JPH11140806A - Track support girder type elevated track structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an elevated track structure for a railway constructed at a low cost, low in vibration and noise and high in earthquake resistance and train frafticability even in an earthquake. SOLUTION: Elevated track structure 1 is provided with an upper structure 7 provided with a track 6 of a steel wheel railway, and lower structure 8 composed of at least two or more leg parts 8a erected to support the upper structure 7. The upper structure 7 is provided with prefabricated track support girders 71 made of concrete for supporting the load of a train 5 of the steel wheel railway and the single line part of the track 6. This prefabricated track support girder 71 has a long and narrow form extended along the longitudinal direction of the track 6 and has transportable size and weight with a normal road transport means. Because of transportability, the prefabricated track support girders 71 are manufactured in a factory or the like, so that the upper structure 7 is economically formed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an upper structure on which a track of an iron wheel train is provided, and a lower structure comprising at least two or more legs erected to support the upper structure. The present invention relates to a track-supported girder type elevated line structure including:

[0002]

2. Description of the Related Art In recent years, elevated railways have been used in which railway vehicles are continuously driven to a position higher than the ground surface. By crossing the railway and a horizon road in a three-dimensional manner, traffic on both railways and roads has been smoothed. ing. According to such an elevated railway, the space under the elevated railway can be used for other uses such as a parking lot, so that the railway site can be effectively utilized.

[0003] Here, the elevated track structure constituting the elevated railway is composed of an upper structure on which a track of the iron wheel train is provided, and at least two or more legs standing upright to support the upper structure. It is necessary to pay attention to the following points in designing the lower structure. A low-cost elevated track structure. The elevated track structure is an embankment alternative structure that is built over a long section, unlike bridges that are used for limited extensions in rivers and the like. Therefore, the standard span in the track direction, which is the most influential factor on the construction cost, is generally determined from the viewpoint of cost minimum. Also, a slight increase in the cost of components such as the upper structure on which the rails on which railcars travel is provided and the lower structure that supports the upper structure greatly affects the overall cost. Becomes Elevated track structure with low vibration and low noise. Elevated track structures are often provided near residential areas,
It is necessary to take care that noise and vibrations caused by the running of railway vehicles do not reach nearby residents. Therefore, the elevated line structure is required to have low vibration and low noise as its features,
Further, it is necessary to provide vibration prevention equipment and noise prevention equipment according to the level of vibration, noise, and the like accompanying the vehicle running.

[0004] An elevated line structure having high earthquake resistance. In the event of an earthquake, not only should the elevated track structure be prevented from collapsing or causing major damage such as the members being destroyed, but also the railway vehicles running on the elevated track structure would decelerate quickly without derailing. It must be stopped to ensure passenger safety. Therefore, the elevated track structure must have a high seismic resistance that is not easily affected by earthquakes such as rolls.
It must be noted that it is laid at a height of about 8 to 15 m. In addition, due to the seismic motion,
Care must be taken to avoid side buckling, harmful corner breaks and misalignment.

[0005]

Problems to be Solved by the Invention As an elevated line structure of an iron wheel railway, it has been studied to adopt (1) a ramen type elevated line structure (FIG. 16) and (2) a bridge girder type elevated line structure (FIG. 17). It has been. However, these elevated line structures that have been conventionally studied have the following problems. (1) Ramen type elevated line structure The ramen type elevated line structure is, as shown in FIG.
A reinforced concrete ramen structure integrally formed with two or more legs A71 arranged at a relatively short span of about 6 to 10 m, and a beam / slab A72 laid therebetween. (Frame structure) This is an elevated line structure formed using A7 as a unit. Cost of ramen-type elevated track structure Although it can be constructed with relatively few materials by adopting the ramen structure A7, which is considered to be a reasonable structure, in the construction, a continuous scaffold or a formwork of a complicated shape is prepared, and rebar assembly is performed on site. It is said that labor costs occupy two-thirds of the cost due to the construction method of concrete and concrete casting, and in recent years, it has become an uneconomical elevated line structure. As can be seen from FIG. 16, the ramen-type elevated line structure has a ballast A6.
1 is a structural form born on the premise of a ballast track A6 provided with a gauge A62 on it, to support a heavy and wide ballast track, and to integrally form ancillary structures such as a bridge sidewalk, etc. A heavy concrete slab in the floor slab A72 is required for a double track over a width of about 11 m. Because of such a structure, it is also difficult to make it prefabricated, and it is necessary to change the basic design concept including the structural system from the minimum material in the ramen type elevated line structure to the new form of the minimum labor cost.

