle cross beam 2. The anchor bolts 13 are bolts previously implanted into the middle cross member 2. The outer steel plate 6 is provided with a through hole, and the anchoring bolt 13 passes through the through hole and is screwed by a nut to fixedly connect the outer steel plate 6 with the middle cross beam 2. The upper anchor box 7 is a U-shaped groove structure made of Q345 steel and is combined with the outer steel plate 6 into a whole, the bottom of the upper anchor box 7 is provided with a notch (namely the strip-shaped opening 32), and the inhaul cable system 8 penetrates through the notch, which is shown in detail in fig. 3 and 6.
The cable system 8 includes a cable 15, an upper threaded rod 18, an upper ball pad 19, an upper helical clip 20, a lower ball pad 21, a lower helical clip 22, a ferrule clip 23, a ferrule bolt 30, and a ferrule nut 31, as best seen in FIG. 5.
The upper screw 18 is a special-shaped rod-shaped structure and is made of Q345 steel, the concrete structure of the upper screw comprises a central rod 18-1, a first limiting disc 18-2 and a second limiting disc 18-3 are coaxially and fixedly arranged on the central rod, as shown in figure 6, an upper ball pad 19 is sleeved on the central rod and is positioned between the first limiting disc and the second limiting disc, the spherical surface part of the upper ball pad 19 faces the second limiting disc, a stiff spring 26 is sleeved on the central rod, and the stiff spring 26 is positioned between the upper ball pad 19 and the first limiting disc; the part of the central rod, which penetrates through the second limiting disc and protrudes out of the second limiting disc, is provided with an external thread 18-4; the second limiting plate 18-3 is provided with 4 through holes, which are shown in detail in fig. 7. The upper ball pad 19 is a semispherical structure made of Q345 steel, and has 1 through hole in the middle through which the center rod 18-1 of the upper screw 18 passes, as shown in fig. 6 to 8 (b). The stiff spring 26 is made of 60Si2Mn material and is used for buffering the impact effect of the overturning load, and the spring stiffness is preferably 10000N/m-20000N/m. 4 through holes are arranged on a flange 20-2 at the top of the upper spiral clamping piece 20, threads are arranged on the outer side of the middle ring body, a petal-shaped opening (namely the clamping ring 20-1) is arranged at the bottom, threads are arranged in an inner hole of the upper spiral clamping piece 20, and the inner threads are matched with the outer threads 18-4 at the lower end of the center rod 18-1 of the upper screw 18, which are shown in detail in fig. 6, 9(a) and 9 (b). The second limiting plate 18-3 and the flange 20-2 of the upper screw clamp 20 are tightly connected through a fixing bolt 27 and a fixing nut 28 to prevent the upper screw 18 and the upper screw clamp 20 from rotating. The screw anchor 16 is a hollow semi-ellipsoid body, as shown in fig. 10(a) and 10(b), and has threads on the top of its inner side, which are engaged with the threads on the outer side of the upper screw jaw 20, as shown in fig. 11. The radius of curvature of the inner side of the screw anchor 16 is larger than that of the upper clamping screw 20 so as to reduce the diameter of the clamping ring 20-1 when engaging with the screw thread of the upper clamping screw 20, and the surface of the inner side of the clamping ring 20-1 contacting with the cable 15 is corrugated to increase the extrusion force and friction force with the cable 15 and prevent the cable 15 from sliding. The inhaul cable 15 adopts 1 strand of 7 bundles
The high-strength low-relaxation steel strand. The upper end of the stay 15 passes through the screw anchor 16 and the upper screw jaw 20 in turn. The first limiting disc 18-2 and the upper ball pad 19 are positioned in the upper anchor box 7, the upper ball pad 19 is positioned in the upper anchor box 7, the spherical part of the upper ball pad 19 is abutted against the inner wall of the bottom of the upper anchor box 7, the central rod 18-1 of the upper screw 18 penetrates through the strip-shaped opening 32 in the upper anchor box 7, and the second limiting disc 18-3 is positioned outside the upper anchor box 7. The edges of the strip-shaped openings 32 of the upper anchor box 7 are rounded, so that the central rod 18-1 has a certain moving space.
