JP2009235729A - Reinforcement structure of viaduct connection - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve train traveling property in the event of an earthquake by preventing irregular displacement within a horizontal plane such as positional slippage or angular slippage. <P>SOLUTION: In the reinforcement structure 1 of viaduct connection, an adjustment girder 3 is laid between a rigid frame viaduct 2 and a rigid frame viaduct 5 disposed along a bridge axial direction, and an end portion 2a of the viaduct 2 opposed to the adjustment girder 3 and an end portion 3a of the adjustment girder 3 opposed to the viaduct 2, or opposed end portions 2a and 3a are mutually connected by a reinforcement member 4. The reinforcement member 4 is disposed on the track floor upper surface so as to straddle the opposed end portions 2a and 3a. Similarly, an end portion 5b of the viaduct 5 opposed to the adjustment girder 3 and an end portion 3b of the adjustment girder 3 opposed to the viaduct 5, or the opposed end portions 5b and 3b are mutually connected by a reinforcement member 4, and this reinforcement member 4 is disposed on the track floor upper surface so as to straddle the opposed end portions 5b and 3b. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention mainly relates to a reinforcing structure in a connecting portion of a viaduct for railway.

  For viaducts, it is important to ensure safety in the event of an earthquake, regardless of whether it is for roads or railroads. However, for viaducts for railways, trains that run on tracks laid along the bridge axis direction are important. A thorough examination of driving safety is essential.

  On the other hand, for railway viaducts, ramen viaducts and overpasses are appropriately combined based on the characteristics of the supporting ground, surface traffic conditions, etc., and an adjustment girder is bridged between the two ramen viaducts, Plural structures that are different as a whole are arranged along the bridge axis direction, such as where the overhang sections of the viaduct are adjacent to each other, or the girders constituting the bridge bridge are adjacent to each other. It can be said that this is a heterogeneous structure group.

  For this reason, railway viaducts will behave differently depending on the location of the earthquake. For example, two adjacent ramen viaducts along the bridge axis direction vibrate in the orthogonal direction of the bridge axis with different natural periods. Viaducts can cause relative displacement at their ends.

  Such relative displacement is called non-uniform displacement, and is further roughly classified into a misalignment that is a positional deviation in the translational direction along the direction orthogonal to the bridge axis and a corner break that is an angular deviation in the rotational direction.

JP 55-148805 A JP-A-9-13319

  It has been clarified that such non-uniform displacement has a great influence on a train traveling on a track laid along the direction of the bridge axis. The behavior of the structure during an earthquake and what kind of corner breaks or misunderstandings have not been clarified. As a result, the train travelability of each structure during an earthquake Is assumed to be insufficient.

  The present invention has been made in consideration of the above-described circumstances, and can prevent train displacement in the horizontal plane such as misunderstandings and corner breaks, thereby improving train running performance during an earthquake with a rational design. An object of the present invention is to provide a reinforcing structure for a high-bridge connection part.

  In order to achieve the above-mentioned object, the reinforcing structure of the viaduct connection part according to the present invention, as described in claim 1, spans an adjustment girder between two ramen viaducts, and each of the ramen viaduct and the adjustment girder is opposed to each other. A predetermined stiffening member is disposed so as to straddle the end, and one end of the stiffening member is attached to the opposite end of the ramen viaduct, and the other end is attached to the opposite end of the adjustment girder, The viaduct and the opposing end portions of the adjustment girder are connected via the stiffening member.

  Further, the reinforcing structure of the viaduct connection part according to the present invention is a predetermined stiffening member so as to straddle the opposing ends of the two rigid frame viaducts arranged adjacent to each other along the bridge axis direction. And attaching one end of the stiffening member to one opposite end of the two ramen viaducts and attaching the other end to the other opposite end of the two ramen viaducts, The opposite end portions of two ramen viaducts are connected via the stiffening member.

  In addition, as described in claim 3, the reinforcing structure of the viaduct connection part according to the present invention has a predetermined compensation so as to straddle the opposing end parts of two bridge girders that are bridged adjacently along the bridge axis direction. Arranging the rigid member, attaching one end of the stiffening member to one opposite end of the two bridge beams, and attaching the other end to the other opposite end of the two bridge beams, Each opposing end of two bridge beams is connected via the stiffening member.

