CN215857217U - Bridge deck, steel channel beam and beam bridge capable of being used for steel-UHPC combined beam bridge - Google Patents

Abstract

The utility model provides a bridge deck, a steel channel beam and a beam bridge which can be used for a steel-UHPC (ultra high performance concrete) composite beam bridge, and aims to solve the technical problems of overweight bridge structure, low span, poor crack resistance of a concrete bridge deck and the like of the steel-UHPC composite beam bridge. The bridge deck is one-way rib UHPC bridge deck, including thin bridge deck body and a plurality of UHPC horizontal ribs of integrated into one piece in bridge deck body bottom, and one-way rib UHPC bridge deck does not set up the vertical rib. The steel channel roof beam is U type channel roof beam, including the bottom plate, connect in the web of bottom plate both sides and connect in the flange board of web top surface, all is equipped with on bottom plate and the web and indulges the bridge to stiffening rib. The beam bridge comprises a plurality of whole-hole simply-supported beams which are longitudinally connected with each other along the bridge, wherein the whole-hole simply-supported beams comprise one-way rib UHPC bridge decks, steel channel beams and shear keys. The beam bridge adopts a mode of firstly forming a whole-hole simply supported beam by in-plant construction and then hoisting the beam bridge on site. The utility model reduces the dead weight of the bridge structure, has reasonable stress, strong pier top crack resistance, few joints, simple and convenient construction and excellent durability.

Description

Bridge deck, steel channel beam and beam bridge capable of being used for steel-UHPC combined beam bridge

Technical Field

The utility model relates to the field of bridge engineering, in particular to a bridge deck, a steel channel beam and a beam bridge which can be used for a steel-UHPC combined beam bridge.

Background

The sea-crossing bridge generally comprises a navigable pore bridge and a non-navigable pore bridge, wherein the non-navigable pore bridge has long inner range and a large number, the engineering scale is far larger than that of the navigable pore bridge, and in a typical sea-crossing bridge in China, the non-navigable pore bridge accounts for about 70-90% of the total mileage of the bridge. Therefore, the non-navigation hole bridge is an important component of the sea-crossing bridge, and has important significance in ensuring reasonable economy in construction and safety and durability in operation. The cross-sea non-navigable bridge mainly comprises a Prestressed Concrete (PC) beam bridge, a steel beam bridge and a steel-concrete combined beam bridge, and is generally constructed by adopting whole-hole prefabricated hoisting so as to reduce the field operation amount.

The three existing sea-crossing non-navigable pore bridges have the characteristics respectively. The PC beam is low in cost but heavy in self weight, a post-pouring section needs to be arranged at the top of the pier after the whole hole is prefabricated and hoisted, and the local cracking risk of the area is high due to the reason of poor age and the like; the steel beam has light dead weight, but high cost, and generally faces the difficult problems of fatigue cracking of orthotropic steel bridge deck slab, asphalt pavement damage and the like; the steel-concrete composite beam bridge has unique advantages due to the fact that the characteristics of two materials are fused, the self weight and the cost of the steel-concrete composite beam bridge are both centralized, and the steel-concrete composite beam bridge has wide application prospects in a cross-sea bridge, particularly a non-navigable hole bridge.

However, the cross-sea steel-concrete composite beam bridge still has a performance improvement space: the average thickness of the concrete bridge deck can reach 0.4m, the self weight of the concrete bridge deck accounts for about 75% of the total weight of the beam body, and further breakthrough of span is limited (the span of the domestic sea-crossing steel-concrete combined beam bridge is generally about 80-115 m); meanwhile, the concrete bridge deck has poor crack resistance, the cracking risk of the bridge deck cannot be eradicated through the processes of block prefabrication (needing to be stored for 6 months to reduce shrinkage), tensioning prestress, jacking of a middle pier support and the like, and the degradation risk exists in the sea surface concentrated chloride ion corrosion environment; in addition, a transverse joint is arranged at about 4-8 m of the bridge deck in the sea-crossing steel-concrete composite beam, so that the process is complicated, and the long-term durability of the concrete bridge deck is influenced by a large number of joints.

SUMMERY OF THE UTILITY MODEL

The utility model provides a bridge deck, a steel channel beam and a beam bridge which can be used for a steel-UHPC (ultra high performance concrete) composite beam bridge, and aims to solve the technical problems of overweight bridge structure, low span, poor crack resistance of a concrete bridge deck and the like of the existing steel-concrete composite beam bridge.

