CN211285239U - Supporting assembly for preventing and treating bump at bridge head - Google Patents
Supporting assembly for preventing and treating bump at bridge head Download PDFInfo
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- CN211285239U CN211285239U CN201921994927.6U CN201921994927U CN211285239U CN 211285239 U CN211285239 U CN 211285239U CN 201921994927 U CN201921994927 U CN 201921994927U CN 211285239 U CN211285239 U CN 211285239U
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Abstract
The utility model discloses a supporting component for preventing and treating bridgehead car skip, supporting component set up on the changeover portion between bridge floor section and road surface section, and the changeover portion is from last to including road surface, road bed and ground down, and supporting component includes: the stiffening members are arranged in the roadbed at intervals; the first rigid piles are buried in the foundation, and the heights of the first rigid piles are sequentially shortened from the bridge deck section to the pavement section; one end of the butt strap is connected below the bridge deck section, and the other end of the butt strap is connected to the top end of the first rigid pile close to the bridge deck section. Through the cooperation of butt strap, first rigid pile and the road bed that is equipped with the reinforcement, can effectively improve ground and road bed bearing capacity, strengthen the confined force of ground and road bed soil, strengthen subsiding the transition effect to make the uneven settlement of road bridge changeover portion reduce, effectively avoid the emergence of bridgehead bumping phenomenon.
Description
Technical Field
The utility model relates to a geotechnical engineering technical field, in particular to a supporting component for preventing and treating bridgehead bumping.
Background
With the high-speed development of the transportation industry, the tonnage of a vehicle and the traffic density increase rapidly, the traditional bridge is very seriously damaged, and a certain problem exists in the splicing section of the road bridge. Among them, it is common that differential settlement exists at the junction between the abutment structure and the filling behind the abutment, so that steps or significant longitudinal slope changes are formed on the road surface, and vehicles running at high speed bump and jump when passing through the bridge, thereby causing the phenomenon of vehicle jump at the bridge head. The bumping at the bridge head not only influences the speed and comfort of driving, reduces the traffic capacity of roads, accelerates the damage of abutment backs, bridge head expansion joints and joint pavements, but also is one of the important hidden dangers of road traffic safety, and seriously influences the social benefit of the expressway. Meanwhile, a large amount of maintenance and repair of the bridge head road surface not only costs a large amount of manpower and material resources, but also generates adverse social influence. For example, the Hujia highway is subjected to bridgehead approach settlement treatment after being built for one year, and most bridgeheads are treated five times in six years, so that the total engineering cost is 982.6 ten thousand yuan. The cost spent on the road surface treatment at the bridge head is also very remarkable since the Hangzhou corridor high-speed traffic vehicle. Whereas about 25% of the road-bridge transitions in the united states are affected by "bump at the bridge end", the maintenance costs incurred for this are projected to be over 1 billion dollars per year. Therefore, the bumping at the bridge end becomes a road barricade for improving and enhancing the construction quality of the highway, and is a great problem for engineering technicians in various countries. How to effectively control the bump at the bridge head and ensure the traffic safety and comfortable driving of the vehicles on the highway has very important significance for improving the social benefit of the highway, reducing the maintenance cost of the established highway and improving the quality of the highway to be established.
At present, the problem of vehicle bump at the bridge head of a highway is still difficult to solve. The main reasons are two, namely, the foundation soil is soft and has large sedimentation amount; secondly, the roadbed is easy to generate compression deformation under the action of self weight and load. Both of these reasons can cause excessive post-construction settlement, and the bridge generally adopts a pile foundation, and the settlement amount is small. Therefore, differential settlement is generated between the road and the bridge, and the problem of vehicle jump at the bridge head is caused. In engineering, the problem of differential settlement of bridge heads is often solved from the angles of reducing compression deformation of a roadbed, settlement transition, foundation settlement and the like, cement-soil mixing piles, butt straps, replacement and filling and other methods are widely applied, but if the cement-soil mixing piles are used only, the rigidity difference of the joint of a bridge deck section and a transition section is large, and differential settlement is easy to generate; if the butt strap is used only, differential settlement is easy to generate at one end of the butt strap away from the abutment due to rigidity difference; similarly, the difference settlement is easily generated due to the rigidity difference between the transition section and the bridge deck section by only adopting the replacement and filling, in a word, the ideal effect cannot be achieved by adopting a single treatment mode, and the difference settlement is still large. More and more combined treatment methods are applied to actual engineering, but if the combined treatment methods are unreasonably used, the engineering cost is increased, the effects of reducing uneven settlement and preventing and controlling the bridge head bump cannot be achieved, for example, the rigid piles are combined with the geogrids, the engineering cost is increased, and the effect is not ideal.