  Moreover, the reinforcement structure of the viaduct connection part which concerns on this invention makes the installation surface of the said stiffening member the frame side surface, a track floor upper surface, or a track base concrete side surface.

  The reinforcing structure of the viaduct connection portion according to the present invention is configured such that a bolt hole is formed in the stiffening member, and the stiffening member is attached to the opposite end portion with a bolt inserted into the bolt hole. The bolt hole is a long hole extending in the bridge axis direction when at least one of the opposed end portions is supported by a movable support.

  In the reinforcement structure of the viaduct connection part according to the present invention, various types of viaduct structures such as ramen viaducts, adjustment girders and overhead bridges (girder bridges) are constructed in an arbitrary combination in a row, and tracks are laid on them. In this case, a stiffening member is attached to the structure boundary so as to straddle the structure boundary of each viaduct structure, and adjacent viaduct structures are connected to each other via the stiffening member.

  That is, in the case where an adjustment girder is bridged between two ramen viaducts, a predetermined stiffening member is arranged so as to straddle the opposite ends of the ramen viaduct and the adjustment girder, and one end of the stiffening member Is attached to the opposite end of the ramen viaduct, and the other end is attached to the opposite end of the adjustment girder, thereby connecting the opposite end of the ramen viaduct and the adjustment girder via a stiffening member.

  In addition, when two ramen viaducts are arranged adjacent to each other along the bridge axis direction, a predetermined stiffening member is disposed so as to straddle the opposite ends of the two ramen viaducts, and the stiffening member One end is attached to one opposite end of the two ramen viaducts, and the other end is attached to the other opposite end of the two ramen viaducts so that each opposite end of the two ramen viaducts is a stiffening member. Connect through.

  Further, when two bridge girders are bridged adjacent to each other along the bridge axis direction, a predetermined stiffening member is disposed so as to straddle the opposite ends of the two bridge girders, and the stiffening member One end of the two bridge girders is attached to one opposite end of the two bridge girders, and the other end is attached to the other opposite end of the two bridge girders, so that each opposite end of the two bridge girders is connected via a stiffening member. Connect.

  In this way, even if each viaduct structure vibrates in the direction orthogonal to the bridge axis at different natural periods during an earthquake, the two adjacent viaduct structures are mutually connected at their opposite ends via the stiffening member. Since they are connected, it is possible to greatly suppress the occurrence of inconsistent displacements such as misplacements and corner breaks at the structure boundaries, thus improving the traveling safety of the train during an earthquake.

  The stiffening member may be configured in any way as long as the opposite ends of the viaduct structure are connected to each other to prevent their non-uniform displacement at the structure boundary (non-uniform displacement in the horizontal plane). For example, a rectangular steel plate or channel steel can be used.

  It is arbitrary in which part of each opposing end the such stiffening member is installed. For example, the installation surface can be a frame side surface, a track floor top surface, or a track base concrete side surface. Here, the side surface of the frame refers to the side surface of the beam (girder) in the direction of the bridge axis, the side surface of the overhanging portion, or the side surface of the protruding portion formed by extending the floor slab in the direction orthogonal to the bridge axis, if it is a ramen viaduct. If it is an overhead bridge, it refers to the side of the girder, and if it is an adjustment girder, it refers to the side of that girder.

  As for the combination of bearings at the opposite end, the fixed bearing-fixed bearing, fixed bearing-movable bearing, and movable bearing-movable bearing can be considered if the opposite end is extended from the rigid frame. However, when the second and third, that is, at least one of them is a movable bearing, the bolt hole formed in the stiffening member is a long hole extending in the bridge axis direction.

  If formed in this way, it will not interfere with the function of the movable support to cope with temperature changes, etc., and if the bolt moves relative to the material axis direction of the elongated hole at a certain angle, A frictional force is generated between the elongated hole and the frictional force suppresses inconsistent displacement such as mistaking or corner breakage.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a reinforcing structure for a viaduct connection part according to the present invention will be described with reference to the accompanying drawings. Note that components that are substantially the same as those of the prior art are assigned the same reference numerals, and descriptions thereof are omitted.