In order to solve the technical problems, the utility model adopts the following technical scheme:

the bridge deck is a one-way rib UHPC bridge deck, the one-way rib UHPC bridge deck comprises a thin bridge deck body and a plurality of UHPC transverse ribs integrally formed at the bottom of the bridge deck body, the one-way rib UHPC bridge deck is not provided with longitudinal ribs, and the one-way rib UHPC bridge deck is longitudinally provided with a longitudinal thickened part fixedly connected with a lower steel channel beam of the steel-UHPC combined bridge.

More preferably, the thickness of the bridge deck body is 100 to 150 mm; the height of the UHPC transverse ribs is 100-500 mm, the thickness of the longitudinal thickened part is the sum of the thickness of the bridge deck body and the height of the UHPC transverse ribs, and the distance S between every two adjacent UHPC transverse ribs is 500-2000 mm.

Preferably, the bottom surface of the UHPC transverse rib is provided with a steel plate strip, and the steel plate strip is fixedly connected with a stud embedded in the UHPC transverse rib, the stud extends upwards from the steel plate strip into the bridge deck body, and the unidirectional rib UHPC bridge deck is not provided with bridge deck transverse prestress.

For a common steel-concrete composite beam, since the deck of the sea bridge is generally wide, and the concrete material has low tensile strength (only about 3MPa), the concrete deck generally needs to be provided with transverse prestress to prevent the deck slab from cracking. However, for the utility model, on one hand, the stress of the plate is mainly along the short side, and the short side of the utility model is in the transverse bridge direction, so that the transverse rib is arranged on the bottom surface of the UHPC to improve the rigidity in the direction, thereby reducing the tensile stress in the transverse bridge direction and ensuring more reasonable stress; on the other hand, the UHPC has high crack resistance (up to 7-12 MPa), and the bottom surfaces of the transverse ribs are strengthened by arranging steel plate strips, so that the crack resistance of the UHPC is further improved. Therefore, for the above two reasons, it is not possible to lay out the transverse prestressing in the UHPC bridge deck according to the utility model.

Preferably, a layer of reinforcing mesh is distributed near the top surface and the bottom surface in the bridge deck body, and the reinforcing mesh is formed by overlapping outer transverse bridge-direction reinforcing steel bars and inner longitudinal bridge-direction reinforcing steel bars; the studs extend upwards from the steel plate strips to positions between two layers of steel mesh in the bridge deck body; the transverse bridge-direction reinforcing steel bars and the longitudinal bridge-direction reinforcing steel bars are epoxy coating reinforcing steel bars.

The steel channel beam comprises a bottom plate and web plates connected to two sides of the bottom plate, wherein longitudinal stiffening ribs are arranged on the bottom plate and the web plates, a flange plate fixedly connected with a one-way rib UHPC bridge deck of the steel-UHPC composite beam bridge is fixedly connected to the top end of each web plate, and the flange plate is fixedly connected with the one-way rib UHPC bridge deck through a shear key.

Preferably, the bottom plate and the web plate are both provided with transverse stiffening ribs, and the transverse stiffening ribs and the longitudinal stiffening ribs are arranged orthogonally; the transverse bridge stiffening ribs on the base plate and the web plate are connected into a whole through transverse partition systems.

Preferably, small longitudinal beams or middle web plates distributed along the longitudinal bridge direction are arranged below the one-way rib UHPC bridge deck, the middle web plates are orthogonal to the transverse partition systems and supported on the steel channel beams, and the small longitudinal beams are supported above the transverse partition systems.

A steel-UHPC composite girder bridge comprising a plurality of full-hole simple supported girders interconnected in a longitudinal direction of the bridge, the full-hole simple supported girders including the one-way rib UHPC deck as described above and the steel channel girders as described above; the one-way rib UHPC bridge deck is laid on the steel channel beam and connected with the steel channel beam through a shear key embedded in the longitudinal thickened part to form a whole-hole simply supported beam; the steel groove beams of the adjacent whole-hole simply-supported beams are mutually connected at the splicing seams, and the unidirectional rib UHPC bridge deck of the adjacent whole-hole simply-supported beams are connected into a whole at the splicing seams through the unidirectional rib UHPC bridge deck sections.

Preferably, the whole-hole simply-supported beam is constructed by a method of simply supporting and then continuously constructing, the support jacking construction of a middle pier is not needed at the joint, and the UHPC bridge deck with the one-way ribs is not provided with longitudinal prestress.

The construction method of the steel-UHPC combined beam bridge comprises the following steps:

the method comprises the following steps: the construction in a factory comprises the steps of firstly processing and forming a whole-hole steel channel beam in the factory, erecting a template and binding steel bars of a one-way rib UHPC bridge deck on the top surface of the whole-hole steel channel beam, pouring UHPC, then carrying out steam curing on the one-way rib UHPC bridge deck to form a steel-UHPC combined whole-hole simply supported beam, and meanwhile, completing prefabrication and steam curing construction of one-way rib UHPC bridge deck sections in a pier top hogging moment area in the factory.