The lower end of the cable 15 is connected to a lower ball pad 21 and a lower screw jaw 22, as shown in detail in fig. 12 to 13. The lower ball pad 21 has a hemispherical configuration, as shown in fig. 14(a) and 14(b), and is made of Q345 steel material and has a hole therein, which includes a through hole section and a threaded hole section. The lower screw clamping piece 22 is a conical structure, which is shown in fig. 15(a) and 15(b) in detail, the outer side of the lower screw clamping piece is provided with a thread, the thread is matched with the inner thread of the lower ball pad 21, and the thread section of the lower screw clamping piece 22 is divided into two parts (one part can be divided into three parts or one part can be divided into four parts) in the longitudinal direction, so that the lower screw clamping piece 22 can clamp the cable 15, and the function of the lower screw clamping piece is the same as that of the upper screw clamping piece 20. The end of the cable 15 is provided with a hoop clamp 23, which is made of Q345 steel, and the cable 15 is tightened by a fixing bolt 27 and a fixing nut 28 and used as a secondary protection for preventing the cable from falling off. The lower ball pad 21 and the lower screw jaw 22 are both located in the lower anchor box 10.
The lower anchor box 10 is a structure similar to the upper anchor box 7 in shape, and is made of Q345 steel, and the structure is as shown in fig. 12 and 17, and is asymmetric, and an opening (i.e. a strip-shaped opening which is also opened in the lower anchor box 10) is left on one side for installing the cable system 8. The opening side of the lower anchor box 10 is provided with 5 bolt holes 29, and the inside of the lower anchor box is provided with threads for anchoring the sealing plate 9. The sealing plate 9 is a thin plate made of Q345 steel and is similarly provided with 5 bolt holes 29. The fixing bolts 27 extend into the bolt holes of the lower anchor box 10. The sealing plate 9 is fixedly connected with the lower anchor box 10, and the edge of a strip-shaped opening of the lower anchor box 10 is subjected to round angle treatment, so that the inhaul cable 15 has a certain moving space.
The annular steel plate 11 is assembled by two semi-annular thin plate structures, and the edge of each semi-annular thin plate structure is provided with a front edge 24. The front edge 24 is provided with a through hole, and two semi-ring thin plate structures can be connected into a closed ring to hoop the single pillar pier 3 through a fixing bolt 27 and a fixing nut 28. The annular steel plate 11, the horizontal stiffeners 12 and the vertical stiffeners 17 are all of thin plate construction, and are made of Q345 steel, and the three are connected in a staggered manner, as shown in fig. 18 to 19. The lower anchor box 10 is fixedly connected with the horizontal stiffening ribs 12 and the vertical stiffening ribs 17.
In the actual reinforcing process of the single-column pier, the method does not need to interrupt traffic, the members are disassembled and assembled flexibly, and the specific assembling process comprises the following steps:
step 1, for the concrete box girder bridge, roughening treatment is carried out on the surface of the middle cross beam 2, roughening is carried out to form a concave-convex plane of 3-4 mm, and drilling is carried out at a corresponding position. A grade-A bar-planting adhesive is injected into a drill hole of the middle cross beam 2, and the surface of the middle cross beam is coated with a class-A adhesive for bridge reinforcement, so that the requirement of highway bridge reinforcement design specification JTG/T J22-2008 is met. And implanting an anchor bolt 13 until the adhesive and the bar-planting adhesive are solidified. For steel box girders, the ends of the anchor bolts 13 are welded to the center sill.
And 2, assembling the inhaul cable 15, the lower ball pad 21, the lower spiral clamping piece 22, the hoop clamping piece 23, the hoop bolt 30 and the hoop nut 31 according to the assembling sequence of the figures 11-13, and after the lower ball pad 21 and the lower spiral clamping piece 22 are installed in place, connecting the lower ball pad 21 and the lower spiral clamping piece 22 along the interface by using a T-shaped welding seam to prevent the lower ball pad and the lower spiral clamping piece from sliding for the second time. The step can be finished before leaving the factory, and the product is a molded product.
And 3, penetrating the upper screw 18, the upper ball pad 19 and the stiff spring 26 into an open slot of the upper anchor box 7, and fixing the upper anchor box 7 and the outer steel plate 6 on the middle cross beam 2 through the anchor bolt 13 and a matched nut.
And 5, putting the lower parts of the plurality of guy cable systems 8 assembled in the step 2 into the lower anchor box 10, and connecting the sealing plate 9 and the lower anchor box 10 into a whole by using a fixing bolt 27 to prevent the lower ball pad 21 at the end part of the guy cable system 8 from sliding out of the lower anchor box 10.
