CN218951932U - T-beam bridge without diaphragm plate, wing plate hanging die and hogging moment beam tooth block - Google Patents

Description

A T-girder bridge free of transverse diaphragms, free of wing plate hanging formwork, and free of negative moment beam tooth blocks

technical field

The utility model relates to the technical field of civil engineering design and construction, in particular to a T-beam bridge free of transverse partitions, free of wing plate hanging molds and free of negative moment beam tooth blocks.

Background technique

T-shaped cross-section girder bridges with diaphragms at non-fulcrum positions (conventional T-girder bridges for short) are the main structural forms of roads, railways and municipal bridges with spans of 30 to 50 m, mainly including those shown in Figures 1 and 2 The overall bridge layout (wherein, 100 represents the conventional T-beam, 200 represents the diaphragm, 300 represents the tooth block, 400 represents the negative bending moment beam of the conventional T-beam bridge, 500 represents the wet joint of the diaphragm, and 600 represents the conventional T-beam bridge fulcrum beam). For a long time, conventional T-beam bridges have had significant problems in the following seven aspects:

The first problem is the construction of the wet joints of the diaphragm: (1) The wet joints of the diaphragm of the conventional T-beam bridge 500 need to be suspended by the construction personnel at high altitude for on-site construction, which has great safety risks and slow construction speed; (2) Because the wing plates are thin (the average thickness is only 18cm), each bridge span needs to install 3 to 6 transverse diaphragms 200 outside the top of the pier in the direction of the bridge to ensure that the multi-piece T-beams can bear the force together and share the second-phase constant load. load and operating live load, and each diaphragm needs to suspend personnel and equipment from the wet joints of the flanges between the girders to perform reinforcement welding, formwork support, concrete pouring, and formwork removal operations, and the on-site workload is very high Large size, many times of suspension, which significantly reduces the efficiency of assembly construction.

The second problem is the construction of the wet joint of the flange: (1) The wet joint of the flange of the conventional T-beam bridge needs to be used for the upper and lower passages of the transverse diaphragm wet joint before pouring, so its width cannot be less than 40cm, and The large number of diaphragms in conventional T-girder bridges leads to the setting of the wet joints of the wing plates within the entire length of the bridge, so the amount of cast-in-place work is large; (2) A large number of hanging formwork construction is required when pouring the wet joints of the wing plates, resulting in The cost of formwork hanging measures is high, which significantly reduces the efficiency of assembly construction; (3) when the formwork is pulled out of the wet joint of the flange plate, it is necessary to set up a suspension platform or set up a mobile support formwork under the bridge, and then install it under the flange plate. Formwork removal increases the cost of construction measures and reduces the efficiency of assembly construction.

The third problem is the construction of the negative bending moment beam: (1) The negative bending moment beam cannot be anchored directly on the wing plate due to the thinness of the wing plate (average thickness is only 18cm) of the conventional T-beam bridge, but needs to be anchored on the wing plate The tooth block 300 is set under the plate for anchoring, which has high safety risks and slow construction speed; (2) The negative moment bundle 400 of each conventional T-beam is stretched and anchored, and a high-altitude suspension platform needs to be erected from the wet joints of the two side wings For operation, the cost of construction measures is high, the number of suspensions is large, the efficiency of assembly construction is significantly reduced, and the construction quality of high-altitude operations and narrow spaces is difficult to guarantee.

The fourth problem is the working performance of the wet joint of the wing plate and the negative bending moment beam: (1) The thinner wing plate of the conventional T-beam bridge results in a smaller contact interface between the new and old concrete, and the vertical bending stiffness of the wing plate in the transverse bridge direction A large number of studies and construction experience have shown that such thin bridge decks are prone to detachment of the old and new concrete interfaces and longitudinal cracks in the whole bridge under the action of vehicle loads, and their durability is not good; (2) for high piers For continuous T-girder bridges, it is generally necessary to use beam trucks to transport the girders on the newly erected bridge spans in one link to carry out the construction of the next span. In order to ensure the construction speed, it generally starts after the wet joint reinforcement of the erected girders is welded. The beam is transported on top of the girder, while the vertical bending stiffness of the reinforced truss structure formed by welding the steel bars at the wet joints of the conventional T-girder bridge is still very low due to the thinner flange, and the anti-overturning stability of the beam is poor when the beam is transported on the beam; ( 3) The negative moment prestressed beams of conventional T-beam bridges are thin, with an average thickness of only 18 cm, so flat corrugated pipes and anchors are required. A large amount of construction experience has shown that the adaptability of flat corrugated pipes and anchors is poor. It cannot be used in small-radius curved bridges, it is prone to grout leakage to block the pipe and affect the beam penetration, and the grout is not easy to ensure fullness and affect the durability of the structure. Its construction, anchoring and mechanical properties are not as good as the commonly used circular bellows and anchors.