  FIGS. 1 to 3 show a reinforcing structure of a viaduct connection part according to the present embodiment, FIG. 1 is a side view seen from the direction orthogonal to the bridge axis, and FIG. 2 is a line AA direction of FIG. FIG. 3 is a plan view taken along the line.

  As can be seen from these figures, the reinforcing structure 1 of the viaduct connection part according to the present embodiment spans the adjustment girder 3 between the ramen viaduct 2 and the ramen viaduct 5 arranged along the bridge axis direction, and is adjusted. An end 2a of the ramen viaduct 2 facing the beam 3 and an end 3a of the adjustment beam 3 facing the ramen viaduct 2, that is, the opposite ends 2a and 3a are connected to each other by a stiffening member 4.

  The stiffening member 4 is formed of a steel plate having a rectangular shape, and is disposed on the upper surfaces of the track floors so as to straddle the opposing end portions 2a and 3a.

  Similarly, the end portion 5b of the ramen viaduct 5 facing the adjustment girder 3 and the end portion 3b of the adjustment girder 3 facing the ramen viaduct 5, that is, the opposite end portions 5b and 3b are connected to each other by the stiffening member 4. The stiffening member 4 is disposed on the upper surfaces of the orbital floors so as to straddle the opposing end portions 5b and 3b.

  When the opposing ends 2a and 3a are connected to each other by the stiffening member 4, bolt holes are formed on one edge and the other edge of the stiffening member 4, and the bolt formed on one edge. The bolt 6 is inserted into the hole and screwed into the anchor embedded in the upper surface of the orbital floor of the opposite end 2a, and the bolt 6 is also inserted into the bolt hole formed on the other edge to pass the orbital floor of the opposite end 3a. What is necessary is just to screw in the anchor embed | buried under the upper surface. The same applies when the opposing ends 5b, 3b are connected to each other by the stiffening member 4.

  In addition, the stiffening member 4 is arrange | positioned at the bridge shaft and the both sides on both sides, respectively, and the number of installation is six places.

  FIG. 4 shows that the ramen viaduct 2 and the adjustment girder 3 vibrate at different natural periods during an earthquake, and what force is exerted on the stiffening member 4 straddling the opposite ends 2a and 3a, which is a structure boundary. It shows how it works.

  First, when the opposing end portions 2a and 3a vibrate so as to cause a misunderstanding, a shearing force as shown in FIG. 5 (a) acts on the stiffening member 4, and the shearing force is applied to the stiffening member. 4 supported by in-plane shear stiffness.

  Further, when the opposing end portions 2a and 3a are vibrated so as to be bent, a tensile force and a bending moment as shown in FIG. The stiffening member 4 is supported by the tensile rigidity and the in-plane bending rigidity.

  As explained above, according to the reinforcing structure 1 of the viaduct connection part according to the present embodiment, the opposing end parts 2a and 3a and the opposing end parts 5b and 3b are connected by the stiffening member 4, respectively. Even if the structural ramen viaduct 2, the ramen viaduct 5 and the adjustment girder 3 spanned between them vibrate in the orthogonal direction of the bridge axis with different natural periods, the displacement in the horizontal plane such as misplacement and corner breakage is greatly reduced. Thus, the traveling safety of the train during an earthquake is improved.

  In the present embodiment, it is assumed that the opposed end portions 2a and 3a are both fixed supports and the opposed end portions 5b and 3b are similarly fixed supports. For example, of the opposed end portions 2a and 3a, the opposed ends 2a and 3a are opposed to each other. When the end 3b is a movable bearing, a stiffening member 51 shown in FIG. 5 is used.

  The stiffening member 51 shown in the figure has a bolt hole 52 formed in a circular shape on the opposite end 2a side supported by the fixed support, as in the above-described embodiment, but the opposite end supported by the movable support. On the part 3a side, the bolt hole 53 is formed as a long hole extending in the bridge axis direction, and the bolt 6 inserted through the pedestal 54 is inserted through the bolt hole 53 and fixed to the opposing end 3a.

