LIGHTWEIGHT BRIDGE STRUCTURE AND STRUCTURAL JOINT DESIGN

Abstract

A joint for a support structure comprises a first beam having a first channel defined therein and a second beam inserted through the first channel of the first beam. The exterior surfaces of the second beam are connected to edges of the first channel.

Description

TECHNICAL FIELD

The present invention relates to bridges and related structures for spanning topographical or artificial support features, and more particularly to joint structures for increasing strength while decreasing weight of bridges and related structures.

BACKGROUND

Bridges in many forms have existing for millennia, and have been constructed of stone, brick, wood, steel, glass, concrete and other materials, alone or in combination. Bridge designs vary as well, not only in relation to the material(s) used in construction, but in relation to the length of span(s), necessary load capacities and even environmental factors (such as wind load). Even in the realm of mostly steel and concrete bridges, there are many variations of truss bridges, suspension bridges, reinforced concrete beam-based bridges, and others.

A common feature of most bridges, of any of the conventional construction methodologies and associated materials, is that of direct correlation of cumulative bridge component weight and the bridge's required load capacity.

There are many implementation barriers and other negative consequences associated with the relative weight of current, conventional bridges (weight relative to size and/or load capacity).

It is a matter of common sense that, relative to aircraft that are currently available, lighter aircraft of like capabilities are always desirable, provided that the later would perform for so long as, and as reliably as the former. By similar logic, one can analogously observe that a lighter bridge relative to a heavier bridge of like durability, size and load bearing capacity is always desirable. In both cases, however, the associated challenge lies in devising a design that satisfies all the conditions.

In virtually any given case, a reduction of weight of bridge components of the completed bridge will beneficially impact component transportation costs, the equipment and personnel needed for construction, and materials costs. In some cases, the weight components and/or the degree of modularity of bridge components may impact the ability to construct any bridge at certain locations whether because of remoteness of the desired bridge site, space constraints of the site and/or the components and materials ingress pathways, and/or the availability of equipment needed to construct/assemble the desired bridge of the selected design, size and materials make-up.

Further still, in some instances, a meaningful reduction of component and/or total bridge weight relative to the completed bridge's unit load capacity and/or to unit bridge “deck” dimensions may allow for a larger or more capable bridge than would otherwise be feasible or within cost constraints.

Theoretical alternatives to present bridge design and materials are far from practical. For example, one could, in theory, construct bridges of designs now involving steel components from the much lighter titanium. However, the associated costs would be many, many multiples of the replaced steel counterpart.

A more laudable goal would be to conceive of a design for bridges that would involve the use of conventional, easily available, and affordable materials, but that would provide a highly beneficial reduction of weight relative to unit load capacity and unit deck space. Such a design would be even more beneficial were it to involve some degree of modularity for permitting or facilitating any or all of remote pre-fabrication, relative ease of transport, and relative ease of on-site component handling and assembly, along with their respective cost savings to the ultimate bridge owner or sponsor.

SUMMARY

The present invention, as disclosed and described herein, in ones aspect thereof, includes a joint for a support structure comprising a first beam having a first channel defined therein and a second beam inserted through the first channel of the first beam. The exterior surfaces of the second beam are connected to edges of the first channel.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding, reference is now made to the following description taken in conjunction with the accompanying Drawings in which:

FIG. 1 illustrates a perspective view of an exemplary bridge using the improved joint configuration;

FIG. 2 illustrates a perspective view of an exemplary joint of intersecting components of the exemplary bridge of FIG. 1;

FIG. 3 illustrates an exploded perspective view of the exemplary joint of FIG. 2;

FIG. 4 illustrates a perspective view of a second, exemplary joint of intersecting components of the exemplary bridge of FIG. 1; and

FIG. 5 illustrates exploded perspective view of the exemplary joint of FIG. 4.

DETAILED DESCRIPTION

Referring now to the drawings, wherein like reference numbers are used herein to designate like elements throughout, the various views and embodiments of a lightweight bridge structure and structural joint design are illustrated and described, and other possible embodiments are described. The figures are not necessarily drawn to scale, and in some instances the drawings have been exaggerated and/or simplified in places for illustrative purposes only. One of ordinary skill in the art will appreciate the many possible applications and variations based on the following examples of possible embodiments.

In view of the above-described issues, it would be advantageous to provide a new bridge design for bridges and other support structures that would involve the use of conventional, relatively available and affordable materials, but that would provide a highly beneficial reduction of weight relative to unit load capacity and unit deck space.

It would be further advantageous that such a design would involve some degree of modularity for permitting or facilitating any or all of remote pre-fabrication, relative ease of transport, and relative ease of on-site component handling and assembly, along with their respective cost savings to the ultimate bridge owner or sponsor.