The fifth problem is the driving comfort of the bridge: (1) The thinnest position of the conventional T-beam bridge wing plate, that is, the wet joint is only 16cm thick. When a single wheel load of 100KN acts on this place, the upper edge of the wing plate at this place will Compared with the significant relative deflection at the upper edge of the flange adjacent to the web, large local vertical vibrations will be generated under the coupling effect of the vehicle and bridge, which will affect the driving comfort; The stiffness in the bridge direction is much greater than that of the non-diaphragm. The more the diaphragm, the more sudden changes in stiffness, resulting in an effect similar to "jumping at the bridge head". After superimposing with the aforementioned local vertical vibration, the ride comfort is further deteriorated.

The sixth problem is the overall aesthetics of the bridge: (1) a large number of dense diaphragms make the bridge's permeability and appearance along the bridge poor; (2) a large number of exposed and large-volume anchoring tooth blocks reduce the The linear fluency and aesthetics of the beam body.

The seventh problem is the construction efficiency of the bridge: (1) the existing technology requires a large number of high-altitude suspension operations, which has a large safety risk and slows down the construction efficiency. It affects the traffic under the bridge and nearby, and reduces the social benefits of the prefabricated bridge; (2) In actual situations, the suspended formwork is often difficult to dismantle, and it is easy to be damaged after forcible dismantling, and often cannot be recycled or dropped or disposed of In the field environment, the environmental benefits of the prefabricated bridge are reduced; (3) the use of a large number of suspended formwork and high-altitude suspension operations also significantly increases the cost of construction measures and man-hours, and reduces the economic benefits of the prefabricated bridge.

Utility model content

Aiming at the technical problems in the above seven aspects that have not been solved in the prior art for a long time, the utility model provides a T-beam bridge without transverse partitions, without wing plate hanging formwork, and without negative moment beam tooth blocks (referred to as three free bridges) T-beam bridge), starting from the fundamental problem of the overall structural system of the bridge, it solves the seven major problems of conventional T-beam bridges.

In order to achieve the above object, the utility model provides the following technical solutions:

A T-beam bridge free of transverse diaphragms, free of wing-plate suspension formwork, and free of negative moment beam tooth blocks, including several prefabricated T-beams, and a support structure arranged under the prefabricated T-beams, and the prefabricated T-beams are There are no less than two pieces arranged in the direction of the cross bridge, and a reserved seam is provided between the adjacent prefabricated T beams in the direction of the cross bridge, and a first wing plate connecting structure is arranged at the reserved seam, and the prefabricated T beam It includes a wing plate and a web arranged under the wing plate, the thickness of both sides of the wing plate is h _y1 , the thickness of the middle part of the wing plate is h _y2 , the height of the web plate is h _f , and the cross bridge The horizontal center-to-center distance between adjacent webs is d _f , and h _y1 satisfies the following inequalities at the same time: h _y1 ≥ 25cm, h _y1 ≥ 0.01d _f , h _y2 ≥ h _y1 , h _y1 ≥ 0.4h _f .