SUMMERY OF THE UTILITY MODEL
The to-be-solved technical problem of the utility model is to overcome the structure and the method of jointly preventing and treating bridgehead car skip among the prior art, not only incremental cost but also the not good defect of effect provides a supporting component for preventing and treating bridgehead car skip.
The utility model discloses an above-mentioned technical problem is solved through following technical scheme:
the utility model provides a supporting component for preventing and treating bridgehead car skip, its sets up on the changeover portion between bridge floor section and road surface section, the changeover portion is from last to including road surface, road bed and ground down, its characterized in that, supporting component includes:
at least two layers of reinforcing members arranged in the roadbed at intervals along the thickness direction of the roadbed;
the first rigid piles are arranged at intervals and buried in the foundation, and the heights of the first rigid piles are sequentially shortened from the bridge deck section to the pavement section;
one end of the butt strap is connected to the lower portion of the bridge deck section, and the other end of the butt strap is connected to the top end of the first rigid pile close to the bridge deck section.
In the scheme, the reinforcing piece is arranged in the roadbed and is used for reinforcing the strength of the roadbed so as to improve the bearing capacity of the roadbed; a first rigid pile is arranged in a foundation below a roadbed and used for reinforcing the strength of the foundation. Through setting up reinforcement and first rigid pile, can make the bulk strength of changeover portion strengthened in order to improve the bearing capacity of changeover portion. And the height of the first rigid pile is gradually shortened from one end close to the bridge abutment to one end far away from the bridge abutment, and by adopting the structural form, the rigidity is gradually reduced, the sedimentation change is also gradually reduced, the change of a larger sedimentation rate is not easy to occur, and the travelling crane is more stable and comfortable. Because the settlement of the transition section closer to the abutment is more obvious, the rigidity difference between the transition section closer to the abutment and the abutment is more obvious, and the rigidity difference on the transition section is not obvious, the height of one end, close to the abutment, of the first rigid pile is higher than that of one end far away from the abutment, so that the rigidity difference between the bridge deck section and the transition section is reduced conveniently, the differential settlement is effectively prevented, and the bumping at the bridge head is avoided. And the joint of the transition section and the bridge deck section is provided with a butt strap for reducing the rigidity difference of the joint. The reinforcing piece with proper layers is arranged in the roadbed, so that the using amount of the first rigid pile can be reduced, the economic applicability is improved, the reinforcing piece is combined with the pile foundation, the effects of two materials can be well played, and differential settlement is greatly reduced. Through the cooperation of attachment strap, first rigid pile and reinforcement, can effectively improve ground and road bed bearing capacity, strengthen the confined power of ground and road bed soil, strengthen and subside the transition effect to make the uneven settlement of road bridge changeover portion reduce, effectively avoid the emergence of bridgehead phenomenon of jumping, can save the cost moreover, economical and practical.
Preferably, the bridge deck section comprises a bridge deck, a second rigid pile and a bridge abutment located between the bridge deck and the second rigid pile, a bearing platform is arranged at the upper end of the first rigid pile, and two ends of the butt strap are respectively erected on the bridge abutment and the bearing platform.
In this scheme, set up the both ends of attachment strap respectively on abutment and cushion cap, be favorable to improving the reinforcement effect of attachment strap, the rigidity of attachment strap and abutment and cushion cap is all stronger moreover, also is favorable to more reliable reduction difference to subside.
Preferably, the top of the end of the butt strap erected on the abutment is located below the bridge floor, and the top of the end of the butt strap erected on the bearing platform is flush with the upper surface of the foundation.
In this scheme, the attachment strap adopts the slope to arrange, along the direction downward sloping of being close to the abutment to the direction of keeping away from the abutment, has played certain effect in the aspect of the rigid-flexible transition, can effectively eliminate the ground and subside the step difference that warp at the bridgehead formation, because the rigidity difference of attachment strap changeover portion and general highway section when avoiding only setting up the attachment strap, the secondary phenomenon of jumping that easily takes place in the junction.
