CN207512580U - For runing the reinforced bridgehead structures of rigidity that highway administers bumping at bridge-head - Google Patents

Abstract

A rigidity-reinforced bridge head structure used for bridge head jumping in operation road management, including bridge abutment, bridge side span girder slab, subgrade, bridge deck pavement, first-order slab, second-order slab, first-order pavement layer, second-order The first-order pavement layer and the supporting platform, the bridge side span beam slab is erected and the bridge abutment support, the bridge deck pavement is laid on the bridge side span beam slab; One end of the first-order slab is erected on the abutment corbel, the far end of the first-order slab is erected on the support platform, and the first-order pavement layer is laid on the first-order slab; one end of the second-order slab is erected on the support platform, and the second-order slab The other end is built on the subgrade, and the second-order pavement layer is laid on the second-order slab; between the bridge side span beam slab and the abutment, between the first-order slab and the back of the abutment, and between the first-order slab and the second-order slab There are expansion joints between them. The utility model has better reliability and lower maintenance cost.

Description

Rigidity-reinforced bridge head structure for bridge head jumping in operation road management

technical field

The utility model belongs to the technical field of connection between bridge engineering and subgrade engineering, and in particular relates to a rigidity-reinforced bridge head structure for controlling vehicle jumping at the bridge head of operating roads.

Background technique

The problem of vehicle jumping at the bridge head of the operating road is one of the more common problems in the quality of road construction at home and abroad. The main hazard is that when the vehicle passes the bridge and the abutment subgrade junction, due to the difference between the abutment structure and the settlement of the embankment behind the abutment, there is a step or an excessive longitudinal slope difference. Instantaneous weightlessness causes sudden jumps and bumps of vehicles, which greatly reduces the speed of vehicles and the capacity of roads, and also greatly reduces the comfort of driving, which ultimately affects the economic and social benefits of bridge construction.

There are many ways to solve the bridge head jumping of the operating road, such as the method of adding asphalt pavement to the bridge head roadbed, the bridge head roadbed grouting reinforcement method, the bridge head roadbed setting board method, etc. At present, high-grade highways, first-class roads and second-class roads are more common to prevent Or the general measure to alleviate the technical problem of vehicle jumping at the bridge head is to set up the bridge head embankment. The subgrade at the bridge head is set up to ease the transition, and the longitudinal gradient difference of the road surface at the bridge head is controlled within the allowable range, so that the stiffness of the bridge-road junction can achieve a smooth and continuous transition, thereby minimizing or eliminating vehicle jumping at the bridge head. The contact between the abutment and the backfill of the abutment is good, and the distribution of the foundation reaction force is relatively uniform, so the phenomenon of jumping at the bridge head is not obvious. However, when the embankment at the back of the abutment subsides due to certain factors, some Due to the void phenomenon, the foundation reaction force is no longer in a more uniform distribution mode. Due to the void at the bottom of the slab and the uneven distribution of the foundation reaction force, the bending and tensile stress at the bottom of the slab will be significantly increased, and the fractured slab will also be increased. possibility; the subsidence of the far end of the slab will also cause the rotation of the slab, making the slab tend to slide down, which may cause the anchor hole of the slab near the platform to crack due to stress concentration, and cause corbels or abutments to collapse. Damage; the existing bridgehead slabs are all in the overall situation. When the bridgehead slabs are partially damaged, they need to be replaced as a whole, which will increase the maintenance cost of the bridge.

Contents of the invention

In order to overcome the shortcomings of poor reliability and high maintenance cost of the existing solutions for bridge head jumping on operating roads, the utility model provides a rigidity for controlling bridge head jumping on operating roads with good reliability and low maintenance cost Reinforced bridgehead structure.

The technical scheme that the utility model solves its technical problem adopts is:

A rigidity-reinforced bridge head structure used for bridge head jumping in operation road management, including bridge abutment, bridge side span girder slab, subgrade, bridge deck pavement, first-order slab, second-order slab, first-order pavement layer, second-order The first-order pavement layer and the supporting platform, the bridge side span beam plate is erected on the bridge abutment support, and the bridge deck pavement is laid on the bridge side span beam plate; the first-order building plate is erected between the bridge abutment and the supporting platform Between, one end of the first-order board is erected on the abutment corbel, the far end of the first-order board is erected on the support platform, and the first-order road surface layer is laid on the first-order board; the second-order One end of the board is erected on the support platform, the other end of the second-order board is erected on the subgrade, and the second-order road surface layer is laid on the second-order board; between the bridge side span beam and the bridge abutment, a There are expansion joints between the step board and the back of the abutment, and between the first-order board and the second-order board.