The technical principles and effects of the above-mentioned utility model content are: (1) Compared with the T-shaped cross-section beam bridge (conventional T-beam bridge for short) with a transverse diaphragm at the non-fulcrum position, the utility model improves its overall structure, On the premise of keeping the total girder height constant, and based on the mechanical characteristics of the lateral flexural stiffness of the flange that increases cubically with the thickness, the thickness of the flange is much larger than that of the conventional T-beam bridge (the thickness of the flange of the conventional T-beam bridge is only 16cm) , which can realize the force transmission effect equivalent to that of the conventional T-beam bridge diaphragm, so the utility model can avoid the diaphragm at the non-fulcrum position compared with the conventional T-beam bridge; (2) The large-thickness flange allows the flange to connect The device is partially pre-embedded in the flange, so that compared with the conventional T-beam bridge, it can avoid the hanging form measures required when the flange wet joints are cast-in-place; (3) The large-thickness flange can allow the negative moment beam to be directly anchored In the wing plate, compared with the conventional T-beam bridge, the additional tooth block structure required when the negative moment beam is anchored can be avoided; (4) Compared with the conventional T-beam bridge, the total concrete consumption of the utility model is increased due to the increase in the thickness of the wing plate With the increase of the thickness increment, the first power increases, but because the vertical and horizontal stiffness of the wing plate increases to the third power, the vertical and horizontal reinforcement ratio decreases close to the second power, so the material cost of the utility model is significantly reduced. The characteristics of free-flap hanging formwork and negative-moment-free tooth blocks also significantly reduce the cost of construction measures, which greatly saves engineering cost compared with the existing technology.

As a preferred technical solution of the utility model, the connecting structure of the first wing plate includes a cantilevered plate, pre-embedded bars, thin plates, connecting bars and cast-in-situ concrete; the cantilevered plate is arranged at the end of the wing plate, so The cantilever plate is integrally formed with the wing plate, the embedded ribs are pre-embedded in the wing plate, the embedded ribs are arranged at intervals along the length direction of the wing plate, and at least One end is exposed to the outside of the wing plate, and in the direction of the bridge, the pre-embedded ribs on adjacent wing plates are connected by connecting ribs; the thin plate is overlapped on the adjacent cantilever plate for It is used as the bottom mold of the cast-in-place concrete; the cast-in-place concrete is arranged in the gap between the adjacent wing plates.

Further preferably, the connection methods of the connecting bars and the pre-embedded bars include welding, binding, dislocation at intervals, and mutual anchoring through cast-in-place concrete.

The technical principles and effects of the above utility model content are: (1) The connection of prefabricated bridges using cast-in-place wet joints is easier to adapt to and digest construction errors than other dry connections, and has more reliable static loads at joints. (2) Because the T-beam of the utility model has a larger thickness of the wing plate and the wet joint is a solid structure, it is enough to set a thicker prefabricated overhang that meets the requirements of the steel protection layer. Pick the plate to bear the wet weight of the wet joint, and the section stiffness of the wing plate at the wet joint will not be reduced after the bridge is completed, which is difficult to achieve with the thin wing plate of the conventional T-beam bridge; (3) The thin plate at the wet joint It can be placed directly on the top surface of the cantilever slab without taking it out, and forms an overall joint bearing with the cast-in-situ concrete. The thin slab requires only a small size and material consumption, which solves the problem of wet joint construction of the conventional T-beam bridge flange. The problems of large workload, high cost of formwork lifting measures, and low efficiency of formwork support and formwork removal.

As a preferred technical solution of the present utility model, the thickness of the two ends of the wing plate is h _y4 , the thickness of the connecting structure of the first wing plate is h _y3 , and h _y4 and h _y3 satisfy the following relationship: h _y4 >h _y3 > h _y1 .

As a preferred technical solution of the present utility model, the wing plate of the prefabricated T-beam has the following characteristics: from the central fulcrum of the wing plate to the two sides of the wing plate and then to the end of the wing plate, the The thickness of the wing plate has a change rule from thick to thin and then thick.

The technical principle and effect of the above-mentioned utility model content are: make the thickness of the connecting structure of the first wing, that is, the thickness of the wet joint, greater than the minimum thickness of the wing, so that the damage of the wing does not first occur at the wet joint, avoiding Conventional T-beam bridges are prone to cracking at the new-old concrete interface at wet joints, but the T-beam bridge of the present invention has better durability.

As a preferred technical solution of the present invention, the pre-embedded ribs sequentially pass through the cantilever plate from the lower edge of the wing plate, and pass upwards to connect with the pre-embedded ribs on the upper edge of the wing plate.