Preferably, the butt strap is close to the tip of abutment with the back wall of abutment passes through the anchor bar and connects, the butt strap is close to the bottom surface of abutment with the bracket of abutment passes through the crab-bolt and connects.
Preferably, the upper edge of one end, close to the abutment, of the butt strap is provided with a first chamfer, and a gap is reserved between the end face of the butt strap, close to the abutment, and the back wall surface.
In the scheme, the first chamfer is arranged on the upper edge of one end, close to the abutment, of the butt strap, so that the damage to the road surface and the abutment structure caused by the rotation of the butt strap is prevented, and the driving comfort is prevented from being influenced; gaps are left between the end faces of the buttresses adjacent to the abutment and the back wall face for providing continuous expansion joints between the abutment and the buttresses to accommodate displacement and coupling between the superstructure caused by vehicle loads and bridge building materials. So as to ensure the speed, comfort and safety of the vehicle.
Preferably, the upper edge of the bracket is provided with a second chamfer.
In this scheme, set up the second chamfer on the upper edge of bracket for the strap that the slope was arranged is for face contact with the contact surface of bracket, with the stress on reduction bracket and the strap, improves supporting component's life-span.
Preferably, the pile position arrangement shape of the first rigid pile is a rectangle or a quincunx.
Preferably, the length of the butt strap is in the range of 3m-8 m.
In the scheme, the length of the butt strap is in direct proportion to the height of the abutment, the higher the abutment is, the longer the length of the butt strap is, for example, the length of the butt strap is 3m for open culverts, the length of the butt strap is 4m for channels, the length of the butt strap is between 4m and 5m for small bridges, and the length of the butt strap is between 6m and 8m for large bridges and extra large bridges.
Preferably, the reinforcement is a geogrid.
In this scheme, geogrid not only can reduce the quantity to first rigid pile, saves the cost, can also realize less difference and subside, prevents the bridgehead and jump the car.
Preferably, one end of the geogrid close to the bridge deck section is anchored with the butt strap, one end of the geogrid, which is far away from the bridge deck section, extends out of the lowest first rigid pile and extends towards the pavement section, the geogrid at the bottom layer is as wide as the roadbed, and the geogrid at the top layer is as wide as the top width of the filling soil layer.
In the scheme, the geogrid and the butt strap are anchored, so that the geogrid and the butt strap are combined more reliably, differential settlement is reduced more reliably, and bumping at the bridge head is prevented; one end of the geogrid, which is far away from the bridge deck section, extends out of the first rigid pile at the lowest position, the geogrid is guaranteed to be paved longer than the pile treatment road section, the rigidity difference of the transition section can be eliminated, the differential settlement of the transition section can be reduced more reliably, and the phenomenon of secondary vehicle jumping is avoided.
Preferably, the plurality of layers of geogrids are parallel to each other, and the number of layers of the geogrids ranges from 2 to 3.
In this scheme, the multilayer geogrids are parallel to each other, are favorable to improving the homogeneity that geogrids strengthen the roadbed to be favorable to reducing the rigidity difference reliably, prevent the secondary and jump the car.
Preferably, each layer of the geogrid is formed by connecting a plurality of geogrids, and the geogrids are connected through a sewing method or a lapping method.
On the basis of the common knowledge in the field, the above preferred conditions can be combined at will to obtain the preferred embodiments of the present invention.
The utility model discloses an actively advance the effect and lie in: the utility model discloses a supporting component for preventing and treating bridgehead car skip through attachment strap, first rigidity stake parallel combination with add the muscle road bed in order to prevent the bridge changeover portion bridgehead car skip phenomenon, can effectively improve ground and road bed bearing capacity, strengthen the confined power of ground and road bed soil, strengthen subsiding the transition effect to make the inhomogeneous settlement of bridge changeover portion reduce, effectively avoid the emergence of bridgehead car skip phenomenon, save the cost moreover, economical and practical. Correspondingly, the construction method arranges the supporting component on the transition section, and can effectively avoid the occurrence of the phenomenon of vehicle jump at the bridge head under the action of the supporting component.
Drawings
Fig. 1 is a schematic structural diagram of a supporting assembly for preventing and treating bump at the bridge head according to a preferred embodiment of the present invention.
