JP3028909B2 - Emergency bridge - Google Patents
Emergency bridgeInfo
- Publication number
- JP3028909B2 JP3028909B2 JP6070419A JP7041994A JP3028909B2 JP 3028909 B2 JP3028909 B2 JP 3028909B2 JP 6070419 A JP6070419 A JP 6070419A JP 7041994 A JP7041994 A JP 7041994A JP 3028909 B2 JP3028909 B2 JP 3028909B2
- Authority
- JP
- Japan
- Prior art keywords
- bridge
- emergency bridge
- emergency
- vertical deflection
- weight
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Landscapes
- Bridges Or Land Bridges (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、運搬車に積載して任意
の場所に移動し、地隙間に応急的に橋梁を架設する応急
橋に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an emergency bridge which is loaded on a transport vehicle, moves to an arbitrary place, and temporarily builds a bridge in a ground clearance.
【０００２】[0002]
【従来の技術】従来の応急橋は、文献 ジェーンズ ミ
リタリー ロジスティックス １９８９年版第１５１頁
から１５２頁及び第１６７頁から第１６８頁（Jane’s
Milit-ary Logistics １９８９，PP151−152，PP167−1
68）に述べられている。2. Description of the Related Art A conventional emergency bridge is described in Jane's Military Logistics, 1989, pp. 151-152 and 167-168 (Jane's
Milit-ary Logistics 1989, PP151-152, PP167-1
68).
【０００３】該応急橋では、先ず、架設車から１本の案
内梁を連結して対岸まで延長させ、そしてその１本の案
内梁の両端を着地させる。次に、この案内梁に沿って橋
梁本体を架設車から順次送出し、対岸まで延長する。In the emergency bridge, first, one guide beam is connected from the erection vehicle to extend to the opposite shore, and both ends of the one guide beam are landed. Next, the bridge main body is sequentially sent out from the erection vehicle along the guide beam, and is extended to the opposite shore.
【０００４】橋梁本体は平板状の道床板とその下面の左
右両側に設けた主桁により構成され、下面が逆凹型に開
いた形状である。また、これを架設するための案内梁
は、道床板の下側で、左右の主桁の間の中央に設けら
れ、橋梁本体は案内梁の上にまたがる形で支持されてい
る。[0004] The bridge main body is composed of a flat-shaped roadbed plate and main girders provided on the left and right sides of the lower surface thereof, and has a lower surface opened in an inverted concave shape. Further, a guide beam for erection of the bridge is provided at the center between the left and right main girders below the track bed plate, and the bridge body is supported so as to extend over the guide beam.
【０００５】[0005]
【発明が解決しようとする課題】従来技術によれば、応
急橋を比較的に容易に設置できるものである。しかし、
上記応急橋の案内梁は１本である。この１本の案内梁で
架設途中の道床部の自重を支える。このため、案内梁は
道床部の自重の大きさに対応して剛性を確保することに
なる。例えば、応急橋のスパン間隔を長くすると、道床
部の自重が増大するため、案内梁は大きくなり、重くな
る。また、案内梁は架設車から片持ち支持の状態で突出
させて設置することになるので、突出量をあまり大きく
できない。応急橋は道床部の自重、これに対応した案内
梁を軽量化して、スパン間隔を長くすると、多くの場
合、曲げ剛性が低下する。According to the prior art, an emergency bridge can be installed relatively easily. But,
The emergency bridge has one guide beam. This single guide beam supports the own weight of the roadbed part during construction. For this reason, the guide beam secures rigidity corresponding to the size of its own weight of the track floor. For example, when the span interval of the emergency bridge is increased, the weight of the track floor increases, and the guide beam becomes large and heavy. In addition, since the guide beam is installed so as to protrude from the erection vehicle in a cantilevered state, the amount of protrusion cannot be so large. In the case of an emergency bridge, the weight of the track bed and the weight of the corresponding guide beam are reduced, and if the span interval is increased, the bending rigidity often decreases.
【０００６】このような応急橋において、重量の大きい
車両が走行すると、垂直たわみが大きくなり、通過性が
悪化するという問題が発生する。このため、長スパンの
応急橋の架設ができないものである。In such an emergency bridge, when a heavy vehicle travels, there is a problem that the vertical deflection increases and the passage property deteriorates. Therefore, a long span emergency bridge cannot be erected.