The technical principle and effect of the content of the above utility model are as follows: the pre-embedded reinforcement forms a closed truss to support the cantilevered slab and strengthen its rigidity, ensuring that the cantilevered slab will not be damaged or damaged under the action of concrete wet weight and vibrating force. Excessive deformation.

As a preferred technical solution of the present invention, the total length of a single connecting bar is greater than or equal to 50d, where d is the diameter of the connecting bar.

The technical principle and effect of the content of the above utility model are as follows: the total length of a single connecting bar needs to be ≥ 50d to meet the requirement of anchorage force.

As a preferred technical solution of the present invention, the T-beam bridge includes at least two spans, and the support structures are respectively arranged at the two ends of the prefabricated T-beam, and the two adjacent spans of the prefabricated T-beam A fulcrum beam is arranged between them, and the fulcrum beam is used to connect two adjacent spans of the prefabricated T-beams. As a preferred technical solution of the present invention, the reserved seams between two adjacent spans of the prefabricated T-beams are spliced to form a manhole structure, and the manhole structure is used for the on-site construction channel of the fulcrum beam.

The technical principles and effects of the above-mentioned utility model content are: the fulcrum beam can be cast-in-place on the built substructure cover beam, compared with the conventional T-beam bridge, which requires high-altitude suspension construction, the wet joint operation of the diaphragm is safe and Convenience has been significantly improved; for low pier bridges, personnel, equipment and materials can be hoisted directly from the ground to the cover beam to complete the construction, but for high pier bridges, it is still necessary to set up manholes as a way to lift man, machine and materials from above the bridge deck aisle.

As a preferred technical solution of the present utility model, in the longitudinal bridge direction, a second wing plate connection structure is arranged between adjacent prefabricated T beams, and the second wing plate connection structure includes a negative bending moment bundle, and the negative bending moment The two ends of the bundle are respectively anchored to the two sides of the fulcrum beam.

Further preferably, the wing plate is provided with a preset notch, the negative bending moment bundle is anchored in the preset notch, and the two opposite preset notches are respectively arranged on both sides of the fulcrum beam .

The technical principles and effects of the above-mentioned utility model content are: the three-free T-beam has a large thickness of the wing plate, and the negative moment beam can be directly anchored in the wing plate, and there is no need to set a large number of tooth blocks under the wing plate for prestressing tension. Pulling and anchoring, avoiding a large number of high-altitude suspension tensions of conventional T-beam bridge negative moment beams, high safety risks, high construction cost, slow construction speed, narrow work space, difficult construction quality guarantee and long-term work of negative moment beams poor performance etc.

As a preferred technical solution of the present invention, the lengths of the negative bending moment bundles are not less than two types, and the preset slots are arranged symmetrically along the span direction of the bridge according to the center line of the fulcrum beam, and perpendicular to the bridge The span direction is arranged symmetrically with respect to the center line of the web.

Compared with the prior art, the beneficial effects of the utility model are summarized as follows for the long-term unresolved six major problems described in the background technology:

1. No need for transverse diaphragms other than the top of the pier: the utility model realizes the cancellation of the transverse diaphragm other than the top of the pier, and only needs to carry out the construction of the fulcrum beam above the substructure through the preset manhole, avoiding a large number of conventional T-beam bridges A large number of high-altitude suspension construction problems of diaphragms and diaphragm wet joints have greatly enhanced construction safety, greatly reduced on-site workload, and significantly improved assembly construction efficiency.

2. Formwork-free construction of the wet joint of the wing plate: the utility model realizes the free-hanging formwork of the wet joint of the wing plate by setting a cantilever plate structure on the large-thickness wing plate, and cooperating with pre-embedded ribs, thin plates, connecting ribs, etc. , Formwork-free construction, avoiding the problem of a large amount of formwork pouring and formwork removal for the wet joints of conventional T-beam bridge flanges, with a smaller amount of cast-in-place concrete, greatly saving the cost of wet joint construction measures, and significantly improving Assembled construction efficiency.

