CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims the benefit of priority from Chinese Patent Application No. 202411734672.5, filed on Nov. 29, 2024. The content of the aforementioned application, including any intervening amendments made thereto, is incorporated herein by reference in its entirety.
TECHNICAL FIELD
This application relates to bridge erection, and more particularly to a partially replaceable orthotropic steel bridge deck structure and an erection method thereof.
BACKGROUND
With the rapid development of infrastructure construction, bridge engineering has become crucial in the transportation network. Especially driven by the initiative of “One Belt, One Road” and urbanization process, the demand for long-span bridges, bridges in complex terrains, and urban rapid transportation bridges has been increasing. In order to meet the requirements of high efficiency, light weight, durability, and seismic performance for the erection of these bridges, the research and application of orthotropic steel deck (OSD) has gradually become a hot topic.
At present, OSDs has been widely used in bridge erection, especially in long-span bridges, urban bridges and highway bridges, such as the Hong Kong-Zhuhai-Macao Bridge and Sutong Bridge. By virtue of lightweight design and high-strength characteristics, OSDs can effectively reduce the bridge's self-weight and adapt to complex load requirements.
The widespread use of OSDs is mainly due to following significant advantages. Firstly, the high strength and lightweight characteristics of the steel structure reduce the self-weight of the bridge and greatly improve the span capacity of the bridge. Secondly, prefabricated steel structures lead to higher erection speeds and reduced on-site workload, which are suitable for projects with tight construction schedules. In addition, OSDs have excellent durability, and advances in anti-corrosion technology have resulted in lower maintenance costs. Moreover, the excellent seismic resistance of steel materials also facilitates its application in earthquake-prone areas.
However, despite the outstanding advantages, OSDs still have challenges such as high initial cost, strict control of welding quality and fatigue performance. With the continuous development of technology, these problems are gradually being solved. Therefore, OSDs have a promising application prospect and will play a key role in more bridge projects in the future.
The fatigue performance of OSDs is one of the most significant challenges in its long-term use. In the daily operation of bridges, especially when faced with repeated passage of heavy vehicles, the deck will be subjected to repeated dynamic loads, causing gradual fatigue damage to the steel. Fatigue cracking usually occurs in stress concentration areas, especially in the welded areas where the U-shaped ribs and diaphragms are connected to the deck. These areas are prone to cracks under repeated loads due to the high stress they bear. These cracks will gradually expand over time, eventually leading to local structural failure and even threatening the overall safety of the bridge.
At the same time, the environmental conditions in which the bridge is located also have an important impact on fatigue performance. Bridges are commonly exposed to harsh natural environments, and are subject to a variety of factors such as temperature changes, humidity and wind loads. These factors further exacerbate the fatigue in steel, especially in cold or humid areas, where the steel will suffer more rapidly developing fatigue damage. The long-term safety performance of bridges is therefore greatly affected, and the randomness of fatigue cracks makes it more difficult to monitor structural safety.
Welding quality is also one of the main challenges for OSDs. The welding quality between the U-shaped ribs and diaphragms and the deck plays a decisive role in the performance of the entire deck. The welded joints are often the stress concentration points. Defects that may occur during the welding process, such as pores, cracks or slag inclusions, will become weak links in the structure, making the bridge more susceptible to fatigue damage when in use. Due to fluctuations in welding quality, the overall structural performance of the deck will be seriously affected, leading to reduced durability.
Residual stress and welding deformation may occur during the welding process, which are also important factors affecting the structural stability. Residual stress is commonly concentrated at the welding joints, which will aggravate the stress concentration phenomenon, making these areas more prone to fatigue cracks. Welding deformation will cause local unevenness of the deck, affecting the smoothness and comfort of vehicle driving. In addition, the welding process highly demanding. The slight carelessness of a worker in the welding process will result in uneven welding quality, thereby affecting the stability and durability of the entire deck.
