JP2016037746A - Embedded joint structure for road bridge and construction method for the embedded joint structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an embedded joint structure suited for replacement of a load bearing-type expansion joint that is stopped performing intended functions due to rusting of a mobile bearing, etc.SOLUTION: An embedded joint structure for a road bridge includes: a pair of load bearing steel plates 10a, 10b installed parallel to each other as cantilevered beams on a surface of a bridge abutment and a bridge girder 1 or bridge girders with a joint S in between, the steel plates extending toward the joint; hole-in anchors 12a, 12b or stud bolts planted on both load bearing steel plates and integrated, for fitting and fixing the load bearing steel plates to the bridge abutment and the bridge girder 1 or the bridge girders; fixing nuts 13a, 13b fastened to screw head parts 14a, 14b, respectively, on the hole-in anchors or the stud bolts, for keeping the load bearing steel plates in a fall-off prevention state; and an asphalt pavement A covering over the embedded joint structure. The screw head parts and the fixing nuts are embedded entirely in a range of thickness of a base layer 16 of the asphalt pavement, and only a surface layer 17 of the asphalt pavement is connected to a surface layer of a ground cover part B.SELECTED DRAWING: Figure 14

Description

  The present invention relates to a buried joint structure of a road bridge and its useful construction method.

  By not requiring post-installed concrete installation and curing, on-site construction with light labor can be performed, and the buried joint structure of a road bridge that can pass the vehicle at an early stage is exemplified in Patent Documents 1 to 4, Among them, the floor slab telescopic connection device described in Patent Document 4 is considered to be a publicly known technique that most closely approximates the present invention, particularly in that it includes a load support (3) and a non-land adjuster (202). .

Japanese Patent No. 2923586 Japanese Patent No. 3371102 Japanese Patent No. 3727057 Japanese Patent No. 4171356

  However, the connecting part covering material (210A) (210B) covered by the floor slab expansion and contraction connecting device (1) of Patent Document 4 is different from the normal asphalt (300) adjacent to both front and rear ends thereof, Because it is made of a special pavement that absorbs the expansion and contraction of the floor slabs (101A) and (101B), a road level difference is produced at the boundary with the asphalt (300), and the steering stability of the passing vehicle is lowered, and vibration and noise are reduced. There is a problem to invite. Such a problem can be said to occur in the same manner even in the expansion joint structure described in FIG. 8 of Patent Document 1, the expansion joint described in Patent Document 2, and the buried joint described in Patent Document 3.

  Moreover, although the floor slab expansion-contraction apparatus (1) of the said patent document 4 is equipped with the load support body (3), the load support body (3) is a flexible rope-like suspension material. The pair of support plates (10A) (10B) fixedly supporting the front and rear end portions bent in a U shape of the suspension material are the loose portions of the floor slabs (101A) (101B) ( G) is not a cantilever beam projecting to G, so it is impossible to support the wheel load at the gap (G), and it is not recognized as a load support despite its explanation. .

  In addition, the floor slab telescopic connection device (1) of Patent Document 4 is constructed on the spot as a so-called retrofitting method, and the asphalt (300) is covered with the connection portion on the floor slab connection portion (100). It is impossible to perform a refresh work continuously (including a seamless road surface) including the materials (210A) and (210B).

  That is, as is apparent from the description of paragraphs [0042] to [0044], the floor slab paving material (asphalt) (300) once laid on the floor slab (101A) (101B) The width and length (LW2) and depth at which the device (1) can be installed are removed by removing the existing floor slab reinforcement (203) and through reinforcement (204), and the uneven surface adjustment material ( 202), the support plates (10A) and (10B) are installed, and finally the special connecting portion covering materials (210A) and (210B) are covered.

  Therefore, the floor slab paving material (asphalt) (300) is unnecessarily wasted, and there are still problems that require a lot of time and labor in the field construction.

  Further, the connecting portion covering materials (210A) and (210B) of Patent Document 4 are composed of rubber asphalt or resin mortar as a special paving material capable of absorbing the expansion and contraction of the floor slabs (101A) and (101B). The first connecting portion covering material (210A) located on the portion (G) is set to be made of a material that is softer and richer in elasticity than the second connecting portion covering material (210B) located on both sides thereof. Therefore, when the rope-like suspension material (load support) (3), which handles this from below, expands and contracts following the floor slabs (101A) (101B), the road surface is unevenly deformed and raised from the road surface. There is also a problem that a safe and safe road surface for vehicle traffic cannot be maintained over a long period of time, such as causing a motorcycle accident.

  SUMMARY OF THE INVENTION The present invention aims to solve such problems, and in order to achieve these objects, in claim 1, as an embedded joint structure of a road bridge, an abutment and a bridge girder (floor plate) or a bridge girder sandwiching the seam of the road bridge. (Floor slab) A single load supporting steel plate installed as a lid that covers the seam from above to the surface of each other,

  A plurality of hole-in anchors or stud bolts that are planted and integrated on one of the abutments and bridge girders, or one of the bridge girders, and fixed to the single load-supporting steel plate;

  A fixing nut that is fastened to the screw head of the hole-in anchor or stud bolt, and keeps the load-supporting steel plate in a retaining state,

  With asphalt pavement lined from above,

  The screw head and the fixing nut are buried in the thickness of the base layer in the asphalt pavement,

  It is characterized in that only the surface layer of the asphalt pavement can be refreshed so as to be continuous with the surface layer of the ground cover.

  Further, in claim 2, as a buried joint structure of a road bridge, a pair of load supporting steel plates installed in parallel as a cantilever projecting toward the joint between the abutment and the bridge girder or between the bridge girders sandwiching the joint of the road bridge. When,

  A plurality of hole-in anchors or stud bolts that are planted and integrated with each other in order to attach and fix the load supporting steel plates to the abutment and the bridge girder or to each other,

  A fixing nut that is fastened to the screw heads of the hole-in anchor or stud bolt, respectively, and that keeps the load supporting steel plates in a retaining state,

With asphalt pavement lined from above,
The screw head and the fixing nut are buried in the thickness of the base layer in the asphalt pavement,

  It is characterized in that only the surface layer of the asphalt pavement can be refreshed so as to be continuous with the surface layer of the ground cover.

  According to claim 3, the load adjusting steel plate and the abutment or the bridge girder are provided with a ground adjustment layer for adjusting the surface unevenness of the abutment or the bridge girder and / or adjusting the road crossing gradient. .

  According to a fourth aspect of the present invention, the protrusion that enhances the adhesion with the base layer in the asphalt pavement is erected integrally upward from the load supporting steel plate.

  In claim 5, the surface layer of the asphalt pavement is drained, and the grout material for preventing separation of the granular aggregate is filled in the surface of only a certain width of the stepping pressure zone that is stepped on by the passing vehicle. Features.

  According to a sixth aspect of the present invention, the overhanging tip portions of both load supporting steel plates are abutted directly or via a T-shaped cushion pad at a position directly above the joint of the road bridge.

  In claim 7, while applying a cutter joint that can absorb the kick-up at the end of the girder due to the rotation of the bridge girder, to the position corresponding to the joint of the road bridge in the asphalt pavement,

  While shaping the upper surface of both load supporting steel plates as a permeated water receiving groove from the cutter joint,

  The elastic waterproofing sheet facing directly below the permeated water receiving groove is laid along the road crossing slope, with its middle part folded into a U-shape or V-shape over the road bridge joint. And

  In claim 8, by arranging a pair of parallel ridges upward and parallel from the vicinity of the projecting tip of both load supporting steel plates, and forming a substantially U-shaped permeated water receiving groove between them,

  A plurality of drain holes are distributed on the bottom surface of the groove so that the permeated water from the cutter joint falls to the elastic water-stop sheet through the drain holes.

  Further, according to claim 9, an elastic water collecting pipe having a certain length that can be connected to the drain pipe downward is provided at a position where the elastic water-stop sheet laid along the road crossing slope corresponds to the road side portion. Built in an enclosed state by an elastic cover sheet that partially faces the elastic water-stop sheet for the length,

  By packing watertight packing between the upper and lower sides of the elastic cover sheet and the elastic water stop sheet, the permeated water from the cutter joint is guided to the elastic water stop sheet, the elastic water collecting pipe and the drain pipe on the road side. It is characterized by having decided.

