1. Guardrail roadbed integrated configuration for bridge, including guardrail and road bed, its characterized in that: the guardrail includes the guardrail body and sets up a plurality of mountings on the guardrail body, and all mountings are arranged in proper order for the length direction along the guardrail body, the road bed is including being the horizontal muscle of the road base face and the road base face of cross connection and indulging the muscle, and the horizontal muscle of road base face is connected with the mounting, and the horizontal muscle of road base face and the road base face indulge the muscle and set up a plurality ofly.

2. The guardrail roadbed composite structure for the bridge, according to claim 1, is characterized in that: the guardrail body has the recess that lets the mount embedding, the recess sets up a plurality ofly and all recesses and arranges in proper order for the length direction along the guardrail body.

3. The guardrail roadbed composite structure for the bridge, according to claim 2, is characterized in that: the guardrail body is T type structure, and the guardrail body includes bottom plate and the vertical baffle that sets up on the bottom plate, the recess sets up on the top surface of baffle, and the lower extreme and the bottom plate of baffle are connected.

4. The guardrail roadbed composite structure for the bridge, according to claim 3, is characterized in that: the mounting is including the first linkage segment, second linkage segment, third linkage segment and the fourth linkage segment that connect gradually, first linkage segment with the horizontal muscle of way base face is connected, the second linkage segment with the bottom plate is connected, the fourth linkage segment with baffle is connected and the fourth linkage segment inserts in the recess.

5. The guardrail roadbed composite structure for the bridge, according to claim 4, is characterized in that: the first connecting section is obliquely arranged, an included angle is formed between the length direction of the first connecting section and the length direction of the transverse ribs of the roadbed surface, and the included angle is an obtuse angle.

6. The guardrail roadbed composite structure for the bridge, which is characterized in that: the second connecting section is horizontally arranged and is connected with the bottom plate in a welding mode.

7. The guardrail roadbed composite structure for the bridge, which is characterized in that: the fourth connecting section is horizontally arranged and is connected with the baffle in a welding manner.

8. The guardrail roadbed composite structure for the bridge according to any one of claims 4 to 7, wherein: the third connecting section is obliquely arranged.

9. The guardrail roadbed composite structure for the bridge according to any one of claims 4 to 7, wherein: the fixing piece further comprises a fifth connecting section, a sixth connecting section and a seventh connecting section which are connected in sequence, the fifth connecting section is connected with the fourth connecting section, and the sixth connecting section is connected with the bottom plate in a welding mode.

10. The guardrail roadbed composite structure for the bridge according to any one of claims 1 to 9, wherein: the length direction of the horizontal bars of the roadbed surface is vertical to the length direction of the longitudinal bars of the roadbed surface, and each horizontal bar of the roadbed surface is fixedly connected with all the longitudinal bars of the roadbed surface.

Background

With the rapid development of economy, the bridge engineering construction in China has been developed rapidly. At present, in the construction of bridge structures, the types of bridge structures are also diversified due to the difference of site construction conditions and construction environments. Generally, bridge construction follows two major parts of pier structure construction and bearing structure construction. For the bridge bearing part, with the development of modern assembly processing and engineering technology, a main structure of an ultra-large bridge is usually constructed in a prefabricated assembly structure mode. For some small and medium-sized bridges, the traditional on-site construction pouring form is still adopted due to the capital construction environment and engineering requirements. The bridge bearing structure adopts a large number of steel bar framework structures, and mainly comprises a main bearing structure of a bridge formed by combining beam column through ribs, stress ribs and bearing surface steel bar mesh distribution ribs. For the steel bar structure, the guardrail construction is started after the bridge deck operation is qualified, secondary steel bar manufacturing is usually needed, the bridge deck and the guardrail construction period cannot be crossed, and the construction period is prolonged.

Patent document No. CN105672137A discloses a construction method of pier body steel bars and a construction method of steel bar framework, which provides a method with simple structure and rapid assembly for pier body steel bar construction of bridge structures through five steps of setting up a bracket, manufacturing the steel bar framework, installing a bottom layer steel bar framework, installing an upper layer steel bar framework and installing pier body steel bars, but the method only relates to the steel bar structure and is only limited to pier construction, and is not applicable to bridge deck construction above the pier. Moreover, the method cannot be effectively applied to other large-area roadbeds and site construction according to the construction area of the pier, and particularly cannot achieve ideal construction effects on other infrastructure structures.