【０００７】本発明の目的は長スパンの応急橋を設置で
きるようにすると共に、走行する車両の通過性の低下を
抑制することにある。An object of the present invention is to make it possible to install a long-span emergency bridge and to suppress a decrease in the passing property of a traveling vehicle.
【０００８】[0008]
【課題を解決するための手段】上記目的は、橋節を連接
してその両端を両岸に着地させ、次に、各橋節を連結す
る回動点の上部の隣接する橋節間の隙間を拡大し、応急
橋が自重状態で両岸の支点間を直線で結んだ線より上方
に凸となるキャンバを有させること、により達成でき
る。SUMMARY OF THE INVENTION The object of the present invention is to connect bridges so that both ends of the bridge land on both banks, and then to form a gap between adjacent bridges above a pivot point connecting the respective bridges. This can be achieved by having a camber that is convex above the line connecting the fulcrums on both banks with the emergency bridge under its own weight.
【０００９】[0009]
【作用】応急橋は上方に凸となるようなキャンバを設け
ることにより、軽量化に伴う曲げ剛性の低下で走行車両
の重量に対する垂直たわみが増大しても、走行軌跡にお
ける上下変位量の最大値が低下する。また、通過する最
大重量物に対する応急橋の垂直たわみが、自重状態の両
岸の支点間を直線で結んだ線の上方から下方にかけて生
ずるようにしたことより、応急橋では支点の水平方向の
移動量が小さく抑制できる。それによって、応急橋は長
スパン化できると共に、重量物の走行により大きな垂直
たわみが発生しても、通過性の低下を抑制することがで
きる。[Function] The emergency bridge is provided with a camber that is convex upward, so that even if the vertical deflection with respect to the weight of the traveling vehicle increases due to the decrease in bending rigidity due to weight reduction, the maximum value of the vertical displacement in the traveling locus. Decrease. In addition, the vertical deflection of the emergency bridge against the heaviest load passing through it occurs from the upper part to the lower part of the line connecting the fulcrums on both banks under its own weight, so the fulcrum moves horizontally in the emergency bridge. The amount can be kept small. As a result, the emergency bridge can be made longer, and even if a large vertical deflection occurs due to the traveling of a heavy object, it is possible to suppress a decrease in the passage property.
【００１０】[0010]
【実施例】以下、本発明の一実施例を図１ないし図７を
用いて説明する。図１，図２において、１は地隙間４に
架設された応急橋であり、案内梁と道床部とからなる。
２は応急橋１を形成する橋節、３は地面と道床部とを接
続するアプローチ板である。５及び６は地隙間４の両岸
であり、それぞれ近岸及び遠岸という。７は応急橋１の
両端において岸との間に設置した土のうである。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to FIGS. In FIG. 1 and FIG. 2, reference numeral 1 denotes an emergency bridge installed in the ground clearance 4, which is composed of a guide beam and a roadbed.
Reference numeral 2 denotes a bridge section that forms the emergency bridge 1, and reference numeral 3 denotes an approach plate that connects the ground and the roadbed. 5 and 6 are both shores of the ground clearance 4, and are called near shore and far shore, respectively. Reference numeral 7 denotes a sandbag installed between the shore at both ends of the emergency bridge 1.
【００１１】図３において、８は各橋節（案内梁）２，
２間の下部を結合した連結ピン、９は各橋節２，２の上
部２ａ，２ｂの間に配設した油圧ジャッキ、１０は油圧
ジャッキ９で各橋節２，２間の上部を押し広げた後に挿
入したスペーサである。油圧ジャッキ９は各橋節２の上
部２ａの一端側に配置されている。各橋節２，２を連結
するとき、油圧ジャッキ９の有る端部と無い端部とを対
向させて連結する。In FIG. 3, reference numeral 8 denotes each bridge node (guide beam) 2,
A connecting pin 9 connecting the lower portions of the two bridges, 9 is a hydraulic jack disposed between the upper portions 2a and 2b of the bridges 2 and 2, and 10 is a hydraulic jack 9 for pushing and expanding the upper portion between the bridges 2 and 2. After the insertion. The hydraulic jack 9 is arranged at one end of the upper part 2a of each bridge node 2. When connecting each of the bridge nodes 2 and 2, the end of the hydraulic jack 9 and the end of the hydraulic jack 9 are connected to face each other.