3. High-altitude suspension construction without negative bending moment beam: the utility model directly anchors the negative bending moment beam in the large-thickness wing plate, and does not need to install a large number of tooth blocks under the wing plate for prestressed tension anchoring, avoiding It eliminates a large number of high-altitude suspension tensioning operations of conventional T-beam bridge negative moment beams, greatly enhances construction safety, greatly saves suspension construction cost, significantly saves tensioning man-hours, improves prestressed tensioning operation space and The working environment better guarantees the construction quality.

4. Better mechanical properties: the utility model can greatly increase the stiffness of the longitudinal and transverse bridge flanges on the premise of a small increase in the amount of concrete, thereby reducing the amount of steel used, and can achieve a ratio of Conventional T-beam bridges with a large number of diaphragms have better longitudinal force performance, better lateral force performance, more durable wet joint interface performance, safer beam-on-beam stability, and more reliable negative moment beams Anchoring performance.

5. Higher driving comfort: the utility model can significantly reduce the vertical displacement difference between the upper edge of the flange at the wet joint and the upper edge of the flange adjacent to the web under the action of the wheel load through the large thickness of the flange, greatly Reduce the local vertical vibration of the wing plate under the coupling effect of the vehicle and bridge, and significantly reduce the sudden change point of the stiffness of the whole bridge along the bridge direction by canceling the transverse diaphragm, and reduce the possibility of the car jumping effect. Therefore, the utility model compares For conventional T-girder bridges, under the action of vehicle loads, the deflection transition of the bridge in the transverse direction and along the direction of the bridge is smoother, which significantly improves the driving comfort.

6. A more beautiful bridge shape: the utility model does not require a large number of dense diaphragms, and compared with the conventional T-beam bridge, it has better permeability and appearance along the bridge direction, and does not need a large number of exposed anchoring tooth blocks. Improve the linear fluency and aesthetics of the beam body.

7. Better bridge construction benefits: The triple-free T-beam bridge of the utility model completely avoids the high-altitude suspension operation of the conventional T-beam bridge diaphragm and negative bending moment bundle, which significantly saves man-hours and reduces the impact on the bridge. and the impact of nearby traffic, significantly improving the social benefits; through the thin plate at the wet joint of small volume to prevent grout leakage and act as a permanent formwork and joint force with the cast-in-place wet joint, avoiding a large number of formwork removal operations and forced formwork removal The damage to the formwork caused by it also improves the environmental benefits to a certain extent; by completely eliminating the reinforcement of the diaphragm, greatly reducing the amount of steel used in the vertical and horizontal bridge directions of the wing plate, and completely eliminating the suspension tensioning facilities for negative bending moment beams, All wet joint suspension formworks are completely omitted, which significantly improves economic benefits.

Description of drawings

Fig. 1 is the longitudinal section schematic diagram of the conventional T beam bridge of prior art;

Fig. 2 is a schematic diagram of a cross-sectional view of the E-E plane in Fig. 1;

Fig. 3 is the structural representation of the adjacent prefabricated T-beams of the utility model in the transverse bridge direction;

Fig. 4 is the structural representation after the adjacent prefabricated T girder of the present utility model has carried out wet joint pouring;

Fig. 5 is the structural representation of the prefabricated T beam of the present invention (for being arranged at the end position);

Fig. 6 is the structural representation of the prefabricated T beam of the present invention (for being arranged at the non-end position);

Fig. 7 is an enlarged view of part A of Fig. 4;

Figure 8 is an exploded view of the structure of Figure 7;

Fig. 9 is a longitudinal sectional view of the utility model along the center line of the web;

Fig. 10 is a top plan view of the utility model;

Fig. 11 is the B-B cross-sectional view of Fig. 10;

Figure 12 is a D-D cross-sectional view of Figure 10;

Reference signs:

100-conventional T-beam, 200-diaphragm, 300-tooth block, 400-negative moment beam of conventional T-beam bridge, 500-diaphragm wet joint, 600-conventional T-beam bridge fulcrum beam;

1-Prefabricated T-beam, 11-flange, 12-web, 2-support structure, 3-reserved joint, 4-first flange connection structure, 41-cantilever plate, 42-embedded reinforcement, 43- Thin plate, 44-connecting reinforcement, 45-cast-in-situ concrete, 5-manhole structure, 61-negative moment beam, 7-preset notch, 8-fulcrum beam.

