CN218756946U - Rigid-flexible continuous transition road and bridge transition section structure - Google Patents
Rigid-flexible continuous transition road and bridge transition section structure Download PDFInfo
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- CN218756946U CN218756946U CN202222794705.8U CN202222794705U CN218756946U CN 218756946 U CN218756946 U CN 218756946U CN 202222794705 U CN202222794705 U CN 202222794705U CN 218756946 U CN218756946 U CN 218756946U
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Abstract
The utility model provides a rigid-flexible continuous transition road bridge changeover portion structure. The road and bridge transition section structure comprises a ballast layer, a reinforced concrete butt strap, a pavement base layer and a rubber modified asphalt concrete layer which are sequentially arranged from bottom to top; the pavement base layer comprises an asphalt stable rubble layer and a first cement stable rubble layer; one end of the reinforced concrete access slab is fixed on the abutment, and the lower surface of the reinforced concrete access slab is fixedly provided with a first-stage sleeper beam and a second-stage sleeper beam. The reinforced concrete access slab is embedded below a road surface base layer, and meanwhile, a primary sleeper beam and a secondary sleeper beam are designed under the reinforced concrete access slab, so that the fixing mode of different ends of the access slab and the size of the sleeper beams are changed, the structural form of a roadbed rigid-semi-flexible continuous road and bridge transition section is realized, the change value of a bridge head longitudinal slope is controlled within an allowable range, the effect of coordinated transition of the rigidity of a foundation of the road and bridge transition section is achieved, differential settlement is controlled, the problem of jumping at the bridge head is solved, and the development of bridge construction and maintenance engineering is promoted.
Description
Technical Field
The utility model relates to a roadbed structure field technical field, concretely relates to rigid and flexible continuous transition road bridge changeover portion structure.
Background
Due to the essential difference of the rigidity of the bridge structure and the road surface structure, the problem of vehicle jumping can be caused by differential settlement at the transition section of the road and the bridge, and China needs to spend a large amount of manpower, material resources and financial resources to process the problem of vehicle jumping at the bridge head every year, which becomes a difficult problem to be solved urgently in the operation of highways.
At present, the treatment method for uneven settlement of the transition section of the road and bridge mainly comprises a lapping method, a reinforcement method, a replacement method, a composite foundation treatment method and the like. Although various treatment methods and prevention measures are adopted, the phenomenon of vehicle jumping at the bridge head still often occurs in the use process of the road bridge, and the normal use and the service life of the road bridge are influenced. For the existing bridge which is newly built or built, how to treat the problem of vehicle jumping at the bridge head is still not an effective method until the problem is effectively solved, which seriously affects the driving safety and the road operation.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a just gentle continuous transition road bridge changeover portion structural style to the above-mentioned not enough of prior art, aim at through burying the attachment strap deeply and designing multistage sleeper beam, designed road bed rigidity-semi-flexibility-flexible road bridge changeover portion structural style, with bridgehead longitudinal gradient variation value control within 0.4% to solve the bridgehead problem of jumping.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
the utility model provides a rigid-flexible continuous transition road and bridge transition section structure, the road and bridge transition section structure is arranged between an abutment and a roadbed, the abutment is arranged on a rib plate, one side of the roadbed is in a step slope shape, and the road and bridge transition section structure comprises a stone slag layer, a reinforced concrete attachment strap, a road surface base layer and a rubber modified asphalt concrete layer which are sequentially arranged from bottom to top;
the rubber modified asphalt concrete layer is laid on the upper surfaces of the bridge abutment, the pavement base and the roadbed;
the pavement base layer is laid on the upper surface of the reinforced concrete access panel and comprises an asphalt stabilizing gravel layer and a first cement stabilizing gravel layer, the asphalt stabilizing gravel layer is arranged on the upper surface of the first cement stabilizing gravel layer, and the first cement stabilizing gravel layer is laid on the upper surface of the reinforced concrete access panel;
the reinforced concrete butt strap is laid on the upper surface of the ballast layer, one end of the reinforced concrete butt strap is fixed on the abutment, a primary sleeper beam and a secondary sleeper beam are fixedly arranged on the lower surface of the reinforced concrete butt strap, and the primary sleeper beam and the secondary sleeper beam are embedded in the ballast layer;
the stone ballast layer is laid on the upper surface of the step slope surface of the roadbed.