【００１２】図４において、２１は架設する前の応急橋
１の自然状態、２２は架設した応急橋１の自重状態、２
３は架設した応急橋１における車両の走行軌跡、２４及
び２５は架設した応急橋１における応急側及び可動側の
支点である。In FIG. 4, reference numeral 21 denotes a natural state of the emergency bridge 1 before the erection, 22 denotes a self-weight state of the erected bridge 1, 2
Reference numeral 3 denotes a traveling locus of a vehicle on the constructed emergency bridge 1, and reference numerals 24 and 25 denote emergency and movable fulcrums of the constructed emergency bridge 1.
【００１３】本発明では、近岸５において各橋節２，２
を接合して応急橋１とした後、従来の方法、例えば案内
梁を利用し、図２に示したように地隙間４の近岸５及び
遠岸６間に架設する。応急橋１は両端を土のう７を配設
して支持すると共に、アプローチ板３を取付ける。応急
橋１は、軽量化を図るために曲げ剛性を大幅に低下させ
ており、この状態では下部の全体が図２に示したように
両側の支点間を結ぶ線上より、下方に位置している。In the present invention, each of the bridge nodes 2, 2
Are joined to form an emergency bridge 1, and the bridge is erected between the near shore 5 and the far shore 6 of the ground clearance 4 as shown in FIG. Emergency bridge 1 is provided with sandbags 7 at both ends to support and attach approach plate 3. The emergency bridge 1 has greatly reduced bending rigidity in order to reduce the weight, and in this state, the entire lower part is located below the line connecting the fulcrums on both sides as shown in FIG. .
【００１４】これをもう少し詳細に説明する。橋節２
は、２本の案内梁と、この２本の案内梁の下部の間を連
結する道床部とからなる。案内梁と道床部とは同一長さ
である。車両の走行方向から見ると、橋節は凹状であ
る。架設に当って、先ず、案内梁をピン８等で連結しつ
つ遠岸６に向けて延長し、着地させる。前記連結は、ピ
ン８とその上方のピン（図示せず）との２本のピンで行
う。この連接された案内梁は車両の走行方向から見る
と、左右２本である。次に、この２本の案内梁の下部に
道床部を配置する。この状態が図２である。This will be described in more detail. Hashibushi 2
Is composed of two guide beams and a roadbed connecting between the lower portions of the two guide beams. The guide beam and the track floor are the same length. When viewed from the running direction of the vehicle, the bridge node is concave. At the time of erection, first, the guide beam is extended toward the distant shore 6 while being connected with the pin 8 or the like, and is landed. The connection is made with two pins, a pin 8 and a pin (not shown) above it. The connected guide beams are two right and left when viewed from the traveling direction of the vehicle. Next, a roadbed portion is arranged below the two guide beams. This state is shown in FIG.
【００１５】図２のように架設したならば、ピン８の上
方のピン（図示せず）を取除く。これによって、橋節２
は相互に回動可能になる。When the bridge is installed as shown in FIG. 2, the pin (not shown) above the pin 8 is removed. By this, bridge section 2
Can rotate relative to each other.