Step two: the construction method comprises the steps of firstly conveying and hoisting the whole-hole simply supported beam, then cutting and welding the end part of the whole-hole simply supported beam to enable the whole-hole simply supported beam to be continuous from simple support, then hoisting a one-way rib UHPC bridge deck section in a pier top hogging moment area, finally pouring UHPC in a seam of the pier top hogging moment area, completing construction of a simply supported and then continuous steel-UHPC combined bridge deck, and paving an asphalt concrete wearing layer on the top surfaces of the one-way rib UHPC bridge deck section and the one-way rib UHPC bridge deck section.

The technical principle is as follows:

although steel-concrete composite bridges have outstanding advantages in sea-crossing non-navigable bridges, there is still room for breakthrough in the following areas: 1) Because the dead weight of the concrete bridge deck is large and accounts for about 75 percent of the total weight of the beam body, the steel-concrete composite bridge has large dead weight, the offshore floating transportation and hoisting difficulty are also high, and the further breakthrough of the span is limited; 2) the anti-cracking performance of the concrete bridge deck slab is poor, the cracking risk of the bridge deck slab cannot be eradicated even through the processes of block prefabrication, storage, tensioning prestress, middle pier support jacking and the like, and the degradation risk exists in the sea surface concentrated chloride ion corrosion environment. Therefore, the competitiveness of the steel-concrete composite bridge in the sea-crossing bridge is further improved, and the key points are structural weight reduction and bridge deck crack resistance.

The utility model provides a new idea of combining a steel channel beam and a one-way rib UHPC bridge deck into a steel channel beam bridge based on the excellent mechanical property and durability of Ultra-high Performance Concrete (UHPC for short), aiming at the harsh construction and operation environment of a cross-sea bridge and the development requirements of light weight and assembly. The UHPC is a cement-based composite material which is prepared based on the maximum bulk density principle and has the compressive strength of not less than 120MPa or 150MPa, and the components of the UHPC remove coarse aggregates and are doped with a large amount of steel fibers, so that the material is compact and has low porosity, thereby obtaining excellent mechanical property and durability.

The novel structure of the utility model has the advantages of light dead weight, large spanning capability, excellent durability, few joints, convenient construction, reasonable manufacturing cost and the like. Compared with the prior art, the utility model has the following specific advantages:

1) the self weight of the structure is greatly reduced. The load of the large-span girder bridge is mostly dead weight, the dead weight of the structure of the utility model is borne by a simply supported state, at the moment, a UHPC bridge deck is longitudinally compressed, the compressive strength of the UHPC is about 3 times of that of common concrete, so the average thickness of the bridge deck can be reduced to about 0.2m, compared with a steel-concrete composite girder bridge deck, the thickness of a steel channel girder and the steel consumption can be further optimized, the dead weight of the whole girder is reduced by about 35 percent compared with the existing steel-concrete composite girder, the floating transportation and the hoisting are more portable, and the spanning capability can be further improved.

2) The pier top crack resistance is obviously improved. The continuous state of the utility model only needs to bear second-stage constant load and live load, the load proportion is small, the tensile stress of the hogging moment area of the pier top is obviously reduced, and the UHPC has excellent crack resistance, and the crack width of the UHPC in the hogging moment area of the pier top can be effectively limited by measures of local thickening, reinforcing and the like, so that the common process (including jacking a support of a middle pier, laying longitudinal prestress of a concrete deck slab and the like) for preventing the concrete deck slab of the area from cracking in the traditional composite beam bridge can be cancelled.

3) The bridge deck is reasonably stressed. The short side of the bridge deck is the main force transfer direction. The steel channel beam of the utility model can be provided with no cross beam but only a transverse partition system, so that the transverse direction of the UHPC bridge deck is the main force transmission direction (short side). Aiming at the key stress characteristic of the bridge deck, the transverse rigidity of the bridge deck is obviously improved by arranging transverse ribs in the UHPC bridge deck so as to adapt to the stress requirement of a wide bridge deck of a sea-crossing bridge; meanwhile, the steel plate strips are arranged at the bottoms of the UHPC transverse ribs to improve the crack resistance of the UHPC transverse ribs and simplify the reinforcing bars, so that the cracking risk of the bridge deck can be greatly reduced, and the bridge deck transverse prestress in the concrete bridge deck in the traditional composite beam bridge is cancelled.