Fig. 2 is a schematic diagram illustrating the distribution of pile positions of the first rigid piles in the supporting assembly for preventing and treating bump at the bridge head according to the preferred embodiment of the present invention.
Fig. 3 is another distribution diagram of pile positions of the first rigid piles in the supporting assembly for preventing and treating bump at the bridge head according to the preferred embodiment of the present invention.
Fig. 4 is a schematic view illustrating a connection relationship between the access board and the abutment in the supporting assembly for preventing and treating bump at the bridge head according to the preferred embodiment of the present invention.
Fig. 5 is a schematic flow chart of a construction method of a support assembly for preventing and treating bump at the bridge head according to a preferred embodiment of the present invention.
Description of reference numerals:
First rigid pile 202
Reinforcing member 203
Second rigid pile 302
Steps S1-S5
Detailed Description
The present invention will be more clearly and completely described below by way of examples and with reference to the accompanying drawings, but the present invention is not limited thereto.
As shown in fig. 1 to 4, the present embodiment provides a support assembly for preventing and controlling a bump at a bridge head, which is provided at a transition section 10 between a deck section 30 and a pavement section 40, the transition section 10 including, from top to bottom, a pavement 101, a roadbed 102 and a foundation 103, the support assembly 20 including: at least two layers of reinforcing members 203, a butt strap 201 and a plurality of first rigid piles 202 arranged at intervals, wherein the reinforcing members 203 are arranged in the roadbed 102 at intervals along the thickness direction of the roadbed 102; the first rigid piles 202 are buried in the foundation 103, and the heights of the first rigid piles 202 are sequentially shortened from the bridge deck section 30 to the pavement section 40; one end of the strap 201 is connected to the underside of the deck section 30 and the other end of the strap 201 is connected to the top end of a first rigid pile 202 adjacent the deck section 30.
Wherein, a reinforcing member 203 is arranged in the roadbed 102 for reinforcing the strength of the roadbed so as to improve the bearing capacity of the roadbed; a first rigid pile 202 is provided in the foundation 103 below the roadbed to reinforce the strength of the foundation 103. By providing the reinforcement and the first rigid piles, the overall strength of the transition section 10 can be reinforced to improve the load-bearing capacity of the transition section 10. And the height of the first rigid pile 202 is gradually shortened from one end close to the bridge abutment 301 to one end far away from the bridge abutment 301, and by adopting the structural form, the rigidity is gradually reduced, the sedimentation change is also gradually reduced, the change of a larger sedimentation rate is not easy to occur, and the driving is more stable and comfortable. Because the settlement of the transition section closer to the abutment is more obvious, the rigidity difference between the transition section closer to the abutment and the abutment is more obvious, and the rigidity difference on the transition section is not obvious, the height of one end, close to the abutment, of the first rigid pile is higher than that of one end far away from the abutment, so that the rigidity difference between the bridge deck section and the transition section is reduced conveniently, the differential settlement is effectively prevented, and the bumping at the bridge head is avoided. And a butt strap 201 is provided at the junction of the transition section 10 and the deck section 30 for reducing the difference in rigidity of the junction. The reinforcing members 203 with proper layers are arranged in the roadbed 102, so that the using amount of the first rigid piles 202 can be reduced, the economic applicability is improved, the reinforcing members 203 are combined with pile foundations, the functions of two materials can be well played, and differential settlement is greatly reduced. Through the cooperation of attachment strap 201, first rigid pile 202 and reinforcement 203, can effectively improve ground 103 and road bed 102 bearing capacity, strengthen the confined power of ground 103 and road bed soil, strengthen subsiding the transition effect to make the uneven settlement of road bridge changeover portion 10 reduce, effectively avoid the emergence of bridgehead phenomenon of jumping, can save cost moreover, economical and practical.
As will be understood with reference to fig. 1 and 4, the deck section 30 includes a deck, a second rigid pile 302, and a bridge abutment 301 located between the deck and the second rigid pile 302, a bearing abutment 2021 is provided at an upper end of the first rigid pile 202, and both ends of the bridge deck 201 are bridged on the bridge abutment 301 and the bearing abutment 2021, respectively. The top of one end of the butt strap 201, which is erected on the bridge abutment 301, is positioned below the bridge floor, and the top of one end of the butt strap 201, which is erected on the cap 2021, is flush with the upper surface of the foundation 103. The end part of the butt strap 201 close to the abutment 301 is connected with the back wall surface 3011 of the abutment 301 through the anchor bar 60, and the bottom surface of the butt strap 201 close to the abutment 301 is connected with the bracket 3012 of the abutment 301 through the anchor bolt 70. The upper edge of one end of the access board 201 close to the abutment 301 is provided with a first chamfer 2011, and a gap is reserved between the end surface of the access board 201 close to the abutment 301 and the back wall surface 3011. The upper edge of the bracket 3012 is provided with a second chamfer 3013.