【００１６】次に、図３に示すように、一方の橋節（案
内梁）２の上部の端部２ａに配設した油圧ジャッキ９に
圧力を与え、他方の橋節２の上部の端部２ｂとの間を、
下部の連結ピン８の結合部を中心に押し広げ、スペーサ
１０を挿入する。次に、機械的手段（図示せず）により
結合する。このようなスペーサ１０の挿入は、応急橋１
の左右の両側では同時に行う。また、各橋節２，２のそ
れぞれの連結部の全てについてこれを行う。これによ
り、応急橋１では上端の長手方向の長さが、下端より長
くなる。ここで、スペーサ１０は、応急橋１が図１に示
したように両側の支点間を結ぶ線上より、上方となるキ
ャンバを有する厚さとする。Next, as shown in FIG. 3, a pressure is applied to a hydraulic jack 9 disposed at an upper end 2a of one of the bridges (guide beams) 2, and an upper end of the other bridge 2 is guided. Between 2b
The spacer 10 is inserted by pushing the joint portion of the lower connecting pin 8 around the center. Next, they are joined by mechanical means (not shown). Insertion of such a spacer 10 is performed by the emergency bridge 1
On both sides at the same time. In addition, this is performed for all the connecting portions of each of the bridge nodes 2 and 2. Thereby, in the emergency bridge 1, the length of the upper end in the longitudinal direction is longer than the lower end. Here, the spacer 10 has a thickness having a camber above the line connecting the fulcrums on both sides of the emergency bridge 1 as shown in FIG.
【００１７】このような応急橋のキャンバは、橋節にお
いて案内梁の上辺を下辺より長くし、該橋節を長手方向
に結合することによっても与えられる。この場合、応急
橋は架設過程において、自重による垂直たわみが見掛け
上増加することになるが、近岸からの押出しを、例えば
キャンバによる見掛け上のたわみを考慮して上方に向け
たり、押出し位置を遠岸より高くすることによって対応
できる。[0017] The camber of such an emergency bridge is also provided by making the upper side of the guide beam longer than the lower side at the bridge section and connecting the bridge section in the longitudinal direction. In this case, in the process of constructing the emergency bridge, the vertical deflection due to its own weight will increase apparently.However, the extrusion from the near shore may be turned upward or the extrusion position may be adjusted in consideration of the apparent deflection by the camber, for example. Can be dealt with by making it higher than the shore.
【００１８】キャンバを与えた応急橋１では、図４に示
したように自然状態２１に対する自重による垂直たわみ
がスパン間の中央でＡとなり、図中に示した自重状態２
２となる。次に、応急橋１上を重量の大きい車両が走行
すると、車両の走行軌跡２３は応急橋１の両端間で図中
に示したような曲線となり、スパン間の中央での垂直た
わみがＢとなる。この時、車両の走行軌跡２３を見る
と、上下変位量はＣであり、応急橋１のスパン間の中央
で発生した垂直たわみＢよりも小さくなる。In the emergency bridge 1 provided with a camber, the vertical deflection due to its own weight with respect to the natural state 21 becomes A at the center between the spans as shown in FIG.
It becomes 2. Next, when a heavy vehicle travels on the emergency bridge 1, the traveling trajectory 23 of the vehicle becomes a curve as shown in the figure between both ends of the emergency bridge 1, and the vertical deflection at the center between the spans is B. Become. At this time, looking at the traveling locus 23 of the vehicle, the vertical displacement amount is C, which is smaller than the vertical deflection B generated at the center between the spans of the emergency bridge 1.
【００１９】図５は、応急橋の架設時の形態が本発明の
応急橋１とは異なり、応急橋が自然状態２１ａで両端の
支点間を結ぶ線上となる場合について示したものであ
る。図６は、応急橋が自重状態２２ｂで両端の支点間を
結ぶ線上となる場合について示したものである。FIG. 5 shows a case where an emergency bridge is different from the emergency bridge 1 according to the present invention in the form of an emergency bridge, and the emergency bridge is on a line connecting fulcrums at both ends in a natural state 21a. FIG. 6 shows a case where the emergency bridge is on a line connecting the fulcrums at both ends in its own weight state 22b.
