US20160160457A1

US20160160457A1 - Light-Weight Temporary Bridge System and Building Method thereof

Info

Publication number: US20160160457A1
Application number: US14/727,821
Authority: US
Inventors: Fang-Yao Yeh; Yu-Chi Sung; Kuo-Chun Chang; Hsiao-Hui Hung
Original assignee: National Applied Research Laboratories
Current assignee: National Applied Research Laboratories
Priority date: 2014-12-03
Filing date: 2015-06-01
Publication date: 2016-06-09
Also published as: JP2016108873A; TW201621120A; TWI564452B

Abstract

A light-weight temporary bridge system includes a weight balance structure-module, constructed at a first abutment; a bridge tower structure-module, including a bottom part fixed to the weight balance structure-module and a top part coupled to the weight balance structure-module via at least one first cable; and a crossing structure-module constructed between the first abutment and a second abutment, coupled to the weight balance structure-module and coupled to the top part of the bridge tower structure-module via at least one second cable.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention
The present invention relates to a light-weight temporary bridge system and building method thereof, and more particularly, to a light-weight temporary bridge system realized by the asymmetric cable-stayed bridge structure and building method thereof.
2. Description of the Prior Art
In recent years, nature disasters such as typhoons and flood frequently occur due to the extreme climate. When the serious nature disaster occur, bridges may be damaged and the road connecting to the mountain residual communities may be cut off, resulting in that the mountain residual communities become isolated and the transportation of the rescuer and relief supplies may encounter difficulties. In response to the situation of the nature disaster damages the bridges and the bridges cannot offer the normal traffic functions, many countries actively develop temporary bridges equipping with the feature of rapid assemblage, to relief the traffic problem and the island effect due to the road discontinuity.
The common temporary bridges include a cement culvert riverbed sidewalk and a steel temporary bridge. However, during the constructing processes of the cement culvert riverbed sidewalk and the steel temporary bridge, the workers are required to build foundation supports (e.g. bridge piers) at the riverbed. If the nature disaster rapids the stream velocity of the river, the cement culvert riverbed sidewalk and steel temporary bridge cannot be constructed due to the safety concerns and the time of rescue and relief supplies entering the disaster areas is therefore delayed. In addition, the materials and construction machinery of the cement culvert riverbed sidewalk and steel temporary bridge are hard to prepare which further delays the time of completing the cement culvert riverbed sidewalk and steel temporary bridge. Thus, how to use simple construction machinery and portable materials to construct the temporary bridge becomes a topic to be discussed.

SUMMARY OF THE INVENTION

In order to solve the above problem, the present invention provides a light-weight temporary bridge system realized in the asymmetric cable-stayed bridge structure and building method thereof.
The present invention discloses a light-weight temporary bridge system, comprising a weight balance structure-module, constructed at a first abutment; a bridge tower structure-module, comprising a bottom part fixed to the weight balance structure-module and a top part coupled to the weight balance structure-module via at least one first cable; and a crossing structure-module constructed between the first abutment and a second abutment, coupled to the weight balance structure-module and coupled to the top part of the bridge tower structure-module via at least one second cable.
The present invention further discloses a building method of a light-weight temporary bridge system, the building method comprising constructing a weight balance structure-module on a first abutment; coupling a bottom part of a bridge tower structure to the weight balance structure-module and coupling a top part of the bridge tower structure and the weight balance structure-module via at least one first cable; and constructing a crossing structure-module between the first abutment and a second abutment, wherein the crossing structure-module is coupled to the weight balance structure-module and is coupled to the top part of the bridge tower structure-module via at least one second cables.
These and other objectives of the present invention will no doubt become obvious to those of ordinary skill in the art after reading the following detailed description of the preferred embodiment that is illustrated in the various figures and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a light-weight temporary bridge system according to an embodiment of the present invention.

FIG. 2 is a segment exploded view of the light-weight temporary bridge system shown in FIG. 1.

FIG. 3 is a schematic diagram of an implementation of a gradient section.

FIG. 4 is a schematic diagram of an implementation of the tower bridge structure shown in FIG. 1.

FIGS. 5A-5D are schematic diagrams of the processes of constructing the light-weight temporary bridge system shown in FIG. 1.

FIG. 6 is a flowchart of a process according to an embodiment of the present invention.