Further, the bridge abutment is
The reinforced concrete access slab comprises a bridge abutment, a bracket and a supporting bracket, wherein the supporting bracket is used for supporting the reinforced concrete access slab, one end of the bracket is embedded in the vertical part of the bridge abutment, and the other end of the bracket extends to the vertical part of the bridge abutment to form a supporting support.
Furthermore, one end of the reinforced concrete access slab is fixed on the support bracket of the bracket through an access slab anchor bar, the other end of the reinforced concrete access slab is horizontally connected with the second cement stabilized gravel layer, and the thickness of the reinforced concrete access slab is the same as that of the second cement stabilized gravel layer.
Further, a false seam is arranged on the reinforced concrete attachment strap, a first asphalt mastic layer is filled in the false seam, the width of the false seam is 1-3 cm, and the thickness of the false seam is 4-6 cm.
Furthermore, the first-stage sleeper beam is arranged below the middle position of the reinforced concrete access slab, the second-stage sleeper beam is arranged below one end of the reinforced concrete access slab far away from the abutment, and the longitudinal sections of the first-stage sleeper beam and the second-stage sleeper beam are both trapezoidal.
Further, the longitudinal width of the primary sleeper beam is 100-180 cm, and the thickness of the primary sleeper beam is 40-60 cm; the longitudinal width of the secondary sleeper beam is 50-100 cm, and the thickness of the secondary sleeper beam is 30-40 cm.
Furthermore, the ballast layer is arranged on the upper surface of the sandy soil layer, and a contact transition surface of a slope structure is formed between the bottom surface of the sandy soil layer and the top surface of the roadbed.
Further, the thickness of the reinforced concrete lap plate is 30-40 cm; the thickness of the asphalt stabilizing gravel layer is 10-15 cm; the thickness of the first cement stable gravel layer is 40-60 cm.
Furthermore, an asphalt felt is arranged between one end of the reinforced concrete access slab and the contact surface of the vertical part of the bridge abutment and the contact surface of the bracket, and a second asphalt mastic layer is arranged between the asphalt felt and the vertical part of the bridge abutment.
Compared with the prior art, the utility model provides a beneficial effect that technical scheme brought is:
the utility model provides a pair of just gentle continuous transition road bridge changeover portion structure, bury the reinforced concrete attachment strap below the road surface basic unit, one-level sleeper beam and second grade sleeper beam have been designed simultaneously under the reinforced concrete attachment strap, the fixed mode that changes the different ends of attachment strap and the size of sleeper beam, road bed rigidity-semi-flexibility-flexible continuous road bridge changeover portion structural style has been designed, with bridgehead longitudinal gradient variation value control within the allowed range, reach the effect of road bridge changeover portion ground rigidity coordination transition, the control difference subsides, in order to solve bridgehead jump car problem, promote the development of bridge construction and maintenance engineering.
Drawings
FIG. 1 is a schematic longitudinal section structure diagram of a transition section structure of a rigid-flexible continuous transition road bridge provided by the present invention;
fig. 2 is a schematic size diagram of a butt strap and a sleeper beam of a transition section structure of a rigid-flexible continuous transition road bridge provided by the utility model.
1. A road bridge transition section structure; 11. a ballast layer; 12. a reinforced concrete access panel; 121. a second cement stabilized rubble layer; 122. false sewing; 123. a first mastic asphalt layer; 13. a pavement base; 131. an asphalt stabilized macadam layer; 132. a first cement stabilized gravel layer; 14. a rubber modified asphalt concrete layer; 15. a first-level sleeper beam; 16. a second-level sleeper beam; 2. an abutment; 3. a roadbed; 4. a rib plate; 5. a bracket; 51. anchor bars of the butt strap; 6. a sandy soil layer; 7. a felt; 71. a second layer of mastic asphalt.
Detailed Description
The following are specific embodiments of the present invention and the accompanying drawings are used to further describe the technical solution of the present invention, but the present invention is not limited to these embodiments.