Optimizing structural design is currently adopted as the key method to solve the fatigue problem of OSDs. Fatigue cracks in decks often originate from stress concentration areas, especially at the connections of U-shaped ribs and diaphragms to decks. Therefore, reasonable structural design can effectively reduce stress concentration in these areas. In the prior art, the stresses in each area are often balanced by optimizing the layout of the ribs, increasing the number of ribs, or adjusting the distance between the ribs. For example, rational layout of ribs allows the load to be more evenly distributed to all parts of the bridge deck, thus reducing localized excessive stress. In addition, in terms of connection details, some fillets or transition plates are introduced to avoid sharp stress concentration points, such that the stress transitions more smoothly at the welding joints. These design improvements can significantly reduce the occurrence of fatigue cracks, thereby improving the overall fatigue performance of the deck.
Although optimized design, use of high-performance steel and improved welding processes have alleviated the fatigue problem of OSDs to a certain extent, these measures have not solved the fatigue problem from a fundamental structural perspective. The design of OSDs essentially relies on the combination of longitudinal and transverse diaphragms and thin steel plates. This structural characteristic can achieve light weight and high strength but may lead to stress concentration under long-term loading. The stress concentration mainly occurs at the joints between the ribs and the steel plates, as well as in the welding joint area, making these parts prone to fatigue cracks under repeated loading.
SUMMARY
In view of the above problems in the prior art, the disclosure provides a partially replaceable orthotropic steel bridge deck structure and an erection method thereof.
Technical solutions of the present disclosure are described as follows.
In a first aspect, this application provides a partially replaceable orthotropic steel bridge deck structure, comprising:
- a bridge deck laid on a top of a main girder of an external bridge body along a longitudinal direction of the external bridge body;
- wherein the bridge deck comprises:
- a first lane;
- a second lane;
- a third lane; and
- a fourth lane configured as an emergency lane;
- wherein the first lane, the second lane, the third lane and the fourth lane are sequentially arranged along a transverse direction of the external bridge body; a loading capacity of the first lane is larger than a loading capacity of the second lane; the loading capacity of the second lane is larger than a loading capacity of the third lane; the first lane adopts a first deck; the second lane, the third lane and the fourth lane each adopt a second deck; the first deck is larger than the second deck in loading capacity; and a top plate structure of the bridge deck consists of a first top plate corresponding to the first lane and a second top plate corresponding to the second lane, the third lane and the fourth lane;
- the first deck comprises a plurality of first diaphragms arranged along the longitudinal direction of the external bridge body; bottoms of the plurality of first diaphragms are connected to the main girder, and tops of the plurality of first diaphragms are connected to the first top plate; the first top plate is provided with a hole for accommodating a blind rivet arranged vertically; and a bottom of the first top plate is connected to a rolled U-shaped rib arranged longitudinally via the blind rivet; and
- the second deck comprises a plurality of second diaphragms arranged along the longitudinal direction of the external bridge body; bottoms of the plurality of second diaphragms are connected to the main girder, and tops of the plurality of second diaphragms are connected to the second top plate; a bottom of the second top plate is weldedly connected with a cold-formed U-shaped rib arranged longitudinally; and the cold-formed U-shaped rib is connected to the plurality of second diaphragms via a weld seam.
In some embodiments, a friction bearing material is provided between the rolled U-shaped rib and the plurality of first diaphragms to allow relative sliding between the plurality of first diaphragms and the rolled U-shaped rib; each of the plurality of first diaphragms is fixedly connected with a fixed steel plate via a bolt; and the fixed steel plate is configured to press the friction bearing material against transverse sides of the rolled U-shaped rib.
In some embodiments, the friction bearing material is made of a rubber pad or a composite material.