The two ends of the butt strap 201 are respectively arranged on the abutment and the cushion cap 2021, so that the reinforcing effect of the butt strap 201 is improved, and the butt strap 201, the abutment and the cushion cap 2021 are high in rigidity and less differential settlement is facilitated. The butt strap 201 is obliquely arranged and is inclined downwards along the direction close to the abutment to the direction far away from the abutment, so that a certain effect is achieved in the aspect of rigid-flexible transition, the step difference formed by settlement deformation of the foundation 103 at the bridge head can be effectively eliminated, and the phenomenon of secondary vehicle jumping easily occurring at the joint due to the rigidity difference between the transition section 10 of the butt strap 201 and a common road section when only the butt strap 201 is arranged is avoided. A first chamfer 2011 is arranged on the upper edge of one end, close to the abutment 301, of the butt strap 201, so that the road surface 101 and the abutment 301 are prevented from being damaged due to rotation of the butt strap 201, and driving comfort is prevented from being influenced; a gap is left between the end surface of the access board 201 close to the abutment 301 and the back wall surface 3011 for providing a continuous expansion joint between the abutment 301 and the access board 201 to adjust displacement and coupling between the superstructure caused by vehicle loads and bridge building materials to ensure speed, comfort and safety of driving. A second chamfer 3013 is provided on the upper edge of the corbel 3012, so that the obliquely arranged access panel 201 is in surface contact with the contact surface of the corbel 3012, thereby reducing stress on the corbel 3012 and the access panel 201 and improving the service life of the support assembly 20.
Generally, one end of the bridge head butt strap 201 close to the abutment 301 is mostly arranged below the asphalt concrete surface layer or on the top surface of the flat pavement base layer, vehicle load can be quickly transmitted to the roadbed, and rainwater seeps from the expansion joint at the joint to cause filler soil erosion and overlarge embankment settlement, so that the butt strap 201 is disengaged, the butt strap 201 becomes a bending structure, and the butt strap 201 at the disengaged part is easy to crack. Therefore, in this embodiment, the 70-80 cm structural layer of the road surface 101 arranged above the access board 201 can reduce live load stress borne by the access board 201, prevent the access board 201 from being disengaged and cracked, and further prolong the service life of the access board 201 under the condition of reducing differential settlement and preventing the car from jumping at the bridge head, namely prolong the service life of the road bridge.
As will be appreciated with reference to fig. 2 and 3, the circular post hole location 50 in fig. 2 and 3 is the location where the first rigid post 202 is placed. The pile-site layout shape of the first rigid pile 202 is rectangular (as shown in fig. 2) or quincunx (as shown in fig. 3). The length of the access panel 201 ranges from 3m to 8 m. The reinforcement 203 is a geogrid. One end of the geogrid close to the bridge deck section 30 is anchored with the butt strap 201, one end of the geogrid, which is far away from the bridge deck section 30, extends out of the first rigid pile 202 at the lowest position and extends towards the road surface section 40, the geogrid at the bottom layer is as wide as the roadbed 102, and the geogrid at the top layer is as wide as the top width of the filling layer. The multiple layers of geogrids are parallel to each other, and the number of the layers of the geogrids ranges from 2 to 3. Each layer of geogrid is formed by connecting a plurality of geogrids, and the geogrids are connected through a sewing method or a lapping method.
The length of the butt strap is in proportion to the height of the abutment, the higher the abutment is, the longer the butt strap is, for example, the length of the butt strap is 3m for open culverts, the length of the butt strap is 4m for passages, the length of the butt strap is between 4m and 5m for small bridges, and the length of the butt strap is between 6m and 8m for large bridges and extra large bridges.