  On the other hand, in claim 10, as a tip construction method for constructing the buried joint structure of the road bridge described in claim 1 or 2,

  First, the surface of the abutment and the bridge girder (floor slab) or the surface of the bridge girder (floor slab) sandwiching the joint of the road bridge, the constant width where the seam is in the middle position and the constant dimension larger than the thickness of the load supporting steel plate A first step of cutting out into a substantially concave groove shape from above only by depth;

  By applying and rolling non-shrinkable polymer cement mortar, epoxy resin mortar, room temperature type asphalt composite, and other base conditioning materials to the bottom surface of the concave groove shape, the base conditioning layer of the load supporting steel plate is formed. Two steps,

  Next, a third step of planting and fixing a plurality of hole-in anchors or stud bolts from above to the abutment and the bridge girder or between the girders as a height that does not expose the screw head from the base layer of the asphalt pavement to be laid in a later step. When,

  After that, a single load supporting steel plate is inserted into the hole-in anchor or stud bolt from above into the spanning state covering the road bridge joint, and the fixing nut is fastened to the screw head,

  Alternatively, insert a pair of load-supporting steel plates from above into a hole-in anchor or stud bolt into a parallel installed state that becomes a cantilever beam protruding toward the seam of the road bridge, and fasten the fixing nut to the screw head again. A fourth step;

  It is characterized by comprising the fifth and sixth steps of successively laying a base layer and a surface layer of asphalt pavement so as to cover the load supporting steel plate from above.

  Further, in claim 11, the elastic waterproofing sheet is temporarily attached to the abutment and the bridge girder or the bridge girder from above by using a dry bit anchor or a concrete nail so that the intermediate portion is suspended over the joint of the road bridge. An intermediate process to be stopped is interposed between the third process and the fourth process.

  Furthermore, in claim 12, as a retrofitting method for constructing the buried joint structure of a road bridge described in claim 2,

  First, the existing old load-supporting expansion joints and the back-cast concrete layer that is back-fitted and fixed between the bridge girders (floor slabs) sandwiching the joints of the road bridge are buried with a constant width so that the joints are in the middle position. A first step of notching a substantially concave groove shape from above by a certain depth larger than the total dimension of the thickness of the load-supporting steel plate and the thickness of the asphalt pavement in the joint structure;

  After that, the load-supporting steel sheet is formed by coating and rolling the non-shrinkable polymer cement, epoxy resin mortar, room temperature type asphalt mixture, and other base conditioning materials to the bottom of the groove in the shape of the concave groove cut into the cast concrete layer. A second step of creating a base adjustment layer of

  Next, asphalt pavement in which the plurality of hole-in anchors from above the remaining post-cast concrete layer are in a state where they do not interfere with the embedded reinforcing bars of the existing expansion joints, and the screw heads are lined in a subsequent process A third step of planting and fixing as a length not exposed from the base layer of

  Thereafter, the elastic water-proof sheet is similarly temporarily secured from above so that the intermediate portion is suspended over the seam of the road bridge over substantially the entire width of the cut-out concrete layer. Process,

  Next, a pair of load-supporting steel plates in the buried joint structure are inserted into a plurality of hole-in anchors from above into a parallel installed state that becomes a cantilever beam protruding toward the joint of the road bridge, and a fixing nut is attached to the screw head. A fifth step of fastening;

  Then, the sixth and seventh steps of sequentially laying the base layer and the surface layer of the asphalt pavement in such a manner that the surface layer becomes a substantially uniform road surface with the adjacent surface layer of the existing asphalt pavement so as to cover the load supporting steel plate from above. It is characterized by comprising.

  According to a thirteenth aspect of the present invention, the elastic waterproof sheet is formed longer than the length of one lane on the road by a fixed dimension, and the buried joint structure is constructed in advance by one lane of the road. Extend the length of a certain dimension of the waterproof sheet from the boundary with the adjacent lane,

  A temporary lining plate having the same thickness as the load-supporting steel plate of the above-mentioned buried joint structure is placed on the upper surface of the overhang extension portion so as to straddle the road bridge joint. By laying asphalt pavement, keep it in a vehicle-

  Next, when constructing the buried joint structure by following the adjacent one lane, the temporary asphalt pavement is scraped off, and the temporary lining plate is also removed, and the elastic water stop A base end portion of a separate elastic water-proof sheet is welded in a polymerized state to a projecting extension portion of the sheet, and then adjacent ones of the buried joint structures are connected in series.

  According to the above configuration of claims 1 and 2, the problems of the prior art described at the beginning can be completely solved as a load-supporting buried joint having a simple required structure, and particularly a road bridge. An effective buried joint structure suitable for the joints between bridge girders (floor slabs) and the joints between the fixed ends of the bridge girders and the abutments, and the girder length is short (girder height is low) and is difficult to bend even under live loads. Can be obtained.

  In that case, if the configuration of claim 3 is adopted, the load supporting steel plate of the buried joint structure can be stably and firmly attached and fixed to the surface (upper surface) of the abutment or bridge girder via the base adjustment layer, The spanning state as a lid with respect to the seam and the juxtaposed side-by-side state are stabilized, and the level of the road crossing gradient can be adjusted.

  If the structure of Claim 4 is employ | adopted, adhesion with the base layer in asphalt pavement can be strengthened by protrusions, such as a welding nut standing upright from the said load support steel plate, and it extends with the base layer. Helps prevent surface layer asphalt mixture from flowing and peeling.

  Further, if the structure of claim 5 is adopted, the drainage surface layer made of porous water-permeable asphalt composite material having a high porosity in asphalt pavement may be repeatedly peeled by the wheel load of a passing vehicle. There is an effect that can be surely prevented by a grout material such as mortar.

  If the structure of Claim 6 is employ | adopted, the front-end | tip parts of the load supporting steel plate which protrudes toward the joint line of a road bridge will be faced | matched directly or via a cushion pad, and the middle layer of asphalt pavement There is an effect that the granular aggregate can be received stably without fear of dropping off at the joint of the road bridge, and the durability is also improved.

  If the structure of Claim 7 is employ | adopted, the length (height) of the bridge girder (floor slab) in a road bridge is comparatively long (high), and rotation centering on the support is displacement (kick). Even if the seam is likely to cause an up phenomenon), it can be absorbed by the cutter joints to prevent cracks and collapse of the surface layer in asphalt pavement.

  Moreover, even if rain permeates from the cutter joint, it is captured by the permeated water receiving groove formed on the upper surface of the load supporting steel plate and the elastic water stop sheet located directly below it, and the road bridge There is an effect which can prevent falling from a joint.

  In that case, if the structure of Claim 8 is employ | adopted, the osmosis | permeation water from the said cutter joint will be reliably received in the osmosis | permeation water reception groove | channel, and an elastic water stop sheet | seat will be made from the several drainage hole distributed to the groove | channel bottom face. It can be smoothly guided and dropped into the interior, and its drainage performance is further improved.

  In particular, if the configuration of claim 9 is adopted, the permeated water (rain water) dropped from the permeated water receiving groove on the load supporting steel plate side to the inside of the elastic water stop sheet is drained from the drain side pipe ( As a guide path for discharging to the drain pipe), the elastic water-stop sheet and drain pipe (drain pipe) can be reliably and stably connected to each other by an elastic water collecting pipe of a certain length, and the weir of the watertight packing There is an effect that the permeated water (rain water) from the cutter joint can be smoothly discharged through the elastic water collecting pipe serving as a tunnel by the dam function.

  On the other hand, according to the construction method of claim 10, the buried joint structure of a road bridge having the configuration of claim 1 or claim 2 can be constructed very easily and efficiently, and avoidance of traffic stoppage. Or very useful for early release. In addition, it is not necessary to cut off and remove the existing asphalt pavement as a tipping method. Also, there is an effect that it is possible to periodically perform a refreshing work as a series of seamless states with the existing asphalt pavement or the surface layer of the ground covering portion located on both sides of the surface layer alone.

  In that case, if the structure of Claim 11 is employ | adopted, the intermediate part is the elastic water stop sheet which receives the permeated water from the said cutter joint to the upper surface of the abutment of a road bridge, a bridge girder (floor slab), or bridge girder. It can be temporarily fixed so as to be suspended over the seam of the road bridge, and the laying work can be easily and reliably performed.

  Further, according to the construction method of claim 12, it is useful for repair work for replacing the buried joint structure of the present invention having the configuration of claim 2 with an old existing load-supporting expansion joint of a different type. .

  In other words, the old load-supporting expansion joints that are already installed via post-cast concrete at the relatively narrow joints of road bridges are the aging and fatigue of the movable bearings that support the bridge girder (floor). For example, when the original expansion / contraction function is not exhibited, the buried joint structure of the present invention can be retrofitted by replacing it.

  In this case, if the configuration of claim 13 is adopted, the replacement repair work can be performed while switching the traffic for each lane of the road, which has the effect of helping to avoid traffic stoppage.