As shown in fig. 1, the transition section structure of the rigid-flexible continuous transition road and bridge of the present invention, the transition section structure 1 of the road and bridge is installed between the abutment 2 and the roadbed 3, the abutment 2 is installed on the rib plate 4, one side of the roadbed 3 is in the shape of a step slope, the transition section structure 1 of the road and bridge comprises a ballast layer 11, a reinforced concrete attachment strap 12, a base layer 13 and a rubber modified asphalt concrete layer 14 which are sequentially arranged from bottom to top; the rubber modified asphalt concrete layer 14 is laid on the upper surfaces of the bridge abutment 2, the pavement base 13 and the roadbed 3; the pavement base layer 13 is laid on the upper surface of the reinforced concrete access panel 12, the pavement base layer 13 comprises an asphalt stabilizing gravel layer 131 and a first cement stabilizing gravel layer 132, the asphalt stabilizing gravel layer 131 is arranged on the upper surface of the first cement stabilizing gravel layer 132, and the first cement stabilizing gravel layer 132 is laid on the upper surface of the reinforced concrete access panel 12; the reinforced concrete butt strap 12 is laid on the upper surface of the ballast layer, one end of the reinforced concrete butt strap 12 is fixed on the abutment 2, the lower surface of the reinforced concrete butt strap 12 is fixedly provided with a primary sleeper beam 15 and a secondary sleeper beam 16, and the primary sleeper beam 15 and the secondary sleeper beam 16 are embedded in the ballast layer 11; the ballast layer 11 is laid on the upper surface of the step slope of the roadbed 3. The utility model discloses to set up and bury below basic unit 13 at reinforced concrete attachment strap 12, one-level sleeper beam 15 and second grade sleeper beam 16 have been designed simultaneously under reinforced concrete attachment strap 12, one-level sleeper beam 15 and second grade sleeper beam 16 bury underground at ballast layer 11, road bed rigidity-semi-flexibility-flexible continuous road bridge changeover portion structural style has been realized, make bridgehead longitudinal gradient change value control within 0.4%, reach the effect of road bridge changeover portion ground rigidity coordination transition, the control difference subsides, with the problem of solving bridgehead jump, promote the development of bridge construction and maintenance engineering.
In some embodiments, the abutment 2 may be shaped to accommodate the difference in stiffness between the abutment and the subgrade
The bracket is characterized in that a bracket 5 for supporting a reinforced concrete access board 12 is arranged on the vertical part of the bracket, one end of the bracket 5 is embedded in the vertical part of the bridge abutment 2, and the other end of the bracket 5 extends to the outside of the vertical part of the bridge abutment 2 to form a supporting support.
In some embodiments, in order to ensure the rigidity of the reinforced concrete access panel, one end of the reinforced concrete access panel 12 may be fixed on the support bracket of the corbel 5 by the access panel anchoring bar 51, and the other end of the reinforced concrete access panel 12 is horizontally connected to the second cement stabilizing gravel layer 121, and the thickness of the reinforced concrete access panel 12 is the same as that of the second cement stabilizing gravel layer 121.
In some embodiments, in order to prevent the reflection cracks from extending to the pavement surface, the reinforced concrete attachment plate 12 may be provided with a dummy joint 122, the dummy joint 122 is filled with a first asphalt mastic layer 123, and the width of the dummy joint 122 is 1 to 3cm and the thickness of the dummy joint is 4 to 6cm.
In some embodiments, in order to realize the transition from the semi-flexible roadbed, the primary sleeper beam 15 may be arranged on the lower surface of the middle position of the reinforced concrete access panel 12, the secondary sleeper beam 16 is arranged on the lower surface of one end of the reinforced concrete access panel 12 far away from the bridge abutment, and the longitudinal sections of the primary sleeper beam 15 and the secondary sleeper beam 16 are both trapezoidal. The reinforced concrete access panel 12, the first-stage sleeper beam 15 and the second-stage sleeper beam 16 can be cast in place, the first-stage sleeper beam 15 can be set to be larger in size, and the second-stage sleeper beam 16 can be set to be smaller in size.
In some embodiments, in order to achieve the effect of coordinated transition of the rigidity of the foundations at the transition section of the road and bridge, control differential settlement and effectively solve the problem of bumping at the bridge head, the longitudinal width of the first-stage sleeper beam 15 is 100-180 cm, and the thickness is 40-60 cm; the second-level sleeper beam 16 has a longitudinal width of 50-100 cm and a thickness of 30-40 cm.