Bridges, the components of which are designed and assembled in accordance with the design and methods herein disclosed are, relative to bridges of comparable size and weight-bearing capacity, of less component weight, less cumulative weight, require less materials costs, are more easily and cost-effectively transported, and are capable of assemblage on more, space-restricted or relatively less accessible sites than would be feasible for bridges of conventional design.

Referring to FIG. 1, an exemplary bridge 10 that incorporates the component joint structure of the present design. Exemplary joints 12 and 14 of intersecting components represent the joints of intersecting components of a bridge of the present embodiment.

In conventional bridge designs, structural beams (such as beams 24 and 26 of FIG. 2) that cross paths must somehow be affixed to each other, such as by welding of respective, juxtaposed exterior surfaces and/or by flange and bolt type junctures. This requires the beams that are intersecting to overlap each other in some fashion. However, again referring to FIG. 2, joint 12 depicts the novel beam joinder of intersecting beams 24 and 26 that is applicable to any bridge of the general style of bridge 10 shown in FIG. 1.

Beams 24 and 26 are not “welded to each other” in the conventional sense, nor required are additional components (at additional expense, weight, and assembly steps) in the nature of bolted flange type junctures. Rather, in accordance with the present embodiment, beams 24 and 26 are integrated in a manner that affords a substantially more resilient joint, and, in the sense of the overall bridge involving this joint design, provides greater structural integrity than any conventional bridge beam joinder. One of two intersecting bridge beams (in this case, beam 26) extends through a channel formed in an intersecting beam (beam 24 in this case). In this case, the beams 24 and 26 are formed of rectangular steel tubes of channel iron such as is preferred according to the present embodiment, orifices will be formed in two opposing walls of the rectangular channel iron of a receiving beam 24 to jointly define such channel. The beams 24 and 26 are secured to each other by welding along the lines 28 defined between the exposed juxtapositions of the interior surfaces of the orifice(s) of the receiving beam 24 and the exterior surfaces of beam 26. This assemblage provides as stable, rigid and resilient a joint as is possible between any two elongate components. These characteristics of all such joints in a bridge of the current design affords the over-all bridge with like characteristics. In an alternative embodiment, the beams 24 and 26 could be interconnected after insertion of the beam 26 through beam 24 channel using brackets, flanges, bolts or some other type of connecting mechanism.

Referring now to FIG. 3, there is illustrated an exploded perspective view of the joint embodiment of FIG. 2. As described previously, the beam 24 which comprises a rectangular, tubular steel member defining an open channel 30 throughout the length thereof. The beam 24 has cut therein a first opening 32 and a second opening 34 in opposing first side 36 and second side 38 of the beam 24, respectively. The first opening 32 and the second opening 34 are directly aligned with each other to form a laterally defined channel therebetween to allow the beam 26 to pass completely though the beam 24. The first opening 32 and the second opening 34 define a channel through the beam 24 that is substantially orthogonal to the long axis of the beam 24 along channel 30. The beam 26 includes at least an insertion segment thereof that is sized and shaped for passage through and substantial occlusion of the channel and associated openings 32 and 34 after insertion. While the use of a rectangular, tubular steel member is disclosed with respect to the disclosed embodiments, tubular members or solid members of any material or having any cross-sectional shape may be used with the creation of the joint within any particular structure. After the beam 26 is inserted through the openings 32 and 34 of the beam 24, the beam 26 and beam 24 are welded together. This is achieved by welding the edges 36 of each of the openings 32 and 34 to the exterior sides 38 of the beam 26. This provides for a secure perpendicular connection between the beams 24 and 26. While a perpendicular connection is illustrated in FIG. 2, other angles of connections may be provided by altering the shape of the openings defined within beam 24.

FIG. 4 shows a like joint 14, with beams 36 and 38 being joined as described above with respect to FIGS. 2 and 3. Beam 36 would base through an opening 42 defined within beam 38. There is a further such joint between beams 36 and 40. In this case beam 36 will pass through a defined opening 44 in beam 40. In each case, the exterior surface of beam 36 would be welded or connected in some manner to the edges of the openings 42, 44 in beams 38 and 40 respectively. Preferably, all structurally significant beam joinders are configured in the described manner.

Referring now to FIG. 5, there is illustrated an exploded perspective view of the embodiment of FIG. 4. As described above, the beam 36 extends through openings 42 and 44 in beams 38 and 40 and the edges of the openings 42 and 44 are welded or connected to the exterior surface of the beam 35.

Such a bridge 10, including the joints such as those of joints 12 and 14 disclosed in FIGS. 2-5, may be more readily prefabricated at a remote factory than may bridges of comparable size and capacity.

A quite unapparent benefit from this design feature for intersecting beams in a bridge or other structure of the present design is that one can be constructed of hollow metal beams or “channels”, rather than solid, far more expensive and substantially heavier beams. This option is a product of the isolated and cumulative effects of each joint in a bridge that is of the above-described joint design for each joint's resiliency and reliability. The above-described joints may be implemented with respect to any joint that involve any two intersection beam segments, in effect, becoming a nearly indestructible, inseparable structure.