Further, rubber bearings are used for the connection between the first-order board and the abutment corbel, the first-order board and the support platform, and the second-order board and the support platform.

The first-order slab adopts a reinforced concrete slab with hidden beams inside, and the first-order slab is a standard part made by a prefabricated factory. The length setting range is 8m-12m, and the width is 3.75m. According to calculation, when the length of the bridge head is 8m, its thickness should not be 28cm; when the length of the bridge head is 10m, its thickness should not be less than 30cm; 32cm.

The first-order slab includes upper-layer transverse reinforcement, upper-layer longitudinal reinforcement, lower-layer transverse reinforcement, lower-layer longitudinal reinforcement, concrete material and concealed beams.

According to the length of the first-order slab and the reinforcement calculation, the diameter of the upper longitudinal reinforcement should not be less than 14mm, the diameter of the upper transverse reinforcement should not be less than 12mm, the lower longitudinal reinforcement should not be less than 18mm, and the lower transverse reinforcement should not Less than 16mm.

The concealed beam is in the form of a steel member or a combination of steel members, or a reinforced concrete beam.

A geogrid is provided at the end of the second-order butting plate away from the supporting platform; the geogrid at the far end of the platform is provided with three layers, which are respectively laid between the surface layer and the base layer, between the base layer and the sub-base layer, and between the sub-base layer and the bridge head strapping plate. between.

There is a gap between the first-order board and the back of the abutment and between the first-order board and the second-order board, and the gap is filled with water-stop material.

The technical idea of the utility model is: using the rigidity-enhanced segmented slab with excessive gradient and the reinforced support platform, the settlement and settlement difference of the subgrade adjacent to the bridge abutment are relatively large after completion, and the settlement in this part is relatively large A supporting platform is set at the other end of the subgrade, and a first-order buttress with increased stiffness is set within the range of the abutment and the supporting platform. After the completion of the supporting platform, the settlement amount is small, and the settlement difference between the two can be ignored. Therefore, the uneven settlement between the subgrade and the bridge in the first-order slab does not need to be considered. Due to the uneven distribution of the foundation reaction force, the anchor holes of the abutment slab will crack due to stress concentration and the corbel or abutment will be damaged, but it also brings certain risks—there is no The subgrade or filling soil will only rely on the stiffness of the slab itself to resist the upper load (including self-weight, vehicle load, pedestrian load, etc.), and the first-order slab will easily crack under the repeated action of external loads. To solve this problem, The utility model has carried out local reinforcement in the first-order slab, and set steel beams at the boundary of the first-order slab driveway. The steel beams can adopt I-shaped steel, H-shaped steel, channel-shaped steel, L-shaped steel and steel components. Increase the stiffness of the first-order slab to ensure the safety of the first-order slab, so as to control the jumping at the bridge head of the highway. From the supporting platform, the settlement of the subgrade is basically balanced, and the settlement difference is small, but it is larger than that of the supporting platform. Therefore, a second-stage bridge is set in this part as a transition section. The utility model adopts the form of prefabrication and assembly, so the construction period, construction cost and subsequent operation and maintenance cost can be greatly saved.

Compared with the prior art, the utility model has the following beneficial technical effects:

(1) The utility model adopts segmented buttresses and reinforced support platforms with enhanced rigidity and excessive gradients, which can overcome the void area of the subgrade below the buttresses near the end of the platform, the settlement difference between the abutment and the embankment, and the unevenness of the buttresses. Uniform stress causes problems such as plate fracture, abutment damage, bridge head jumping and secondary bridge head jumping.

(2) The road surface of the bridge head section of the utility model can be integrally constructed simultaneously with the embankment road surface, and the operation is simple and convenient.

(3) The utility model can completely solve the vehicle jumping at the junction of the abutment and the embankment, and at the same time eliminate the uplift of the asphalt concrete road surface at the junction of the abutment and the embankment, so that the vehicle can run smoothly at high speed.