In other alternative embodiments, the reinforcement member 203 may also be other structural members, such as steel bars, which are suitable for being disposed in the roadbed 102 and can achieve the reinforcement function. The geogrid is anchored with the butt strap 201, so that the geogrid and the butt strap 201 are combined more reliably, differential settlement is reduced more reliably, and bumping at the bridge head is prevented; the lowest first rigid pile 202 extends from one end of the geogrid, which is far away from the bridge deck section 30, so that the rigidity difference of the transition section 10 can be eliminated by ensuring that the grid laying length is greater than the pile processing section length, the differential settlement of the transition section 10 can be reduced more reliably, and the phenomenon of secondary vehicle jumping is avoided. The bottom geogrid is the geogrid arranged at the lowest layer of the roadbed 102, namely, the geogrid close to the foundation 103, and the top geogrid is the geogrid close to the pavement 101. The bottom geogrid is as wide as the roadbed 102, and the top geogrid is as wide as the top of the filling layer, so that the rigidity of each part in the roadbed 102 can be improved conveniently under the condition of saving materials, and differential settlement caused by rigidity difference can be prevented. The geogrid not only can reduce the consumption of the first rigid piles 202 and save cost, but also can realize less differential settlement and prevent bumping at the bridge head. The multiple layers of geogrids are parallel to each other, so that the uniformity of strengthening the roadbed 102 by the geogrids is improved, the rigidity difference is reduced more reliably, and secondary vehicle jumping is prevented.
As shown in fig. 5, the present embodiment also provides a construction method of the support assembly 20 for preventing vehicle jump at the bridge head, the construction method being used for disposing the support assembly 20 for preventing vehicle jump at the bridge head on the transition section 10 between the bridge deck section 30 and the road surface section 40, the construction method comprising the steps of:
s1: lifting the plurality of first rigid piles 202 and inserting the plurality of first rigid piles 202 into the foundation 103;
s2: piling the first rigid pile 202;
s3: setting up a butt strap 201;
s4: laying at least two layers of reinforcements 203, and backfilling the roadbed 102;
s5: the road surface 101 is constructed.
The specific construction method of the support assembly 20 for preventing vehicle bump at bridge head provided by the embodiment is as follows:
aiming at a newly-built road, firstly, preparation work before construction is carried out, and the original ground is cleaned and leveled. Measuring and setting out, preparing a working surface, and releasing pile positions, ensuring that the deviation of the pile positions does not exceed the requirements of specifications and design, and arranging the pile positions according to a rectangular shape or a quincunx shape, wherein the distance between piles is 3-5 times of the diameter as shown in figures 2 and 3.
And (3) hoisting the prefabricated first rigid pile 202, fastening a steel wire rope and a rigging of the hoisting pile when the pile is hoisted, binding the upper end of the pile by about 50cm by using the rigging, starting a machine to hoist the first rigid pile 202, aligning a pile driver to the center of the pile position, and slowly lowering the pile driver to be inserted into the foundation 103. The piling sequence should be advanced sequentially from the side close to the abutment 301, first long first rigid pile 202 and then short first rigid pile 202, according to the length of the piles.
Arranging an inclined type butt strap 201, embedding the anchor bars 60 in the back wall of the abutment 301, and welding and fixing the other end of the anchor bars with the main bars of the butt strap 201 when the butt strap 201 is to be cast in place; the distance between the end of the butt strap 201 and the back wall 3011 is 2-3 cm, so that a continuous expansion joint is arranged between the butt strap 201 and the back wall 3011, the upper edge of one end of the butt strap 201 close to the abutment 301 and the upper edge of the bracket 3012 of the abutment 301 are designed to be chamfered, and damage to the pavement 101 and the abutment 301 structure caused by rotation of the butt strap 201 is prevented.
Geogrids are laid in the subgrade 102 of the transition section 10, a concrete pavement 101 is arranged above the geogrids on the top layer, and first rigid piles 202 are arranged in the foundation 103 below the geogrids on the bottom layer. Connecting the geogrids by a sewing method, and sewing two adjacent geogrids by using interwoven high-strength polypropylene belts; or the connection is carried out by a lapping method, the lapping width is not less than 20m, and the connection is fixed by a U-shaped nail. The geogrids are not beneficial to playing roles due to distortion, corrugation and overlapping, so that the geogrids are pulled straight by hand during laying, the geogrids are smooth and uniform, and meanwhile, the connection among the geogrids is paid attention to. After the earthwork is filled and rolled to be qualified, laying the upper geogrid, wherein the laying requirement and the connection mode are the same as those of the bottom geogrid, and the width is the same as the top width of the filling layer. The number of geogrids to be laid is preferably determined according to the height of the roadbed 102, 2-3 layers are recommended to be laid for the ordinary urban road short roadbed 102, and 3 layers of geogrids are laid in the embodiment. After the construction is completed, other procedures such as pavement layer and the like are constructed.