It is a schematic diagram of the road bridge to which the present invention is applied. 1 is a perspective view showing a first embodiment of an embedded joint structure according to the present invention. FIG. 3 is a plan view of FIG. 2. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. FIG. 5 is a sectional view taken along line 5-5 of FIG. It is explanatory drawing which shows the construction method of 1st Embodiment. It is sectional drawing corresponding to FIG. 4 which shows the 1st partial modification embodiment of 1st Embodiment. It is a top view corresponding to Drawing 3 showing the 2nd partial modification embodiment of a 1st embodiment. FIG. 9 is a sectional view taken along line 9-9 in FIG. 8. It is sectional drawing corresponding to FIG. 4 which shows 2nd Embodiment of this invention. It is sectional drawing corresponding to FIG. 4 which shows the 1st partial modification embodiment of 2nd Embodiment. It is sectional drawing corresponding to FIG. 4 which shows the 2nd partial modification of 2nd Embodiment. It is a top view corresponding to FIG. 3 which shows 3rd Embodiment of this invention. FIG. 14 is a cross-sectional view taken along line 14-14 of FIG. It is explanatory drawing which shows the construction method of 3rd Embodiment. It is sectional drawing corresponding to FIG. 4 which shows the 1st partial modification embodiment of 3rd Embodiment. It is sectional drawing corresponding to FIG. 4 which shows 2nd partial modification embodiment of 3rd Embodiment. It is a top view corresponding to FIG. 3 which shows the 3rd partial modification embodiment of 3rd Embodiment. FIG. 19 is a cross-sectional view taken along line 19-19 of FIG. It is sectional drawing corresponding to FIG. 14 which shows the 4th partial modification embodiment of 3rd Embodiment. It is sectional drawing corresponding to FIG. 14 which shows the 5th partial modification embodiment of 3rd Embodiment. It is sectional drawing corresponding to FIG. 4 which shows 4th Embodiment of this invention. It is sectional drawing which shows the communication connection state of the roadside part and drainage pipe (drain pipe) in an elastic water stop sheet. FIG. 24 is an enlarged sectional view taken along line 24-24 in FIG. It is sectional drawing corresponding to FIG. 23 which shows the tread pressure partial zone | band of the drainage pavement by a passing vehicle. It is explanatory drawing which shows the construction method (repair method) which replaces the old buried joint structure of this invention with the new buried joint structure of the same type. It is explanatory drawing which shows the construction method (repair method) which replaces the old load support type expansion joint of a different type with the buried joint structure of this invention. It is explanatory drawing which shows the addition connection method of an elastic water stop sheet. FIG. 28 is a plan view of (b), (c), (d), and (e). It is a slope view which extracts and shows the lining board for temporary installation.

  FIGS. 1 to 6 show a first embodiment of the present invention as a fixed end (fixed support (F)) of a bridge girder (floor plate) (1) in a road bridge (for example, a simple girder bridge) as shown in FIG. The buried joint structure suitable for the joint (S) (see S1 part of FIG. 1) between the abutment and the abutment (2) is shown, but the girder length (L) is short (the girder height is low). The bridge girder (1) is not easily bent even under a live load, and it is difficult to cause displacement (kick-up phenomenon) at the end of the girder due to rotation around the bearing. (1) It can be applied to the seam (S) between the two, and moreover, the movable support (M) of the bridge girder (1) gets rusted due to aged water leakage and stops its original movement. The present invention is also suitable for repairing the seam of road bridges (S) (see S2, S3 and S4 in FIG. 1). It can be carried out. (3) shows the pier.

  Reference numerals (10a) and (10b) in FIGS. 1 to 6 are a pair of front and rear load supporting steel plates that serve as joints between the bridge girder (floor slab) (1) and the abutment (2) or the bridge girder (1), and are approximately 7 mm to It consists of a flat steel plate with a thickness of about 19 mm, a width of about 150 mm to about 200 mm, and a unit length (product length) of about 1000 mm to 1800 mm, and each load supporting steel plate (10a) (10b) has a road bridge A plurality of mounting holes (11a) (11b) arranged in a staggered arrangement are preferably distributed along the seam (S).

  The load-supporting steel plates (10a) and (10b) are parallel cantilever beams projecting toward the seam (S) of the road bridge, and the bridge girder (1) and the abutment (2) or the bridge girder (1) are connected to each other. A plurality of hole-in anchors (anchor bolts / reinforcing bars) (12a) (12b) are attached and fixed to the surface. Reference numerals (13a) and (13b) denote fixing nuts screwed and fastened from above to the screw heads (14a) and (14b) of the respective hole-in anchors (12a) and (12b), and load-supporting steel plates (10a and 10b). Keep it in a retaining state.

  That is, in constructing the buried joint structure of the first embodiment, first, as a first step, as shown in FIG. 6 (a), a bridge girder (floor slab) (1) that sandwiches a road bridge joint (S) (1). ) And the abutment (2) or the surface of the bridge girders (1), a constant overall width (W1) (for example, about 300 mm) at which the seam (S) is in an intermediate position, and the load supporting steel plate (10a) Notch processing is carried out from the upper side into a substantially concave groove (G) by a certain depth (D1) (for example, about 25 mm to about 30 mm) larger than the thickness of (10b).

  Subsequently, as shown in FIG. 6 (b), after the non-shrinkage emulsion is sprayed on the bottom surface of the groove (G) as the second step, non-shrinkable polymer cement mortar, epoxy resin mortar, room temperature type A stable foundation adjustment layer (15a) (15b) of the load-carrying steel sheet (10a) (10b) is formed by applying dense rolling asphalt mixture and other foundation adjustment material and rolling. The ground adjustment layer (15a) (15b) adjusts the slope gradient in the cross-road direction (asphalt pavement surface) in addition to the function of adjusting the unevenness (unevenness) of the groove bottom surface in the groove (G) to a flat state. It also functions to adjust the level.

  Next, as the third step, as shown in FIG. 6 (c), a plurality of holes are formed from above the base adjustment layer (15a) (15b) to the bridge girder (1) and the abutment (2) or the bridge girder (1). The height of the in-anchors (12a) and (12b) that is not exposed from the base layer (16) of the asphalt pavement (A) in which the screw heads (upper end portions) (14a) and (14b) are to be laid in a later process. H) is planted and fixed at appropriate intervals in the bridge width direction (left-right direction).

  Thereafter, as shown in FIG. 6 (d), the mounting holes (11a) and (11b) of the load supporting steel plates (10a) and (10b) are inserted into the hole-in anchors (12a) and (12b) from above as the fourth step. Screw heads of the hole-in anchors (12a) and (12b) are maintained in a parallel state in which the ends of both load-supporting steel plates (10a) and (10b) are cantilever beams projecting toward the road bridge joint (S). The fixing nuts (13a) (13b) are fastened to the parts (14a) (14b).

  Then, in order to cover the load supporting steel plates (10a) and (10b) from above, as a fifth step, the base layer (16) of the asphalt pavement (A) as shown in FIG. About 35 mm to about 40 mm) is laid, and the surface is rolled by a rammer, vibration roller, or other compaction machine (not shown).

  In that case, the screw heads (14a) (14b) of the hole-in anchors (12a) (12b) and the fixing nuts (13a) (13b) screwed and fastened thereto are the base layer in the asphalt pavement (A). It is buried in the thickness (T1) of (16), and is projected upward from the surface (upper surface) of the base layer (16) so as not to be exposed. The height (H) to the screw head (upper end) (14a) (14b) in the hole-in anchor (12a) (12b) and the thickness (T1) of the base layer (16) in the asphalt pavement (A), The latter is set in a relational state that is larger than the former.

  Then, as a final sixth step, as shown in FIG. 6 (f), the surface layer (17) is formed from above the base layer (16) in the asphalt pavement (A) with a certain thickness (T2) (for example, about 35 mm to about 40 mm). The surface is also laid and rolled with a rammer, vibrating roller, or other compaction machine (not shown).

  Screw heads (upper end portions) of the hole-in anchors (12a) and (12b) in which the load supporting steel plates (10a) and (10b) are attached and fixed to the bridge girder (1) and the abutment (2) or the bridge girder (1) ( 14a) (14b) and the fixing nut (13a) (13b) fastened to this are not overhanging and exposed from the surface (upper surface) of the base layer (16) in the asphalt pavement (A), as described above. The rolling of the surface layer (17) can be carried out firmly without any trouble from above, and as a repair work for the road bridge, only the surface layer (17) of the asphalt pavement (A) is used as the ground cover (earthwork section) (B There is an advantage that it can be refreshed to a state continuous with the surface layer (18).

  In the configuration of the first embodiment shown in FIGS. 1 to 6, a pair of load-supporting steel plates (10a) and (10b) made of the same flat steel plate are arranged in parallel in a so-called longitudinally symmetrical installation state, and the overhang tip portion thereof. Although they are abutted on the road bridge seam (S), as is apparent from the first partial variant embodiment of FIG. 7 corresponding to FIG. Are installed in a parallel state in which the projecting front ends abut against each other on the joint (S) of the road bridge, and a number of protrusions are formed from the surfaces (upper surfaces) of the load supporting steel plates (10a) and (10b). The uplift (19a) (19b) is erected integrally upward, and the protrusion (19a) (19b) enhances the adhesion with the base layer (16) in the asphalt pavement (A). Dense-graded asphalt mixture of 6) may be prevented risk of flow. The protrusions (19a) and (19b) are not limited to the shape of a convex member such as a welded nut distributed in a scattered manner as shown in the figure, but also the bridge axis direction (longitudinal direction), the bridge width direction (lateral direction), and / or A rail form such as a welded square steel extending in the diagonal direction (oblique direction) can be adopted.