(4) The utility model is provided with a geogrid at the far end of the secondary board and the expansion joint, which can adjust the uneven settlement and avoid reflection cracks on the road surface.

(5) The utility model can prevent rainwater from infiltrating, avoid loose filling embankment, and prevent filler loss.

(6) The setting of the two seams on the back of the table in the utility model overcomes the shortcomings of the traditional expansion joints that are easy to be damaged early and have complicated stress.

(7) The utility model is applicable to various forms of abutments.

(8) The utility model adopts the form of prefabricated assembly, which greatly reduces the construction cost and construction period, and in the later operation, after the partial damage of the slab structure, it can be replaced locally, the replacement process is convenient, and it will not cause major damage to the normal operation of the bridge. impact and save operating and maintenance costs.

Description of drawings

Fig. 1 is an overall schematic diagram of a bridge head structure of the present invention adopting a support platform and a foundation.

Fig. 2 A-A cross-sectional view of the bridge head structure of the utility model.

Fig. 3 A-A sectional drawing two of bridge head structure of the present invention.

Fig. 4 A-A sectional drawing three of bridge head structure of the present utility model.

Fig. 5 A-A sectional view four of the bridgehead structure of the utility model.

Fig. 6 A-A sectional view five of the bridge head structure of the present utility model.

Fig. 7 A-A sectional view six of the bridge head structure of the present utility model.

Fig. 8 is the B-B sectional view of the bridge head structure of the utility model.

Fig. 9 is a schematic diagram of the hidden beam of the bridgehead structure of the utility model.

Figure 10 is the second schematic diagram of the hidden beam of the bridgehead structure of the utility model.

Fig. 11 is the third schematic diagram of the concealed beam of the bridgehead structure of the utility model.

Fig. 12 the utility model only adopts a whole schematic diagram of the support platform.

Fig. 13 The utility model adopts the overall assembly diagram of the supporting platform and the foundation.

Fig. 14 The utility model only adopts the overall assembly diagram of the supporting platform.

In Figures 1 to 11, 1 is the abutment, 11 is the abutment corbel, and 12 is the abutment support; 2 is the bridge side span slab, 21 is the bridge deck pavement; 3 is the first-order slab, and 31 is the first 32 is the upper longitudinal reinforcement, 33 is the upper transverse reinforcement, 34 is the lower longitudinal reinforcement, 35 is the lower transverse reinforcement, 36 is the concealed beam, 361 is the concealed beam component, 37 is the concrete, 381 is the upper reinforcement of the concealed beam, 382 is the upper reinforcing bar of the concealed beam, 383 is the stirrup of the concealed beam; 4 is the second-order slab, 41 is the second-order pavement layer, 42 is the upper longitudinal reinforcing bar 2, 43 is the upper transverse reinforcing bar 2, 43 is the lower longitudinal reinforcing bar 2, 44 51 is the supporting platform, 52 is the foundation; 61 is the first subgrade, 62 is the second subgrade; 71 is the first expansion joint, 72 is the second expansion joint, 73 is the third expansion joint; 81 is the first floor Geogrid, 82 is the second layer of geogrid, 83 is the third layer of geogrid, 91 is the first rubber bearing, 92 is the second rubber bearing, and 93 is the third rubber bearing.

Detailed ways

Below in conjunction with accompanying drawing, the utility model is further described.

Example 1

Referring to Figures 1 to 4, Figures 8 to 11, and Figure 13, a rigidity-enhanced bridge head structure for bridge head jumping in operation road management, including an abutment 1, an abutment corbel 11, and an abutment support 12 bridge side span beam slab 2, bridge deck pavement 21; first-order slab 3, first-order pavement layer 31, upper longitudinal reinforcement 32, upper transverse reinforcement 33, lower longitudinal reinforcement 34, lower transverse reinforcement 35, concealed beam 36, Concealed beam member 361, concrete 37 (or concealed beam upper reinforcement 381, concealed beam upper reinforcement 382, concealed beam stirrup 383 and concrete 37); second-order board 4, second-order pavement layer 41, upper longitudinal reinforcement 2 42, upper Transverse reinforcement two 43, lower longitudinal reinforcement two 43, lower horizontal reinforcement two 44; supporting platform 51, foundation 52; subgrade one 61, subgrade two 62; first expansion joint 71, second expansion joint 72, third expansion joint 73; The first rubber bearing 81, the second rubber bearing 82, and the third rubber bearing 83. The first-order board 3 is erected between the abutment 1 and the support platform 51, one end of which is erected on the abutment corbel 11, and the far end is erected on the support platform 51; one end of the second-order board 4 is erected on the support platform 51 One end is erected on the subgrade 2 62; the first layer of geogrid 81 is set at the far end of the first-order slab 3 and the back of the abutment 1, and the end of the second-order slab 4 away from the support platform 51, and the second layer geogrid 82, third layer geogrid 83; bridge side span girder slab 2 and abutment 1, first-order slab 3 and abutment 1 back, and first-order slab 3 and second-order slab An expansion joint 91 , an expansion joint 92 and an expansion joint 93 are respectively provided between the plates 4 .