4) Simple construction and excellent durability. Because the shrinkage of the UHPC is basically finished after the steam curing, the UHPC is poured on the whole-hole steel channel beam to form a steel-UHPC combined whole-hole simply supported beam during the construction in a factory, and after the steam curing is finished, the bridge deck of the part does not need to be provided with joints and stored for 6 months like a concrete bridge deck in a traditional combined beam bridge; after the whole hole is conveyed and hoisted, only few joints need to be constructed on the pier top, complex processes such as bridge deck prestress tensioning and middle pier support jacking are cancelled, and the construction efficiency and the quality are greatly improved. Meanwhile, the UHPC has high compactness and low permeability, and has good resistance to erosion media such as chloride ions and the like, so that the long-term durability of the bridge deck in the marine environment can be effectively guaranteed.

5) Has good economical efficiency. Through measurement and calculation, the material cost of the utility model is approximately equal to that of a steel-concrete composite beam, the spanning capability is obviously improved, the economic applicable span can be estimated to be 80-160 m, the material and hoisting cost of an upper structure can be controlled, the engineering scale of a lower structure can be reduced, and the utility model is very beneficial to the cost control of a sea-crossing bridge.

In general, the steel-UHPC combined beam bridge provided by the utility model fully exerts the characteristics of a combined structure bridge and the performance advantages of UHPC, has the advantages of light dead weight, large spanning capacity, convenience in construction, few joints, excellent durability, reasonable manufacturing cost and the like, can meet the development requirements of assembling and standardization of a sea-crossing bridge, and can resist severe corrosion of concentrated chloride ions in an ocean environment, so that the full-life operation and maintenance cost is obviously reduced. Therefore, the utility model enriches the structural forms of the cross-sea non-navigable pore bridge in China, expands the competitiveness of the composite structure bridge in the cross-sea bridge, and is expected to have wide application prospect in the construction of the cross-sea bridge.

Drawings

FIG. 1 is a schematic structural diagram of a bridge deck and a steel channel beam combination of a steel-UHPC composite beam bridge;

FIG. 2 is a cross-sectional view of a bridge deck and steel channel beam composite structure of a steel-UHPC composite beam bridge;

FIG. 3 is a schematic view of a bridge deck for a steel-UHPC composite girder bridge according to example 1;

FIG. 4 is a cross-sectional view of a bridge deck for a steel-UHPC composite girder bridge in example 1;

FIG. 5 is a schematic sectional view taken along section A-A of FIG. 4;

FIG. 6 is a schematic perspective view of a steel channel beam for a steel-UHPC composite beam bridge in example 2;

FIG. 7 is a cross-sectional view of a steel channel beam for a steel-UHPC composite beam bridge in example 2;

FIG. 8 is a schematic perspective view of a steel channel girder with a small longitudinal girder for a steel-UHPC composite girder bridge in example 3;

FIG. 9 is a cross-sectional view of a steel channel beam with a small longitudinal beam for a steel-UHPC composite beam bridge in example 3;

FIG. 10 is a schematic perspective view of a steel channel girder with a web in the steel-UHPC composite girder bridge in example 4;

FIG. 11 is a cross-sectional view of a steel channel girder bridge with a web in the steel-UHPC composite girder bridge according to example 4;

FIG. 12 is a schematic view of a one-way rib UHPC deck section in the hogging moment region of the pier top in example 5;

FIG. 13 is a schematic structural view of a steel channel beam at a splice joint at the top of a middle pier in example 5;

FIG. 14 is a schematic view of the whole hole hoisting of the steel-UHPC composite beam bridge;

FIG. 15 is a schematic diagram of welding of pier top steel channel beams and hoisting of pier top prefabricated unidirectional rib UHPC bridge deck slab segments of a steel-UHPC composite beam bridge;

fig. 16 is a schematic diagram of pier top UHPC joint construction of the steel-UHPC composite beam bridge and after an asphalt concrete wearing layer is paved.

Illustration of the drawings:

1. a one-way ribbed UHPC bridge deck; 11. a bridge deck body; 111. transverse bridge direction reinforcing steel bars; 112. longitudinal bridge direction reinforcing steel bars; 12. UHPC transverse ribs; 121. steel plate strips; 122. a stud; 13. a longitudinal thickened portion; 2. a steel channel beam; 21. a base plate; 22. a web; 23. Longitudinal bridge stiffening ribs; 24. transverse bridge stiffening ribs; 25. a flange plate; 26. a transverse septal system; 27. a minor stringer; 28. a middle web plate; 3. a shear key; 4. one-way ribbed UHPC bridge deck segments; 41. a notch; 5. UHPC in the joint of the hogging moment area of the pier top; 6. An asphalt concrete wearing layer; s, the distance between two adjacent UHPC transverse ribs; m, floating crane ship.