And 6, installing the upper spiral clamping piece 20, the spiral anchor 16 and the inhaul cable 15 on site according to the sequence of the figures 5-6. Adjusting the length of the stay cable 15, estimating that the distance between the upper ball pad 19 and the upper screw 18 is 10-12 cm, penetrating the stay cable 15 into the stay cable, and spirally connecting the spiral anchor 16 with the upper spiral clamping piece 20 through the upper spiral clamping piece 20; and the upper spiral clamping piece 20 is spirally connected with the upper screw 18 again, when the remaining compressible distance of the upper ball pad 19 to the upper screw 18 is 4-5 cm, the remaining compressible length of the stiff spring 26 is obtained, and the fixing bolt 27 penetrates through the pre-reserved through hole and is fastened by the fixing nut 28 to prevent the secondary rotation. At the moment, whether the inhaul cable system 8 is firmly connected with the upper anchor box 7 and the lower anchor box 10 or not and whether the inhaul cable 15 slips or not is observed. After confirming that all is normal, the upper screw clamp 20 and the screw anchor 16 are welded along the interface by using a T-shaped welding seam on site, and secondary sliding is prevented.
And performing surface anticorrosion treatment on the installed steel reinforcing members, wherein the surface anticorrosion treatment is performed by spraying zinc with the size of 200 mu m and spraying gray aluminum zinc alkyd finish with the size of 70 mu m, and the surface anticorrosion treatment is performed by spraying zinc with the size of 200 mu m and spraying gray iron alkyd finish with the size of 80 mu m. In the using process, if the cable system 8 has a broken wire phenomenon due to serious environmental corrosion, the sealing plate 9 can be disassembled, the upper spiral clamping piece 20, the spiral anchor 16, the cable 15, the lower ball pad 21, the lower spiral clamping piece 22 and the hoop clamping piece 23 are taken down and collectively replaced, and the upper screw rod 18, the upper ball pad 19 and the stiff spring 26 are retained.
When the bridge is provided with the single support at the position of the single pier, the bridge is allowed to relatively slide along the longitudinal bridge direction, and the transverse bridge direction displacement of the main beam 1 is limited. According to the invention, the open grooves along the longitudinal bridge direction are arranged on the upper anchor box 7 and the lower anchor box 10, so that the inhaul cable system 8 slides along the longitudinal bridge direction according to the stress, and the transverse bridge direction provides tiny transverse allowable displacement, thereby meeting the stress characteristic of a bridge structure.
The guy cable system 8 is provided with a plurality of unequal upper anchor boxes 7 and lower anchor boxes 10 according to the anti-overturning bearing capacity requirement.
When the bridge is a single-column pier linear bridge and the overturning moment is small, the reinforcement design method shown in fig. 20(a) can be adopted, two sets of anti-overturning systems 4 are respectively arranged on two sides of a single-column pier 3, and the two sets of anti-overturning systems 4 are symmetrically arranged in the width direction of the bridge; when the bridge is a single-column pier linear bridge and the overturning moment is large, the reinforcement design method shown in fig. 20(b) can be adopted, more than two sets of anti-overturning systems 4 are arranged on both sides of a single-column pier 3, the anti-overturning systems 4 on both sides of the single-column pier 3 are symmetrically arranged in the width direction of the bridge, and the situation that two sets of anti-overturning systems 4 are arranged is shown in fig. 20 (b); when the bridge is a single-column pier curved bridge and the overturning moment is small, the reinforcement design method shown in fig. 20(c) can be adopted, and the non-overturning side is a reinforcement side; when the bridge is a single-column pier curved bridge and the overturning moment is large, the reinforcement design method shown in fig. 20(d) can be adopted, the non-overturning side is the reinforcement side, more than two sets of anti-overturning systems 4 are arranged on the non-overturning side, and fig. 20(d) shows the situation that two sets of anti-overturning systems 4 are arranged.
In conclusion, compared with other anti-overturning reinforcement design methods, the anti-overturning reinforcement method has the advantages of low cost, easiness in installation, capability of realizing rapid reinforcement without interrupting a traffic interface, flexibility in disassembling the framework and easiness in replacing and maintaining the components. A plurality of inhaul cables are arranged according to the requirement of the anti-overturning bearing capacity, the anti-overturning price of the linear bridge and the curved bridge is realized through the change of the number of the upper anchor boxes and the lower anchor boxes, and the anti-overturning bearing capacity and the application range of the bridge are greatly improved; the design of the stiff spring reduces the transverse vibration response and influence of the main beam caused by axle coupling.