As shown in Figures 2 to 4 and Figures 9 to 12, the bridge is two-way four-lane, the total width of the lanes is 15m, and there are three main types of cross-sections of the first-order slab 3, and this embodiment mainly introduces those shown in Figure 2 and Figure 9 Form of first-order strapping 3. The first-order slab 3 adopts a reinforced concrete slab containing concealed beams 36, which is designed according to the elastic foundation beam slab. The first-order slab 3 has a length of 6m, a width of 3.75m (two lanes), a slab thickness of 30cm, and C30 concrete. The upper longitudinal reinforcement 32, the upper transverse reinforcement 33, the lower longitudinal reinforcement 34, and the lower transverse reinforcement 35 are all HRB400 grades, with diameters of 16mm, 14mm, 20mm, and 16mm, respectively. The concealed beam 36 adopts a combined member, which is composed of two concealed beam members 361 with a length of 6m through welding. The distance between the combined centroids is 1.8m, which can avoid the large negative bending moment of the strap under the load of the vehicle and cause the strap to break.

The second-order slab 4 adopts reinforced concrete slab, which is designed according to the elastic foundation beam slab. The second-order slab 4 has a length of 4m, a width of 3.75m (two lanes), a slab thickness of 25cm, and C30 concrete. The upper longitudinal reinforcement is 32, and the upper The transverse steel bar 33, the lower longitudinal steel bar 34, and the lower horizontal steel bar 35 all adopt the HRB400 brand, and the diameters are 16mm, 14mm, 20mm, and 16mm respectively.

The post-construction settlement of the subgrade on the soft soil foundation is often large. In order to prevent the vertical anchor bolts from causing the first-order buttress 3, the second-order buttress 4 or the abutment corbel 11 to be cracked and damaged, the first-order buttress 3 and the abutment 1 Rubber bearings 92 are set between the corbels, and rubber bearings 93 are set between the second-order board 4 and the support platform 51; the size of the rubber bearings 92 and 93 is 150mm×150mm×30mm, and the rubber The distance between the supports is 50cm.

Expansion joint 71, expansion joint 72 width and expansion joint 73 are 10mm, and expansion joint 71, expansion joint 72 width and expansion joint 73 are provided with dowel bars, and the gaps are filled with water-stop materials such as rubber water-stop strips to prevent Cement to stabilize shrinkage cracks in the base.

Set the first-layer geogrid 81 at the far end of the first-order slab 3 and the back of the abutment 1 and all the second-order slabs 4 away from the support platform 51, the second-layer geogrid 82, and the third-layer geogrid 82. layer geogrid 8. This can improve the stress concentration phenomenon at the far end of the slab, improve the stress state of the asphalt concrete at the end of the beam, play a role in diffusing the temperature stress and the impact force of the tire, and can adjust the uneven settlement of the subgrade and slab to reduce the slab The phenomenon of secondary car jumping at the far end and the reduction of reflection cracks on the road surface at the two seams between the far end of the board and the bridge head. The geogrid 6 adopts a two-way grid, and its longitudinal ultimate tensile strength is not less than 50KN/m; when the elongation rate is 2%, the tensile strength of the grid 6 is not less than 20KN/m; The length is 6m.

Both the first-order pavement layer 31 and the second-order pavement layer 41 include a subbase, a base course and a surface course. The total thickness of the pavement layer 41 is 40-50 cm.