  In such a modified example, the bolt hole 53 is formed in parallel to the bridge axis direction. Therefore, when relative rotation that causes corner breakage occurs between the opposed end portions 2a and 3a, the bolt 6 is There is no relative movement parallel to the 53 material axis.

  Therefore, the bolt 6 always comes into contact with either side of the bolt hole 53 to generate a frictional force, and thus it is possible to prevent corner breakage without interfering with the function of the movable support for dealing with temperature changes and the like. It becomes possible to suppress.

  FIG. 6 shows a stiffening member 55 according to another modification. As in the case of the stiffening member 51, the stiffening member 55 shown in FIG. 5A is formed with a circular bolt hole 52 on the side of the opposite end 2a supported by the fixed support, and the opposite end 3a supported by the movable support. The bolt hole on the side is formed as a long hole extending in the bridge axis direction. The bolt hole is formed as a groove hole 56 having a constant width, and the groove hole 56 is movable in the groove hole. In addition, a rectangular piece 57 having an outer dimension substantially the same as the constant width is fitted, and a bolt 6 is inserted into the piece and fixed to the opposing end 3a.

  Therefore, when relative rotation occurs such that corner breakage occurs between the opposed end portions 2a and 3a, the frame 57 into which the bolt 6 is inserted has its side face inside the slot 56 as shown in FIG. Relative movement occurs while sliding on the wall surface, and the frictional force indicated by the arrow in the figure is received from the inner wall. Therefore, the frictional force generated in the groove hole 56 is significantly larger than the frictional force generated in the bolt hole 53.

  In addition, on the opposite end 3a side supported by the movable support, the slots 56 are arranged in a plurality of rows along the direction orthogonal to the bridge axis direction, and in this modification, two rows, so the frames 57 are The normal force (force in the direction perpendicular to the bridge axis) received from the inner wall surface of the slot 56 is opposite in the direction near and far from the structure boundary as shown in FIG. Will occur. Therefore, when a relative rotation that causes a corner break occurs between the opposed end portions 2a and 3a, the stiffening member 55 generates the rotation restraining force described above with its in-plane bending rigidity, and the opposed end portion 2a. , 3a is strongly restrained.

  Therefore, according to the modification according to FIG. 6, it is possible to reliably suppress the corner breakage without interfering with the function of the movable support for responding to a temperature change or the like.

  In this embodiment, the stiffening member 4 is installed on the upper surface of the track floor. However, as long as the opposing end portions 2a and 3a or the opposing end portions 5b and 3b can be connected to each other, the auxiliary portion according to the present invention is used. Where the rigid member is installed is arbitrary.

  7 and 8 are views showing the stiffening member 61 installed on the side surfaces of the track base concrete 62, 62. FIG. 7 is a cross-sectional view seen from the bridge axis direction, and FIG. 8 is a plan view.

  As can be seen in these drawings, the stiffening member 61 is formed of channel steel and is arranged on both sides of the track base concrete 62, 62 along the bridge axis direction and across the opposing ends 2a, 3a. In addition, one end of the stiffening member 61 is fixed to the opposite end 2a and the other end is fixed to the opposite end 3a, thereby connecting the opposite ends 2a, 3a to each other.

  Similarly, the stiffening member 61 is disposed on both sides of the track base concrete 61, 61 along the bridge axis direction and straddling the facing end portions 5b, 3b, and one end of the stiffening member 61 is opposed to the stiffening member 61. The opposite ends 5b and 3b are connected to each other by fixing the other end to the opposite end 3b.

  The stiffening member 61 resists misalignment mainly by tensile rigidity and out-of-plane bending rigidity, and resists corner bending mainly by tensile rigidity.

  9 and 10 are views showing stiffening members 81 installed on the side surfaces of the frame, that is, the side surfaces of the beams (girder) in the bridge axis direction constituting the ramen viaduct 2 and the side surface of the adjustment girder 3. Is a side view, and FIG. 10 is a plan view.