DETAILED DESCRIPTION

Please refer to FIG. 1, which is a schematic diagram of a light-weight temporary bridge system 10 according to an embodiment of the present invention. The light-weight temporary bridge system 10 may be a temporary bridge for crossing roads damaged by the nature disasters, and is not limited herein. As shown in FIG. 1, the light-weight temporary bridge system 10 is realized in an asymmetric cable-stayed bridge structure and comprises a weight balance structure-module 100, a bridge tower structure-module 102 and a crossing structure-module 104. The weight balance structure-module 100 and the bridge tower structure-module 102 are constructed on an abutment Al, wherein the weight balance structure-module 100 is not only directly coupled to a bottom part of the bridge tower structure-module 102 but also coupled to a top part of the bridge tower structure-module 102 via a plurality of cables 106 (e.g. steel cables). The crossing structure-module 104 is coupled to the weight balance structure-module 100 and coupled to the top part of the bridge tower structure-module 102 via a plurality of cables 108 (e.g. steel cables). Note that, FIG. 1 only shows parts of the cables 106 and 108 for illustrations. Via the counterweight provided by the weight balance structure-module 100 and the bridge tower structure-module 102 and the horizontal/vertical pulls provided by the cables 106 and 108, the crossing structure-module 104 can be constructed between the abutments A1 and A2 by a cantilever method, to realize a path across a gap G (e.g. a discontinuity of the roads or a bridge). Since the crossing structure-module 104 is constructed by the cantilever method, the workers can construct and complete the light-weight temporary bridge system 10 at a side of the gap G (e.g. the abutment A1) without building any foundation support (e.g. the bridge pier).
In details, the weight balance structure-module 100, the bridge tower structure-module 102, and the crossing structure-module may be consisted of a plurality of modular components, and the modular components may be connected to each other by bolts and connecting plates, to achieve the goal of convenient transportation and rapid assembly. Please refer to FIG. 2, which is a segment exploded view of the light-weight temporary bridge system 10 shown in FIG. 1. As shown in FIG. 2, the weight balance structure-module 100 is consisted of segments 100_A, 100_B and 100_C. The segments 100_A, 100_B and 100_C all comprises 5 main girders W_G, 2 side girders W_SG and 2 box beams W_BB, wherein only the main girders W_G, side girders W_SG and box beams W_BB of the segment 100_A are labeled in FIG. 2 for illustrations. The main girder W_G and the side girder W_SG may be H shaped girders, and the 5 main girders W_G and the 2 side girders W_SG are connected to each other via the 2 box beams W_BB. In addition, shackles are configured on the side girders W_SG for connecting and fixing the cables 106. In this embodiment, the main girders W_G and the side girders W_SG are H shaped girders, the length of which is 4 meters and the section size of which is H294×200×8×12. According to different applications and design concepts, the lengths and the section sizes of the main girders W_G, the side girders W_SG and the box beams W_BB may be appropriately altered, and are not limited herein.
Since the section size of the segment 100_C may be different from that of the crossing structure-module 104, the side of the main girders W_G connected to the crossing structure-bridge 104 may equip with gradient sections for connecting to the crossing structure-module 104. Please refer to FIG. 3, which is a schematic diagram of an implementation of the gradient section. In FIG. 3, the length of the gradient section is 1 meter, a section size of a side A is H294×200×8×12 and a section size of a side B is H410×200×18×20. In this embodiment, the section size of the side A is equal to the section size of the main girders W_G connecting to the segments 100_A and 100_B and the section size of the side B is equal to that of a main girder C_G of the crossing structure-module 104. According to different applications and design concepts, the lengths and the section sizes of the gradient section may be appropriately altered, and are not limited those shown in FIG. 3.
Please back to FIG. 2, the bridge tower structure-module 102 comprises 2 main girders T_G and 2 box beams T_BB. In this embodiment, the main girders T_G may be the H shaped girders with H294×200×8×12 section size and the 2 main girders T_G are connected to each other via the box beams T_BB. Via the bolts and connecting plates, the main girders T_G are fixed to the side girders W_SG of the segment 100_C, respectively. In addition, the main girders T_G also equip with the shackles for fixing the cables 106 and 108. Please refer to FIG. 4, which is a schematic diagram of an implementation of the bridge tower structure-module 102. In FIG. 4, a height of the main girder T_G is 6.5 meters and a distance between the main girders T_G is 3 meters for allowing vehicles to pass. In addition, the box beams T_BB are located at 3 meters and 5.5 meters height. According to different application and design concepts, the heights of the main girders T_G, the distance between the main girders T_G, and the heights from the bridge platform to the box beams T_BB may be appropriately altered and are not limited to those shown in FIG. 4.