Vibration and Noise of Ramen Type Elevated Line Structure In the ramen type elevated line structure, since the beam / floor slab A72 and the legs A71 are formed of integrated concrete, noise due to vibration and solid sound is transmitted. Cheap. In addition, since the track is located on the concrete slab, the load caused by the train running excites the antinode of the concrete slab, and is likely to be a source of noise and vibration. Therefore, in order to reduce these vibrations, the ballast trajectory A6, which has a large weight and can be expected to have a damping effect, has to be adopted, and in reality, it has met environmental standards. On the other hand, adoption of a slab track with a small noise / vibration damping effect is practically almost impossible with an elevated track structure in a city due to environmental problems.

[0007] Earthquake resistance of ramen-type elevated line structure [0007] In the ramen-type elevated line structure, a beam / floor slab A72 integrally formed to support a track is required. Normally, it is about 30 cm, assuming that the load is distributed over the area. In addition, since the beam / slab A72 includes the bridge sidewalk, such a heavy beam / slab A72 is required to have a width of 6 m in the single track structure and a width of 11 m in the double track structure. Further, the ramen-type elevated track structure has a ballast track A having a large weight due to environmental problems as described above.
It is customary to adopt 6. Thus, the upper structure located above the leg portion A71 of the ramen structure A7 has a large weight, that is, a so-called top heavy structure, which is a disadvantageous structure in which an inertia force is easily generated at the time of an earthquake. Here, the natural frequency f of the one-mass system model in which the mass point of the mass M is added to the top of the rod-shaped body having the spring constant K is represented by the following equation.

[0008]

(Equation 1)

The maximum displacement δ when the maximum acceleration a occurs in this structural model is approximately expressed by the following equation.

[0010]

(Equation 2)

That is, as the mass M of the top mass increases, the natural frequency f decreases. The decrease in the natural frequency f means that when horizontal vibration occurs at the bottom of the structure model due to an earthquake or the like, the horizontal displacement δ of the top mass point, that is, the lateral displacement, increases. Therefore, in the top heavy ramen type elevated track structure, the lateral displacement of the track surface tends to increase during an earthquake, and the risk of accidents such as derailment of the railway vehicle increases relatively. Further, the leg portion A71 in the ramen-type elevated line structure has a property that plasticization occurs when a certain inertia force is applied, and the displacement is further increased. For this reason, the structure is disadvantageous in terms of running safety of the railway vehicle during an earthquake.

On the other hand, by strengthening the legs A71 and the foundation of the ramen structure A7, it is possible to increase the natural frequency of the ramen structure in the direction perpendicular to the line and reduce the lateral displacement of the upper structure. Conceivable. However,
There is a problem that the cost of members associated with the strengthening of the leg portion A71 and the foundation increases, and the construction cost of the elevated track structure increases. Further, in such a ramen-type elevated line structure, since no support made of an elastic body or the like is interposed between the beam / slab A72 and the leg portion, no damping occurs, and a large inertia of the upper structure caused by the earthquake. The force acts directly on the legs, causing a problem that the structure is disadvantageous in terms of strength, leading to collapse and the like, as seen in the Great Hanshin Earthquake.

(2) Bridge girder type elevated line structure The bridge girder type elevated line structure is, as shown in FIG. 17, a bridge B7 constituted by a bridge girder structure being continuous, and a concrete bridge girder B72 and a leg B71. Is a bearing (Fig. 1
7 is not shown). Bridge girder type elevated line structure cost Bridge girder type elevated line structure originally assumes limited extension in rivers, etc., and sometimes takes more than twice the span of ramen type elevated line structure. The weight of the bridge girder B72 is larger than that of the ramen type elevated line structure, and the leg B71 constituting the lower structure is generally of a heavy wall type. For this reason, the cost of the structural members such as the bridge girder B72, the legs B71, and the foundation is extremely high, and it is not appropriate to directly employ the elevated line structure as an alternative to the embankment which must be provided over a long section. Since the cost is higher than that of the ramen-type elevated line structure that has come to be called the uneconomical structure, the ramen-type elevated line structure such as soft ground has been adopted only under special conditions where it is not suitable.