  Also, as shown in the second partial modified embodiment of FIGS. 8 and 9 corresponding to FIGS. 3 and 4, the projecting leading ends of both load supporting steel plates (10a) and (10b) are butted on the joint (S) of the road bridge. First, a cushion pad (20) having a T-shaped cross-section, which is preferably difficult to drop off, is press-fitted from above into the secured mutual gap, and the cushion pad (20) is set so as to obtain an anti-vibration effect and a soundproof effect. May be.

  Next, FIG. 10 shows a second embodiment of the present invention corresponding to FIG. 4 of the first embodiment. In the configuration of the first embodiment, the pair of load supporting steel plates (10a) and (10b) are installed in parallel as cantilever beams that project toward the seam (S) of the road bridge. In the case of the second embodiment, the width is constant. A single load-supporting steel plate (10) (for example, about 200 mm) is bridged as a lid that covers the road bridge seam (S) from above, and only one end (base end) of the front and back is bridge girder (floor) The plate (1) or the abutment (2) is attached and integrated with a plurality of hole-in anchors (12) and fixing nuts (13) fastened to the screw heads (14), and the remaining other end (tip) Are free to leave the bridge girder (1) or abutment (2). (19) is a protrusion that reinforces the adhesion with the base layer (16) in the asphalt pavement (A), and is erected integrally upward from the other end (tip) of the load supporting steel plate (10). .

  Since the other structure and construction method in 2nd Embodiment of FIG. 10 are substantially the same as the said 1st Embodiment of FIGS. 1-6, the same code | symbol as FIGS. 1-6 is entered in the FIG. However, even if it is a single load supporting steel plate (10) installed in a bridging state as a lid for the road bridge seam (S), the seam (S) The wheel load can be supported without hindrance and the girder (floor) (1) has a short girder length (L) as well as the joint (S) between the fixed end of the girder (1) and the abutment (2). It is widely applicable to floor slab bridges, PC bridges, RC bridges, etc.

  FIG. 11 relates to the first partial variation of the second embodiment, in which the reinforcing rib (21) from the middle part of the load supporting steel plate (10) to the seam (S) of the road bridge is integrally suspended. ing. FIG. 12 also shows a second modified embodiment of the second embodiment, in which the short side portion (tip portion) of the load supporting steel plate (10) made of a single angle-type steel plate is in the form of a rail. The protrusion (22) and the protrusion (23) of the square steel parallel to the protrusion (23) are also erected integrally upward from the middle part of the load-carrying steel plate (10) to form the base layer (16) in the asphalt pavement (A). The adhesion is further enhanced.

  Further, FIGS. 13 to 15 show, as a third embodiment of the present invention, a steel bridge or a steel deck slab bridge with a long girder length (l) (high girder height), or a road bridge seam with heavy traffic. (S) shows a buried joint structure suitable for (S). Even in this case, a pair of front and rear load-bearing steel plates (10a) and (10b) made of flat steel plates are juxtaposed as cantilever beams extending toward the seams (S). (Floor slab) (1) and abutment (2) or bridge girder (1) multiple hole-in anchors (12a) (12b) and fixing nuts (13a) fastened to their screw heads (14a) (14b) ) (13b) for fixing.

  However, in the above-mentioned road bridge to which the buried joint structure of the third embodiment is applied, the deflection (rotation around the bearing) of the bridge girder (1) caused by the live load is the displacement (kick-up) at the end of the girder. Cutter joints (cutting with a concrete cutter) that are useful for absorption and prevention of cracks and eventually collapse from the surface layer (17) in asphalt pavement (A). It is necessary to apply (concave grooves) (24) to the asphalt pavement (A).

  Then, since rain permeates from the cutter joint (24), it must be prevented that the permeated water falls from the joint (S) of the road bridge. Rainwater (leakage) falling from the seam (S) causes rust on the steel main girder, the steel support that supports it, the embedded reinforcing bars or hole-in anchors of the concrete floor slab, etc. This is because the durability of the road bridge will be reduced.

  (25a) (25b) of the load supporting steel plates (10a) (10b) for forming a permeated water receiving groove (26) having a constant width (W2) located substantially directly below the cutter joint (24). A pair of parallel ridges that are integrally arranged upward from the vicinity of the projecting tip, and receive a penetrating water from the cutter joint (24) as a substantially U-shaped penetrating water receiving groove (26) between them. It is like that. The pair of ridges (25a) and (25b) that define the permeated water receiving groove (26) are protrusions (19a and 19b) that increase the adhesion with the base layer (16) in the asphalt pavement (A). It also fulfills the function.

  Further, (27) is an elastic water-stop sheet facing directly below the permeated water receiving groove (26), and is preferably made of a rubber sheet with a woven fabric such as nylon having a high tear strength, and has an intermediate width. The part is laid along the road crossing slope as a U-shaped or V-shaped curved shape that spans the seam (S), and the permeated water is guided and discharged to the side of the road bridge as will be described later To do.

  In that case, the permeated water from the cutter joint (24) is passed through the permeated water receiving groove (26) formed on the surface (upper surface) of the both load supporting steel plates (10a) and (10b). Although it can be said that it falls through the overhanging tip in the butted state of (10b), in order to promote its drainage performance, a plurality of drainage holes (28a) (28b) are provided on the bottom surface of the permeated water receiving groove (26). It is preferable that the openings are distributed so as to fall from the permeated water receiving groove (26) through the drain holes (28a) and (28b) into the elastic waterproof sheet (27).

  In addition, since the other structure in 3rd Embodiment of FIGS. 13-15 is substantially the same as the said 1st Embodiment, only the same code | symbol as FIGS. Detailed description thereof will be omitted.

  In constructing the buried joint structure of the third embodiment, first, as a first step, as shown in FIG. 15 (a), a bridge girder (floor slab) (1) sandwiching a road bridge joint (S) and The surface of the abutment (2) or the surface of the bridge girders (1) has a constant overall width (W1) (for example, about 300 mm) at which the seam (S) is in an intermediate position, and the load supporting steel plates (10a) (10b). ) By a certain depth (D1) (for example, about 25 mm to about 30 mm) which is larger than the thickness of the above), and is cut into a substantially groove (G) shape from above.

  Subsequently, as shown in FIG. 15 (b), as the second step, an adhesion emulsion (not shown) is sprayed on the groove bottom surface where the groove (G) is uneven (uneven), and a non-shrinkable polymer cement mortar or Epoxy resin mortar, room-temperature type dense particle size asphalt mixture, and other foundation conditioners are coated and rolled to form stable foundation adjustment layers (15a) and (15b) for both load bearing steel plates (10a) and (10b). To do.

  In that case, the asphalt pavement surface gradually becomes lower in the crossing direction of the road as it goes to the roadside than the surface (upper surface) of the bridge girder (1) or abutment (2) is in a horizontal state. Since it has an inclination gradient, the level adjustment of the asphalt pavement surface is also performed by the base adjustment layers (15a) and (15b).

  Next, as a third step, as shown in FIG. 15 (c), a plurality of holes are formed from above the foundation adjustment layer (15a) (15b) to the bridge girder (1) and the abutment (2) or the bridge girder (1). The in-anchor (12a) (12b) is the height (H) that is not exposed from the base layer (16) of the asphalt pavement (A) in which the screw head (upper end) (14a) (14b) is laid in a later step, Plant and fix at appropriate intervals in the bridge width direction (left-right direction).

  Then, to the screw heads (14a) and (14b) of the hole-in anchors (12a) and (12b) protruding from the bridge girder (1) and the abutment (2) or the bridge girder (1), FIG. As is clear from the fourth step, the elastic waterproofing sheet (27) having a constant width (W3) is laid so that its intermediate portion is suspended over the seam (S) of the road bridge. Then, it is fixed temporarily by a plurality of dry bit anchors or concrete nails (29a) (29b).

  In that case, what is necessary is just to drill the attachment hole (illustration omitted) of the elastic water-stop sheet | seat (27) inserted in a hole-in anchor (12a) (12b) in a construction site.

  Thereafter, as the fifth step, as shown in FIG. 15 (e), the above-mentioned bridge girder (1) and abutment (2) or the hole in anchor (12a) (12b) still protruding from the bridge girder (1) from above. Cantilever in which the mounting holes (11a) (11b) of the load supporting steel plates (10a) and (10b) are inserted and the ends of the load supporting steel plates (10a) and (10b) project toward the joint (S) of the road bridge While maintaining the parallel state as a beam, fixing nuts (13a) and (13b) are fastened to the screw heads (14a) and (14b) of the hole-in anchors (12a) and (12b), and the elastic waterproofing sheet (27) Is held fixed in the pressed-in state.

  Then, in order to cover the load supporting steel plates (10a) and (10b) from above, as a sixth step, the base layer (16) of the asphalt pavement (A) as shown in FIG. 35 mm to about 40 mm), and the surface (upper surface) is rolled with a rammer, vibration roller, or other compaction machine (not shown).