The size of the support platform 51 is 3.75mX1.0mX0.4m. It is made of C30 concrete and arranged with double-layer two-way steel bars. The steel bars are HRB400 grades with a diameter of 12mm.

Since the lower part of the subgrade is soft soil, the bearing layer is relatively deep from the subgrade, and the pile foundation 52 (in the form of reinforced concrete piles) under the support platform 51 uses three reinforced concrete piles, and the bearing capacity should be more than twice the full load of the upper part. .

In the present embodiment, there are four first-order boards 3 and four second-order boards 4, which are assembled on-site in the form shown in Figure 13. The total width of the lane is 15m, and between each first-order boards 3 and Epoxy mortar joints are used between the second-order lap boards 4 .

The scheme of this embodiment adopts segmental buttresses with increased rigidity and excessive gradients and reinforced support platforms, which can eliminate the impact on the transition section caused by the void of the subgrade below the buttress near the end of the platform, and ease the gap between the subgrade and the bridge in the entire transition section. The uneven settlement can solve the problems of car jumping at the junction of abutment and embankment, secondary car jumping at the far end of the board, road surface cracking and uplift, and premature damage of expansion joints. In addition, this kind of subgrade slab structure at the bridge head adopts the situation of prefabrication and assembly, which greatly reduces the construction period. When the slab is partially damaged, it can be partially repaired or even replaced, which can greatly save various costs.

Example 2

Referring to Figure 5 to Figure 12 and Figure 14, the bridge is two-way six-lane, the total width of the lanes is 22.5m, a rigidity-enhanced bridge head structure used for operating roads to control bridge head jumping, including abutment 1, abutment cattle Leg 11, abutment support 12; bridge side span slab 2, bridge deck pavement 21; Transverse reinforcement 35, concealed beam 36, concealed beam member 361, concrete 37 (or concealed beam upper reinforcement 381, concealed beam upper reinforcement 382, concealed beam stirrup 383, and concrete 37); second-order slab 4, second-order pavement layer 41 , Upper longitudinal reinforcement 2 42, upper transverse reinforcement 2 43, lower longitudinal reinforcement 2 43, lower transverse reinforcement 2 44; supporting platform 51, foundation 52; subgrade 1 61, subgrade 2 62; first expansion joint 71, second expansion joint 72, the third expansion joint 73; the first rubber bearing 81, the second rubber bearing 82, the third rubber bearing 83. The first-order board 3 is erected between the abutment 1 and the support platform 51, one end of which is erected on the abutment corbel 11, and the far end is erected on the support platform 51; one end of the second-order board 4 is erected on the support platform 51 One end is erected on the subgrade 2 62; the first layer of geogrid 81 is set at the far end of the first-order slab 3 and the back of the abutment 1, and the end of the second-order slab 4 away from the support platform 51, and the second layer geogrid 82, third layer geogrid 83; bridge side span girder slab 2 and abutment 1, first-order slab 3 and abutment 1 back, and first-order slab 3 and second-order slab An expansion joint 91 , an expansion joint 92 and an expansion joint 93 are respectively provided between the plates 4 .

As shown in FIG. 5 to FIG. 11 , there are mainly three types of sections of the first-order board 3 , and this embodiment mainly introduces the form of the first-order board 3 shown in FIG. 7 and FIG. 11 . The first-order board 3 is a beam-slab structure, that is, the first-order board 3 is composed of two longitudinal girders and an upper deck.

The first-order slab 3 adopts a reinforced concrete slab containing hidden beams 36, which is designed according to the elastic foundation beam slab. The first-order slab 3 has a length of 8m, a width of 3.75m (four lanes), a slab thickness of 34cm, and C35 concrete. The upper longitudinal reinforcement 32, the upper transverse reinforcement 33, the lower longitudinal reinforcement 34, and the lower transverse reinforcement 35 all adopt the HRB400 grade, and the diameters are 18mm, 16mm, 25mm, and 22mm respectively. Concealed beam 36 adopts the form of internal reinforced reinforcement, and the distance between the centroids of concealed beams is 1.8m. , The upper reinforcing bar 382 of the hidden beam adopts the HRB335 grade, and its diameter is 12mm. The hidden beam stirrup 383 adopts the HRB335 grade, and its diameter is 8mm.