In some embodiments, in order to ensure the gradual change of the rigidity and prevent the settlement deformation, a sandy soil layer 6 may be disposed on the lower surface of the ballast layer 11, and a contact transition surface of a slope structure is formed between the bottom surface of the sandy soil layer 6 and the top surface of the roadbed 3.
In some embodiments, in order to ensure the ability to bear the load of the vehicle, the thickness of the reinforced concrete access panel 12 may be 30 to 40cm; the thickness of the asphalt stabilizing crushed stone layer 131 can be 10-15 cm; the first cement stabilized gravel layer 132 may have a thickness of 40 to 60cm.
In some embodiments, in order to effectively reduce the damage of the bridge abutment caused by thermal expansion and cold contraction deformation to the reinforced concrete access panel 12, an asphalt felt 7 may be disposed between one end of the reinforced concrete access panel 12 and a vertical portion of the bridge abutment 2 and a contact surface of the corbel 5, and a second asphalt mastic layer 71 may be disposed between the asphalt felt 7 and the vertical portion of the bridge abutment 2. The felt 7 provides a cushioning function.
The design principle of the utility model is that: the reason that the bump car of bridgehead produces is that the difference of the bridge changeover portion subsides too greatly, its fundamental reason is that the difference of rigidity of abutment 2 and road bed 3 is too big, the utility model discloses the structural design multistage sleeper beam, the nearly platform end of reinforced concrete attachment strap 12 is anchored on corbel 5 of abutment 2 through attachment strap anchor bar 51, can regard the abutment as rigid, so reinforced concrete attachment strap 12 near platform end one side also can regard as the rigidity; a first-stage sleeper beam 15 is arranged below the middle of the reinforced concrete butt strap 12, a second-stage sleeper beam 16 is arranged below the far platform end, the reinforced concrete butt strap 12, the first-stage sleeper beam 15 and the second-stage sleeper beam 16 are cast in place together, the first-stage sleeper beam 15 is large in size, the second-stage sleeper beam 16 is small in size, for construction convenience, the longitudinal sections of the first-stage sleeper beam 15 and the second-stage sleeper beam 16 are both designed to be trapezoidal, and meanwhile, a false seam 122 is cut in the middle of the reinforced concrete butt strap 12; compared with the direct anchoring at the abutment 2, the range of the arranged sleeper beams can be considered as transition from rigidity to flexibility, the size of the primary sleeper beam 15 is larger, the range of the primary sleeper beam 15 can be considered as semi-rigid, the size of the secondary sleeper beam 16 is smaller, and the range of the secondary sleeper beam 16 can be considered as semi-flexible; the normal roadbed is flexible, and a second cement stabilized gravel layer 121 is laid below the pavement base 13 and at a position flush with the reinforced concrete access panel 12 in the transition range from the secondary sleeper beam 16 to the normal roadbed, and the transition section can be regarded as the transition from semi-flexible roadbed to flexible roadbed. Thus, a continuous transition from rigid-semi-flexible is formed from the abutment to the normal subgrade.
Because the influence of the load of vehicles coming and going on the near road surface of the traditional bridge end butt strap is large, the butt strap is placed at a certain depth below the road surface structure layer behind the abutment, and under the condition that the normal working state of the original bridge structure is not influenced, the material at the upper part of the butt strap can effectively distribute the load of the vehicles and slow down the direct action of the vehicles on the reinforced concrete butt strap because the butt strap is arranged at the certain depth behind the abutment; meanwhile, the distribution effect of the butt strap on the upper load can reduce the additional stress on the lower soil foundation, so that the post-construction settlement of the soil foundation is reduced. The reinforced concrete access panel 12 is buried under the road surface base 13.
Because the middle of the reinforced concrete access board 12 is separated by the false gap 122, if the reinforced concrete access board 12 is placed on the pavement surface, the false gap part can have a reflection crack extending to the pavement surface in the using process of the road, which affects the normal using function of the road, but the reinforced concrete access board 12 is placed below the pavement base layer 13, because the pavement base layer 13 comprises the asphalt stabilized gravel layer 131 and the first cement stabilized gravel layer 132, the asphalt stabilized gravel layer 131 is arranged on the upper surface of the first cement stabilized gravel layer 132, which can prevent the reflection crack from extending to the pavement surface.