Patent document No. CN105672137A discloses a T-steel reinforced concrete composite beam structure, which is formed by combining a web full length T-steel, an i-steel, and a steel bar to form a steel bar structure through prefabricated steel ribs and prefabricated concrete, and pouring concrete and the steel ribs on the top surface of the T-steel to form an integral composite beam structure. Although the method can effectively improve the strength, the earthquake resistance and other properties of the combined beam, the method has the problems of complex steel rib manufacturing process, difficult field hoisting construction and the like, and the adoption of the process for the concrete bridge deck structure can greatly increase the construction cost.

Patent document No. CN104047223A discloses a light composite structure bridge, which includes a bridge deck, lower main beam section steel, and a bridge pier, wherein a pair of main beam chords are welded to the upper and lower main beam section steel, the upper and lower chords on the same side are welded to each other by a corrugated steel web, flange supporting section steel is welded between the upper main beam chord and the bridge deck, and concrete is filled between the main beam and the bridge deck. Although the method can be manufactured in a factory and reduces the traffic under the bridge during construction, the prefabricated installation in the factory requires welding among chords, webs and the like, a large number of welding procedures are added before the on-site pouring, and the cost of the method is too high for the traditional method adopting a reinforcing mesh structure.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a guardrail roadbed composite structure for a bridge, and aims to reduce the construction cost.

In order to achieve the purpose, the invention adopts the technical scheme that: guardrail roadbed integrated configuration is used to bridge, including guardrail and road bed, the guardrail includes the guardrail body and sets up a plurality of mountings on the guardrail body, and all mountings are arranged in proper order for the length direction along the guardrail body, the road bed is including being the horizontal muscle of the roadbed face of cross connection and the roadbed face indulges the muscle, and the horizontal muscle of roadbed face is connected with the mounting, and the horizontal muscle of roadbed face and roadbed face indulge the muscle and set up a plurality ofly.

The guardrail body has the recess that lets the mount embedding, the recess sets up a plurality ofly and all recesses and arranges in proper order for the length direction along the guardrail body.

The guardrail body is T type structure, and the guardrail body includes bottom plate and the vertical baffle that sets up on the bottom plate, the recess sets up on the top surface of baffle, and the lower extreme and the bottom plate of baffle are connected.

The mounting is including the first linkage segment, second linkage segment, third linkage segment and the fourth linkage segment that connect gradually, first linkage segment with the horizontal muscle of way base face is connected, the second linkage segment with the bottom plate is connected, the fourth linkage segment with baffle is connected and the fourth linkage segment inserts in the recess.

The first connecting section is obliquely arranged, an included angle is formed between the length direction of the first connecting section and the length direction of the transverse ribs of the roadbed surface, and the included angle is an obtuse angle.

The second connecting section is horizontally arranged and is connected with the bottom plate in a welding mode.

The fourth connecting section is horizontally arranged and is connected with the baffle in a welding manner.

The third connecting section is obliquely arranged.

The fixing piece further comprises a fifth connecting section, a sixth connecting section and a seventh connecting section which are connected in sequence, the fifth connecting section is connected with the fourth connecting section, and the sixth connecting section is connected with the bottom plate in a welding mode.

The length direction of the horizontal bars of the roadbed surface is vertical to the length direction of the longitudinal bars of the roadbed surface, and each horizontal bar of the roadbed surface is fixedly connected with all the longitudinal bars of the roadbed surface.

The guardrail and roadbed combined structure for the bridge reduces the operation of the traditional stress bars and through bars, effectively saves working procedures in actual construction, reduces construction cost, simultaneously realizes the integrated pouring of the guardrail and the roadbed, is favorable for the binding force of concrete, rib plates and reinforcing mesh, and greatly improves the stability and the shock resistance of the bridge pavement structure.