In a second aspect, this application provides method for erecting the above partially replaceable orthotropic steel bridge deck structure, comprising:
- (1) assembling the first lane through steps:
- (1.1) determining a position on the first top plate where the rolled U-shaped rib is connected according to an erection drawing followed by marking with a chalk line; and temporarily fixing, by an external clamp, the rolled U-shaped rib to the first top plate;
- (1.2) drilling a hole on each of the first top plate and the rolled U-shaped rib, inserting the blind rivet into the hole to assemble the rolled U-shaped rib with the first top plate, wherein an assembly sequence of the rolled U-shaped rib is from a longitudinal center to longitudinal ends; tightening, by a hydraulic riveter, the blind rivet to a locked state, such that the rolled U-shaped rib is fixedly connected to the first top plate; testing a tensioning force of the blind rivet by using a tension tester, a levelness of the blind rivet by using a leveling instrument, and a tightening force of the blind rivet by using a torque wrench; and recording testing results;
- (1.3) bonding the friction bearing material to two longitudinal sides of each of the plurality of first diaphragms by mean of an adhesive; boltedly installing the fixed steel plate to a surface of each of the plurality of first diaphragms, such that the fixed steel plate presses the friction bearing material against transverse sides of the rolled U-shaped rib; wherein during installation of the fixed steel plate, the bolt sequentially passes through a reserved hole of the fixed steel plate and a reserved hole of each of the plurality of first diaphragms, and is tightened but not completely tightened, so that the fixed steel plate is in an adjustable state; and after the fixed steel plate abuts onto the surface of each of the plurality of first diaphragms, the bolt is stepwise tightened by the torque wrench to control a preload on the friction bearing material; and
- testing, by the torque wrench, a tightening force of the bolt; and checking an attaching status between the fixed steel plate and the plurality of first diaphragms to determine whether the preload meets a design requirement, if yes, locking the bolt, and performing anti-corrosion treatment on an exposed part of the fixed steel plate;
- (1.4) checking, by a feeler gauge, a contact status between the friction bearing material and the rolled U-shaped rib to ensure that there is no gap between the friction bearing material and the rolled U-shaped rib; and performing prestress testing on the friction bearing material to determine a stability of the friction bearing material under load; and
- (1.5) rechecking, by a total station and the leveling instrument, positions of the rolled U-shaped rib and the plurality of first diaphragms to ensure that a deviation is within a design range; checking a position and a tightening status of the fixed steel plate; subjecting the blind rivet to tensioning force testing and ultrasonic non-destructive testing; performing, by a dynamometer, compression force testing on the friction bearing material; and recording compression data of all support portions of the friction bearing material;
- (2) assembling the second lane, the third lane and the fourth lane through steps of:
- (2.1) aligning the cold-formed U-shaped rib with the second top plate followed by reinforcing by a fixing tool; performing double-sided spot welding on a contact part between the cold-formed U-shaped rib and the second top plate followed by cleaning and weld seam checking;
- (2.2) abutting the plurality of second diaphragms onto the cold-formed U-shaped rib followed by clamping and fillet welding according to a preset welding parameter; and after the fillet welding is completed, performing joint flatness inspection and polishing; and
- (2.3) placing the plurality of second diaphragms on a bottom surface of the second top plate, and performing spot welding at a contacting part between the plurality of second diaphragms and the bottom surface of the second top plate; and performing welding quality inspection;
- (3) laying a plurality of bridge decks on a top of the main girder through steps of:
- (3.1) installing a lifting sling or a weld-on lifting lug to a preset lifting point of each of the plurality of bridge decks; lifting, by a lifting device, the plurality of bridge decks from a transport vehicle to a preset position at the top of the main girder; and during the lifting, monitoring, by the total station and a laser measurement device, a longitudinal position, a transverse position and an elevation of the plurality of bridge decks to ensure that the plurality of bridge decks are respectively placed at the preset position; and