Claims (10)
1. The transverse anti-overturning catastrophe reinforcement design method of the single-column pier bridge is characterized by comprising the following processes:
an anti-overturning system (4) is arranged between the single-column pier (3) and the middle cross beam (2);
the anti-overturning system (4) comprises an outer pasted steel plate (6), an upper anchor box (7), a guy cable system (8), a lower anchor box (10) and an annular steel plate (11), the outer pasted steel plate (6) is fixedly connected with the middle cross beam (2), and the upper anchor box (7) is fixedly arranged on the outer pasted steel plate (6); fixed connection between annular steel sheet (11) and single-column pier (3), lower anchor case (10) fixed mounting is on annular steel sheet (11), and the upper end and the last anchor case (7) of cable system (8) are connected, and the lower extreme and the lower anchor case (10) of cable system (8) are connected, and cable system (8) are the tensioning state.
2. The design method for transverse anti-overturning catastrophe reinforcement of the single-column pier bridge according to claim 1, wherein the connection process of the externally attached steel plate (6), the upper anchor box (7), the inhaul cable system (8) and the middle cross beam (2) comprises the following steps:
chiseling the surface of the middle cross beam (2) at the position where the externally attached steel plate (6) is installed, drilling holes, injecting bar-planting glue into the drilled holes, smearing bridge reinforcing glue on the chiseled surface, implanting anchor bolts (13) into the drilled holes, and waiting for the glue and the bar-planting glue to solidify;
the inhaul cable system (8), the upper anchor box (7) and the outer steel plate (6) are assembled, and then the outer steel plate (6) is fixed on the middle cross beam (2) through the anchor bolts (13) and matched nuts.
3. The design method for transverse anti-overturning catastrophe reinforcement of the single-column pier bridge according to claim 1, wherein the connection process of the guy cable system (8), the lower anchor box (10), the annular steel plate (11) and the single-column pier (3) comprises the following steps:
the annular steel plate (11) is fixedly connected with the single-column pier (3), the lower anchor box (10) is prefabricated on the single-column pier (3), and the inhaul cable system (8) and the lower anchor box (10) are assembled.
4. The design method for transverse anti-overturning catastrophe reinforcement of the single-column pier bridge according to any one of claims 1 to 3, wherein after the connection of the outer attached steel plate (6), the upper anchor box (7), the cable system (8) and the middle cross beam (2) is completed, the cable system (8), the lower anchor box (10), the annular steel plate (11) and the single-column pier (3) are adjusted to a preset tensioning state, and the cable system (8) is adjusted to the preset tensioning state.
5. The design method for transverse anti-overturning catastrophe reinforcement of the single-column pier bridge according to claim 1, wherein the cable system (8) comprises a cable (15) and a first connecting part and a second connecting part which are respectively connected with two ends of the cable (15); one end of the inhaul cable (15) can be connected with the upper anchor box (7) or the lower anchor box (10) through the first connecting portion, and the other end of the inhaul cable (15) can be connected with the lower anchor box (10) or the upper anchor box (7) through the second connecting portion.
6. The lateral anti-overturning catastrophe reinforcement design method of the single-column pier bridge according to claim 5, wherein the first connection part comprises an upper screw (18), an upper ball pad (19), an upper spiral clamping piece (20) and a spiral anchor (16); the upper screw (18) comprises a central rod, a first limiting disc and a second limiting disc are coaxially and fixedly arranged on the central rod, an upper ball pad (19) is sleeved on the central rod and is positioned between the first limiting disc and the second limiting disc, the spherical part of the upper ball pad (19) faces the second limiting disc, a stiff spring (26) is sleeved on the central rod, and the stiff spring (26) is positioned between the upper ball pad (19) and the first limiting disc; the central rod penetrates through the second limiting disc, and the part of the central rod, which protrudes out of the second limiting disc, is provided with an external thread;
the upper spiral clamping piece (20) is of a hollow structure, a flange is arranged at the outer edge of one end of the upper spiral clamping piece (20), and internal threads are arranged on the inner surface of the end of the upper spiral clamping piece (20) and are in adaptive connection with an external thread section on the central rod; the other end of the upper spiral clamping piece (20) is provided with a clamping ring (20-1), the spiral anchor (16) is provided with internal threads and is in fit connection with the outer surface of the upper spiral clamping piece (20), one end of the stay cable (15) extends into the inner cavity of the upper spiral clamping piece (20), and the spiral anchor (16) can compress the clamping ring (20-1) along the radial direction of the clamping ring (20-1) and enable the clamping ring (20-1) to clamp the stay cable (15);
the flange on the upper spiral clamping piece (20) is connected with the second limiting disc through bolts and nuts;
when the inhaul cable (15) is connected with the upper anchor box (7) or the lower anchor box (10) through the first connecting portion, the central rod penetrates through the upper anchor box (7) or the lower anchor box (10), the upper ball pad (19) is located inside the upper anchor box (7) or the lower anchor box (10), and the second limiting disc is located outside the upper anchor box (7) or the lower anchor box (10).