Detailed ways

The utility model will be further described in detail below in conjunction with test examples and specific embodiments. However, it should not be understood that the scope of the above subject matter of the present utility model is limited to the following embodiments, and all technologies realized based on the content of the present utility model belong to the scope of the present utility model.

This embodiment provides a T-beam bridge free of transverse diaphragms, free of wing plates, and free of negative moment beam tooth blocks. It is understood in conjunction with Figure 3-12 that the T-beam bridge includes several prefabricated T-beams 1, and The support structure 2 arranged under the prefabricated T-beam 1, the prefabricated T-beam 1 is arranged in no less than two pieces in the direction of the transverse bridge, and there are reserved seams between the adjacent prefabricated T-beams 1 in the direction of the transverse bridge 3. A first flange connection structure 4 is provided at the reserved seam 3, and the prefabricated T-beam 1 includes a flange 11 and a web 12 disposed below the flange 11, and the two flanges 11 The thickness of the side is h _y1 , the thickness of the middle part of the wing plate 11 is h _y2 , the height of the web 12 is h _f , and the horizontal center-to-center distance between the adjacent webs 12 of the transverse bridge is d _f , h _y1 simultaneously satisfy the following inequalities: h _y1 ≥25cm, h _y1 ≥0.01d _f , h _y2 ≥h _y1 , h _y1 ≥0.4h _f . Specifically, the aforementioned design of the wing plate 11 of the prefabricated T-beam 1 can not only achieve the force transmission effect equivalent to that of the conventional T-beam bridge diaphragm, but also avoid the non-fulcrum position of the diaphragm. ; The large thickness of the flange allows the flange connection device to be partially embedded in the flange, so that compared with the conventional T-beam bridge, it can avoid the measures of hanging formwork required when the flange wet joint is cast-in-place; (3) Large thickness The wing plate 11 allows the negative bending moment beam 61 to be directly anchored in the wing plate 11, so that compared with the conventional T-beam bridge, the additional tooth block structure required when the negative bending moment beam 61 is anchored can be avoided; due to the increase in the thickness of the wing plate 11, the The total amount of concrete increases with the thickness increment of one power, but because of the cubic increase of the vertical and horizontal rigidity of the wing plate 11, the vertical and horizontal reinforcement ratio is close to the quadratic decrease, so the material cost of the utility model is significantly reduced, and at the same time, it is free of The characteristics of diaphragm, free-flap hanging formwork, and negative-moment-free beam tooth blocks also significantly reduce the cost of construction measures, which greatly saves engineering cost compared with the existing technology.

Specifically, the first wing plate connection structure 4 includes a cantilevered plate 41, a pre-embedded rib 42, a thin plate 43, a connecting rib 44 and cast-in-place concrete 45; the cantilevered plate 41 is arranged at the end of the wing plate 11 , the cantilever plate 41 is integrally formed with the wing plate 11, the embedded ribs 42 are embedded in the wing plate 11, and the embedded ribs 42 are arranged at intervals along the length direction of the wing plate 11 , at least one end of the pre-embedded rib 42 is exposed to the outside of the flange 11, and in the transverse bridge direction, the pre-embedded ribs 42 on adjacent flanges 11 are connected by connecting ribs 44; The thin plate 43 overlaps the thin plate used for the cast-in-place concrete 45 on the adjacent cantilever plate 41 ; the cast-in-place concrete 45 is arranged in the gap between the adjacent wing plates 11 . Wherein, the total length of a single connecting rib 44 needs to be ≥ 55d to meet the requirement of anchoring force.

Further, the thickness of the two ends of the flap 11 is h _y4 , the thickness of the first flap connection structure 4 is h _y3 , and h _y4 and h _y3 satisfy the following relationship: h _y4 >h _y3 >h _y1 . The flange of the prefabricated T-beam has the following characteristics: from the central fulcrum of the flange to the two sides of the flange and then to the end of the flange, the thickness of the flange 11 has a thickness variable Thin to thick change law. The technical principle and effect of the above-mentioned utility model content are: make the thickness of the first wing plate connecting structure 4, that is, the thickness of the wet joint, be greater than the minimum thickness of the wing plate, so that the damage of the wing plate does not first occur at the wet joint position, avoiding The problem that conventional T-beam bridges are prone to cracking at the new-old concrete interface at wet joints is solved, and the T-beam bridge of the utility model has better durability.