The road and bridge transition section is designed into a rigid-semi-flexible continuous transition road surface structure form through deeply burying the butt strap and designing the structure form of the multi-stage sleeper beams, so that the effect of the road and bridge transition section foundation rigidity coordination transition is achieved, the change value of the bridge head longitudinal slope is controlled within an allowable range, and differential settlement is controlled, so that the problem of vehicle jump at the bridge head is solved.
As shown in fig. 2, it is a schematic diagram of the concrete dimensions of the butt strap and the sleeper beam of the construction of the utility model. The construction process comprises the following steps: the back filling material is a water permeable material, the lower layer is filled with sandy soil, the upper layer is filled with stone slag, the particle size of the stone slag is required to be less than 10cm, and the mud content of the stone slag is not more than 10%. The back of the platform is backfilled in a layered filling mode, the thickness of each layer of compacted back is not more than 20cm, a 22t vibratory roller is adopted for compaction, and the steps are as follows: the surface is compacted by static pressing once → vibrating for four times → static pressing once for one time, the rolling speed is about 3.5km/h, a hydraulic rammer is adopted for reinforcing and compacting every 1m of filling, and the surface is leveled and compacted after the ramming is completed, so that the compactness is not less than 96%. When the construction is carried out to a position 50cm below the butt strap, the construction positions of a first-stage sleeper beam and a second-stage sleeper beam are required to be reserved in the subsequent filling and compacting process, the sleeper beam position is located according to the size of the butt strap, the size of the butt strap is 40 x 1000cm, the central line of the first-stage sleeper beam is superposed with the central line of the butt strap, the second-stage sleeper beam is located at the tail end of the butt strap, which is far away from the bridge end, the first-stage sleeper beam is an isosceles trapezoid of 110 x 150 x 50cm, and the second-stage sleeper beam is a right-angle trapezoid of 60 x 80 x 30 cm. And after the construction is carried out to the position of the butt strap, the butt strap and the sleeper beam steel bars are paved, the sleeper beam stirrups are incorporated into the butt strap steel bars, concrete is cast in situ after the steel bars are paved, the butt strap and the sleeper beam are cast in situ, the position of a false seam is reserved in the cast-in-situ process, the width of the false seam is 2cm, and the thickness of the false seam is 5cm. Paving a road base layer and a surface layer above the butt strap after the strength of the butt strap concrete meets the specified requirement, sequentially paving 54cm cement-stabilized macadam, 12cm asphalt-stabilized macadam and 10cm rubber-modified asphalt concrete from bottom to top, compacting according to the requirement in the paving process, and paving the next layer after the compactness meets the requirement.
The above is not relevant and is applicable to the prior art.
Although certain specific embodiments of the present invention have been described in detail by way of illustration, it will be understood by those skilled in the art that the foregoing examples are for purposes of illustration only and are not intended to limit the scope of the invention, which is to be construed as broadly as the present invention will suggest themselves to those skilled in the art to which the invention pertains and which is susceptible to various modifications or additions and similar arrangements to the specific embodiments described herein without departing from the scope of the invention as defined in the appended claims. It should be understood by those skilled in the art that any modifications, equivalent substitutions, improvements and the like made to the above embodiments according to the technical spirit of the present invention should be included in the scope of the present invention.