- arranging a temporary support device on the top of the main girder; checking the longitudinal position, the transverse position and the elevation of each of the plurality of bridge decks; and fixing the plurality of bridge decks to the main girder by means of clamping or bolting;
- (3.2) aligning ends of the plurality of first diaphragms and the plurality of second diaphragms with the main girder along the longitudinal direction of the external bridge body; connecting the plurality of first diaphragms and the plurality of second diaphragms to the main girder by means of full penetration welding or fillet welding, such that the plurality of bridge decks are connected to the main girder; and performing welding quality inspection; and
- (3.3) aligning edges of the first top plate and the second top plate with a web plate of the main girder along the longitudinal direction of the external bridge body; connecting the first top plate and the second top plate to the main girder by means of full penetration welding; and performing welding quality inspection;
- (4) aligning adjacent bridge decks among the plurality of bridge decks in the longitudinal direction of the external bridge body; connecting the plurality of bridge decks by means of full penetration welding; and performing non-destructive weld seam inspection; and
- (5) in a case that the rolled U-shaped rib is damaged, replacing the rolled U-shaped rib through steps of:
- (5.1) removing the blind rivet and the rolled U-shaped rib by means of the hydraulic riveter; loosening the bolt for fixing the fixed steel plate, such that the friction bearing material is separated from a contacting surface between the rolled U-shaped rib and a corresponding one of the plurality of first diaphragms;
- (5.2) connecting a new rolled U-shaped rib to the corresponding one of the plurality of first diaphragms through the blind rivet; and tightening the blind rivet;
- (5.3) fixing the friction bearing material to the corresponding one of the plurality of first diaphragms by means of the adhesive, such that the friction bearing material is attached to the to-be-installed U-shaped rib; fastening the bolt to adjust a pressure applied by the fixed steel plate to the friction bearing material; and subjecting the blind rivet to tension testing by using the tension tester and tightening force testing by using the torque wrench; and
- (5.4) checking a connecting status between the new rolled U-shaped rib and the first top plate and a connecting status between the new rolled U-shaped rib and the corresponding one of the plurality of first diaphragms.
In some embodiments, in step (1.2), the hole is drilled by using a computer numerical control (CNC) drilling machine.
In some embodiments, in step (1.3), the friction bearing material, after being applied, is subjected to compression force testing by using the dynamometer.
Compared to the prior art, the present disclosure has the following beneficial effects.
- 1. The heavy-vehicle lane of the present disclosure adopts rivet connection instead of traditional weld seam connection, which alleviates the stress concentration and thermal stress generated during welding. In this way, the level of fatigue resistance between the U-shaped rib and the top plate is improved to that of parent materials. This significantly extends the service life of the bridge deck, and is particularly suitable for heavy-vehicle lane areas carrying heavy vehicles.
- 2. A bearing connection between the diaphragm and the U-shaped rib is reconstructed, with the weld seam consolidation bearing being replaced by friction bearing, which relieves in-plane and out-of-plane deformation tearing between longitudinally arranged U-shaped ribs and transversely arranged diaphragms. This facilitates reduction of secondary stress and local stress concentration, thereby lowering risk of weld seam fatigue cracking and improving the overall structural stability.
- 3. In the present disclosure, in a case of long-term use or partial damage of the U-shaped rib, a single U-shaped rib can be quickly disassembled and replaced without replacing the entire deck structure, thereby effectively reducing traffic interruption time. Such a modular design makes standardized production possible, which can significantly shorten the construction period while reducing the complexity of replacement, resulting in more economical and efficient overall maintenance. This design not only solves the difficulties existing in traditional fatigue crack repair, but also provides a more reliable and sustainable solution for long-term use of bridges.
- 4. The rivet connection and friction bearing adopted by the present disclosure lead to simpler module installation and replacement operations, thereby reducing the complexity of on-site welding operations. The modular design and partition replacement method effectively reduce maintenance costs and material costs, while shortening construction time and saving manpower and resources.