Please back to FIG. 2, the crossing structure-module 104 is consisted of segments 104_A-104_E, wherein all of the segments 104_A-104_E comprise 5 main girders C_G and the segments 104_A-104_D further comprise cross beams C_CB. In order to simplify illustrations, only the main girders C_G and the cross beam C_CB of the segment 104_A are labeled in FIG. 2. The cross beams C_CB are not only used for connecting and fixing the cables 108, but also used for connecting the 5 main girders C_G. According to the structure shown in FIG. 2, the workers may separately assemble the segments 100_A-100_C, 104_A-104_D and the bridge tower structure-module 102 and then sequentially connects the segments 100_A-100_C and the bridge tower structure-module 102 by the bolts and connecting plates at the abutment A1. Via the counterweight provided by the weight balance structure-module 100 and the bridge tower structure-module 102 and the horizontal/vertical pulls provided by the cables 106 and 108, the workers sequentially connect the segments 100_C, 104_A-100_E by the cantilever method and accomplish the light-weight temporary bridge system 10 realized in the asymmetric cable-stayed bridge structure. Since the crossing structure 104 is built by the cantilever method, the workers construct and complete the light-weight temporary bridge system 10 at the abutment A1 without building any foundation support at the gap G and provide the path across the gap G. Further, since the light-weight temporary bridge system 10 is realized in the cable-stayed bridge structure, the vertical pulls provided by the cables 108 can reduce the deformations generated by the live loads (e.g. vehicles, motor cycles or people) moving on the crossing structure-module 104 and the horizontal pulls provided by the cables 108 tightens the connections between the segments 104_A-104_E of the crossing structure-module 104.
Note that, the weight balance structure-module 100 and the bridge tower structure-module 102 are required to be realized by the materials with greater density for providing the sufficient counterweight. Moreover, in order to prolongs the length sustained by the weight balance structure-module 100 and the bridge tower structure-module 102, the main girders C_G of the crossing structure-module 104 are required to be realized by the light-weight composite materials, wherein the density of the light-weight composite materials is required to be smaller than that of the materials of the weight balance structure-module 100 and the bridge tower structure-module 102. For example, the materials of the main girders W_G, T_G, the side girders W_SG, the box beams W_BB, T_BB and the cross beams C_CB may be the steel, the aluminum, the alloy of the steel and the aluminum, the concrete and the reinforced concrete; and the materials of the main girders C_G may be one of the Glass Fiber Reinforced Plastic (GFRP), the Carbon Fiber Reinforced Plastic (CFRP), the Kevlar Fiber Reinforced Plastic (KFRP), the Basalt Fiber Reinforced Plastic (BFRP), the Hybrid Fiber Reinforced Plastic, . . . etc. and are not limited herein.
Please refer to FIGS. 5A-5D, which are schematic diagrams of the processes of constructing the light-weight temporary bridge system 10 shown in FIG. 1. First, the workers may utilize the working vehicle to lift 5 main girders W_G and 2 side girders W_SG to parallel positions and utilize the bolts to connect the box beams W_BB, the main girders W_G and the side girders W_SG. Via repeating the above procedures, the segments 100_A-100_C can be accomplished. Next, the workers lift the segments 100_A-100_C to the fixed positions on the abutment A1 via the working vehicle and connect the segments 100_A-100_C via the connecting plates (e.g. steel web connecting plates), to form the weight balance structure-module 100 shown in FIG. 5A. After the weight balance structure-module 100 is accomplished, the workers may lay the bridge deck plate on the weight balance structure-module 100 for the subsequent constructions.
Next, the workers may lay multiple sleepers on the ground to form a temporary working platform. The main girders T_G is lifted to the temporary working platform and the distance between the main girders T_G is greater than the length of the box beams T_BB. Via lifting the box beams T_BB to the fixed locations, the workers connect the main girders T_G and the box beams T_BB by the bolts and the joists. In addition, the workers further assemble the shackles utilized for fixing the cables 106, 108 to the main girders T_G and sequentially connect the cables 106, 108 and the shackles. The bridge tower structure-module 102 is lifted to the top of the segment 100_C and connected to the side girders W_SG by the bolts. The workers then assemble the cables 106 and the shackles on the side girders W_SG of the segments 100_A-100_C and adjust the lengths of the cables 106. After the above procedures, the weight balance structure-module 100 and the bridge tower structure-module 102 shown in FIG. 5B can be acquired.
When assembling the segment 104_A, the workers may utilize a cross beam C_CB as a temporary assembling platform. After 5 main girders C_G is moved to the fixed locations on the cross beams C_CB, the workers connect the main girders C_G on the cross beams C_CB and assemble a top flange stiffener, a bottom flange stiffener (i.e. connecting plates) to the main girders C_G by few bolts for avoiding the top flange stiffener and bottom flange stiffener drop. After the above procedure is completed, the workers lift the segment 104_A to the fixed location and connect the main girders C_G of the segment 104_A and the main girders W_G of the segment 100_C by the steel web connecting plate, the prepositioned top part stiffener, bottom part stiffener and the bolts. The workers then assemble the cables 108 to the shackles of the cross beams C_CB and adjust the lengths of the cables 108. Till the above procedure is completed, the workers remove the cables of the working vehicle and the segment 104_A is constructed above the gap G via the cantilever method, as shown in FIG. 5C. For the subsequent constructions, the works configure the positioning angle for fixing bridge deck plates and lay the bridge deck plates on the segment 104_A.