  The stiffening member 81 is made of channel steel and is adjusted with the side surface of the beam (girder) in the bridge axis direction constituting the ramen viaduct 2 along the bridge axis direction and straddling the opposite ends 2a and 3a. It is arranged on the side surface of the girder 3, and one end of the stiffening member 81 is fixed to the opposite end 2a and the other end is fixed to the opposite end 3a, thereby connecting the opposite ends 2a and 3a to each other. .

  Similarly, the stiffening member 81 is formed on the side surface of the beam (girder) in the bridge axis direction and the side surface of the adjustment girder 3 constituting the ramen viaduct 2 along the bridge axis direction and straddling the opposite ends 5b and 3b. In addition, the stiffening member 81 has one end fixed to the facing end 5b and the other end fixed to the facing end 3b, thereby connecting the facing ends 5b and 3b to each other.

  The stiffening member 81 resists misalignment mainly by tensile rigidity and out-of-plane bending rigidity, and resists corner bending mainly by tensile rigidity.

  The stiffening member according to the present invention can be installed in places other than the above. For example, the side surface of the projecting portion formed by extending the floor slab in the direction orthogonal to the bridge axis and the floor in the direction orthogonal to the bridge axis The stiffening member can be installed so as to straddle the side surface of the protruding portion of the adjustment girder formed by extending the plate.

  Moreover, although this embodiment demonstrated the example which attaches a stiffening member so that the opposing edge part of a ramen viaduct and an adjustment girder might be straddled, the combination of a viaduct structure is not limited to this combination.

  FIG. 11 is a side view showing a reinforcing structure 101 of a viaduct connection part according to a modification. As can be seen from the figure, the reinforcing structure 101 of the viaduct connection part according to the modified example includes a stiffening member 103 formed of channel steel so as to straddle the opposite ends 102a and 105a of the ramen viaduct 102 and the ramen viaduct 105. It is arranged on the side surface of the opposing end, and one end of the stiffening member is attached to the opposing end 102a and the other end is attached to the opposing end 105a, whereby the opposing ends 102a and 105a are mutually connected via the stiffening member 103. It is connected to.

  Here, the opposing end portion 102a is an overhang portion of the ramen viaduct 102, the opposing end portion 105a is an overhang portion of the ramen viaduct 105a, and the above-described implementation is performed in that no adjustment girder is bridged between the ramen viaducts 102 and 105. Different from form.

  Also in such a modification, the stiffening member 103 resists mainly by the tensile rigidity and the out-of-plane bending rigidity against misalignment, and resists mainly by the tensile rigidity against corner bending.

  Therefore, as in the above-described embodiment, even if the ramen viaduct 102 and the ramen viaduct 105, which are viaduct structures, vibrate in the orthogonal direction of the bridge axis with different natural periods, significant displacement in the horizontal plane such as misplacement and corner breakage is greatly increased. Thus, the traveling safety of the train during an earthquake is improved.

  In addition, the installation location of the stiffening member when the overhang portions of the ramen viaduct 102 and the ramen viaduct 105 are respectively opposed ends is not limited to the side surface of the casing as shown in FIG. It can be installed on the upper surface of the track floor or the side surface of the track base.

  In addition, even when the ramen viaduct is adjacent in the so-called back-crack form with no overhang, by installing stiffening members so as to straddle the opposing ends of the two adjacent ramen viaducts, Can be suppressed.

  FIG. 12 is a side view showing a reinforcing structure 111 of a viaduct connection part according to a modification. As can be seen in the figure, the reinforcing structure 111 of the viaduct connection part according to the modified example is a grooved steel so as to straddle the opposite ends 112b and 113a of the girder 112 and the girder 113 that constitute the girder bridge as an overhead bridge. The formed stiffening member 116 is disposed on the side surface of the opposite end, and one end of the stiffening member is attached to the opposite end 112b and the other end is attached to the opposite end 113a, whereby the opposite ends 112b and 113a are attached. They are connected to each other through a stiffening member 116.

  Also in this modification, the stiffening member 116 resists mainly misalignment by tensile rigidity and out-of-plane bending rigidity, and resists corner bending mainly by tensile rigidity.