  In that case, the finishing thickness (T1) of the base layer (16) is larger than the height (H) to the screw head (upper end) (14a) (14b) in the hole-in anchor (12a) (12b), The screw heads (14a) and (14b) and the fixing nuts (13a) and (13b) fastened to the screw heads (14a) and (14b) are kept in a state of being buried in the thickness (T1) of the base layer (16) in the asphalt pavement (A). It is.

  Then, as the final seventh step, as shown in FIG. 15 (G), the surface layer (17) is formed from above the base layer (16) in the asphalt pavement (A) by a certain thickness (T2) (for example, about 35 mm to about 40 mm). The surface layer (upper surface) is also crushed by a compacting machine (not shown) such as a rammer or vibration roller, and the finished asphalt pavement (A) is provided with a cutter joint (24) from above.

  The base layer (16) of the asphalt pavement (A) is not a heating type dense grained asphalt mixture, but a room temperature type dense grained asphalt mixture, so that the elastic water stop sheet (27) is heated. It is desirable to prevent the possibility of receiving and deforming or weakening.

  In the configuration of the third embodiment shown in FIGS. 13 and 14, a pair of load-supporting steel plates (10a) and (10b) made of the same flat steel plate are arranged in parallel in a so-called symmetric configuration, and both the load-supporting steel plates. The parallel protrusions (25a) (25b) erected from (10a) and (10b) are partitioned and formed as a substantially U-shaped permeated water receiving groove (26), which corresponds to FIG. As is clear from the first partial modified embodiment of FIG. 16, a pair of load-supporting steel plates (10a) and (10b) made of the same angle-type steel plate are arranged in parallel in a longitudinally symmetrical installation state, and the overhang tip portion While abutting each other on the seam (S) of the road bridge, by parallel protrusions (30a) (30b) standing up from the short side (base end) of both load supporting steel plates (10a) (10b), As permeate receiving groove of inter broad predetermined width (W2) (26), it may be shaped into generally U-shaped. The parallel ridges (30a) and (30b) also serve to enhance the adhesion between the asphalt pavement (A) and the base layer (16).

  Further, as shown in the second partial modified embodiment of FIG. 17, a projecting tip of the pair of load supporting steel plates (10a) and (10b) made of the angle type steel plate of FIG. 16 abuts on the joint (S) of the road bridge. The portions may be arranged in parallel in an overall substantially V-shaped inclined state that is the lowest portion of the groove bottom surface. If it does so, permeated water will gather by itself at the lowest part of the permeated water receiving groove (26). (31a) and (31b) show special washers in which the presser seat surfaces of the load supporting steel plates (10a) and (10b) are inclined.

  FIGS. 18 and 19 show a third partial modified embodiment corresponding to FIGS. 13 and 14, and as will be apparent, a pair of load-supporting steel plates (10a) and (10b) made of the same angle-type steel plates are arranged in front and rear. When installing in a symmetrical parallel state, the projecting tips on the seam (S) do not collide with each other, a constant gap (O) is secured, and a separate mounted in the lid state of the constant gap (O) A substantially U-shaped permeated water receiving groove (26) is defined by a parallel lid (25a) (25b) erected from both the load supporting steel plates (10a) and (10b). Yes.

  The cover plate (32) is in an installation state in which it does not fall off from the overhanging tip of both load supporting steel plates (10a) (10b), and a plurality of drain holes (33) are distributed in the opening, and the permeated water is received. The permeated water falls from the groove (26) through the drain hole (33) to the inside of the elastic water-stop sheet (27) facing the position immediately below. Reference numerals (34a) and (34b) are elastic seals press-fitted into the mutual gap between the lid plate (32) and the two ridges (25a) and (25b), and receive and seal the aggregate of the asphalt pavement (A).

  FIG. 20 shows a fourth partial modified embodiment corresponding to FIG. 14. As is clear from this, two load-supporting steel plates (10a) and (10b) having two different shapes are installed in parallel. It doesn't matter.

  In this regard, in the embodiment of FIG. 20, one load supporting steel plate (10a) made of an angle-type steel plate and the other load supporting steel plate (10b) made of a flat steel plate are connected to each other on the joint (S) of the road bridge. As the mating state, each of them is attached and fixed by a hole-in anchor (12a) (12b) and a fixing nut (13a) (13b), and from the short side portion (tip portion) of the load supporting steel plate (10a) made of the angle type steel plate. Using the standing ridge (35) as a blocking wall, the penetrating water flowing down due to the road longitudinal gradient is blocked, and the penetrating water protrudes toward the joint (S) of the load supporting steel plate (10b) made of flat steel plate A plurality of drain holes (28) distributed in the opening are dropped to an elastic waterproofing sheet (27) at a position immediately below.

  In the buried joint structure shown in the third embodiment and its various partial modified embodiments, the load supporting steel plates (10a) and (10b) are bridge girders (floor slabs) (1) and abutments (2) made of road bridge concrete. As is obvious from the fifth partial modified embodiment of FIG. 21, one of the load supporting steel plates (10a) is attached and fixed to the concrete abutment (2), and the other The load-supporting steel plate (10b) is attached and fixed to the steel deck (bridge girder) (36), or both the load-supporting steel plates (10a) and (10b) are both fixed and attached to the steel deck (36). You can also.

  In any case, when the load supporting steel plate (10b) is attached and fixed to the surface of the steel deck (36) in the road bridge (steel deck bridge), as shown in FIG. And a stud bolt (37) as a support in place of the hole-in anchor (12b) of the first to fourth partial modified embodiments, is welded to the flat deck plate (38) of the steel deck (36). Plant and fix in a standing position.

  Then, the elastic waterproofing sheet (27) is laid on the surface (upper surface) of the deck plate (38) in a suspended state in which the intermediate portion straddles the joint (S) of the road bridge, and the load supporting steel plate The mounting hole (11b) distributed in the opening (10b) is inserted into the stud bolt (37) from above, and the fixing nut (13b) is fastened to the screw head (14b) of the stud bolt (37). To do.

  In that case, after spraying a non-illustrated emulsion on the deck plate (38) of the steel floor slab (36), a base conditioning material such as non-shrinkable polymer cement mortar or room temperature type asphalt mixture is applied from above. By rolling, the ground adjustment of the load supporting steel plate (10b) and the level adjustment of the asphalt pavement surface corresponding to the crossing gradient of the road are also performed. In addition, what is necessary is just to perform attachment fixation of the load support steel plate (10a) with respect to a concrete abutment (2), and laying of an elastic water stop sheet (27) similarly to the said 3rd Embodiment.

  The elastic waterproofing sheet (27) laid on the deck plate (38) of the steel floor slab (36) has a mounting hole (not shown) to be inserted into the stud bolt (37) standing up from the deck plate (38). An opening is formed at a construction site or a manufacturing factory.

  Further, the height (H) from the deck plate (38) of the steel floor slab (36) to the screw head (upper end) (14b) of the stud bolt (37) standing up is the base layer in the asphalt pavement (A) ( The screw head (14b) and the fixing nut (13b) fastened to the screw head (14b) are embedded in the thickness (T1) of the base layer (16) so as to be smaller than the thickness (T1) of 16). Needless to say.

  Next, FIG. 22 shows a fourth embodiment of the present invention corresponding to FIG. 4 of the first embodiment. In this case, according to the second embodiment of FIG. ) A pair of parallel ridges (25a) and (25b) are lined up integrally from a single load-supporting steel plate (10) spanned upward in a covered state, and a substantially U-shape is formed between them. An elastic water stop sheet (26) that is divided directly through a plurality of drain holes (28) in which the permeated water from the cutter joint (24) is distributed to the bottom of the groove. 27) to fall inside.

  In addition, since the other structure and construction method in 4th Embodiment of FIG. 22 are substantially the same as the said 3rd Embodiment of FIGS. 13-15, the same code | symbol as FIGS. Although only detailed description is omitted, the permeated water receiving groove (26) of at least the load supporting steel plates (10) (10a) (10b) of the various embodiments shown in FIGS. It is desirable that the inner surface of the steel plate be subjected to galvanization, zinc spraying, and other rust prevention treatment.

  In any of the first to fourth embodiments of the buried joint structure and the various partial modified embodiments thereof, the elastic waterproofing sheet (27) in a suspended state straddling the joint (S) of the road bridge is In the elastic waterproofing sheet (27), as shown in FIGS. 23 and 24, it is laid in an overall inclined state that gradually becomes a lower level as it goes to the roadside along the road crossing gradient. A special elastic water collecting pipe (40) such as a rubber pipe or a synthetic resin pipe is built in a position deviated from the roadway outer line (39) to the roadside portion of the asphalt pavement surface.

  That is, an elastic water collecting pipe (40) that also serves as a shape retaining member for the water-stopping sheet (27) is provided inside the elastic water-stopping sheet (27) that serves as a receiver for rainwater falling from the joint (S) of the road bridge. The elastic water collecting pipe (40) is installed by a certain length (L1) and is surrounded by the elastic cover sheet (41) having substantially the same constant length (L1) from above.