【００２０】まず、図５について見ると、応急橋は、図
４に示した場合と同様に、垂直たわみがスパン間の中央
で自然状態２１ａから自重によりＡ生じると、図中の自
重状態２２ａとなる。この自重状態２２ａにおいて、重
量の大きい車両が走行すると、応急橋の車両による垂直
たわみが図４に示した場合と同様にＢとすると、車両の
走行軌跡は図中に示したような曲線２３ａとなる。すな
わち、図５に示した応急橋では、車両が走行した場合の
上下変位量がＡ＋Ｂとなり、図４に示した応急橋１の上
下変位量Ｃに比較して大きな値となる。このため、図５
に示した応急橋は、車両の通過性が本発明の応急橋１よ
り大幅に低下する。First, referring to FIG. 5, the emergency bridge, as shown in FIG. 4, when the vertical deflection occurs at the center between the spans from the natural state 21a due to its own weight, the self-weight state 22a in FIG. Become. In this self-weighted state 22a, when a heavy vehicle travels, assuming that the vertical deflection by the vehicle on the emergency bridge is B as in the case shown in FIG. 4, the traveling locus of the vehicle is represented by a curve 23a as shown in the figure. Become. That is, in the emergency bridge shown in FIG. 5, the vertical displacement amount when the vehicle travels is A + B, which is a large value compared to the vertical displacement amount C of the emergency bridge 1 shown in FIG. For this reason, FIG.
In the emergency bridge shown in (1), the passage of vehicles is significantly lower than in the emergency bridge 1 of the present invention.
【００２１】次に、図６の応急橋では、垂直たわみが図
４に示した応急橋と同じく自重によってスパン間の中央
でＡ生じ、図中の自然状態２１ｂから自重状態２２ｂと
なった後、図４に示した場合と同様に重量の大きい車両
が走行すると、応急橋の車両による垂直たわみが図４に
示した場合と同様にＢとすると、車両の走行軌跡は図中
に示したような曲線２３ｂとなる。すなわち、図６に示
した応急橋では、車両が走行した場合の上下変位量がＢ
となり、図４に示した応急橋１の上下変位量Ｃに比較し
て大きな値となる。このため、図６に示した応急橋は、
車両の通過性が図５の場合よりよいものの、本発明の応
急橋１よりも低下する。Next, in the emergency bridge of FIG. 6, a vertical deflection occurs at the center between the spans by its own weight similarly to the emergency bridge shown in FIG. 4, and after the natural state 21b in the figure changes from the natural state 21b to the self-weight state 22b, When a heavy vehicle travels as in the case shown in FIG. 4, if the vertical deflection by the vehicle on the emergency bridge is B as in the case shown in FIG. 4, the traveling trajectory of the vehicle is as shown in the figure. A curve 23b results. That is, in the emergency bridge shown in FIG.
This is a large value compared to the vertical displacement amount C of the emergency bridge 1 shown in FIG. Therefore, the emergency bridge shown in FIG.
Although the passage of the vehicle is better than that of FIG. 5, it is lower than that of the emergency bridge 1 of the present invention.
【００２２】したがって、応急橋では、垂直たわみ量が
同一でも車両の走行軌跡における上下変位量の最大値が
垂直たわみ量の最大値より小さくなるようにキャンバを
設定すると、通過性が向上する。Therefore, in the emergency bridge, if the camber is set so that the maximum value of the vertical displacement in the traveling locus of the vehicle is smaller than the maximum value of the vertical deflection even if the vertical deflection is the same, the passage property is improved.
【００２３】応急橋では、曲げ剛性が低下すると、垂直
たわみが増加するのに伴い可動する支点では水平方向の
移動量が増加する。図７は図４ないし図６の実験結果を
もとに、可動する支点の水平方向の移動量と垂直たわみ
量の関係を示したものである。ここで、図７の横軸の水
平方向の移動量は、応急橋が水平方向で最大に伸びた状
態を基準に、垂直たわみ量の目盛を拡大して表示（垂直
たわみの１．２５倍表示）した。その結果、応急橋の水
平方向移動量は、垂直たわみ量が小さい時は少ないもの
の、大きくなると急激に増加する。例えば、応急橋は自
重状態においてスパン間の中央における垂直たわみがＺ
2で、載荷により垂直たわみがさらにＡ2生じるとする
と、水平方向では支点がＢ2ほど、スパン間隔が小さく
なる方向に移動する。すなわち、垂直たわみと水平方向
の支点位置は、図中の曲線に沿ってａ2からｂ2に移行す
る。一方、応急橋にキャンバを与え自重状態の垂直たわ
みがＺ1で、載荷により垂直たわみがさらにＡ1生じた場
合、水平方向では支点が図中の曲線に沿ってａ1から０
を通りｂ1へと移行する。したがって、この場合の水平
方向の移動量は、図中に示すようにＣ1となる。ここ
で、Ａ2とＡ1の値が同一とすると、Ｃ1はＢ2に比較して
大幅に低い。In the emergency bridge, when the flexural rigidity decreases, the amount of movement in the horizontal direction increases at the movable fulcrum as the vertical deflection increases. FIG. 7 shows the relationship between the amount of horizontal movement and the amount of vertical deflection of the movable fulcrum based on the experimental results of FIGS. Here, the horizontal movement amount of the horizontal axis in FIG. 7 is displayed by enlarging the scale of the vertical deflection amount based on the state in which the emergency bridge is extended to the maximum in the horizontal direction (1.25 times the vertical deflection). )did. As a result, the amount of horizontal movement of the emergency bridge is small when the amount of vertical deflection is small, but increases sharply when it becomes large. For example, the emergency bridge has a vertical deflection Z at the center between the spans under its own weight.