Bridge 10 of FIG. 1 is an actual rendering for an exemplary bridge, and is constructed of primary, weight bearing beams of steel “channel iron” beams of no more than 7/16 inch wall thickness. Engineering analysis revealed that a bridge constructed by the above-described design, with the beam joint as described above, had a weigh bearing capacity of several multiples greater than any bridge of conventional design and comparable weight. Stated differently, it would require at least a bridge of substantially greater weight if of a conventional design to achieve the same load capacity as that of the here depicted bridge design.

Each bridge structure or constituent sub-assembly will need to be engineered as to required material specifications (type, thickness, joint intervals), overall dimensions, and resulting load capacity. This is within the skills of anyone involved in designing or constructing load-bearing structures such as bridges. In any event, implementing the prescribed joint design will, as described, afford the economic and performance benefits described above.

The description thus far has focused on bridges, but the joint design that it integral to bridges of the present inventor's conception may be extended to other structures. One can imagine the benefits of the described joint design in terminus-supported, load bearing spans such as balconies and certain elevated factory or powerplant support platforms, just to name two examples.

Although the invention has been described with reference to specific embodiments, this description is not meant to be construed in a limited sense. Various modifications of the disclosed embodiments, as well as alternative embodiments of the inventions will become apparent to persons skilled in the art upon the reference to the description of the invention. It is, therefore, contemplated that the appended claims will cover such modifications that fall within the scope of the invention.

It will be appreciated by those skilled in the art having the benefit of this disclosure that this lightweight bridge structure and structural joint design provides an improved manner for providing structural joints. It should be understood that the drawings and detailed description herein are to be regarded in an illustrative rather than a restrictive manner, and are not intended to be limiting to the particular forms and examples disclosed. On the contrary, included are any further modifications, changes, rearrangements, substitutions, alternatives, design choices, and embodiments apparent to those of ordinary skill in the art, without departing from the spirit and scope hereof, as defined by the following claims. Thus, it is intended that the following claims be interpreted to embrace all such further modifications, changes, rearrangements, substitutions, alternatives, design choices, and embodiments.

Claims

1. A terminus-supported structure comprising: a first elongate structural beam having a first channel formed therethrough substantially orthogonally to a long axis of said first elongate structural beam;a second elongate structural beam having at least an insertion segment thereof that is sized and shaped for passage through and substantial occlusion of said first channel of said first elongate structural beam; andwherein the respective, juxtaposed surfaces of said first and said second elongate structural beams, adjacent to the juxtaposition of said first channel and outer surfaces of said insertion segment of said second elongate structural beam are at least partially joined by welding.

2. The structure of claim 1, wherein said first elongate structural beam is of a hollow, conduit design, having at least first and second opposing conduit walls, and said first channel comprises complimentarily positioned openings through said first and second opposing conduit walls.

3. The structure of claim 2, wherein said second elongate structural beam is of a hollow, conduit design.

4. The structure of claim 1, wherein the first and second elongate structural beams comprise rectangular steel tubes.

5. The structure of claim 1, wherein the terminus supported structure comprises a bridge.

6. A support structure, comprising: a plurality of beams defining the support structure;a plurality of joints at intersection points of the plurality of beams within the support structure;wherein the plurality of joints further comprises: a first beam of the plurality of beams having a first channel laterally defined therein;a second beam of the plurality of beams inserted through the first channel of the first beam, wherein exterior surfaces of the second beam are connected to edges of the first channel.

7. The support structure of claim 6, wherein the plurality of beams comprise rectangular steel tubes.

8. The support structure of claim 6, wherein the first channel is defined by a first opening in a first side of the first beam and a second opening in a second opposing side of the first beam.

9. The support structure of claim 6, wherein the exterior surfaces of the second beam are welded to the edges of the first channel.

10. The structure of claim 6, wherein the support structure comprises a bridge.

11. The structure of claim 6, wherein the first channel is substantially orthogonal to a long axis of the first beam.

12. A joint for a support structure, comprising: a first beam having a first channel laterally defined therein;a second beam inserted through the first channel of the first beam, wherein exterior surfaces of the second beam are connected to edges of the first channel.

13. The joint of claim 12, wherein the first beam and the second beam comprise rectangular steel tubes.

14. The joint of claim 12, wherein the first beam and the second beam comprise rectangular tubes having a first and second opposing sides and a third and fourth opposing sides.

15. The joint of claim 14, wherein the first channel is defined by a first opening in the first side of the first beam and a second opening in the second opposing side of the first beam.

16. The joint of claim 12, wherein the exterior surfaces of the second beam are welded to the edges of the first channel.

17. The joint of claim 12, wherein the support structure comprises a bridge.

18. The joint of claim 12, wherein the first channel is substantially orthogonal to a long axis of the first beam.