Vibration and noise of bridge girder type elevated line structure The bridge girder type elevated line structure is a bridge girder B72 constituting an upper structure.
It is said that there is a bearing between the lower structure and the leg B71 constituting the lower structure, so that it is slightly more advantageous than the ramen-type elevated structure in terms of vibration and noise. There is no big difference in the situation where the combination has managed to meet the environmental standards. The seismic resistance of the bridge girder elevated line structure The bridge girder elevated line structure originally assumed a limited extension in rivers, etc., and it sometimes takes twice or more the span of the ramen type elevated line structure. Is heavier than the ramen type elevated track structure, and the leg B7
It is common to adopt a heavy-wall type 1 as well. Therefore, the upper structure and the lower structure generally have almost no problem as their respective structures, but there are cases where the load during an earthquake is concentrated on the bearing structure, which is the connection point between the two, and the structure is damaged, leading to a falling bridge. .

An object of the present invention is to provide a track supporting girder type elevated line structure which is low in cost, has little vibration and noise, and has high earthquake resistance.

[0016]

According to the present invention, which can achieve the above object, there is provided an upper structure provided with a track of an iron-wheeled railway, and at least two or more erecting members for supporting the upper structure. A track supporting girder type elevated track structure having a lower structure composed of legs, wherein the upper structure is a concrete prefabricated track supporting a train load and a single line segment of the track of the iron wheel train. With support girders,
The prefabricated track support girder is characterized in that it has an elongated shape extending along the track direction of the track and has a size and weight that can be carried by ordinary road transport means.

Here, the above-mentioned legs only need to have a supporting portion for supporting the upper structure, and only the legs having a columnar portion extending vertically and having a supporting surface formed on the upper end thereof. Rather, it is a concept that includes only a supporting portion without a columnar portion, and also includes a small abutment provided on an embankment. In addition, the above-mentioned concrete prefabricated track support girder is a concept including not only a pure concrete girder made of reinforced concrete or prestressed concrete but also a mixed structural girder such as a steel girder having a concrete floor slab. is there.

The prefabricated track support girder has a size and weight that can be carried by ordinary road transportation means such as a trailer, but preferably, the length of the rail in the direction of the track constitutes an elevated track structure. It is preferable to use one corresponding to the arrangement interval (span). Although the bearing is made of steel, it is preferable to use a rubber shoe having elasticity provided between the track support girder and the leg, such as a rubber shoe.

Such a proposal has never been made in an iron wheel train, and according to the present invention, the required performance can be satisfied as follows. In the low-cost iron-wheel-based railway, in the conventional ramen type and bridge girder type elevated track structures, the main structure portion supporting the train load and the auxiliary structure portions such as the bridge sidewalk have been integrally and heavily constructed. In the above-mentioned track support girder type elevated track structure, the minimum necessary bone part to support the train load and the single line segment of the track is used as a prefabricated track support girder, and when an additional structure such as a bridge sidewalk is required. Has realized a low-cost, light-weight new type elevated track structure by attaching a lightweight structure to the track support girders.

As a result, the prefabricated track support girder can be used for the economic span (10-1) of the elevated track structure which is an embankment alternative structure.
(Approximately 5 m), it can be easily designed within the range of the size and weight that can be carried by ordinary road transportation means, and it is possible to construct a prefabricated track support girder at extremely low cost. In addition, since standardized prefabricated track support girders can be mass-produced in a factory or the like and transported by ordinary road transportation means such as a trailer, the material cost of the elevated track structure can be significantly reduced. Furthermore, if the length of the prefabricated track support girder in the line direction corresponds to the span of the leg,
It is possible to carry out so-called span-by-span erection at the construction site, which reduces the on-site work and shortens the on-site construction period by mechanized construction, and greatly reduces the construction cost of the elevated track structure. .

Low Vibration and Low Noise The above-mentioned track supporting girder type elevated line structure preferably employs a floating type ladder track intermittently supported from the upper surface of the girder via a vibration isolator or rubber cushion. . Here, the floating type ladder track is a track having a structure in which a “composite rail” consisting of a rail and a ladder sleeper is intermittently supported by a vibration isolator or rubber, and a structure in which a rail is suspended from the upper surface of a girder. It has become. Accordingly, the rail has a structure floating above the girder by a vibration isolator or the like, so that the vibration energy transmitted to the girder upper surface can be significantly reduced.

Furthermore, if the rail is continuously supported by using the long track pad in the above-described composite rail, rolling noise generated by the rail as a sound source can be suppressed, and the form of the composite rail minimizes the sound radiation area. As a result, a track structure with low noise as a feature can be obtained. Therefore, due to the low vibration and low noise performance of the floating type ladder track, even if slender concrete girder or mixed girder (combination structure of concrete member and steel member) is used, low vibration and low noise A track structure can be constructed.