At 2 , it is assumed that the load causes a further vertical deflection of A 2, and the fulcrum moves in the horizontal direction in a direction in which the span interval decreases as the fulcrum becomes B 2 . That is, the vertical deflection and the horizontal fulcrum position shift from a 2 to b 2 along the curve in the figure. On the other hand, the vertical deflection Z 1 of its own weight condition giving camber in emergency bridge, when occurring more A 1 is bent perpendicularly by loading from a 1 is the fulcrum in the horizontal direction along the curve in FIG 0
The transition to the street b 1. Therefore, the movement amount in the horizontal direction in this case is C 1 as shown in FIG. Here, the value of A 2 and A 1 are the same, C 1 is considerably lower than the B 2.
【００２４】このように、応急橋は自重状態においてス
パン間の中央が両端の支点間を結んだ線より凸なるキャ
ンバを与え、載荷による垂直たわみが凹となるようにす
ると、水平方向の移動量を小さく抑制することができ
る。As described above, the emergency bridge provides a camber whose center between the spans is convex from the line connecting the fulcrums at both ends under its own weight, so that the vertical deflection due to the loading becomes concave, and the amount of movement in the horizontal direction is increased. Can be suppressed small.
【００２５】[0025]
【発明の効果】本発明によれば、通過する車両の走行軌
跡における上下変位量の最大値が低下でき、車両の通過
性を向上できると共に、支点の水平方向の移動量が小さ
くできる。それによって、応急橋は従来より長スパン化
できるものである。According to the present invention, the maximum value of the amount of vertical displacement in the traveling locus of a passing vehicle can be reduced, the passability of the vehicle can be improved, and the amount of horizontal movement of the fulcrum can be reduced. As a result, the emergency bridge can be made longer in span than before.
【図１】本発明の一実施例の架設完了時の応急橋の側面
図である。FIG. 1 is a side view of an emergency bridge at the time of completion of erection according to one embodiment of the present invention.
【図２】架設途中の応急橋の側面図である。FIG. 2 is a side view of an emergency bridge being erected.
【図３】図１のＡ部の拡大図である。FIG. 3 is an enlarged view of a portion A in FIG. 1;
【図４】応急橋に対して自重状態で上方に凸となるキャ
ンバを付与した場合の応急橋の垂直たわみ及び走行軌跡
の説明図である。FIG. 4 is an explanatory diagram of a vertical deflection and a traveling trajectory of the emergency bridge in a case where a camber projecting upward under its own weight is provided to the emergency bridge.
【図５】応急橋が自然状態で両側の支点間を結ぶ線上と
なる場合の応急橋の垂直たわみ及び走行軌跡の説明図で
ある。FIG. 5 is an explanatory diagram of a vertical deflection and a traveling locus of the emergency bridge when the emergency bridge is on a line connecting fulcrums on both sides in a natural state.
【図６】応急橋が自重状態で両側の支点間を結ぶ線上と
なるキャンバを付与した場合の応急橋の垂直たわみ及び
走行軌跡の説明図である。FIG. 6 is an explanatory diagram of a vertical deflection and a traveling trajectory of the emergency bridge in a case where the emergency bridge is provided with a camber which is on a line connecting both fulcrums under its own weight.