Detailed Description

In order to facilitate an understanding of the utility model, the utility model will be described more fully and in detail below with reference to the accompanying drawings and preferred embodiments, but the scope of the utility model is not limited to the specific embodiments below. In order to facilitate an understanding of the utility model, the utility model will be described more fully and in detail below with reference to the accompanying drawings and preferred embodiments, but the scope of the utility model is not limited to the specific embodiments below. It should be particularly noted that in the description of the present invention, it is to be understood that the terms "central", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Example 1:

a one-way rib UHPC bridge deck plate used for a steel-UHPC combined beam bridge.

As shown in fig. 1-5, the one-way rib UHPC bridge deck 1 comprises a deck plate body 11, UHPC cross ribs 12 and a longitudinal thickened portion 13 fixedly connected with the lower steel channel beam 2 of the steel-UHPC composite beam bridge.

UHPC transverse ribs 12 are arranged below the bridge deck body 11, and the arrangement distance S between two adjacent UHPC transverse ribs 12 is 600 mm. The arrangement distance S is the distance between the vertical surfaces of the UHPC transverse ribs 12 along the transverse bridge direction; the bottom surface of the UHPC transverse rib 12 is provided with a steel plate strip 121, and the thickness of the steel plate strip 121 is 8 mm. The steel plate strip 121 is fixedly connected with a stud 122 embedded in the UHPC transverse rib 12, the stud 122 extends upwards from the steel plate strip 121 into the bridge deck body 11, and the unidirectional rib UHPC bridge deck 1 is not provided with bridge deck transverse prestress. The width of the steel plate strip 121 is the same as the width of the bottom of the UHPC transverse rib 12, and the steel plate strip 121 is only arranged at the UHPC transverse rib 12 between the webs 22 of the lower steel channel beam 2 of the steel-UHPC combined beam bridge. The one-way rib UHPC bridge deck 1 is longitudinally provided with two longitudinal thickened parts 13 fixedly connected with the lower steel channel beam 2 of the steel-UHPC combined beam bridge, and the thickness of the longitudinal thickened parts 13 is the sum of the thickness of the bridge deck body 11 and the height of the UHPC transverse rib 12; the thickness of the bridge deck body 11 is 120 mm; the height of the UHPC cross ribs 12 is 230 mm. A layer of reinforcing mesh is respectively distributed near the top surface and the bottom surface in the bridge deck body 11, and the reinforcing mesh is formed by overlapping an outer transverse bridge-direction reinforcing steel bar 111 and an inner longitudinal bridge-direction reinforcing steel bar 112; the studs 122 extend from the steel plate strip 121 up to between two layers of mesh reinforcement in the deck slab body 11; the reinforcing steel bars adopted by the transverse bridge-direction reinforcing steel bars 111 and the longitudinal bridge-direction reinforcing steel bars 112 are epoxy coating reinforcing steel bars.

The implementation effect is as follows: in the aspect of stress, aiming at the main characteristic of force transfer of a short side (transverse direction), the UHPC bridge deck plate with the one-way ribs is only provided with the transverse ribs along the transverse direction, so that the rigidity matching is reasonable, the stress is better, the average thickness of the UHPC bridge deck plate is only about 0.2m, and the plate thickness of the UHPC bridge deck plate is reduced by 50% compared with that of a conventional sea-crossing steel-concrete combined box girder bridge, which is about 0.4m in average thickness; meanwhile, the steel plate strips are distributed on the bottom surfaces of the transverse ribs, the crack resistance of the bridge deck is obviously improved through the synergistic stress of steel and UHPC, and the reinforcing steel bars are simplified. In the aspect of construction, the prestress of the bridge deck can be eliminated, the construction process is greatly simplified, the bridge deck is poured and steamed on the whole-hole steel channel beam in a factory at one time, the number of joints of the bridge deck is greatly reduced, the process is simplified, and the quality is better.

Example 2:

a steel channel beam for steel-UHPC combined beam bridge.

As shown in fig. 6 and 7, the steel channel beam 2 is a U-shaped channel beam, the steel channel beam 2 includes a bottom plate 21, a web plate 22 and a flange plate 25 connected to two sides of the bottom plate 21, the bottom plate 21 and the web plate 22 are both provided with a longitudinal stiffening rib 23, the top end of the web plate 22 is fixedly connected to the flange plate 25 fixedly connected to the one-way rib UHPC bridge deck 1 of embodiment 1, and the flange plate 25 is fixedly connected to the one-way rib UHPC bridge deck 1 through a shear key 3 (in this embodiment, a stud 122 is used). The webs 22 are designed as inclined profiles, the face of the web 22 lying at an obtuse angle to the base plate 21.