  The elastic cover sheet (41) partially facing the elastic water stop sheet (27) is made of the same material as that of the rubber sheet, preferably the elastic water stop sheet (27). As apparent from FIGS. When laying the elastic waterproofing sheet (27) on the bridge girder (floor slab) (1) / steel slab (36), abutment (2), etc., this (elastic cover sheet) (41) will also be polymerized from above It will be laid down.

  Then, by impregnating and integrating the water-impermeable urethane foam and other watertight packing (42) into the upper and lower mutual gaps between the elastic cover sheet (41) and the elastic waterstop sheet (27). In other words, the drainage pipe (43) is a conventional drainage pipe (43) connected to the elastic water collection pipe (40) in such a manner that the rainwater is smoothly and reliably collected in the tunnel. After that, it is designed to be discharged below the road bridge. In FIG. 23, reference numeral (44) is a vehicle lane border (division line) on the asphalt pavement surface, and (45) is a wall height column of the road bridge.

  In the first to fourth embodiments of the buried joint structure and its various partial modified embodiments, the asphalt pavement (A) is composed of a fine-grained asphalt composite in which the upper and lower layers of the surface layer (17) and the base layer (16) are both dense. Although described as a normal pavement (waterproof pavement) made of a material, it can also be embodied as an alternative drainage pavement (also known as a high-performance pavement).

  That is, when the asphalt pavement (A) is implemented as a drainage pavement, only the surface layer (17) having a constant thickness (T2) is made of a porous water-permeable asphalt composite material having a high porosity, so that the normal dense-graded asphalt Compared to paving, it is more flexible and inferior in road surface wear resistance. In particular, in the treading pressure zone where the large wheel load (treading pressure) of a passing vehicle is directly and repeatedly received, the granular aggregate exposed on the road surface is easily and quickly peeled off compared to the remaining non-treading pressure zone. It will end up.

  Therefore, as shown in FIG. 25, in the drainage surface layer (17) of the asphalt pavement (A), cement mortar and other components are only present in the stepping pressure partial zone (X) having a certain width due to the double tires of the passing vehicle. By filling the grout material (46), the granular aggregate of the surface layer (17) is solidified with high strength so as not to peel off. Needless to say, in other non-pressing pressure partial zones, the surface layer (17) is in a state of ensuring drainage.

  In FIG. 6 (a) to (f) and FIGS. 15 (a) to (g), as a construction method of the buried joint structure according to the present invention, the so-called tipping method at the time of new construction was explained. As a repair work to replace such an old existing product with a new product having the same model after a lapse of time, or to replace an existing old load-supporting expansion joint with a different model from the present invention with the buried joint structure of the present invention, A retrofitting method may be adopted.

  Therefore, a repair method for replacing the existing old buried joint structure according to the present invention with a new buried joint structure of the same type will be described as follows.

  That is, the load supporting steel plates (10a) (10b) and the asphalt pavement of the old buried joint structure as shown in FIG. 26 (a) already installed between the bridge girders (floor slab) (1) sandwiching the joint (S) of the road bridge. First, as shown in FIG. 26 (b), (A) is a fixed width (W4) in which the joint (S) is in an intermediate position, and the thicknesses of the load supporting steel plates (10a) and (10b). A certain depth (D2) (for example, about 120 mm) larger than the total dimension of the asphalt pavement (A) is cut out from the upper side into a substantially concave groove (G1).

  As the width (W4) cut out in the form of the concave groove (G1), the foundation adjustment of the load supporting steel plates (10a) and (10b) to be described later is performed by a conventional rammer, vibration roller, or other compaction machine (not shown). The width of the layers (15a) and (15b) and the base layer (16) of the asphalt pavement (A) is preferably set to about 800 mm to about 1000 mm as a width that can be simultaneously rolled without any trouble.

  Then, a non-shrinking emulsion is sprayed on the groove bottom surface where the concave groove (G1) is uneven (uneven), and the second step is as shown in FIG. By applying / rolling a base conditioner such as mold dense grained asphalt mixture, the base support layer (15a) (15b) of the load supporting steel plate (10a) (10b) corresponding to the road crossing gradient is formed. .

  Next, as a third step, as shown in FIG. 26 (d), a plurality of hole-in anchors (anchor bolts / reinforcing bars) (12a) (12a) (from the upper side of the base adjustment layer (15a) (15b) to the bridge girder (1)). 12b) is in a relationship that does not interfere with the hole-in anchor or embedded reinforcing bar (not shown) of the old embedded joint structure, and each screw head (upper end) (14a) (14b) is lined in a subsequent process. It is planted and fixed as a height (H) that is not exposed from the base layer (16) of the asphalt pavement (A).

  Thereafter, as shown in FIG. 26 (d) as the fourth step, the groove bottom surface of the concave groove (G1) whose base is adjusted over the entire notch width (W4) in the asphalt pavement (A). From above, the elastic water-proof sheet (27) is connected to the joint (S) of the road bridge from above to the screw heads (14a) and (14b) of the hole-in anchors (12a) and (12b). It is laid as a suspended state, and is temporarily secured to the bridge girder (1) by a plurality of dry bit anchors and concrete nails (29a) (29b).

  In that case, it is preferable that the width (W3) of the elastic water-stop sheet (27) is approximately the same as the notch width (W4) of the asphalt pavement (A) and prepared in advance and prepared. An attachment hole (not shown) for inserting the elastic water-stop sheet (27) into the hole-in anchor (12a) (12b) is desirably drilled at the construction site.

  Subsequently, as shown in FIG. 26 (e), as a fifth step, the load support of the new buried joint structure from above is applied to the hole-in anchors (12a) and (12b) which protrude from the groove bottom surface of the groove (G1). The steel plates (10a) and (10b) are inserted into a parallel installation state that becomes a cantilever projecting toward the joint (S) of the road bridge, and then fixed to the screw heads (upper end portions) (14a) and (14b). The nuts (13a) and (13b) are fastened, and the elastic waterproofing sheet (27) is fixed and maintained in a state where the load is supported by the load supporting steel plates (10a) and (10b).

  Thereafter, as a sixth step, as shown in FIG. 26 (f), the load supporting steel plate (10a) (10b) is covered with a base layer (16) of asphalt pavement (A) by a certain thickness (T1), The upper surface is rolled by a compacting machine (not shown) such as a rammer or a vibrating roller.

  In that case, by setting the notch width (W4) of the asphalt pavement (A) in the first step as wide as, for example, about 800 mm to about 1000 mm so that various past compaction machines can be used. It is preferable that the foundation adjustment layers (15a) and (15b) of the load supporting steel plates (10a) and (10b) and the base layer (16) of the asphalt pavement (A) are simultaneously rolled at once.

  Finally, as a seventh step, as shown in FIG. 26 (G), the surface layer (17) is covered by a certain thickness (T2) from above the base layer (16) in the asphalt pavement (A), and the upper surface is covered. After that, it is compacted by a compacting machine (not shown) such as a rammer or vibration roller to finish the adjacent existing asphalt pavement or surface layer (18) of the ground cover (B) and a uniform asphalt pavement surface, and the asphalt pavement (A ) Is provided with a cutter joint (24) from above.

  On the other hand, a repair method for replacing the existing load-supporting expansion joint (J) existing at the joint (S) of the road bridge with the buried joint structure of the present invention having a different model will be described as follows.

  In other words, the bridge girder (floor slab) (1) that sandwiches the joint (S) of the road bridge, and the old load-supporting expansion joint (J) as shown in FIG. First, the post-cast concrete layer (C) is a first step, the constant width (W4) at which the seam (S) is in the middle position, and the thickness of the load bearing steel plates (10a) (10b) in the buried joint structure A certain depth (D2) (for example, about 120 mm) larger than the total dimension with the thickness of the asphalt pavement (A) is cut from the top into a substantially concave groove (G1) as shown in FIG. .

  As the constant width (W4) notched into the shape of the concave groove (G1), a compaction machine (not shown) such as a conventional rammer or vibration roller is used, and a load supporting steel plate (10a) (10b) described later is used. It is preferable to set the width of the base adjusting layer (15a) (15b) and the base layer (16) of the asphalt pavement (A) to about 800 mm to about 1000 mm as a width that can be simultaneously rolled without any trouble.

  Even if the existing old load-supporting expansion joint (J) and post-cast concrete layer (C) are cut out and removed from above, the lower part of the cast concrete layer (C) still remains, so As shown in FIG. 27 (c), the non-shrinkable polymer cement mortar or epoxy resin is sprayed on the groove bottom surface of the groove (G1) that is not flat (uneven) as shown in FIG. By applying and rolling a ground conditioning material such as mortar, room temperature type (dense grain size) asphalt composite, the ground conditioning layer (15a) (15a) of the load bearing steel plate (10a) (10b) corresponding to road crossing gradient 15b).