Drawings

The description includes the following figures, the contents shown are respectively:

FIG. 1 is a schematic structural view of a guardrail roadbed composite structure for a bridge, which is disclosed by the invention;

FIG. 2 is a cast-in-place view of a bridge construction;

FIG. 3 is an enlarged view at A in FIG. 2;

FIG. 4 is a schematic structural view of the guardrail body;

labeled as: 1. a support beam cylindrical surface; 2. a guardrail body; 201. a base plate; 202. a baffle plate; 203. a groove; 3. a fixing member; 301. a first connection section; 302. a second connection section; 303. a third connection section; 304. a fourth connection section; 305. a fifth connection section; 306. a sixth connecting section; 307. a seventh connection section; 4. a road base surface transverse rib; 5. longitudinal bars of the roadbed surface; 6. a first fixed point; 7. a concrete column shoe; 8. a second fixed point; 9. concrete bridge deck solid; 10. and connecting points.

Detailed Description

The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings for a purpose of helping those skilled in the art to more fully, accurately and deeply understand the inventive concept and technical solution of the present invention and to facilitate its implementation.

In the following embodiments, the terms "first", "second", "third", "fourth", "fifth", "sixth" and "seventh" do not denote absolute structural and/or functional relationships or order of execution, but are merely used for convenience of description.

As shown in fig. 1 to 4, the present invention provides a guardrail and roadbed combined structure for a bridge, which comprises a guardrail and a roadbed. The guardrail includes guardrail body 2 and sets up a plurality of mounting 3 on guardrail body 2, and all mounting 3 are arranged in proper order for the length direction along guardrail body 2, and the road bed is including being the horizontal muscle 4 of the road base face of cross connection and the road base face indulges muscle 5, and the horizontal muscle 4 of road base face is connected with mounting 3, and the horizontal muscle 4 of road base face and the road base face indulge muscle 5 and set up a plurality ofly.

Specifically, as shown in fig. 1 and 2, the guardrail is provided with two guardrails, the supporting beam cylindrical surface 1 is a horizontal plane, the length direction of the guardrail body 2 is parallel to the first direction, the two guardrail bodies 2 are on the same straight line parallel to the second direction, the supporting beam cylindrical surface 1 is provided with a concrete column base 7 (stud), the concrete column base 7 is vertically arranged, the concrete column base 7 is fixedly connected with the guardrail body 2, that is, the guardrail is fixed on the concrete column base 7 in a stud form, and the concrete column base 7 is provided with a plurality of concrete column bases. A supporting beam cylinder 1 is located below a concrete bridge deck entity 9, and a roadbed surface transverse rib 4, a roadbed surface longitudinal rib 5, a guardrail body 2 and a fixing piece 3 are located inside the concrete bridge deck entity 9. First direction and second direction are horizontal direction and first direction and second direction mutually perpendicular, and the horizontal muscle of way base face 4 and way base face indulge muscle 5 and are located two guardrail bodies 2 between and the horizontal muscle of way base face 4 and way base face indulge muscle 5 and are located a supporting beam cylinder 1's top, and the length direction of the horizontal muscle of way base face 4 parallels with first direction, and the length direction that the muscle 5 was indulged to the way base face parallels with the second direction. The length direction of the horizontal muscle 4 of the road base face is mutually perpendicular with the length direction of the horizontal muscle 5 of the road base face, and the horizontal muscle 4 of each road base face is indulged muscle 5 fixed connection with all road base faces, and each road base face is indulged muscle 5 and all horizontal muscle 4 fixed connection of road base face, and all horizontal muscle 4 of road base face are for indulging the length direction equidistance distribution of muscle 5 along the road base face, and all horizontal muscle 5 of road base face are for the length direction equidistance distribution of the horizontal muscle 4 of road base face.

As shown in fig. 1, 2 and 4, the guardrail body 2 has a plurality of grooves 203 for embedding the fixing frame, the grooves 203 are arranged in sequence along the length direction of the guardrail body 2 and are distributed at equal intervals, the fixing members 3 are embedded in the grooves 203, and the fixing members 3 are fixedly connected with the guardrail body 2.