  Therefore, as in the above-described embodiment, even if the bridge bridge girders 112 and girders 113, which are viaduct structures, vibrate in the direction orthogonal to the bridge axis with different natural periods, they are not displaced in the horizontal plane such as misplacements and corner breaks. Can be greatly suppressed, and thus the traveling safety of the train during an earthquake is improved.

  In addition, the stiffening member 116 is similarly disposed on the side surface of the opposite end so as to straddle the opposite ends 113b and 114a of the spar 113 and 114, and the opposite end 114b and It is similarly arranged on the side surface of the opposite end so as to straddle 115a, and has the same effect as described above. Note that the detailed description thereof is the same as described above, and thus the description thereof is omitted here.

The side view of the reinforcement structure of the viaduct connection part which concerns on this embodiment. Sectional drawing in alignment with the AA of FIG. The top view of the reinforcement structure of the viaduct connection part which similarly concerns on this embodiment. Explanatory drawing which showed the effect | action of the reinforcement structure of the viaduct connection part which concerns on this embodiment. Explanatory drawing which showed the effect | action of the reinforcement structure of the viaduct connection part which concerns on a modification. The top view which showed the reinforcement structure of the viaduct connection part which concerns on another modification. It is the figure which showed the reinforcement structure of the viaduct connection part which concerns on a modification, (a) is sectional drawing seen from the bridge-axis direction, (b) is detailed sectional drawing which showed the attachment condition of the stiffening member. The top view which showed the reinforcement structure of the viaduct connection part which concerns on a modification similarly. The side view which showed the reinforcement structure of the viaduct connection part which concerns on another modification. The same top view. The side view which showed the reinforcement structure of the viaduct connection part which concerns on another modification. The side view which showed the reinforcement structure of the viaduct connection part which concerns on another modification.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Reinforcement structure of viaduct connection part 2, 5 Ramen viaduct 3 Adjustment girder 4 Stiffening member 2a, 3a Opposing end part 5b, 3b Opposing end part 53 Long hole 61, 81 Stiffening member 62 Track roadbed concrete 101 Reinforcement of viaduct connection part Structure 102, 105 Ramen viaduct 102, 105a Opposing end 111 Reinforcing structure 112, 113, 114, 115 Girder 116 Stiffening member 112b, 113a Opposing end 113b, 114a Opposing end 114b, 115a Opposing end

Claims (5)

An adjustment girder is bridged between two ramen viaducts, and a predetermined stiffening member is disposed so as to straddle the opposite ends of the ramen viaduct and the adjustment girder, and one end of the stiffening member is connected to the ramen viaduct. A viaduct connection characterized in that the ramen viaduct and the opposing ends of the adjustment beam are connected via the stiffening member by attaching to the opposite end and attaching the other end to the opposite end of the adjustment beam. Reinforcement structure of the part. A predetermined stiffening member is disposed so as to straddle the opposing ends of two ramen viaducts arranged adjacent to each other along the bridge axis direction, and one end of the stiffening member is connected to one of the two ramen viaducts. Attaching to the opposite end and attaching the other end to the other opposite end of the two ramen viaducts, the opposite end portions of the two ramen viaducts are connected via the stiffening member. Reinforcement structure of viaduct connection part. A predetermined stiffening member is disposed so as to straddle the opposing ends of two bridge girders that are bridged adjacently along the bridge axis direction, and one end of the stiffening member is connected to one of the two bridge girders. The opposite end portions of the two bridge girders are connected via the stiffening member by attaching the other end to the other opposite end portion of the two bridge girders. Reinforced structure of viaduct connection part. The reinforcement structure of the viaduct connection part as described in any one of Claims 1 thru | or 3 which made the installation surface of the said stiffening member the frame side surface, a track floor upper surface, or a track roadbed concrete side surface. A bolt hole is formed in the stiffening member, and the stiffening member is attached to the opposing end with a bolt inserted through the bolt hole, and at least one of the opposing end portions is movable support. The reinforcement structure of the viaduct connection part as described in any one of Claims 1 thru | or 3 which made the said bolt hole the long hole extended in a bridge-axis direction when it is supported by.

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