Via repeating the procedures of assembling the segment 104_A and connecting the segments 104_A and 100_C, the workers separately accomplish the segments 104_B-104_D and sequentially connect the segments 104_A-104_D. When assembling the segment 104_E, the worker couple 5 main girders C_G to the positioning angle and lifting the 5 main girders C_G together with the positioning angle to the fixed location. The workers then connect the segment 104_E to the segment 104_D via the steel web connect plate, the top flange stiffeners, the bottom flange stiffener and the bolts, as shown in FIG. 5D. Finally, the workers configure the positioning angle for fixing bridge deck plates and lay the bridge deck plates on the segment 104_E and the light-weight temporary bridge system 10 realized in the asymmetric cable-stayed bridge structure is completed. The transport path between the abutments A1 and A2 is therefore acquired.
Via utilizing the counterweight provided by the weight balance structure-module 100 and the bridge tower structure-module 102 and the vertical/horizontal pulls provided by the cables 106 and 108, the segments 104_A-104_E of the crossing structure-module 104 are sequentially constructed between the abutments A1 and A2 (i.e. above the gap G) by the cantilever method. In other words, the workers construct and complete the light-wright temporary bridge system 10 at the abutment A1 and provide the path across the gap G without building any foundation support at the gap G. Furthermore, since the light-weight temporary bridge system 10 is realized by the cable-stayed bridge structure, the vertical pulls provided by the cables 108 can reduce the deformations generated by the live loads (e.g. vehicles, motor cycles or people) moving on the crossing structure-module 104 and the horizontal pulls provided by the cables 108 tightens the connections between the segments 104_A-104_E of the crossing structure-module 104.
According to different applications and design concepts, those with ordinary skill in the art may observe appropriate alternations and modifications. For example, the numbers of the segments in the weight balance structure-module 100, the bridge tower structure-module 102 and the crossing structure-module 104 may change according to different design concepts and are not limited to those shown in FIG. 1. In addition, the composition of each segment and the connection method between segments in the weight balance structure-module 100, the bridge tower structure-module 102 and the crossing structure-module 104 can be implemented in various methods and are not limited to those shown in FIG. 2 and FIGS. 5A-5D.
The process of the above embodiments constructing the light-weight temporary bridge system 10 can be summarized into a process 60 shown in FIG. 6. The process 60 can be utilized in building the light-weight temporary bridge system with the asymmetric cable-stayed bridge structure and comprises the following steps:
Step 600: Start.
Step 602: Construct a weight balance structure-module on a first abutment.
Step 604: Couple a bottom part of a bridge tower structure to the weight balance structure-module and coupling a top part of the bridge tower structure and the weight balance structure-module via at least one first cable.
Step 606: Construct a crossing structure-module between the first abutment and a second abutment, wherein the crossing structure-module is coupled to the weight balance structure-module and is coupled to the top part of the bridge tower structure-module via at least one second cables.
Step 608: End.
According to the process 60, the workers first assemble at least one segment (e.g. the segments 100_A-100_C) of a weight balance structure-module at a first abutment (e.g. the abutment A1) and connect the at least one segment via the bolts and the connect plate, to construct the weight balance structure-module. After assembling a bridge tower structure-module, the workers connect the bottom part of the bridge tower structure-module to the weight balance structure-module and connect the top part of the bridge tower structure-module and the weight balance structure-module via at least one first cable (e.g. the cables 106). Next, the workers assemble at least one segment (e.g. the segments 104_A-104_E) of a crossing structure-module and utilize at least one second cables (e.g. the cables 108) to sequentially complete the connections between the weight balance structure-module and the at least one segment of the crossing structure-module and the connections between the at least one segment via the cantilever method. As a result, the crossing structure-module is built between the first abutment and a second abutment (e.g. the abutment A2) and a path across the gap between the first abutment and the second abutment is completed. The detail operations of the process 60 can be referred to the above, and are not narrated herein for brevity.
To sum up, the above embodiments build the light-weight temporary bridge system realized in the asymmetric cable-stayed bridge structure via the modular components which are easy to be transported. Via the counterweight provided by the weight balance structure-module and the bridge tower structure-module and the vertical/horizontal pulls provided by the cables, the crossing structure-module across the gap can be built above the gap via the cantilever method. In other words, the workers can construct and complete the light-weight bridge system at a side of the gap without building any foundation support at the gap, so as to rapidly provide the path across the gap.
Those skilled in the art will readily observe that numerous modifications and alterations of the device and method may be made while retaining the teachings of the invention. Accordingly, the above disclosure should be construed as limited only by the metes and bounds of the appended claims.