7. The single-column pier bridge transverse anti-overturning catastrophe reinforcement design method according to claim 6, wherein the clamping ring (20-1) is a structure formed by inwards forming a plurality of grooves on the end part of the upper spiral clamping piece (20), and the grooves are uniformly distributed along the circumferential direction of the upper spiral clamping piece (20); the inner surface of the clamping ring (20-1) is provided with a corrugated structure with concave-convex treatment.
8. The single-column pier bridge transverse anti-overturning catastrophe reinforcement design method according to claim 5, wherein the second connecting portion comprises a lower ball pad (21), a lower spiral clip (22) and a hoop clip (23); the lower ball pad (21) is of a hemispherical structure, and is internally provided with a through hole and a thread; the lower spiral clamping piece (22) is of a conical structure, the outer side of the lower spiral clamping piece is provided with threads, and the threads are matched with the threads of the lower ball pad (21); the end part of the inhaul cable (15) penetrates through the lower ball pad (21) and the through hole on the lower spiral clamping piece (22) and extends out of the lower spiral clamping piece (22), and the hoop clamping piece (23) is sleeved on the part of the inhaul cable (15) extending out of the lower spiral clamping piece (22);
when the stay cable (15) is connected with the upper anchor box (7) or the lower anchor box (10) through the second connecting part, the stay cable (15) penetrates through the upper anchor box (7) or the lower anchor box (10), the lower ball pad (21), the lower spiral clamping piece (22) and the hoop clamping piece (23) are positioned in the upper anchor box (7) or the lower anchor box (10), and the spherical surface of the lower ball pad (21) is abutted to the inner surface of the upper anchor box (7) or the lower anchor box (10).
9. The single-column pier bridge transverse anti-overturning catastrophe reinforcement design method is characterized in that an upper anchor box (7) and a lower anchor box (10) both adopt U-shaped groove structures, the opening part of the upper anchor box (7) is connected with an outer steel plate (6), strip-shaped openings for a guy cable system (8) to penetrate through are formed in the bottom of the upper anchor box (7) and the bottom of the lower anchor box (10), the length direction of the strip-shaped openings is the longitudinal direction of the bridge, and sealing plates (9) are connected to side openings of the upper anchor box (7) and the lower anchor box (10) through bolts;
the annular steel plate (11) comprises two semi-annular structures, two ends of each semi-annular structure are provided with front edges (24), the front edges (24) are provided with through holes, and the two semi-annular structures are arranged on the single-column pier (3) through the front edges (24), bolts, nuts and hoops; the annular steel plate (11) is provided with a horizontal stiffening rib (12) and a vertical stiffening rib (17), and the opening of the lower anchor box (10) is fixedly connected with the horizontal stiffening rib (12) and the vertical stiffening rib (17).
10. The single-column pier bridge transverse anti-overturning catastrophe reinforcement design method is characterized in that when the bridge is a single-column pier linear bridge and overturning moment is small, two sets of anti-overturning systems (4) are respectively arranged on two sides of a single-column pier (3), and the two sets of anti-overturning systems (4) are symmetrically arranged in the width direction of the bridge;
when the bridge is a single-column pier linear bridge and the overturning moment is large, more than two sets of anti-overturning systems (4) are arranged on two sides of the single-column pier (3), and the anti-overturning systems (4) on the two sides of the single-column pier (3) are symmetrically arranged in the width direction of the bridge;
when the bridge is a single-column pier curved bridge and the overturning moment is small, a set of anti-overturning system (4) is arranged on the non-overturning side;
when the bridge is a single-column pier curved bridge and the overturning moment is large, more than two sets of anti-overturning systems (4) are arranged on the non-overturning side;
the upper anchor box (7) and the lower anchor box (10) are connected with a plurality of inhaul cable systems (8) in parallel in the longitudinal direction of the bridge;
and an anti-corrosion layer is arranged on the surface of the anti-overturning system (4).
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