  Next, as a third step, as shown in FIG. 27 (d), a plurality of hole-in anchors (anchor bolts / inserts) (12a) and (12b) are connected to the existing expansion joints from above the post-cast concrete layer (C). Asphalt pavement (A) base layer in which each screw head (14a) (14b) is lined in a subsequent process in a positional relationship that does not interfere with the embedded reinforcing bar or hole-in anchor (47a) (47b) of (J) Plant and fix as height (H) not exposed from (16). (48a) and (48b) are horizontal stud anchors of the existing expansion joint (J), and (49a) and (49b) are the stud anchors (48a) and (48b) and the embedded reinforcing bars or the hole-in anchors (47a) and (47b). It is an existing horizontal assembly bar welded.

  Thereafter, as shown in FIG. 27 (d) as the fourth step, overhanging from the groove bottom surface of the concave groove (G1) over substantially the entire notch width (W4) in the post-cast concrete layer (C). The elastic waterproof sheet (27) extends from above to the screw heads (14a) and (14b) of the standing hole-in anchors (12a) and (12b). It is laid so as to be in a suspended state, and temporarily fixed to the post-cast concrete layer (C) by a plurality of dry bit anchors or concrete nails (29a) (29b).

  In that case, the width (W3) of the elastic water-stop sheet (27) is preliminarily prepared and prepared in advance so that it has the same size as the notch width (W4) of the post-cast concrete layer (C). A mounting hole (not shown) to be inserted into the in-anchors (12a) and (12b) is preferably drilled at the construction site.

  Subsequently, as a fifth step, as shown in FIG. 27 (e), a pair of load-supporting steel plates in the buried joint structure from above to the hole-in anchors (12a) and (12b) protruding from the post-cast concrete layer (C). (10a) and (10b) are inserted into a parallel installed state that becomes a cantilever projecting toward the seam (S) of the road bridge, and then fixed to the screw heads (14a) and (14b). 13b) is fastened, and the elastic water-stop sheet (27) is fixed and maintained in the pressed state with both load supporting steel plates (10a) and (10b).

  Thereafter, the base layer (16) of the asphalt pavement (A) is laid by a certain thickness (T1) as shown in FIG. 27 (f) so as to cover the load supporting steel plates (10a) and (10b) from above. Then, the upper surface is rolled by a compacting machine (not shown) such as a rammer or a vibrating roller. The rolling of the base layer (16) may be performed simultaneously with the rolling of the base adjustment layers (15a) and (15b).

  Finally, as a seventh step, as shown in FIG. 27 (G), the surface layer (17) is covered by a certain thickness (T2) from above the base layer (16) in the asphalt pavement (A), and the upper surface is covered. After that, it is compacted by a compacting machine (not shown) such as a rammer or vibration roller to finish the adjacent existing asphalt pavement or surface layer (18) of the ground cover (B) and a uniform asphalt pavement surface, and the asphalt pavement (A ) Is provided with a cutter joint (24).

  The repair work as described with reference to FIG. 27 is performed on a road bridge having a relatively narrow seam (floor space) (S) of about 20 mm to about 60 mm, for example. The expansion and contraction joint (J) cannot support its original expansion function due to aging or aging of the movable support (M) that supports the bridge girder (floor) (1) on the pier (3). It is remarkably effective when applied.

  That is, for example, the buried joint structure of the present invention that replaces an existing old load-supporting expansion joint (J) having an allowable expansion and contraction amount of about 20 mm to about 60 mm requires the placement and curing of post-cast concrete (C). Therefore, it can be constructed efficiently and inexpensively in a short time, and as an embedded type on which asphalt pavement (A) is laid, it is excellent in handling stability and quietness of passing vehicles, and after the above replacement work Since only the surface layer (17) of the asphalt pavement (A) in the buried joint structure can be repeatedly refreshed so as to be continuous with the existing asphalt pavement or the surface layer (18) of the ground cover (B) at both adjacent positions. It is.

  As the width (W3) of the elastic water-stop sheet (27), it is sufficient if both the front and rear end portions are pressed by the load-supporting steel plates (10a) and (10b) even if they are narrow. Similarly, the length of the elastic waterproofing sheet (27) may be a long continuous single piece covering the entire length of the road bridge or the entire length of one side lane. In order to avoid or quickly release the traffic stop of the vehicle at the time of construction or repair work, it is formed longer by a certain dimension (Z) (for example, about 600 mm to about 800 mm) than the length (L2) of one lane on the road. In addition, it is preferable to determine that it can be connected and used in the added polymerization state.

  The specific connection method will be described with reference to FIGS. 28 to 30 as follows. That is, in the case of repair work for the buried joint structure shown in FIG. 26, the existing old load bearing steel plates (10a) and (10b) and the asphalt pavement (A) are shown in FIG. As shown in FIG. 29 (B) and FIG. 29 (B), the elastic waterproofing sheet (27) is scraped by the length corresponding to the length (the sum of the length (L1) of one lane and the constant dimension (Z)).

  When the new load-carrying steel plates (10a) and (10b) with a new buried joint structure are constructed in advance (for example, construction on the day / first day) for one lane (first lane) (R1) of the road, the bridge girder (Floor plate) (1) The length of a certain dimension (Z) in the elastic water-proof sheet (27) temporarily fixed to the boundary portion with the adjacent one lane (second lane) (R2) ( 50) and extending to the upper surface of the extended extension portion, as shown in FIGS. 28 (c) and 29 (c), a temporary lining plate having the same thickness as that of the load supporting steel plates (10a) and (10b). (P) is placed in a state of straddling (overhanging) the joint (S) of the road bridge in the same manner as the elastic waterproofing sheet (27), and the lining plate (P) in the placed state is placed. Temporary asphalt pavement (E) from the top, followed by construction (for example, the next day / second day construction) The first lane segment (second lane) (R2) and the existing asphalt pavement (A) are laid in a uniform road surface, and the vehicle passes the adjacent lane segment (second lane) (R2). Keep in a state where you can pass.

  In that case, as the lining plate for temporary installation (P), as shown in FIG. 30, it is made to match with the load-carrying steel plates (10a) and (10b) so as to have the same thickness as the elastic waterproofing sheet ( 27) Use a flat face plate portion (51) capable of holding down, and a thick steel plate in which a hook (52) or a hook hole of a rope for hanging by a machine not shown in the figure is formed on the face plate portion (51). It ’s fine.

  Next, the load bearing steel plates (10a) and (10b) of the old buried joint structure and the asphalt pavement (A) already installed in the adjacent one lane (second lane) (R2) are shown in FIG. And when scraping as shown in Fig. 29 (d) and constructing a new buried joint structure (for example, the next day / second day construction), the vehicle is Needless to say, you can pass through the lane / first lane (R2).) Asphalt for temporary installation as shown in FIG. 28 (c) and FIG. 29 (c) to FIG. 28 (d) and FIG. 29 (d) The pavement (E) is scraped off, and the temporary lining plate (P) is also removed, and the projecting extension portion from the boundary portion (50) in the previous elastic waterproofing sheet (27) is moved to FIG. E) and the base end of a separate elastic waterproofing sheet (27) as shown in FIG. 29 (e) Welding the minute the polymerization state. (53) shows the welded part at the construction site.

  And, while constructing a new load-carrying steel plate (10a) (10b) with a buried joint structure in the adjacent one lane (second lane) (R2), it is connected in series with that previously completed. The asphalt pavement (A) covering the load-supporting steel plates (10a) and (10b) is also finished to a uniform road surface in a continuous manner.

  Then, the repair work of the buried joint structure can be performed by switching the traffic for each lane (R1) (R2) of the road, and the buried joint structure does not require post-cast concrete or its curing. Combined, it is possible to avoid or quickly release the traffic stop of the vehicle, and remarkably excellent on-site workability.

  After the repair work, the base layer (16) of the asphalt pavement (A) in the buried joint structure is left under the buried state, and only the surface layer (17) is periodically surface layer (18) of the ground cover (B). It will be better if a series of refresh works. Note that such a connection method of the elastic waterproofing sheet (27) can be applied not only to the repair work of FIG. 26 but also to the repair work of FIG.

