RU180956U1 - SPAN STRUCTURE FROM CARBON PLASTIC OF THE UNDERWATER ROAD Dismountable BRIDGE (PARM) - Google Patents

Abstract

A utility model (hereinafter referred to as PM) relates to bridge building. In particular, it can be used for the construction of temporary road bridges on military highways (VAD). PM's technical task is to develop a span structure made of carbon fiber submarine road collapsible bridge (PARM) with increased resistance to water flow with equal values stresses in the upper and lower zones of the main beams when moving over the bridge of the calculated loads, as well as with reduced unmasking signs. The specified technical problem is solved for due to the fact that the span structure of carbon fiber underwater road collapsible bridge, consisting of two main beams, blocks of the carriageway and diaphragms, differs in that for the main beams having a T-section, the lower belts are broadened, and through the walls of the main beams there are arranged longitudinal oval holes, with the attachment of the diaphragms and roadway blocks to the main beams made by bolts and clamping corners.

Description

The utility model (hereinafter - PM) refers to bridge building. It, in particular, can be used for the construction of temporary road bridges on military highways (VAD).

There are various designs of inventory (personnel) road collapsible bridges (AWP) - SARM-M, BARM, MMP, UMK and others [1].

Submarine inventory road bridges, including those made of carbon fiber, do not currently exist or are not known to the authors of PM.

The main disadvantages of the above AWP are:

significant weight, as they are made of steel;

low corrosion resistance;

a significant number of different elements;

high radar and visual visibility, etc.

The known design of "prefabricated slab-beam span" made of carbon fiber [2]. The design of this span is taken as a prototype of this PM.

The main disadvantage of the prototype is that its main beams have a significant continuous area of the side surfaces. This helps to reduce its resistance to shear when exposed to water flow when completely immersed in water.

In addition, the main beams of the superstructure have rectangular continuous sections of the same size of width over the entire height of the beam. This leads to the presence of different stress values arising from the movement of temporary vertical loads along the bridge in the upper and lower girdle of the beams. As is known, in this case tensile stresses occur in the lower zone and compressive stresses in the upper zone [3, 4]. The consequence of this may be the formation of cracks in the lower tensile zone. Therefore, it is necessary to increase the cross-sectional area of the main beams in the lower zone to the calculated values at which there will be no dangerous cracks.

The technical task of the PM is to develop a span structure made of carbon fiber underwater road collapsible bridge (PARM) with increased resistance to water flow with equal stress values in the upper and lower zones of the main beams when the calculated loads move along the bridge, as well as with reduced unmasking signs.

The indicated technical problem is solved due to the fact that the span structure of carbon fiber underwater road collapsible bridge consisting of two main beams, roadway blocks and diaphragms, differs in that for the main beams having a T-section, the lower belts are broadened, and in the walls of the main beams Through longitudinal oval openings are arranged, while the attachment of the diaphragms and roadway blocks to the main beams is made by bolts and clamping corners.

The proposed construction of the span of PARM is shown in the figure, where it is indicated:

FIG. 1 - view of the span along the facade; FIG. 2 - top view of the superstructure according to II-II; FIG. 3 - end view of the span by type A; FIG. 4 is a cross section of the span along the line I-I; FIG. 5 - connection of adjacent spans on a support and the main beams with a support beam; pos. 1 - blocks of the carriageway; pos. 2 - oval holes in the main beams; pos. 3 - aperture; pos. 4 - the main beam; pos. 5 - clamping corners; pos. 6 - holes for the pins; pos. 7 - thickening of the main beam for the lower pin; pos. 8 - internal wheel ring; pos. 9 - external wheel ring; pos. 10 - a strip of a driving cloth with a corrugated surface; pos. 11 - pins connecting the beams with the crossbar of the support; pos. 12 - support bolt; pos. 13 - upper pad; pos. 14 - supporting brackets; pos. 15 - upper pins; pos. 16 supporting part; pos. 17 - wheel load.

The manufacture, assembly and installation of the superstructure is carried out in the following sequence.

Elements 1, 3, 4, 5, bolts with washers and nuts are manufactured in workshop conditions and delivered to the assembly site near the bridge. An assembly (assembly) site is arranged along the pier (or piers) at a distance from the bridge. In the riverbed (watercourse), supports are being built. At the same time, the construction of supports should be carried out ahead of the assembly of spans, so as not to create accumulations of finished spans on the shore near the pier.

Spans are assembled using the following technology.

Initially, two beams 4 mounted on bars (lining) are connected to each other by diaphragms 3 using bolts and clamping angles 5 (Fig. 1) in a rigid structure of the supporting part of the span. After that, the blocks of the carriageway 1 are stacked on the main beams 4 and connected to the main beams 4 also with clamping corners 5 and bolts (Fig. 3).

After the assembly of the superstructure is completed, it is loaded with a mobile crane (or a floating crane) on a transportable ferry and delivered to the corresponding bridge span. Here, the steam is flooded, the span is raised by a crane, and steam is discharged from under it. The span is lowered onto the crossbars of the frame (flat) supports. Prototypes of intermediate supports can be small bridge spans (MMP), metal racks REM-500 or other structures [5,6].

The span can also be mounted on towers by a floating crane or by filling the pontoons of the ferry with water and immersing the ferry in the water.

After that, the main beams 4 of the installed span are connected by plates 13 with pins 15 inserted in the holes 6, with the main beams 4 of the previous span and with the crossbar of the support 12 (Fig. 5).

This technology is used to assemble and install on the supports of all the bridge spans.

Thus, the proposed construction of the span of PARM provides increased stability of the span, reducing its weight, increasing resistance to corrosion and reducing the electronic and visual visibility of the bridge.

Used sources.

1. Bridges and crossings on military roads - M .: Military Publishing. 1988.

2. Prefabricated slab-beam span. Utility Model Patent No. 165497 of October 3, 2016

3. Salamakhin P.M. et al. Engineering structures in transport construction: a textbook in 2 books. - M.: Academy, 2008.

4. SNiP 2.05.03-84 Bridges and pipes - M .: 1996.

5. The bridge of small spans (MMP) - M .: Military Publishing House, 2002.

6. Metal overpass REM-500 - M.: Military Publishing, 1976.

Claims (1)

A span structure made of carbon fiber underwater road collapsible bridge, consisting of two main beams, blocks of the carriageway and diaphragms, characterized in that the main beams having a T-section, the lower belts are broadened, and through the walls of the main beams arranged through longitudinal oval holes, while the fastening of the diaphragms and roadway blocks to the main beams is carried out by bolts and clamping corners.

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