- 5. The design of the rolled U-shaped rib with the extended flange enhances the overall stiffness of the bridge deck, improves the force distribution, and enables the structure to maintain higher stability and durability under heavy loads, especially exhibiting excellent fatigue resistance in heavy-vehicle lane areas.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a structural diagram of a partially replaceable orthotropic steel bridge deck structure in accordance with an embodiment of the present disclosure;
FIG. 2 is a structural diagram of a heavy-vehicle lane in accordance with an embodiment of the present disclosure;
FIG. 3 is a structural diagram of a non-heavy-vehicle lane in accordance with an embodiment of the present disclosure;
FIG. 4 is a longitudinal sectional view of the heavy-vehicle lane in accordance with an embodiment of the present disclosure; and
FIG. 5 is a flow chart of a method for erecting the partially replaceable orthotropic steel bridge deck structure in accordance with an embodiment of the present disclosure.
DETAILED DESCRIPTION OF EMBODIMENTS
The embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. The embodiments described below are merely illustrative and explanatory, and are not intended to limit the present disclosure.
In the description of the present disclosure, it should be understood that orientation or position relationships indicated by terms such as “center”, “longitudinal”, “transverse”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial” and “circumferential” are based on the orientation or position relationships shown in the drawings, which are merely for the convenience of describing the present application and simplifying the description, but not intended to indicate or imply that the device or element referred to must have a particular orientation, or be constructed or operated in a particular orientation, and therefore cannot be construed as a limitation of the present application.
In addition, relational terms such as “first” and “second” are only descriptive, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, features defined as “first” and “second” can explicitly or implicitly include at least one of the features. In the description of this application, “a plurality of” means at least two, such as two, three, etc., unless otherwise expressly and specifically limited.
In the description of this application, unless otherwise clearly specified and limited, terms such as “installed”, “connected”, and “fixed” should be understood in a broad sense. For example, “connect” can indicate a fixed connection, a detachable connection, or an integrated state; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium; or it can be an internal connection of two elements or an interaction relationship between two elements, unless otherwise clearly defined. For those of ordinary skill in the art, the specific meanings of the above terms in the present disclosure can be understood according to specific circumstances.
In the present disclosure, unless otherwise clearly specified and limited, a first feature being “on” or “under” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply mean that a horizontal height of the first feature is higher than that of the second feature. The first feature being “below” the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the horizontal height of the first feature is lower than that of the second feature.
In the description of this application, descriptions related to terms such as “an embodiment”, “some embodiments”, “examples”, “specific examples” and “some examples” indicate that specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In the specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described herein can be combined with each other in any one or more embodiments or examples in a suitable manner. In addition, for those of ordinary skill in the art, different embodiments or examples and the features of the different embodiments or examples described herein can be combined without contradicting each other.
The present disclosure will be described in detail below in conjunction with the embodiments and the accompanying drawings.
Referring to FIG. 1, a partially replaceable orthotropic steel bridge deck structure is provided, which includes a bridge deck laid on a top of a main girder of an external bridge body along a longitudinal direction of the external bridge body. The bridge deck includes an emergency lane 3, a heavy-vehicle lane 4, a medium-vehicle lane 5 and a light-vehicle lane 6. The heavy-vehicle lane 4, the medium-vehicle lane 5, the light-vehicle lane 6 and the emergency lane 3 are sequentially arranged along a transverse direction of the external bridge body. A loading capacity of the heavy-vehicle lane 4 is larger than a loading capacity of the medium-vehicle lane 5. The loading capacity of the medium-vehicle lane 5 is larger than a loading capacity of the light-vehicle lane 6. The heavy-vehicle lane 4 adopts a first deck 1. The medium-vehicle lane 5, the light-vehicle lane 6 and the emergency lane 3 each adopt a second deck 2. The first deck 1 is larger than the second deck 2 in loading capacity. A top plate structure of the bridge deck consists of a first top plate 11 corresponding to the heavy-vehicle lane 4 and a second top plate 21 corresponding to the medium-vehicle lane 5, the light-vehicle lane 6 and the emergency lane 3. Specifically, the heavy-vehicle lane 4 has a loading capacity of greater than or equal to 40 t, which means that the lane is capable of carrying a single vehicle with a total weight of not less than 40 t; the medium-vehicle lane 5 has a loading capacity of 15-40 t; and the light-vehicle lane 6 has a loading capacity of less than 15 t. The design of the loading capacity is based on the maximum total weight of a single vehicle and complies with the relevant requirements of the “General Specifications for Design of Highway Bridges and Culverts”.