More specifically, the pre-embedded ribs 42 sequentially pass through the cantilever plate from the lower edge of the wing plate, and pass upwards to connect with the embedded ribs 42 on the upper edge of the wing plate 11 . The pre-embedded ribs 42 form a closed truss to support the cantilevered slab 41 and strengthen its rigidity, so as to ensure that the cantilevered slab 41 will not be damaged or excessively deformed under the action of concrete wet weight and vibrating force.

Specifically, the T-beam bridge includes at least two spans, and the support structures 2 are respectively arranged at the two ends of the prefabricated T-beam 1 , in the longitudinal bridge direction, between two adjacent spans of the prefabricated T-beam 1 There are fulcrum beams 8 for connecting two adjacent spans of the prefabricated T-beams 1 . The reserved seams 3 between two adjacent spans of the prefabricated T-beams 1 are spliced to form a manhole structure 5 , and the manhole structure 5 is used for the on-site construction passage of the fulcrum beam 8 .

Further, in the longitudinal bridge direction, a second flange connection structure is provided between adjacent prefabricated T-beams 1, and the second flange connection structure includes a negative bending moment bundle 61, and the two negative bending moment bundles 61 The two ends are respectively anchored in the wing plates 11 of the adjacent prefabricated T-beams 1 . Specifically, the end of the wing plate 11 is provided with a preset notch 7 , and the preset notch 7 is arranged on both sides of the middle fulcrum of the fulcrum beam 8 .

Further, the length of the negative bending moment bundle 61 is no less than two types, and the predetermined notch 7 is arranged symmetrically along the bridge span direction according to the center line of the fulcrum beam 8, and in the direction perpendicular to the bridge span according to The centerlines of the webs 12 are arranged symmetrically.

In the technical solution provided by the utility model, by improving the structure of the wing plate 11 of the prefabricated T beam 1, by increasing the thickness of the wing plate 11, the rigidity of the wing plate 11 in the longitudinal and transverse bridge directions is greatly improved under the premise of a small increase in the amount of concrete Therefore, the amount of steel is reduced, and at a lower total project cost, better longitudinal stress performance, better transverse stress performance, and more durable wet joints can be achieved than conventional T-beam bridges with a large number of transverse diaphragms interface performance, safer beam-on-beam stability, and more reliable negative moment beam anchorage performance.

The utility model can significantly reduce the vertical displacement difference between the upper edge of the flange at the wet joint and the upper edge of the flange adjacent to the web under the action of the wheel load through the large thickness of the flange, and greatly reduce the flange under the coupling effect of the vehicle bridge. The partial vertical vibration of the slab, and by canceling the transverse diaphragm, the sudden change point of the stiffness of the whole bridge along the bridge direction is significantly reduced, reducing the possibility of vehicle jumping effect. Therefore, compared with the conventional T-beam bridge, the utility model has a The deflection transition of the bridge below the bridge to the bridge and along the bridge is smoother, which significantly improves the driving comfort.

The above descriptions are only preferred embodiments of the present utility model, and are not intended to limit the present utility model. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present utility model shall be included in this utility model. within the scope of protection of utility models.

Claims (10)