The second-order slab 4 adopts reinforced concrete slab, which is designed according to the elastic foundation beam slab. The second-order slab 4 has a length of 4m, a width of 3.75m, and a thickness of 25cm. The longitudinal reinforcing bars 34 and the lower transverse reinforcing bars 35 are HRB400 grades with diameters of 16mm, 14mm, 20mm and 16mm respectively.

In order to prevent the vertical anchor bolts from causing the first-order butt plate 3, the second-order butt plate 4 or the abutment corbel 11 to be cracked and damaged, a rubber bearing 92 is set between the first-order butt plate 3 and the abutment 1 corbel. A rubber bearing 93 is set between the step board 4 and the support platform 51; the size of the rubber bearing 92 and the rubber bearing 93 is 150mm×150mm×30mm, and the distance between the laterally adjacent rubber bearings is 50cm.

Expansion joint 71, expansion joint 72 width and expansion joint 73 are 10mm, and expansion joint 71, expansion joint 72 width and expansion joint 73 are provided with dowel bars, and the gaps are filled with water-stop materials such as rubber water-stop strips to prevent Cement to stabilize shrinkage cracks in the base.

Set the first-layer geogrid 81 at the far end of the first-order slab 3 and the back of the abutment 1 and all the second-order slabs 4 away from the support platform 51, the second-layer geogrid 82, and the third-layer geogrid 82. layer geogrid 8. This can improve the stress concentration phenomenon at the far end of the slab, improve the stress state of the asphalt concrete at the end of the beam, play a role in diffusing the temperature stress and the impact force of the tire, and can adjust the uneven settlement of the subgrade and slab to reduce the slab The phenomenon of secondary car jumping at the far end and the reduction of reflection cracks on the road surface at the two seams between the far end of the board and the bridge head. The geogrid 6 adopts a two-way grid, and its longitudinal ultimate tensile strength is not less than 50KN/m; when the elongation rate is 2%, the tensile strength of the grid 6 is not less than 20KN/m; The length is 6m.

Both the first-order pavement layer 31 and the second-order pavement layer 41 include a subbase, a base course and a surface course. The total thickness of the pavement layer 41 is 40-50 cm.

The size of the support platform 51 is 3.75mX1.2mX0.4m. It is made of C30 concrete and arranged with double-layer two-way steel bars. The steel bars are HRB400 grades with a diameter of 14mm.

Since the lower part of the subgrade is rock and the bearing layer is relatively shallow, no foundation is provided under the support platform 51 .

In this embodiment, there are six first-order boards 3 and six second-order boards 4, which are assembled on site in the form shown in Figure 14. The total width of the lane is 22.5m, and between each first-order boards 3 Epoxy mortar joints are used between each second-order lap board 4 .

A construction method for a rigidity-reinforced bridge head structure used for bridge head jumping in operation of road management, comprising the following steps:

(1) Carry out ground treatment to the soft soil foundation, fill the roadbed and carry out surcharge preloading on the soft soil foundation;

(2) After the preload period expires, excavate the subgrade, construct the piles, abutments, beam slabs and expansion joints of the bridge; pre-embed dowel bars on the side of the abutment back;

(3) Backfill with graded crushed stone, and carry out layered rolling, and the compaction degree reaches the design standard;

(4) Set up the foundation of the supporting platform at the abutment end of the abutment in the range where the settlement increases near the abutment along the vehicle driving direction, and then carry out the cast-in-place and maintenance work of the supporting platform;

(5) Simultaneously with (4), and then prefabricate the factory to make the first-order slab and the second-order slab (standard width 3.75m) with hidden beams, and the distance between the centroids of the hidden beams is 1.8m;

(6) Transport the first-order and second-order boards to the site, set rubber bearings on the abutment corbels and supporting platforms, and then place the first-order boards and second-order boards on the rubber bearings; Water-stopping materials such as asphalt lint are filled inside;

Lay the first layer of geogrid on the far end of the first-order slab and the second-order slab and the part of the first-order slab near the bridge abutment. It should be laid longitudinally, and the width of the transverse lap should be greater than 30cm. Plastic geogrids can be used;

After the construction of the pavement subbase is completed, the second layer of geogrid is laid, and plastic geogrid can be used;

After the construction of the pavement base is completed, the third layer of geogrid is laid, and glass fiber geogrid can be used;

(7) Epoxy mortar joints are used between each first-order board and between each second-order board;

(8) Overall construction of asphalt concrete pavement surface on the pavement base and beam slab.