Further, since the bearing is interposed between the track supporting girder and the leg, even if a vibration occurs in the prefabricated track supporting girder due to the passage of the railway vehicle, the vibration is transmitted through the leg to the track supporting girder. It is less likely to reach the neighborhood of the elevated railway structure. Especially when elastic bearings such as rubber shoes are adopted,
Vibrations of the track support girders are less likely to be transmitted to the legs.
Further, if necessary, soundproofing and soundproofing equipment can be freely provided along the prefabricated track support girder. As described above, in the track supporting girder type elevated track structure according to the present invention, in accordance with the required environmental standards, the combination of the track structure, the structure of the track supporting girder and the bearings, and the accompanying facilities provide the required low vibration and low vibration. Noise performance can be realized.

High seismic resistance The track supporting girder type elevated track structure requires a prefabricated track supporting girder as a minimum necessary bone part to support a train load and a single line of a track, and requires an accompanying structure such as a bridge sidewalk. In such a case, a lightweight structure is attached to the track support girder, and the lightest superstructure in the basic design concept can be realized. It is preferable to adopt a lightweight, low-vibration, low-noise structure typified by the above-mentioned floating ladder track for the track.

As a result, it is possible to thoroughly reduce the weight of the upper structure including the track, the track support girder, and the incidental structure. Therefore, the structure does not become a top heavy structure unlike the ramen type elevated line structure. Therefore, even if the lower structure has a column size equivalent to that of the ramen-type elevated line structure, an elevated line structure with a high natural frequency in the direction perpendicular to the line and small lateral displacement during an earthquake can be formed. The seismic resistance including the property can be greatly improved.

In the above description, it is preferable that the natural frequency in the direction perpendicular to the track of the track supporting girder type elevated track structure is set to 2.0 Hz or more from the viewpoint of running safety during an earthquake. In the case of iron-wheeled railways, it is extremely important to consider how an earthquake-induced vibration affects a running railway vehicle when designing an elevated track structure. Therefore, assuming a railway vehicle running on an elevated track structure, horizontal vibration is applied to this system in a direction perpendicular to the track, and the magnitude (amplitude) and frequency of displacement and acceleration are changed. It was examined by simulation whether the railcar derailed under such conditions. More specifically, in this simulation, the vehicle body, bogie, and wheel set of a railway vehicle are treated as rigid bodies, and a model in which they are combined by a spring and a damper to form one vehicle is used. A sine wave excitation was performed.

The graph shown in FIG. 1 uses the vibration frequency (Hz) on the horizontal axis and the vibration (displacement) amplitude (m) on the vertical axis, and travels according to the conditions of the vibration frequency, the displacement amplitude, and the acceleration amplitude. It is a study on whether or not the middle railcar derails. As can be seen from FIG. 1, the derailed area (upper right X in FIG. 1) and the non-derailed area (lower left 中 in FIG. 1) are clearly separated, and a curve like graph A in FIG. 1 is derailed. Is set as a driving safety limit curve that does not cause For example, the excitation frequency
When 1.0 Hz is set, it can be seen that the railcar does not derail until the displacement amplitude is 0.1 m and the acceleration is 500 gal.

Vibration acceleration generated on the ground surface by an actual seismic wave is approximately 500 g even if it is large, based on measured values in the past.
Although it is about al, the orbital position in the elevated line structure is generally 8 to 15 m higher than the ground surface, and the elevated line structure is a vibrating body. Since it is amplified about 0.5 times, it is necessary to assume that the response acceleration at the orbital position is about 1000 to 1300 gal.

[0029] Therefore, the acceleration of 1300 ga
In order to prevent the railcar from derailing even when l acts, the natural frequency of the elevated track structure in the direction perpendicular to the line is calculated by comparing the curve B along the acceleration 1300 gal of FIG. It can be seen that if the vibration frequency at the intersection is set to 2.0 Hz or higher, the possibility of derailment is extremely reduced.

Note that the derailment behavior of a railway vehicle differs at a vibration frequency corresponding to a natural frequency of the vehicle body of 1.0 to 2.0 Hz, and in a low frequency region of the vibration frequency of 1.0 to 2.0 Hz or less. As shown in FIG. 2A, the rolling vibration of the railway vehicle 5 causes the derailment behavior such that the wheels are lifted, and
In the high frequency range of not less than 2.0 Hz, the derailment behavior is such that the railroad vehicle 5 jumps up due to the collision between the wheel flange and the rail as shown in FIG.