As shown in FIG. 2, the first deck 1 includes a plurality of first diaphragms 17 arranged along the longitudinal direction of the external bridge body. Bottoms of the plurality of first diaphragms 17 are connected to the main girder 7, and tops of the plurality of first diaphragms 17 are connected to the first top plate 11. The first top plate 11 is provided with a hole for accommodating a blind rivet 12 arranged vertically. A bottom of the first top plate 11 is connected to a rolled U-shaped rib 13 arranged longitudinally via the blind rivet 12, which serves to enhance fatigue resistance.
As shown in FIG. 3, the second deck 2 includes a plurality of second diaphragms 24 arranged along the longitudinal direction of the external bridge body. Bottoms of the plurality of second diaphragms 24 are connected to the main girder 7, and tops of the plurality of second diaphragms 24 are connected to the second top plate 21. A bottom of the second top plate 21 is weldedly connected with a cold-formed U-shaped rib 23 arranged along the longitudinal bridge direction. The cold-formed U-shaped rib 23 is connected to the plurality of second diaphragms 24 via a weld seam 22.
In an embodiment, a friction bearing material 15 is provided between the rolled U-shaped rib 13 and the plurality of first diaphragms 17 to allow relative sliding between the plurality of first diaphragms 17 and the rolled U-shaped rib 13, thereby reducing deformation and tearing resulting from pressure on the plurality of first diaphragms 17. As shown in FIG. 4, each of the plurality of first diaphragms 17 is fixedly connected with a fixed steel plate 14 via a bolt 16. The fixed steel plate 14 is configured to press the friction bearing material 15 against transverse sides of the rolled U-shaped rib 13.
In an embodiment, the friction bearing material 15 is made of a rubber pad or a composite material.
Referring to FIG. 5, a method for erecting the above partially replaceable orthotropic steel bridge deck structure is also provided, which includes the following steps.
- Step (1) The heavy-vehicle lane 4 is assembled through the following steps.
- Step (1.1) A position on the first top plate 11 where the rolled U-shaped rib 13 is connected is determined according to an erection drawing, and marked with a chalk line. The rolled U-shaped rib 13 is temporarily fixed to the first top plate 11 by an external clamp.
- Step (1.2) A hole is drilled on each of the first top plate 11 and the rolled U-shaped rib 13. The blind rivet 12 is inserted into the hole to assemble the rolled U-shaped rib 13 with the first top plate 11. An assembly sequence of the rolled U-shaped rib 13 is from a longitudinal center to longitudinal ends. The blind rivet 12 is tightened by hydraulic riveter to a locked state, such that the rolled U-shaped rib 13 is fixedly connected to the first top plate 11. After installation of the blind rivet 12 is completed, a tensioning force of the blind rivet 12 is tested by using a tension tester, a levelness of the blind rivet 12 is tested by using a leveling instrument, and a tightening force of the blind rivet 12 is tested by using a torque wrench. The testing results are recorded.
- Step (1.3) The friction bearing material 15 is bonded to two longitudinal sides of the plurality of first diaphragms 17 by mean of an adhesive. The fixed steel plate 14 is boltedly installed to a surface of each of the plurality of first diaphragms 17, such that the fixed steel plate 14 presses the friction bearing material 15 against transverse sides of the rolled U-shaped rib 13. During installation of the fixed steel plate 14, the bolt 16 sequentially passes through a reserved hole of the fixed steel plate 14 and a reserved hole of each of the plurality of first diaphragms 17, and is tightened but not completely tightened, so that the fixed steel plate 14 is in an adjustable state. After the fixed steel plate 14 abuts onto the surface of each of the plurality of first diaphragms 17, the bolt 16 is stepwise tightened by the torque wrench to control a preload Pr applied by the fixed steel plate 14 to the friction bearing material 15, as shown in FIG. 2. After the installation of the fixed steel plate 14 is completed, a tightening force of the bolt 16 is tested by the torque wrench. An attaching status between the fixed steel plate 14 and the plurality of first diaphragms 17 is checked to determine whether the preload meets a design requirement. If yes, the bolt 16 is locked, and anti-corrosion treatment is performed on an exposed part of the fixed steel plate 14.