1. A T-beam bridge free of transverse diaphragms, free of wing plate hanging formwork, and free of negative moment beam tooth blocks, comprising several prefabricated T-beams (1), and the support arranged below the prefabricated T-beams (1) The structure (2) is characterized in that the prefabricated T-beams (1) are arranged in no less than two pieces in the cross-bridge direction, and there are reserved seams between the adjacent prefabricated T-beams (1) in the cross-bridge direction ( 3), a first wing plate connection structure (4) is provided at the reserved seam (3), and the prefabricated T-beam (1) includes a wing plate (11) and is arranged under the wing plate (11). web (12), the thickness of both sides of the wing (11) is h _y1 , the thickness of the middle of the wing (11) is h _y2 , the height of the web (12) is h _f , and the transverse The horizontal center-to-center distance between the adjacent webs (12) in the bridge direction is d _f , h _y1 satisfies the following inequalities at the same time: h _y1 ≥ 25cm, h _y1 ≥0.01d _f , h _y2 ≥h _y1 , h _y1 ≥0.4h _f . 2. The T-beam bridge free of transverse diaphragms, free of wing plates, and free of negative moment beam tooth blocks according to claim 1, characterized in that, the first wing plate connection structure (4) includes a cantilever plate (41), pre-embedded reinforcement (42), thin plate (43), connecting reinforcement (44) and cast-in-situ concrete (45); the cantilevered plate (41) is arranged at the end of the wing plate (11), The cantilever plate (41) is integrally formed with the wing plate (11), the embedded rib (42) is pre-embedded in the wing plate (11), and the embedded rib (42) is The length direction of the wing plate (11) is arranged at intervals, and at least one end of the embedded rib (42) is exposed outside the wing plate (11), in the direction of the bridge, adjacent to the wing plate (11) The said pre-embedded bars (42) are connected by connecting bars (44); Bottom form; the cast-in-place concrete (45) is arranged in the gap between the adjacent wing plates (11). 3. the T-beam bridge free from transverse partitions according to claim 2, free from wing plate hanging formwork, and free from negative moment beam tooth blocks, it is characterized in that the thickness of the two ends of the wing plate (11) is h _y4 , the thickness of the first wing plate connecting structure (4) is h _y3 , and h _y4 and h _y3 satisfy the following relationship: h _y4 >h _y3 >h _y1 . 4. the T-beam bridge free from transverse partitions according to claim 2, free from wing plate hanging formwork, and free from negative moment beam tooth blocks, it is characterized in that, said pre-embedded ribs (42) from said wing plate ( The lower edge of 11) passes through the cantilever plate (41) in turn, and passes upward to connect with the pre-embedded rib (42) on the upper edge of the wing plate (11). 5. The T-beam bridge free of transverse diaphragms, free of wing plates, and free of negative moment beam tooth blocks according to claim 2, characterized in that the total length of a single connecting rib (44) is ≥ 50d , d is the connecting rib diameter. 6. The T-beam bridge free of transverse diaphragms, free of wing plates, and free of negative moment beam tooth blocks according to claim 1, wherein the T-beam bridge includes at least two spans, and the support structure (2) respectively arranged at the two ends of the prefabricated T-beams (1), in the longitudinal bridge direction, between two adjacent spans of the prefabricated T-beams (1), a fulcrum beam (8) is arranged, and the fulcrum beam (8) for connecting the prefabricated T-beams (1) of two adjacent spans. 7. The T-beam bridge free from transverse partitions, free-wing plate hanging formwork, and negative-moment-free tooth blocks according to claim 6, characterized in that, between two adjacent spans of the prefabricated T-beams (1) The reserved seams (3) are spliced to form a manhole structure (5), and the manhole structure (5) is used for the on-site construction channel of the fulcrum beam (8). 8. The T-beam bridge free from transverse partitions, free-flap hanging formwork, and negative-moment beam tooth blocks according to claim 6, characterized in that, in the longitudinal bridge direction, adjacent to the prefabricated T-beam (1) A second wing plate connection structure is arranged between them, and the second wing plate connection structure includes a negative bending moment beam (61), and the two ends of the negative bending moment beam (61) are respectively anchored to the fulcrum beam ( 8) Both sides. 9. The T-girder bridge free from transverse partitions, free wing plate hanging molds, and free negative moment beam tooth blocks according to claim 8, characterized in that, said wing plate (11) is provided with a preset notch ( 7), the negative bending moment beam (61) is anchored in the preset notch (7), and the two opposite preset notches (7) are respectively arranged on the two sides of the fulcrum beam (8). side. 10. The T-beam bridge free from transverse diaphragms, free-flap hanging formwork, and negative-moment beam-tooth blocks according to claim 9, wherein the length of the negative-moment beam (61) is not less than Two kinds, the preset slots (7) are symmetrically arranged along the bridge span direction according to the center line of the fulcrum beam (8), and are symmetrically arranged according to the center line of the web (12) in the direction perpendicular to the bridge span layout.

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