FIG. 3 is a graph showing the results of a simulation for examining the derailment behavior based on actual seismic waves.
Here, the derailment coefficient Q / P is the ratio between the lateral pressure Q acting on the rail from the wheel and the wheel load P, and the smaller the Q / P, the less the possibility of derailment. As can be seen from FIG. 3, the natural frequency of the elevated line structure in the direction perpendicular to the line is 2.0H.
Exceeding the z, the derailment coefficient Q / P becomes extremely small. On the other hand, the limit value of the derailment coefficient Q / P is allowed up to 2.5 above 2.0 Hz, corresponding to the derailment mode of FIG. 2, so that the natural frequency of the elevated line structure in the direction perpendicular to the line is set to 2.0H.
By setting z or more, the driving safety during an earthquake can be significantly improved.

In FIG. 3, type I refers to ordinary ground corresponding to rock, type II refers to ordinary ground other than rock, and type III refers to soft special ground. In FIG. 3, H indicates that the Hachinohe wave observed at Hachinohe Port in the 1968 Tokachi-oki earthquake was used as the input seismic wave, and S indicates the 1978 Izu-Oshima coastal earthquake and the Tokaido Shinkansen Shinkikugawa substation. This means that the observed Shin-Kikugawa wave is being input as a seismic wave.

In the above-mentioned track supporting girder type elevated line structure, the upper structure including the track, the prefabricated track supporting girder, and the auxiliary structure can be thoroughly reduced in weight. Even if the one with the same column dimensions as the line structure is adopted, the natural frequency in the direction perpendicular to the line
It is easy to set it to 2.0Hz or higher, and the seismic intensity at which the axial reinforcing bars reach yield increases, so that it is possible to form an elevated track structure with small lateral displacement during an earthquake, greatly improving the running safety during an earthquake. be able to.

High durability and ease of repair Further, according to the track supporting girder type elevated line structure according to the present invention, it is possible to construct an elevated line structure having the following performance in addition to the above-mentioned required performance. Becomes In other words, the prefabricated track support girders are manufactured at factories, etc., so it is possible to ship track support girders of stable quality under quality control, and it is possible to construct an extremely durable elevated track structure. Becomes In addition, since the prefabricated track support girder is standardized, even if the prefabricated track support girder constituting the superstructure should be damaged, repair can be performed only by replacing the damaged prefabricated track support girder. As a result, maintenance of the elevated track structure can be facilitated.

In the above-mentioned track supporting girder type elevated line structure, as an upper structure for supporting a plurality of tracks, a prefabricated track supporting girder is arranged in parallel, and the prefabricated track supporting girder is connected to each other by an upper part. It is conceivable to adopt a structure. That is, when a double track is provided in the track supporting girder type elevated track structure, two prefabricated track supporting girders are arranged in parallel, so by connecting these prefabricated track supporting girds to each other, a double track structure is obtained. Rigidity and stability.

In the above-mentioned track supporting girder type elevated line structure, the upper structure may be a continuous girder structure in which the prefabricated track supporting girder is rigidly connected in the line direction to be integrated. Can be The prefabricated track support girders are rigidly connected to each other in the direction of the track on the legs and integrated, so that "deflection" due to the train load can be reduced. This can prevent misalignment and corner breaks from occurring. In addition, since the prefabricated track support girders are rigidly connected to each other in the line direction and integrated, a long continuous girder extending in the line direction can be formed. It is possible to arrange the parts, and it is possible to reduce the number of legs, thereby simplifying the lower structure and reducing the cost.

Further, in the above-mentioned track supporting girder type elevated line structure, the upper structure is a connecting girder structure in which the prefabricated track supporting girder is partially or elastically connected on the legs in the line direction. It is possible to adopt.
In other words, since the prefabricated track support girder is partially or elastically connected on the leg, the connection part absorbs the behavior of the prefabricated track support girder due to temperature changes, and connects the horizontal force during an earthquake. It becomes possible to disperse and absorb. Therefore, it is possible to reduce the structural strength of the support portion of the leg supporting the upper structure, and to reduce the cost of members of the lower structure.