Although specific embodiments of the present invention have been described above, it will be understood by those skilled in the art that this is by way of example only and that the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and the principles of the present invention, and these changes and modifications are all within the scope of the present invention.
Claims (12)
1. The utility model provides a supporting component for preventing and treating bridgehead car skip, its sets up on the changeover portion between bridge floor section and road surface section, the changeover portion is from last to including road surface, road bed and ground down, its characterized in that, supporting component includes:
at least two layers of reinforcing members arranged in the roadbed at intervals along the thickness direction of the roadbed;
the first rigid piles are arranged at intervals and buried in the foundation, and the heights of the first rigid piles are sequentially shortened from the bridge deck section to the pavement section;
one end of the butt strap is connected to the lower portion of the bridge deck section, and the other end of the butt strap is connected to the top end of the first rigid pile close to the bridge deck section.
2. The support assembly for preventing and treating bridge head bump as claimed in claim 1, wherein the bridge deck section comprises a bridge deck, a second rigid pile and a bridge abutment located between the bridge deck and the second rigid pile, the first rigid pile is provided with a bearing platform at an upper end, and both ends of the bridge deck are respectively bridged on the bridge abutment and the bearing platform.
3. The support assembly for controlling bump at bridge head of claim 2, wherein the top of the end of the butt strap on the abutment is located below the bridge deck, and the top of the end of the butt strap on the cap is flush with the upper surface of the foundation.
4. The support assembly for controlling bump at bridge head of claim 3, wherein the end of the butt strap near the abutment is connected with the back wall surface of the abutment by an anchor bar, and the bottom surface of the butt strap near the abutment is connected with the bracket of the abutment by an anchor bolt.
5. The support assembly for preventing and treating bump at bridge head of claim 4, wherein the upper edge of the end of the butt strap close to the abutment is provided with a first chamfer, and a gap is left between the end surface of the butt strap close to the abutment and the back wall surface.
6. The support assembly for controlling bump at a bridge head of claim 5, wherein the upper edge of the bracket is provided with a second chamfer.
7. The support assembly for controlling bump at bridge head of claim 1, wherein the pile-site arrangement shape of the first rigid piles is a rectangular shape or a quincunx shape.
8. The support assembly for controlling bump at an axle as claimed in claim 1, wherein the length of the butt strap is in the range of 3m to 8 m.
9. A support assembly for controlling bump at the bridge head according to any one of claims 1 to 8, wherein the reinforcement is a geogrid.
10. The support assembly for controlling bump at a bridge head of claim 9, wherein an end of the geogrid adjacent to the deck section is anchored to the butt strap, an end of the geogrid facing away from the deck section extends out of the lowermost first rigid pile and towards the pavement section, the geogrid at a bottom layer is as wide as the roadbed, and the geogrid at a top layer is as wide as a top width of the fill layer.
11. The support assembly for controlling bump at bridge head according to claim 9, wherein the plurality of layers of geogrids are parallel to each other, and the number of layers of the geogrids ranges from 2 to 3.
12. The support assembly for controlling bump at a bridge head as claimed in claim 11, wherein each layer of the geogrid is formed by connecting a plurality of the geogrids, and the plurality of the geogrids are connected by a sewing method or a lap joint method.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201921994927.6U CN211285239U (en) | 2019-11-15 | 2019-11-15 | Supporting assembly for preventing and treating bump at bridge head |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201921994927.6U CN211285239U (en) | 2019-11-15 | 2019-11-15 | Supporting assembly for preventing and treating bump at bridge head |
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| CN211285239U true CN211285239U (en) | 2020-08-18 |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110735390A (en) * | 2019-11-15 | 2020-01-31 | 上海公路桥梁（集团）有限公司 | Support assembly for preventing and treating bump at bridge head and construction method thereof |
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2019
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110735390A (en) * | 2019-11-15 | 2020-01-31 | 上海公路桥梁（集团）有限公司 | Support assembly for preventing and treating bump at bridge head and construction method thereof |
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