Transverse bridge-direction stiffening ribs 24 are arranged on the bottom plate 21 and the web plate 22 of the steel channel beam 2, and the transverse bridge-direction stiffening ribs 24 and the longitudinal bridge-direction stiffening ribs 23 are arranged orthogonally; the transverse bridging stiffeners 24 on the base plate 21 and web 22 are integrally connected to each other by transverse ties 26.

The implementation effect is as follows: the non-navigation hole bridge of the sea-crossing bridge mostly adopts an up-down framing form, and when the width of a single-width beam bridge face is proper, a small longitudinal beam or a middle web plate is not needed to be arranged at the middle position of the diaphragm system.

Example 3:

a steel channel beam for steel-UHPC combined beam bridge.

As shown in fig. 8 and 9, the steel channel beam 2 is a U-shaped channel beam, the steel channel beam 2 includes a bottom plate 21, a web plate 22 and a flange plate 25 connected to two sides of the bottom plate 21, the bottom plate 21 and the web plate 22 are both provided with a longitudinal stiffening rib 23, the top end of the web plate 22 is fixedly connected to the flange plate 25 fixedly connected to the one-way rib UHPC bridge deck 1 of embodiment 1, and the flange plate 25 is fixedly connected to the one-way rib UHPC bridge deck 1 through a shear key 3 (in this embodiment, a stud 122 is used). The webs 22 are designed as inclined profiles, the face of the web 22 lying at an obtuse angle to the base plate 21.

Transverse bridge-direction stiffening ribs 24 are arranged on the bottom plate 21 and the web plate 22 of the steel channel beam 2, and the transverse bridge-direction stiffening ribs 24 and the longitudinal bridge-direction stiffening ribs 23 are arranged orthogonally; the transverse bridging stiffeners 24 on the base plate 21 and web 22 are integrally connected to each other by transverse ties 26. And small longitudinal beams 27 distributed along the longitudinal bridge direction are arranged below the one-way rib UHPC bridge deck plate 1, and the small longitudinal beams 27 are supported above the diaphragm systems 26.

The implementation effect is as follows: the non-navigation hole bridge of the sea-crossing bridge mostly adopts an up-down framing form, when the width of a single-width beam bridge deck is wide, the situation that the distance between steel groove beam webs is large, so that the transverse bridge supporting distance of the UHPC bridge deck plate with the one-way ribs is correspondingly increased is considered, and at the moment, a small longitudinal beam can be arranged at the middle position of a transverse partition system, so that the transverse bridge span of the UHPC bridge deck plate with the one-way ribs is reduced, and the stress of the bridge deck plate is improved.

Example 4:

a steel channel beam for steel-UHPC combined beam bridge.

As shown in fig. 10 and 11, the steel channel beam 2 is a U-shaped channel beam, the steel channel beam 2 includes a bottom plate 21, and a web plate 22 and a flange plate 25 connected to two sides of the bottom plate 21, the bottom plate 21 and the web plate 22 are both provided with a longitudinal stiffening rib 23, the top end of the web plate 22 is fixedly connected to the flange plate 25 fixedly connected to the one-way rib UHPC bridge deck 1 of embodiment 1, and the flange plate 25 is fixedly connected to the one-way rib UHPC bridge deck 1 through a shear key 3 (in this embodiment, a stud 122 is used). The webs 22 are designed as inclined webs, the face of the web 22 forming an obtuse angle with the base plate 21.

Transverse bridge-direction stiffening ribs 24 are arranged on the bottom plate 21 and the web plate 22 of the steel channel beam 2, and the transverse bridge-direction stiffening ribs 24 and the longitudinal bridge-direction stiffening ribs 23 are arranged orthogonally; the transverse bridging stiffeners 24 on the base plate 21 and web 22 are integrally connected to each other by transverse ties 26. And a central web plate 28 distributed along the longitudinal bridge direction is arranged below the one-way rib UHPC bridge deck plate 1, and the central web plate 28 is orthogonal to the transverse partition system 26 and supported on the steel channel beam. The middle web plate 28 is provided with a flange plate 25 fixedly connected with the one-way rib UHPC bridge deck plate 1. The central web 28 is also provided with longitudinal stiffeners 23 and transverse stiffeners 24.

The implementation effect is as follows: when the non-navigable hole bridge across the sea adopts the whole bridge width, namely the up-down non-framing, if the steel channel beam only sets up two webs and will be difficult to satisfy the atress requirement, can set up the web in the intermediate position of horizontal partition system this moment to reduce the horizontal bridge of one-way rib UHPC decking, improve the holistic atress of decking and bridge.