【図７】応急橋のスパンの中央部の垂直たわみと水平方
向に可動する支点の水平方向の移動量との関係を示す説
明図である。FIG. 7 is an explanatory diagram showing the relationship between the vertical deflection at the center of the span of the emergency bridge and the horizontal movement amount of a horizontally movable fulcrum.
１…応急橋、２…橋節、３…アプローチ板、７…土の
う、８…連結ピン、９…油圧ジャッキ、１０…スペー
サ、２１…応急橋１の自然状態、２２…応急橋１の自重
状態、２３…車両の走行軌跡、２４…応急橋における応
急側の支点、２５…応急橋における可動側の支点。DESCRIPTION OF SYMBOLS 1 ... Emergency bridge, 2 ... Bridge section, 3 ... Approach board, 7 ... Sandbag, 8 ... Connection pin, 9 ... Hydraulic jack, 10 ... Spacer, 21 ... Natural state of emergency bridge 1, 22 ... Self-weight state of emergency bridge 1 23, a traveling locus of the vehicle, 24, a fulcrum on the emergency side of the emergency bridge, and 25, a fulcrum on the movable side of the emergency bridge.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 大村 慶次 茨城県土浦市神立町502番地 株式会社 日立製作所 機械研究所内 (72)発明者 奥野 澄生 茨城県土浦市神立町502番地 株式会社 日立製作所 機械研究所内 (72)発明者 宇野 修三 山口県下松市大字東豊井794番地 株式 会社 日立製作所 笠戸工場内 (72)発明者 若林 昭夫 山口県下松市大字東豊井794番地 株式 会社 日立製作所 笠戸工場内 (56)参考文献 実開 平５−64208（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) E01D 15/12 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Keiji Omura 502 Kandate-cho, Tsuchiura-shi, Ibaraki Pref. Machinery Research Laboratory, Hitachi, Ltd. In-house (72) Inventor Shuzo Uno 794, Higashi-Toyoi, Oji, Kudamatsu, Yamaguchi Pref.Hitachi, Ltd.Kasato Plant, Hitachi, Ltd. 56) References Hira 5-64208 (JP, U) (58) Field surveyed (Int. Cl. 7 , DB name) E01D 15/12
Claims (1)
端の下部には隣接する橋節を連結するピンを備え、各橋
節の端部の上部には隣接する橋節に接触可能なジャッキ
を備え、前記ジャッキによって拡大された橋節間の隙間
に配置するスペーサを備えていること、を特徴とする応
急橋。 1. A bridge having a plurality of bridges of a predetermined length, a pin connecting both adjacent bridges at a lower portion at both ends of each bridge, and an adjacent bridge at an upper end of each bridge. An emergency bridge, comprising: a jack capable of making contact with the bridge; and a spacer disposed in a gap between bridge nodes enlarged by the jack.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6070419A JP3028909B2 (en) | 1994-04-08 | 1994-04-08 | Emergency bridge |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6070419A JP3028909B2 (en) | 1994-04-08 | 1994-04-08 | Emergency bridge |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07279124A JPH07279124A (en) | 1995-10-24 |
| JP3028909B2 true JP3028909B2 (en) | 2000-04-04 |
Family
ID=13430944
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6070419A Expired - Lifetime JP3028909B2 (en) | 1994-04-08 | 1994-04-08 | Emergency bridge |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3028909B2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101278589B1 (en) * | 2012-02-14 | 2013-06-28 | 박정극 | movable and multipurpose temporary bridge |
| JP6000840B2 (en) * | 2012-12-25 | 2016-10-05 | 公益財団法人鉄道総合技術研究所 | Non-contact measuring method and apparatus for dynamic deflection of PC girder |
| JP6513611B2 (en) * | 2016-07-29 | 2019-05-15 | Ｏ・Ｔ・テクノリサーチ株式会社 | Bridge inspection system |
| CN106758758A (en) * | 2016-12-26 | 2017-05-31 | 国网浙江省电力公司湖州供电公司 | A kind of Portable folding suspension bridge |
-
1994
- 1994-04-08 JP JP6070419A patent/JP3028909B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH07279124A (en) | 1995-10-24 |
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