(1) ・ Bridge girder (floor)
(2)-Abutment (10) (10a) (10b)-Load-supporting steel plate (12) (12a) (12b)-Hole-in anchor (13) (13a) (13b)-Fixing nut (14) (14a) (14b) · Screw head (15a) (15b) · Base adjustment layer (16) · Base layer (17) (18) · Surface layer (19) (19a) (19b) · Protrusion (20) · Cushion pad (24 ) ・ Cutter joints (25a) (25b) (30a) (30b) (35) ・ Stripes (26) ・ Permeated water receiving grooves (27) ・ Elastic waterstop sheets (28) (28a) (28b) (33)・ Drain hole (29a) (29b) ・ Dry bit anchor / concrete nail (32) ・ Cover plate (36) ・ Steel plate (37) ・ Stud bolt (38) ・ Deck plate (39) ・ Roadway outer line (40 ) ・ Elastic collection Pipe (41), elastic cover sheet (42), watertight packing (43), drain pipe (44), lane marking (45), wall rail (46), grout material (47a) (47b), buried rebar or hole-in Anchor (50), boundary part (53), welded part (A) (E), asphalt pavement (B), ground cover (C), post-cast concrete layer (F), fixed bearing (G) (G1), Groove (H), Height of hole-in anchor (M), Movable bearing (P), Temporary lining board (S), Seam of road bridge (floor space)
(T1) (T2) · Thickness (X) · Treading pressure partial zone (Z) · Overhang length of elastic waterproof sheet

Claims (13)

A single load-supporting steel plate installed as a lid covering the joints from above, on the abutments and bridge girders or the surfaces of the bridge girders sandwiching the joints of the road bridge;
A plurality of hole-in anchors or stud bolts that are planted and integrated on one of the abutments and bridge girders, or one of the bridge girders, and fixed to the single load-supporting steel plate;
A fixing nut that is fastened to the screw head of the hole-in anchor or stud bolt, and keeps the load-supporting steel plate in a retaining state,
With asphalt pavement lined from above,
The screw head and the fixing nut are buried in the thickness of the base layer in the asphalt pavement,
An embedded joint structure for a road bridge, characterized in that only the surface layer of the asphalt pavement can be refreshed so as to be continuous with the surface layer of the ground cover. A pair of load-supporting steel plates installed in parallel as cantilever beams that project to the joints between the abutment and the bridge girders or between the bridge girders across the seam of the road bridge,
A plurality of hole-in anchors or stud bolts that are planted and integrated with each other in order to attach and fix the load supporting steel plates to the abutment and the bridge girder or to each other,
A fixing nut that is fastened to the screw heads of the hole-in anchor or stud bolt, respectively, and that keeps the load supporting steel plates in a retaining state,
With asphalt pavement lined from above,
The screw head and the fixing nut are buried in the thickness of the base layer in the asphalt pavement,
An embedded joint structure for a road bridge, characterized in that only the surface layer of the asphalt pavement can be refreshed so as to be continuous with the surface layer of the ground cover.   The ground adjustment layer for adjusting the surface unevenness of the abutment or the bridge girder and / or adjusting the road crossing gradient is interposed between the upper and lower sides of the load supporting steel plate and the abutment or the bridge girder. 2. A buried joint structure for road bridges.   The buried joint structure for a road bridge according to claim 1 or 2, wherein the protrusions for enhancing the adhesion with the base layer in asphalt pavement are integrally erected upward from the load supporting steel plate.   The surface layer of the asphalt pavement is a drainage surface layer, and a grout material for preventing separation of the granular aggregate is filled only on the surface of the stepped pressure zone of a certain width that will be stepped on by the passing vehicle. Item 1. A buried bridge structure for a road bridge according to item 1 or 2.   The buried joint structure for a road bridge according to claim 2, wherein the projecting front ends of both load supporting steel plates are butted directly or via a T-shaped cushion pad at a position directly above the joint of the road bridge. . While applying the joint of the cutter that can absorb the kick-up at the end of the girder due to the rotation of the bridge girder to the position corresponding to the joint of the road bridge in asphalt pavement,
While shaping the upper surface of both load supporting steel plates as a permeated water receiving groove from the cutter joint,
The elastic waterproofing sheet facing directly below the permeated water receiving groove is laid along the road crossing slope, with its middle part folded into a U-shape or V-shape over the road bridge joint. The buried joint structure for a road bridge according to claim 2. By arranging a pair of parallel ridges upward and parallel from the vicinity of the projecting tip of both load supporting steel plates, it is shaped as a substantially U-shaped permeated water receiving groove between them,
8. The road bridge according to claim 7, wherein a plurality of drain holes are distributed on the bottom surface of the groove so that permeated water from the cutter joint falls to the elastic water stop sheet through the drain holes. Buried joint structure. At the location where the elastic waterproofing sheet laid along the road crossing slope is positioned corresponding to the roadside, the elastic drainage pipe of a certain length that can be connected to the drainage pipe below is connected to the elastic stopping sheet by the certain length. Built in an enclosed state by an elastic cover sheet that partially faces the water sheet,
By packing watertight packing between the upper and lower sides of the elastic cover sheet and the elastic water stop sheet, the permeated water from the cutter joint is guided to the elastic water stop sheet, the elastic water collecting pipe and the drain pipe on the road side. The buried joint structure for a road bridge according to claim 7 or 8, characterized in that it is defined. As a tip construction method for constructing the buried joint structure of a road bridge according to claim 1 or 2,
First, the surface of the abutment and the bridge girder sandwiching the joint of the road bridge or the surface of the bridge girder is substantially concave from above by a certain width at which the seam is an intermediate position and a certain depth larger than the thickness of the load supporting steel plate. A first step of cutting into a groove shape;
By applying and rolling non-shrinkable polymer cement mortar, epoxy resin mortar, room temperature type asphalt composite, and other base conditioning materials to the bottom surface of the concave groove shape, the base conditioning layer of the load supporting steel plate is formed. Two steps,
Next, a third step of planting and fixing a plurality of hole-in anchors or stud bolts from above to the abutment and the bridge girder or between the girders as a height that does not expose the screw head from the base layer of the asphalt pavement to be laid in a later step. When,
After that, a single load supporting steel plate is inserted into the hole-in anchor or stud bolt from above into the spanning state covering the road bridge joint, and the fixing nut is fastened to the screw head,
Alternatively, insert a pair of load-supporting steel plates from above into a hole-in anchor or stud bolt into a parallel installed state that becomes a cantilever beam protruding toward the seam of the road bridge, and fasten the fixing nut to the screw head again. A fourth step;
The construction method of the buried joint structure in the road bridge which consists of the 5th and 6th process which constructs | lays the base layer and surface layer of asphalt pavement sequentially so that the said load supporting steel plate may be coat | covered continuously from the upper direction.   An intermediate process of temporarily holding the elastic waterproofing sheet from above to the abutment and the bridge girder or between the bridge girders with a dry bit anchor or a concrete nail so that the middle part is suspended over the seam of the road bridge, The construction method for a buried joint structure in a road bridge according to claim 10, wherein the construction is interposed between the third step and the fourth step. As a retrofitting method for constructing a buried joint structure for a road bridge according to claim 2,
First, an existing old load-supporting expansion joint and the post-cast concrete layer that is fixed in the back of the bridge girder sandwiching the seam of the road bridge, a fixed width with the seam in the middle position, and the load in the buried joint structure A first step of notching in a substantially concave groove form from above by a certain depth larger than the total dimension of the thickness of the supporting steel plate and the asphalt pavement;
After that, the load-supporting steel sheet is formed by coating and rolling the non-shrinkable polymer cement, epoxy resin mortar, room temperature type asphalt mixture, and other base conditioning materials to the bottom of the groove in the shape of the concave groove cut into the cast concrete layer. A second step of creating a base adjustment layer of
Next, asphalt pavement in which the plurality of hole-in anchors from above the remaining post-cast concrete layer are in a state where they do not interfere with the embedded reinforcing bars of the existing expansion joints, and the screw heads are lined in a subsequent process A third step of planting and fixing as a length not exposed from the base layer of
Thereafter, the elastic water-proof sheet is similarly temporarily secured from above so that the intermediate portion is suspended over the seam of the road bridge over substantially the entire width of the cut-out concrete layer. Process,
Next, a pair of load-supporting steel plates in the buried joint structure are inserted into a plurality of hole-in anchors from above into a parallel installed state that becomes a cantilever beam protruding toward the joint of the road bridge, and a fixing nut is attached to the screw head. A fifth step of fastening;
Then, the sixth and seventh steps of sequentially laying the base layer and the surface layer of the asphalt pavement in such a manner that the surface layer becomes a substantially uniform road surface with the surface layer of the existing asphalt pavement adjacent to the load supporting steel plate from above. Construction method of buried joint structure in road bridge consisting of When the length of the elastic waterproofing sheet is longer than the length of one lane on the road by a certain dimension, and when the buried joint structure is constructed ahead of one lane of the road, the certain dimension of the elastic waterproofing sheet Extend the length of from the boundary with the adjacent lane,
A temporary lining plate having the same thickness as the load-supporting steel plate of the above-mentioned buried joint structure is placed on the upper surface of the overhang extension portion so as to straddle the road bridge joint. By laying asphalt pavement, keep it in a vehicle-
Next, when constructing the buried joint structure by following the adjacent one lane, the temporary asphalt pavement is scraped off, and the temporary lining plate is also removed, and the elastic water stop 13. The road bridge according to claim 12, wherein the adjacent end portions of the buried joint structure are connected in series after welding the base end portion of a separate elastic waterproofing sheet to the overhanging extension portion of the sheet in a polymerized state. Method of buried joint structure in Japan.

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