As shown in fig. 1, 2 and 4, the guardrail body 2 is of a T-shaped structure, the guardrail body 2 includes a bottom plate 201 and a baffle 202 vertically arranged on the bottom plate 201, a groove 203 is arranged on the top surface of the baffle 202, and the lower end of the baffle 202 is connected with the bottom plate 201. The bottom plate 201 is arranged horizontally, the bottom plate 201 is fixedly connected with the concrete column base 7, the baffle plate 202 extends out towards the upper part of the bottom plate 201, the baffle plate 202 is fixedly connected with the bottom plate 201 at the middle position in the width direction of the bottom plate 201, the width direction of the bottom plate 201 is parallel to the second direction, the length direction of the bottom plate 201 is parallel to the first direction, and the length direction of the baffle plate 202 is parallel to the first direction. All the grooves 203 are distributed on the top surface of the baffle plate 202 at equal intervals along the length direction of the baffle plate 202, all the fixing pieces 3 are also distributed at equal intervals along the length direction of the baffle plate 202, and the fixing pieces 3 are fixedly connected with the bottom plate 201 and the baffle plate 202. Guardrail body 2 mainly is carried out special subdivision by narrow flange and wide flange H shaped steel along the web and forms, and H shaped steel can adopt 100 ~ 500mm flange width specification, and web subdivision route can be designed according to actual demand requirement, and the main objective realizes that chain dentiform or regular concave-convex form reaches gusset effect and reinforcing bar lapping effect each other. Compared with H-shaped steel with a flat web and H-shaped steel with a dentate chain or regular concave-convex shape, the structure has higher steel-concrete strength when being combined with concrete for pouring.

As shown in fig. 1 to 3, the fixing member 3 includes a first connecting section 301, a second connecting section 302, a third connecting section 303 and a fourth connecting section 304, which are connected in sequence, the first connecting section 301 is connected to the roadbed surface transverse rib 4, the second connecting section 302 is connected to the bottom plate 201, the fourth connecting section 304 is connected to the baffle 202, and the fourth connecting section 304 is inserted into the groove 203. First linkage segment 301 sets up for the slope, has the contained angle and this contained angle be the obtuse angle between the length direction of first linkage segment 301 and the length direction of the horizontal muscle 4 of roadbed face, and the length direction and the first direction of first linkage segment 301 are mutually perpendicular, and first linkage segment 301 is located between bottom plate 201 and the horizontal muscle 4 of roadbed face.

As shown in fig. 1 and fig. 2, the second connecting section 302 is horizontally disposed, the second connecting section 302 is connected to the bottom plate 201 by welding, the length direction of the second connecting section 302 is parallel to the second direction, and the second connecting section 302 is located above the bottom plate 201. The fourth connecting section 304 is horizontally disposed, and the fourth connecting section 304 is connected with the baffle 202 by welding. The mounting sets up the steel bar structure of zigzag, forms the wall entity 9 that thickness is even relatively in order to realize when follow-up concrete placement in fact, increases the use width on road surface.

The first connecting section 301, the second connecting section 302, the third connecting section 303 and the fourth connecting section 304 are formed by bending the same ribbed steel bar, so that the formed integral steel bar structure can bear larger structural strength. However, in consideration of the fact that the longer integral steel bar structure needs to occupy a larger area and consume more manpower and material resources in the actual processing process, the invention provides a segmented structure capable of adopting welding.

As shown in fig. 1 and 2, the third connecting section 303 is disposed obliquely, the length direction of the third connecting section 303 is perpendicular to the first direction, the upper end of the third connecting section 303 is fixedly connected with one end of the fourth connecting section 304, the lower end of the third connecting section 303 is fixedly connected with one end of the second connecting section 302, the other end of the second connecting section 302 is fixedly connected with the upper end of the first connecting section 301, and the lower end of the first connecting section 301 is fixedly connected with the road base surface transverse rib 4. The distance between the upper end of the third connection section 303 and the baffle 202 is smaller than the distance between the lower end of the third connection section 303 and the baffle 202. The structure is designed in consideration of the shape of the deck body 9. Generally, the guardrails on both sides of the deck are in the shape of a dam, the lower part is wider than the upper part, and the lower part mainly bears larger load-bearing strength, so that the third connecting section 303 is arranged in an inclined manner.

