RU2806996C1 - Method for fastening floating section made of universal floating system links on the axis of combined road bridge - Google Patents

Abstract

FIELD: bridge construction.

SUBSTANCE: method for securing a floating section of a road bridge. The mooring poles are made of carbon fibre tubular shells with a diameter of up to 1 m, which are immersed in the bottom soil to a depth of at least 4 m. The poles are located in pairs near the upstream and the downstream sides of the floating section, but beyond its longitudinal overall boundaries. In the walls of the shells of all the poles, during their manufacture, one vertical slot is made from top to bottom, which ends 3-4 meters from its lower end. After immersion, sealed floats made of carbon fibre pipes are placed in the shells. Perpendicular to the surface of each float, during its manufacture, a flat holder for the ends of the guy lines is rigidly attached, in which there is one hole for a detachable suspension, to which the ends of the guys from a certain number of the universal floating system links are attached. The holders move along the slots in the shells of the bollards, rising or falling together with the floats and guys from the floating section, which ensures a constant position in the same place in the plan on the combined road bridge axis. At the upper ends of the shells of all the poles, removable hoops are placed and bolted, providing rigidity to the above-ground parts of the poles.

EFFECT: constant, unchanged position along the axis of the bridge, regardless of changes in the level of water in the river and of the roadway of the floating section when vehicles move along it.

1 cl, 5 dwg

Description

The invention relates to the design and maintenance of temporary (including short-term) road bridge structures and can be used on temporary roads when they cross wide and deep rivers, including navigable rivers, mainly with fluctuations in water levels.

There are known designs of road combined bridges (hereinafter AKM), consisting of fixed and floating sections. Fixed sections are constructed mainly from supports and spans of collapsible road bridges (hereinafter referred to as AWP), and floating sections are made from links and pontoons of bridge parks (PMP) or floating bridges. For example, the design of an AKM is known, constructed from elements of the material part of a floating road collapsible bridge (NARM) [1] and a small highway collapsible bridge (MARM) [2]. The diagram of such a bridge is shown in Figure 83 (p. 117) [1].

The invention proposes an AKM design, which consists of two fixed sections and a floating section located between them. The fixed sections are constructed from supports and spans from the property of the Universal Bridge Structures (UMB) [3], and the floating section is constructed from links of the Universal Floating Facility (UNS) [4].

It is known that the main method of transverse fastening of floating bridges (floating sections) is fastening with anchors. If the bottom soils are unsuitable for anchors (a large layer of silt, rock, etc.), as well as during slush, ice drift, and in other conditions, floating bridges are secured with cable guys secured to the banks (p. 107) [1].

This provision fully applies to bridges made of UNS links (sheets 188 and 190) [4].

The main disadvantages of this method are:

firstly, the presence of a certain number of anchors on both banks of the river from the downstream and upstream sides;

secondly, the change in the lengths of the anchor lines with fluctuations in water levels in the river, necessitating the need to have winches near each anchor;

thirdly, the need to have tension devices on both banks for longitudinal fastening of the floating section (sheet 181) [4];

fourthly, a significant amount of manual labor when performing operations to change the lengths of all guys.

Meanwhile, there is a known method for securing (unfastening) ships, as a rule, with four bow and stern ropes (or guys) in the lock chambers when the water levels in them decrease or increase.

In this case, the vessels are constantly in the same place relative to the walls of the chamber due to the fact that the ends of the ropes (guys) from the vessel to the floats have a length that does not change during the locking process with a slight sag.

The ends of the ropes (guys) are attached to the floats, which are placed freely in special, open to no more than 1/16 - 1/20 of the circumference of the float, vertical grooves (channels), arranged in the walls of the chamber to their entire height. Floats with guys rise and fall along the grooves (channels) synchronously with the vessel.

With d=1 m, 1/8 of the circle will be at 1/12 = 0.25 m; at 1/20 ≈ 16 cm.

This method of securing a vessel in the lock chamber with guys is adopted as a prototype of the method of securing a floating section of an AKM from UNS pontoons with guys. However, it cannot be fully applicable, since the floating section of the AKM, like the entire bridge, is located on open water in the river bed. This is the main drawback of the prototype.

The technical task (TZ) of the proposed invention is to develop a method for securing with guy ropes a floating section of the AKM from UNS links on the axis of the bridge, which will ensure that its position remains unchanged in plan relative to the nearest supports of both fixed sections of the bridge when water levels in the river fluctuate.

This technical problem was solved due to the fact that in the riverbed on the axis of the floating section of the AKM, 4 mooring bollards are installed, made of carbon-fiber tubular shells with a diameter of up to 1 m, which are immersed in the bottom soil to a depth of at least 4 m. The mooring bollards are located in pairs nearby the upper and lower sides of the floating section, but beyond its longitudinal overall boundaries.

In the walls of the shells of all bollards (during their manufacture) one vertical slot was made from top to bottom, which ends 3-4 meters from its lower end. The shells (after immersion) contain sealed floats made (in the same way as the shells) from carbon fiber pipes. Perpendicular to the surface of each float (during its manufacture), flat holders of the ends of the guy lines are rigidly attached, in which there is one hole for a detachable suspension, to which the ends of the guys from a certain number of UNS links are attached. The holders move along the slots in the shells of the bollards, rising or falling together with the floats and guys from the floating section, thereby ensuring its constant position in the same place in the plan on the AKM axis. At the upper ends (ends) of the shells of all bollards, removable hoops are placed and secured with bolts, ensuring the rigidity of the above-ground parts of the bollards.