Example 5:

a steel-UHPC composite girder bridge, as shown in fig. 1, 2 and 16, comprises a plurality of full-hole simple supported girders interconnected in the longitudinal direction of the bridge, the full-hole simple supported girders comprising a one-way rib UHPC bridge deck 1 of example 1 and a steel channel girder 2 of example 2; the one-way rib UHPC bridge deck 1 is laid on the steel channel beam 2 and is connected with the steel channel beam 2 through a shear key 3 embedded in the longitudinal thickened part 13 to form an integral-hole simple supported beam; the steel groove beams 2 of the adjacent whole-hole simply-supported beams are mutually connected at the splicing seams, and the unidirectional rib UHPC bridge deck 1 of the adjacent whole-hole simply-supported beams is connected into a whole at the splicing seams through the unidirectional rib UHPC bridge deck sections 4. And then pouring UHPC 5 in the joint of the hogging moment area of the pier top to integrally form the bridge deck. The one-way ribbed UHPC bridge deck is not provided with longitudinal prestressing.

In this embodiment, as shown in fig. 12 and 13, the basic structure of the one-way rib UHPC bridge deck segment 4 is the same as that of the one-way rib UHPC bridge deck 1, except that notches 41 are reserved in the thickened part of the one-way rib UHPC bridge deck segment 4 in the pier top negative bending moment region at a certain interval along the longitudinal bridge direction, shear keys 3 (studs) are welded to the flange plates 25 on the steel channel beams 2 at the corresponding notches, and after the whole-hole simply supported beam is hoisted in place and the one-way rib UHPC bridge deck segment 4 is installed, the UHPC is poured into the notches 41. The notches are formed in only one-way rib UHPC bridge deck plate segment at the top of each middle pier, so that the number of the notches needing secondary pouring is reduced; meanwhile, the bridge deck is only provided with joints between the UHPC bridge deck 1 with the one-way ribs and the UHPC bridge deck sections 4 with the one-way ribs, the number of the joints is greatly reduced compared with that of the existing sea-crossing steel-concrete composite girder bridge, the construction process is simplified, the assembly construction of the sea-crossing non-navigable pore bridge is facilitated, the construction quality is improved, and the durability of the bridge deck can be effectively guaranteed.

Example 6:

a construction method of the steel-UHPC composite girder bridge as in example 5, comprising the steps of:

the method comprises the following steps: in-plant construction, as shown in fig. 1, 2, 12 and 13, firstly, a steel channel beam 2 is processed in a plant, and processes such as blanking, plate manufacturing, welding, general splicing and the like are sequentially completed according to the construction flow of the steel channel beam 2 to form the steel channel beam 2 with a whole hole; erecting a template of a UHPC bridge deck slab 1 with one-way ribs on the top surface of a whole-hole steel channel beam 2, binding reinforcing steel bars, pouring UHPC, coating a film on the surface of the UHPC after pouring, sprinkling water for preserving moisture for 48 hours, then laying steam curing equipment, and performing steam curing on the UHPC bridge deck slab, wherein the steam curing can be performed for 2 days under the conditions of the humidity of 95 percent and the temperature of 90 ℃ or for 3 days under the conditions of the humidity of 95 percent and the temperature of 80 ℃. And (4) removing the template after the maintenance is finished to form the steel-UHPC combined whole-hole simply supported beam. Meanwhile, the prefabrication and steam curing construction of the one-way rib UHPC bridge deck slab segment 4 in the pier top hogging moment area is completed in a factory.

Step two: in the field construction, as shown in fig. 14-16, a large-scale girder-transporting-erection-integrated ship (a floating crane ship M) transports the whole-hole girder to the bridge site, then hoists the whole-hole girder to form a span-simple-support state, then performs cutting and welding on the steel channel girder 2 at the end part of the whole-hole simple-support girder to enable the whole-hole simple-support girder to be continuous from simple support, then hoists the one-way rib UHPC bridge deck in the pier top hogging moment area, finally pours the UHPC 5 in the seam of the pier top hogging moment area, completes the construction of the simply-supported and then-continuous steel-UHPC combined bridge, and paves the asphalt concrete wearing layer 6 on the top surfaces of the one-way rib UHPC bridge deck 1 and the one-way rib UHPC bridge deck sections 4.