Claims

What is claimed is:

1. A light-weight temporary bridge system, comprising:

a weight balance structure-module, constructed at a first abutment;

a bridge tower structure-module, comprising a bottom part fixed to the weight balance structure-module and a top part coupled to the weight balance structure-module via at least one first cable; and

a crossing structure-module constructed between the first abutment and a second abutment, coupled to the weight balance structure-module and coupled to the top part of the bridge tower structure-module via at least one second cable.

2. The light-weight temporary bridge system of claim 1, wherein the crossing structure-module is constructed between the first abutment and the second abutment via a cantilever method.

3. The light-weight temporary bridge system of claim 1, wherein densities of the weight balance structure-module and the bridge tower structure-module are greater than a density of the crossing structure-module.

4. The light-weight temporary bridge system of claim 1, wherein the weight balance structure-module is consisted of one of the steel, the aluminum, the alloy of the steel and the aluminum, the concrete and the reinforced concrete.

5. The light-weight temporary bridge system of claim 1, wherein the bridge tower structure-module is consisted of one of the steel, the aluminum, the alloy of the steel and the aluminum, the concrete and the reinforced concrete.

6. The light-weight temporary bridge system of claim 1, wherein the crossing structure-module is consisted of a composite material.

7. The light-weight temporary bridge system of claim 6, wherein the composite material is one of the Glass Fiber Reinforced Plastic (GFRP), the Carbon Fiber Reinforced Plastic (CFRP), the Kevlar Fiber Reinforced Plastic (KFRP), the Basalt Fiber Reinforced Plastic (BFRP) and the Hybrid Fiber Reinforced Plastic.

8. The light-weight temporary bridge system of claim 1, wherein the weight balance structure-module, the tower bridge structure-module, the crossing structure-module are consisted of a plurality of modular components.

9. The light-weight temporary bridge system of claim 8, wherein the modular components are connected by bolts and connecting plates.

10. A building method of a light-weight temporary bridge system, the building method comprising:

constructing a weight balance structure-module on a first abutment;

coupling a bottom part of a bridge tower structure to the weight balance structure-module and coupling a top part of the bridge tower structure and the weight balance structure-module via at least one first cable; and

constructing a crossing structure-module between the first abutment and a second abutment, wherein the crossing structure-module is coupled to the weight balance structure-module and is coupled to the top part of the bridge tower structure-module via at least one second cables.

11. The building method of claim 10, wherein the step of constructing the crossing structure-module between the first abutment and the second abutment comprises:

constructing the crossing structure-module between the first abutment and the second abutment via a cantilever method.

12. The building method of claim 10, wherein densities of the weight balance structure-module and the bridge tower structure-module are greater than a density of the crossing structure-module.

13. The building method of claim 10, wherein the weight balance structure-module is consisted of one of the steel, the aluminum, the alloy of the steel and the aluminum, the concrete and the reinforced concrete.

14. The building method of claim 10, wherein the bridge tower structure-module is consisted of one of the steel, the aluminum, the alloy of the steel and the aluminum, the concrete and the reinforced concrete.

15. The building method of claim 10, wherein the crossing structure-module is consisted of a composite material.

16. The building method of claim 15, wherein the composite material is one of the Glass Fiber Reinforced Plastic (GFRP), the Carbon Fiber Reinforced Plastic (CFRP), the Kevlar Fiber Reinforced Plastic (KFRP), the Basalt Fiber Reinforced Plastic (BFRP) and the Hybrid Fiber Reinforced Plastic.

17. The building method of claim 10, wherein the weight balance structure-module, the tower bridge structure-module, the crossing structure-module are consisted of a plurality of modular components.

18. The building method of claim 17, wherein the modular components are connected by bolts and connecting plates.