The diagram of the proposed invention is shown in the figure, where it is indicated:

fig. 1 - view of the floating section on the façade of the AKM; fig. 2 - top view (plan) of the floating section of the AKM and fells with guys; fig. 3 - view of the above-ground part of the fell; fig. 4 - top view of a boll with a hoop, a float with a holder and guys; fig. 5 - cross-sectional view of the bollard, the float with the holder and the slot in the wall of the bollard;

pos. 1 - ends of fixed sections of AKM from the property of UMK; pos. 2 - floating section of AKM; pos. 3 - ramps connecting the floating section of the bridge with fixed sections; pos. 4 - mooring bollards; pos. 5 - floats inside the bollards; pos. 6 - guy ropes securing the floating section to the AKM axis; pos. 7 - intermediate supports of fixed sections of the AKM; pos. 8 - hoop to stiffen the upper part of the bollards; pos. 9 - holder of guy ropes with detachable hangers; pos. 10 - slot in the bore shells; pos. 11 - water inside the fire shells; pos. 12 - intermediate telescopic supports; RUV-1 and RUV-2 - operating water levels in the river of different heights; FC - roadway.

The implementation of the invention is carried out using the following technology in accordance with the work project and regulations.

In the workshop (or in the workshop), according to working drawings, the shells of all bollards are made with slots in them, as well as all floats with holders, hoops, detachable pendants and other elements of bollards and floats. All finished elements are delivered to temporary berths.

At the same time, alignment work is carried out on the bridge axis, including alignment of the axes of the fire pit shells.

Temporary berths are set up along one bank.

A vibratory loader and a truck crane are placed on the dinghies at the berth. 4 ready-made shells, floats and other parts are loaded onto the transport ferry. The dinghies and the ferry are towed to the site where the first pier is constructed and secured with anchors. A crane is used to lift the shell of the first bollard from the transport ferry and install it under the guide of the vibratory driver. The shell of the first bollard is vibrated from the upper side of the floating section of the bridge into the bottom soil to the design depth, but not less than 4 m.

After this, the dinghy with a vibratory driver is towed to the place of the second bollard, also from the upstream side of the bridge. After anchoring the dinghy with a vibratory driver on the axis of the shell of the second bollard, the shell is installed on its guide using a crane and it is immersed to the designed depth. Using this technology, the shells of the 3rd and 4th bollards from the downstream side of the bridge are also immersed.

After each shell is immersed, a float is lowered into it so that the flat holder can slide freely along the slot in the shell. Then removable ring hoops are installed on the upper ends of the shells and bolted to the shells.

Simultaneously with the work on constructing the piers at the pier downstream, the floating section of the bridge is being assembled from UNS links. Here guys are attached to several links, and their free ends are delivered to the floats on the ferry and attached with tension to the hangers of the holders. At this time, the assembled floating section is held by boats on the axis of the bridge.

After the fixed sections from the UMK elements are ready and the floating section from the UMK links is secured to the bridge axis with guy ropes, ready-made ramps and lifting supports are delivered to the site on ferries for constructing entrances (and exits) from them.

If the AKM is installed on a river with variable water levels, then the number of ramps and intermediate lifting supports installed on the decks of river pontoons from UNS should be such that the design slope of the entrances is ensured by no more than 8% at maximum decreases and increases in water levels in the river.

After checking the readiness of all sections of the combined bridge and entrances (exits), it is run-in to test the strength of the bridge in accordance with the requirements of the Instructions and Operating Manuals for the Universal Floating Device (UNS) and Universal Bridge Structures (UMK) [3].

After the AKM has been tested, its maintenance and operation are organized.

Thus, the method proposed in the invention for securing a floating road combined bridge (AKM) ensures its constant, unchanged position in plan on the bridge axis, regardless of changes in water levels in the river and the roadway of the floating section when technical equipment moves along it. The use of mooring bollards with guy ropes makes it possible to completely eliminate the use of anchors and other elements to secure the floating section of the AKM. This method reduces labor and time costs both for the construction of a floating section and for its maintenance, especially on rivers with significant fluctuations in water levels. The metal consumption of the bridge as a whole is also reduced due to the exclusion of anchors and other bridge securing elements from the AKM composition.

Used sources

1. Floating road collapsible bridge (NARM), M., VI, 1993

2. Small road demountable bridge. M., VI, 1993

3. Universal bridge structures. Technical Description and Operating Instructions, 2003

4. Universal flotation device. Operation manual, Moscow Region, 2005.

Claims (1)

A method of fastening with guy ropes a floating section of a road combined bridge (ACM) from links of a universal flotation device (UNS) located on its axis, including the use of four mooring bollards and an estimated number of cable guys from each bollard to the links of the floating section of the floating section, characterized in that the mooring bollards made of carbon fiber tubular shells with a diameter of up to one meter and immersed in the bottom soil to a depth of at least four meters; in this case, the fires are located in pairs near the upstream and downstream sides of the floating section, but beyond its longitudinal overall boundaries; in the walls of the shells of all the fires during their manufacture, one vertical slot is arranged from top to bottom, which ends 3-4 meters from their lower ends; in the shells of all bollards after their immersion, loosely sealed floats made of carbon fiber pipes are placed; perpendicular to the surface of each float during their manufacture, a flat holder of the ends of the guys is rigidly attached, in which there is one hole for a detachable suspension, to which the ends of the guys from a certain number of UNS links are attached; At the upper ends of the shells of all bollards, removable hoops are bolted to ensure rigidity of the above-ground parts of the bollards.