It should be noted that the above-mentioned embodiments are only preferred embodiments of the present invention, and are not intended to limit the present invention, and those skilled in the art can make various modifications and changes. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (9)

1. The bridge deck slab is a one-way rib UHPC bridge deck slab (1), the one-way rib UHPC bridge deck slab (1) comprises a thin bridge deck slab body (11) and a plurality of UHPC transverse ribs (12) integrally formed at the bottom of the bridge deck slab body (11), the one-way rib UHPC bridge deck slab (1) is not provided with longitudinal ribs, and the one-way rib UHPC bridge deck slab (1) is longitudinally provided with a longitudinal thickened part (13) fixedly connected with a lower steel channel beam (2) of the steel-UHPC combined bridge.

2. The bridge deck according to claim 1, wherein the thickness of the bridge deck body (11) is 100-150 mm; the height of the UHPC transverse ribs (12) is 100-500 mm, the thickness of the longitudinal thickened part (13) is the sum of the thickness of the bridge deck body (11) and the height of the UHPC transverse ribs (12), and the distance S between every two adjacent UHPC transverse ribs (12) is 500-2000 mm.

3. The deck slab as claimed in claim 1 or 2, wherein the bottom surface of the UHPC cross rib (12) is provided with a steel plate strip (121), and a stud (122) embedded in the UHPC cross rib (12) is fixedly connected to the steel plate strip (121), the stud (122) extends upwards from the steel plate strip (121) into the deck slab body (11), and the unidirectional rib UHPC deck slab (1) is not provided with deck transverse prestress.

4. The bridge deck according to claim 3, wherein a layer of reinforcing mesh is arranged near the top surface and the bottom surface in the bridge deck body (11), and the reinforcing mesh is formed by overlapping an outer transverse bridge-direction reinforcing steel bar (111) and an inner longitudinal bridge-direction reinforcing steel bar (112); the bolt (122) extends upwards from the steel plate strip (121) to a position between two layers of reinforcing meshes in the bridge deck body (11); the transverse bridge-direction reinforcing steel bars (111) and the longitudinal bridge-direction reinforcing steel bars (112) are epoxy coating reinforcing steel bars.

5. A steel channel beam applicable to a steel-UHPC (ultra high performance concrete) composite beam bridge, wherein the steel channel beam (2) is a U-shaped channel beam and comprises a bottom plate (21) and web plates (22) connected to two sides of the bottom plate (21), the steel channel beam is characterized in that longitudinal stiffening ribs (23) are arranged on the bottom plate (21) and the web plates (22), a flange plate (25) fixedly connected with a bridge deck applicable to the steel-UHPC composite beam bridge according to any one of claims 1-4 is fixedly connected to the top end of the web plates (22), and the flange plate (25) is fixedly connected with the UHPC bridge deck (1) through a shear key (3).

6. The steel channel beam for steel-UHPC composite beam bridge according to claim 5, characterized in that, the base plate (21) and the web plate (22) are provided with transverse stiffening ribs (24), the transverse stiffening ribs (24) and the longitudinal stiffening ribs (23) are arranged orthogonally; the transverse bridging stiffeners (24) on the base plate (21) and the web (22) are integrally connected to each other by a transverse spacer system (26).

7. The steel channel beam applicable to the steel-UHPC combined beam bridge, according to the claim 6, is characterized in that the lower part of the single-direction rib UHPC bridge deck (1) is provided with small longitudinal beams (27) or middle web plates (28) distributed along the longitudinal bridge direction, the middle web plates (28) are orthogonal to the transverse partition series (26) and supported on the steel channel beam, and the small longitudinal beams (27) are supported above the transverse partition series (26).

8. A steel-UHPC composite girder bridge comprising a plurality of full-bore simple supported girders interconnected in a longitudinal direction of the bridge, wherein the full-bore simple supported girders comprise a deck plate for a steel-UHPC composite girder bridge according to any one of claims 1 to 4 and a steel channel girder (2) according to any one of claims 5 to 7; the one-way rib UHPC bridge deck (1) is laid on the steel channel beam (2) and connected with the steel channel beam (2) through a shear key (3) embedded in the longitudinal thickened part (13) to form an integral-hole simply supported beam; the steel groove beams (2) of the adjacent whole-hole simply-supported beams are mutually connected at the splicing seams, and the splicing seams connect the one-way rib UHPC bridge deck (1) of the adjacent whole-hole simply-supported beams into a whole through the one-way rib UHPC bridge deck sections (4).

9. The steel-UHPC composite girder bridge according to claim 8, characterized in that the whole-hole simply supported girder adopts a construction method of simply supporting first and then continuously constructing, the support jacking construction of middle piers is not needed at the joint, and the UHPC bridge deck slab (1) with the unidirectional ribs is not provided with longitudinal prestress.

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