- Step (1.4) A contact status between the friction bearing material 15 and the rolled U-shaped rib 13 is checked by a feeler gauge to ensure that there is no obvious gap between the friction bearing material 15 and the rolled U-shaped rib 13. The friction bearing material 15 is tested for prestress to determine a stability of the friction bearing material 15 under load.
- Step (1.5) Positions of the rolled U-shaped rib 13 and the plurality of first diaphragms 17 are rechecked by a total station and the leveling instrument to ensure that a deviation is within a design range. A position and a tightening status of the fixed steel plate 14 are checked. The blind rivet 12 is subjected to tensioning force testing and ultrasonic non-destructive testing. Compression force testing is performed on the friction bearing material 15 by a dynamometer. Compression data of all support portions of the friction bearing material 15 is recorded.
- Step (2) The emergency lane 3, the medium-vehicle lane 5 and the light-vehicle lane 6 are assembled through the following steps.
- Step (2.1) The cold-formed U-shaped rib 23 is aligned with the second top plate 21, and reinforced by a fixing tool. Double-sided spot welding is performed on a contact part between the cold-formed U-shaped rib 23 and the second top plate 21 followed by cleaning and weld seam checking.
- Step (2.2) The plurality of second diaphragms 24 are abutted onto the cold-formed U-shaped rib 23, and subjected to clamping and fillet welding according to a preset welding parameter. After the fillet welding is completed, joint flatness inspection and polishing are performed.
- Step (2.3) The plurality of second diaphragms 24 are placed on a bottom surface of the second top plate 21. Spot welding is performed at a contacting part between the plurality of second diaphragms 24 and the bottom surface of the second top plate 21. Welding quality inspection is performed.
- Step (3) A plurality of bridge decks are laid on a top of the main girder 7 through the following steps.
- Step (3.1) A lifting sling or a weld-on lifting lug is installed to a preset lifting point of each of the plurality of bridge decks. The plurality of bridge decks are lifted from a transport vehicle to a preset position at the top of the main girder 7 by using a lifting device. During the lifting, a longitudinal position, a transverse position and an elevation of the plurality of bridge decks are monitored by the total station and a laser measurement device to ensure that the plurality of bridge decks are respectively placed at the preset position. A temporary support device is arranged on the top of the main girder 7. The longitudinal position, the transverse position and the elevation of each of the plurality of bridge decks are checked to ensure that the positioning accuracy meets the requirement. The plurality of bridge decks are temporarily fixed to the main girder 7 by means of clamping or bolting, thereby facilitating subsequent permanent joint and docking construction.
- Step (3.2) Ends of the plurality of first diaphragms 17 and the plurality of second diaphragms 24 are aligned with the main girder 7 along the longitudinal direction of the external bridge body. The plurality of first diaphragms 17 and the plurality of second diaphragms 24 are connected to the main girder 7 by means of full penetration welding or fillet welding, such that the plurality of bridge decks are connected to the main girder 7 through the plurality of first diaphragms 17 and the plurality of second diaphragms 24. Welding quality inspection is performed to ensure that the quality meets the design requirement.
- Step (3.3) Edges of the first top plate and the second top plate are aligned with a web plate of the main girder along the longitudinal direction of the external bridge body. The first top plate and the second top plate are connected to the main girder by means of full penetration welding. Welding quality inspection is performed.