The above description of the embodiments is for those of ordinary skill in the technical field to understand and apply the utility model.

It is obvious that those skilled in the art can easily make various modifications to these embodiments, and apply the general principles described here to other embodiments without creative efforts. Therefore, the utility model is not limited to the embodiments here, and those skilled in the art, according to the disclosure of the utility model, should be within the scope of protection of the utility model for the advancement and modification of the utility model.

Claims (8)

1. a kind of be used to run the reinforced bridgehead structures of rigidity that highway administers bumping at bridge-head, it is characterised in that：The end of the bridge knot Structure include abutment, bridge end bay beam slab, roadbed, deck paving, single order attachment strap, second order attachment strap, single order supercrust, second order supercrust and Support platform, the bridge end bay beam slab are set up on abutment bearing, deck paving is laid on the bridge end bay beam slab；The single order Attachment strap is set up between abutment and support platform, and one end of the single order attachment strap is erected on abutment bracket, the single order attachment strap Distal end be erected in support platform, on the single order attachment strap be laid with single order supercrust；Described second order attachment strap one end is erected on branch It supports on platform, the other end of the second order attachment strap is erected on roadbed, and second order supercrust is laid on the second order attachment strap；The bridge It is equipped between end bay beam slab and abutment, between single order attachment strap and Abutment Back and between single order attachment strap and second order attachment strap flexible Seam.

2. it is as described in claim 1 a kind of for runing the reinforced bridgehead structures of rigidity that highway administers bumping at bridge-head, it is special Sign is：The single order attachment strap and abutment bracket, single order attachment strap and support platform and the company of second order attachment strap and support platform It connects and uses rubber support.

3. it is as claimed in claim 1 or 2 a kind of for runing the reinforced bridgehead structures of rigidity that highway administers bumping at bridge-head, It is characterized in that：The single order attachment strap sets concealed beam armoured concrete slab in using, and single order attachment strap is the mark that pre-fabricated factory makes Quasi- part, length setting ranging from 8m~12m, width is 3.75m, is designed by slab and girder, according to calculating, when transition slab at bridge head is long When spending for 8m, then its thickness is no less than 28cm；When transition slab at bridge head length is 10m, then its thickness is no less than 30cm；Work as bridge When head attachment strap length is 12m, then its thickness is no less than 32cm.

4. it is as claimed in claim 1 or 2 a kind of for runing the reinforced bridgehead structures of rigidity that highway administers bumping at bridge-head, It is characterized in that：The single order attachment strap include upper strata transverse steel, upper strata longitudinal reinforcement, lower floor's transverse steel, lower floor's longitudinal reinforcement, Concrete material and concealed beam.

5. it is as claimed in claim 4 a kind of for runing the reinforced bridgehead structures of rigidity that highway administers bumping at bridge-head, it is special Sign is：According to the length of the single order attachment strap and arrangement of reinforcement calculating is carried out, the upper strata longitudinal reinforcement diameter is not preferably less than 14mm, The upper strata transverse steel diameter is not preferably less than 12mm, and lower floor's longitudinal reinforcement is not preferably less than 18mm, lower floor's transverse direction steel Muscle is not preferably less than 16mm.

6. it is as claimed in claim 4 a kind of for runing the reinforced bridgehead structures of rigidity that highway administers bumping at bridge-head, it is special Sign is：The concealed beam uses steel member or steel member combining form, and reinforced beam also can be used.

7. it is as claimed in claim 1 or 2 a kind of for runing the reinforced bridgehead structures of rigidity that highway administers bumping at bridge-head, It is characterized in that：The second order attachment strap is equipped with TGXG far from support platform end；The TGXG of far platform end is equipped with three layers, respectively It is layed between face layer and base, between base and underlayment and between underlayment and transition slab at bridge head.

8. it is as claimed in claim 1 or 2 a kind of for runing the reinforced bridgehead structures of rigidity that highway administers bumping at bridge-head, It is characterized in that：Gap and the gap are equipped between the single order attachment strap and Abutment Back between single order attachment strap and second order attachment strap In be packed with sealing material.