Claims (9)
1. A rigid-flexible continuous transition road and bridge transition section structure is characterized in that a road and bridge transition section structure (1) is arranged between an abutment (2) and a roadbed (3), the abutment (2) is arranged on a rib plate (4), one side of the roadbed (3) is in a step slope shape, and the road and bridge transition section structure (1) comprises a stone slag layer (11), a reinforced concrete butt strap (12), a road surface base layer (13) and a rubber modified asphalt concrete layer (14) which are sequentially arranged from bottom to top;
the rubber modified asphalt concrete layer (14) is laid on the upper surfaces of the bridge abutment (2), the pavement base layer (13) and the roadbed (3);
the pavement base layer (13) is laid on the upper surface of the reinforced concrete access panel (12), the pavement base layer (13) comprises an asphalt stabilizing gravel layer (131) and a first cement stabilizing gravel layer (132), the asphalt stabilizing gravel layer (131) is arranged on the upper surface of the first cement stabilizing gravel layer (132), and the first cement stabilizing gravel layer (132) is laid on the upper surface of the reinforced concrete access panel (12);
the reinforced concrete butt strap (12) is laid on the upper surface of the ballast layer, one end of the reinforced concrete butt strap (12) is fixed on the bridge abutment (2), a primary sleeper beam (15) and a secondary sleeper beam (16) are fixedly arranged on the lower surface of the reinforced concrete butt strap (12), and the primary sleeper beam (15) and the secondary sleeper beam (16) are embedded in the ballast layer (11);
the stone slag layer (11) is laid on the upper surface of the step slope surface of the roadbed (3).
2. A rigid-flexible continuous transition road and bridge transition section structure as claimed in claim 1, wherein said abutment (2) is in the form of
The reinforced concrete bridge abutment is characterized in that a bracket (5) used for supporting the reinforced concrete access plate (12) is arranged on the vertical position of the reinforced concrete access plate, one end of the bracket (5) is embedded in the vertical position of the bridge abutment (2), and the other end of the bracket (5) extends to the outer part of the vertical position of the bridge abutment (2) to form a supporting support.
3. A rigid-flexible continuous transition road and bridge transition section structure as claimed in claim 2, wherein one end of the reinforced concrete access panel (12) is fixed on the support bracket of the corbel (5) through an access panel anchor (51), the other end of the reinforced concrete access panel (12) is horizontally connected with the second cement-stabilized gravel layer (121), and the thickness of the reinforced concrete access panel (12) is the same as that of the second cement-stabilized gravel layer (121).
4. The transition section structure of the rigid-flexible continuous transition road and bridge as claimed in claim 3, wherein the reinforced concrete access panel (12) is provided with a false seam (122), the false seam (122) is filled with a first asphalt mastic layer (123), the width of the false seam (122) is 1-3 cm, and the thickness of the false seam is 4-6 cm.
5. A rigid-flexible continuous transition road and bridge transition section structure as claimed in claim 3, wherein said primary sleeper beams (15) are arranged on the lower surface of the reinforced concrete attachment slab (12) at the middle position, said secondary sleeper beams (16) are arranged on the lower surface of the reinforced concrete attachment slab (12) at the end far away from the abutment, and the longitudinal sections of said primary sleeper beams (15) and said secondary sleeper beams (16) are trapezoidal.
6. A rigid-flexible continuous transition road and bridge transition section structure as claimed in claim 5, wherein the longitudinal width of the primary sleeper beam (15) is 100-180 cm, and the thickness is 40-60 cm; the longitudinal width of the secondary sleeper beam (16) is 50-100 cm, and the thickness is 30-40 cm.
7. A rigid-flexible continuous transition road and bridge transition section structure as claimed in claim 3, wherein a sandy soil layer (6) is arranged on the lower surface of the ballast layer (11), and a contact transition surface of a slope structure is formed between the bottom surface of the sandy soil layer (6) and the top surface of the roadbed (3).
8. A rigid-flexible continuous transition road and bridge transition section structure as claimed in claim 3, wherein the thickness of the reinforced concrete access panel (12) is 30-40 cm; the thickness of the asphalt stable crushed stone layer (131) is 10-15 cm; the first cement stabilized macadam layer (132) has a thickness of 40-60 cm.
9. A rigid-flexible continuous transition road and bridge transition section structure as claimed in claim 3, wherein an asphalt felt (7) is arranged between one end of the reinforced concrete butt strap (12) and the contact surface of the vertical part of the bridge abutment (2) and the bracket (5), and a second asphalt mastic layer (71) is arranged between the asphalt felt (7) and the vertical part of the bridge abutment (2).
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| Application Number | Priority Date | Filing Date | Title |
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| CN202222794705.8U CN218756946U (en) | 2022-10-20 | 2022-10-20 | Rigid-flexible continuous transition road and bridge transition section structure |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202222794705.8U CN218756946U (en) | 2022-10-20 | 2022-10-20 | Rigid-flexible continuous transition road and bridge transition section structure |
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