- Step (4) Adjacent bridge decks among the plurality of bridge decks are aligned in the longitudinal direction of the external bridge body to ensure the jointing accuracy. The plurality of bridge decks are connected by means of full penetration welding. Non-destructive weld seam inspection is performed to ensure that the joint quality meets the design criteria.
- Step (5) In a case that the rolled U-shaped rib is damaged, The rolled U-shaped rib is replaced through the following steps.
- Step (5.1) The blind rivet and the rolled U-shaped rib are removed by means of the hydraulic riveter. The bolt 16 for fixing the fixed steel plate 14 is loosened, such that the friction bearing material 15 is separated from a contacting surface between the rolled U-shaped rib and a corresponding one of the plurality of first diaphragms 17.
- Step (5.2) A new rolled U-shaped rib is connected to the corresponding one of the plurality of first diaphragms 17 through the blind rivet 12. The blind rivet 12 is tightened.
- Step (5.3) The friction bearing material 15 is fixed to the corresponding one of the plurality of first diaphragms 17 by means of the adhesive, such that the friction bearing material 15 is attached to the to-be-installed U-shaped rib. The bolt 16 is fastened to adjust a pressure applied by the fixed steel plate 14 to the friction bearing material 15. The blind rivet 12 is subjected to tension testing by using the tension tester and tightening force testing by using the torque wrench to ensure the connection quality and the tightening force meet the design criteria.
- Step (5.4) A connecting status between the new rolled U-shaped rib and the first top plate 11 and a connecting status between the new rolled U-shaped rib and the corresponding one of the plurality of first diaphragms 17 are checked to ensure that the load can be reliably transferred to the main girder 7 to maintain the stability of the structure.
In some embodiments, in step (1.2), the hole is drilled by using a computer numerical control (CNC) drilling machine to ensure that diameters of the drilled holes for accommodating the blind rivet 12 are uniformly distributed to avoid stress concentration.
In some embodiments, in step (1.3), the friction bearing material 15, after being applied, is subjected to compression force testing by using the dynamometer to ensure uniform distribution and compliance with stress relief design requirements.
The present disclosure has the following beneficial effects.
- 1. The heavy-vehicle lane of the present disclosure adopts rivet connection instead of traditional weld seam connection, which alleviates the stress concentration and thermal stress generated during welding. In this way, the level of fatigue resistance between the U-shaped rib and the top plate is improved to that of parent materials. This significantly extends the service life of the bridge deck, and is particularly suitable for heavy-vehicle lane areas carrying heavy vehicles.
- 2. A bearing connection between the diaphragm and the U-shaped rib is reconstructed, with the weld seam consolidation bearing being replaced by friction bearing, which relieves in-plane and out-of-plane deformation tearing between longitudinally arranged U-shaped ribs and transversely arranged diaphragms. This facilitates reduction of secondary stress and local stress concentration, thereby lowering risk of weld seam fatigue cracking and improving the overall structural stability.
- 3. In the present disclosure, in a case of long-term use or partial damage of the U-shaped rib, a single U-shaped rib can be quickly disassembled and replaced without replacing the entire deck structure, thereby effectively reducing traffic interruption time. Such a modular design makes standardized production possible, which can significantly shorten the construction period while reducing the complexity of replacement, resulting in more economical and efficient overall maintenance. This design not only solves the difficulties existing in traditional fatigue crack repair, but also provides a more reliable and sustainable solution for long-term use of bridges.
- 4. The rivet connection and friction bearing adopted by the present disclosure lead to simpler module installation and replacement operations, thereby reducing the complexity of on-site welding operations. The modular design and partition replacement method effectively reduce maintenance costs and material costs, while shortening construction time and saving manpower and resources.
- 5. The design of the rolled U-shaped rib with the extended flange enhances the overall stiffness of the bridge deck, improves the force distribution, and enables the structure to maintain higher stability and durability under heavy loads, especially exhibiting excellent fatigue resistance in heavy-vehicle lane areas.
Patent Application
20250163658