As shown in fig. 1 and 2, the fixing member 3 further includes a fifth connecting section 305, a sixth connecting section 306 and a seventh connecting section 307, which are connected in sequence, the fifth connecting section 305 is connected with the fourth connecting section 304, and the sixth connecting section 306 is connected with the bottom plate 201 by welding. The third connecting section 303 and the fifth connecting section 305 are respectively located on two opposite sides of the baffle 202, the fifth connecting section 305 is arranged in an inclined manner, the upper end of the fifth connecting section 305 is fixedly connected with the other end of the fourth connecting section 304, the lower end of the fifth connecting section 305 is fixedly connected with one end of the sixth connecting section 306, and the other end of the sixth connecting section 306 is fixedly connected with the upper end of the seventh connecting section 307. The fifth connecting section 305 is disposed obliquely, and the distance between the upper end of the fifth connecting section 305 and the baffle 202 is smaller than the distance between the lower end of the fifth connecting section 305 and the baffle 202. The sixth connecting section 306 is horizontally arranged, the sixth connecting section 306 is connected with the bottom plate 201 in a welding mode, the length direction of the sixth connecting section 306 is parallel to the second direction, the sixth connecting section 306 is located above the bottom plate 201, the sixth connecting section 306, the seventh connecting section 307 and the fifth connecting section 305 are located on one side of the baffle plate 202, and the first connecting section 301, the second connecting section 302 and the third connecting section 303 are located on the other side of the baffle plate 202. The seventh connecting section 307 is arranged obliquely, the length direction of the seventh connecting section 307 is perpendicular to the first direction, and the distance between the upper end of the seventh connecting section 307 and the baffle 202 is smaller than the distance between the lower end of the seventh connecting section 307 and the baffle 202. The structure is designed in consideration of the shape of the deck body 9. Generally, the guardrails on both sides of the deck are in the shape of a dam, the lower part is wider than the upper part, and the lower part mainly bears larger load-bearing strength, so that the fifth connecting section 305 and the seventh connecting section 307 are arranged in an inclined manner to form larger steel-concrete strength.

The fixing member 3 of the above structure is used for fastening the guardrail body 2, and the fixing member 3 extends from the groove 203 of the guardrail body 2 to both sides of the left and right flanges to form a diagonal reinforcing mesh, wherein in order to fix the reinforcing mesh better, the fourth connecting section 304 and the second fixing point 8 of the guardrail body 2 are fixed in a spot welding manner; the second and sixth connecting sections 302, 306 are also fixed to the first fixing point 6 of the guard rail body 2 by spot welding.

Generally, the diagonal bars and the horizontal bars 4 of the roadbed surface are in the form of independent steel bars, the connection points 1010 of the first connection sections 301 and the horizontal bars 4 of the roadbed surface can be fixed by spot welding or iron wires, and the iron wires are fixed to require that a row of longitudinal bars are added to the connection points 10 for fixing the distribution of the front diagonal bars and the rear diagonal bars; adopt the iron wire to fasten between the horizontal muscle 4 of roadbed face and the roadbed face vertical muscle 5 and connect, under the field conditions allows the condition, mounting 3 and roadbed face horizontal muscle 4 adopt whole root reinforcing bar form, according to structural design assembly scheme, can carry out the secondary spot welding and reinforcing bar overlap joint fastening to the scene after the preflex deformation in mill.

During construction, after the combination of the guardrails, the rib plates of the roadbed surface and the reinforcing mesh is completed, the template framework is built, and finally concrete can be poured to form a complete concrete bridge deck entity 9.

The guardrail and roadbed combined structure for the bridge reduces the operation of traditional stressed bars and through bars, effectively saves the working procedures in actual construction, and simultaneously, the integral bridge deck structure formed by the guardrail and the roadbed surface not only realizes the integral pouring of the guardrail and the roadbed, but also is beneficial to the binding force of concrete, rib plates and reinforcing mesh, and greatly improves the stability and the shock resistance of the bridge pavement structure.

The invention is described above with reference to the accompanying drawings. It is to be understood that the specific implementations of the invention are not limited in this respect. Various insubstantial improvements are made by adopting the method conception and the technical scheme of the invention; the present invention is not limited to the above embodiments, and can be modified in various ways.