In the above-described upper structure of the continuous girder structure and the connecting girder structure, it is preferable to adopt a rod-shaped member such as a steel rod or a steel pipe as a connecting member for connecting the prefabricated track supporting girders. If the prefabricated track support beams are connected to each other by such a rod-shaped member, they can be firmly connected, and the weight of the prefabricated track support beams does not increase significantly. There is no loss in seismic resistance and economy.

The lower structure of the above-mentioned track supporting girder type elevated line structure is constituted by a plurality of legs arranged at a certain interval along the line direction, and acts on the upper structure in the line direction and the line perpendicular direction. The horizontal structure is considered to be a lower structure in which these legs bear substantially evenly. In other words, with such a lower structure, since each leg bears the horizontal load acting on the upper structure almost equally, it becomes possible to standardize the specifications of the legs and standardize the members. Therefore, the cost can be further reduced.

On the other hand, the lower structure of the above-mentioned track-supported girder type elevated line structure includes one fixed leg and an intermediate leg erected from the fixed leg for each span and acts on the upper structure. A horizontal structure in the direction of the track can be considered to have a lower structure in which most of the horizontal load is borne by the fixed legs. That is, since the middle leg only needs to support the vertical load from the upper structure and the horizontal load in the direction perpendicular to the line, the structure of the middle leg can be simplified, and the installation cost can be reduced.

[0041]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below with reference to the drawings. FIG. 4 is a schematic perspective view showing a track supporting girder type elevated line structure 1 according to the first embodiment of the present invention.
Structure 7 provided with a track 6 composed of a pair of rails for guiding a plurality of rails, and a plurality of leg portions 8 erected at a predetermined span L on the ground to support the upper structure 7.
1 comprising a lower structure 8. (1) Upper structure 7 The upper structure 7 of the track supporting girder type elevated line structure 1 described above includes:
A track 6 and a concrete prefabricated track supporting girder 7 supporting the track 6 and a single line of the train load of the railway vehicle 5
1 and a sidewalk unit 72 that constitutes a bridge-side sidewalk serving as an auxiliary facility provided outside the prefabricated track support girder 71 in the width direction.
And a connecting member 73 for mutually connecting two prefabricated track support beams 71 as a double-track elevated track structure, and a soundproof panel 74 for covering a gap between the two prefabricated track support beams 71.

As shown in FIG. 5, the prefabricated track support girder 71 has a length L1 (about 12000 mm) and a width W1 (about 1100 m) corresponding to the span L of the leg 81 described above.
m), a precast concrete girder having a height dimension H1 (900 to 1100 mm), and having a size and weight that can be transported by ordinary road transportation means such as a trailer after being manufactured in a factory or the like. The upper surface of the girder on which is laid protrudes outward in the width direction. In addition, the prefabricated track support girder 71 is designed to achieve lightweight, high load-bearing capacity and high rigidity.
Preferably, a prestressed concrete structure is employed. The prefabricated track support girder 71 is a VIA-VIA line in FIG.
As shown in FIGS. 6 (A) and 6 (B) which are VIB-VIB line sectional views, the upper surface 711 of the beam is a smooth surface, and the track 6 of a single line is attached to the upper surface 711 of the beam. Also,
Inside the prefabricated track support girder 71, a gap 712 is formed along the extending direction of the prefabricated track support girder 71.

As shown in FIG. 7, in the case of a double track structure, two prefabricated track support beams 71 are arranged in parallel and connected together by a connecting member 73 to be integrated. Connection member 7
3 is, for example, a main body 731 formed by cutting a steel pipe to a predetermined size and flanges 732 formed at both ends of the main body 731. Although not shown in FIG. Bolts are inserted into a plurality of holes formed in the surface, and the bolts are screwed into female screw portions formed on the side surfaces of the prefabricated track support beams 71, whereby the prefabricated track support beams 71 are connected and integrated. .

As can be seen from FIG. 5, the track 6 is provided on the girder upper surface 711 of the prefabricated track support girder 71.
Are provided on the upper surface 711 of the track 6 along the line direction of the track 6 or a rubber damper 61, and a ladder-shaped ladder sleeper 62 provided on the rubber bumper 61. And a pair of rails 63 laid on the ladder sleeper 62. Although not shown in FIG. 5, a long track pad is interposed between the rail 63 and the ladder sleeper 62. The ladder sleeper 62 includes a pair of vertical sleepers 621 made of concrete along the direction of the rail 63, and a steel pipe 622 connecting the pair of vertical sleepers 621.

The sidewalk unit 72 is, as shown in the vertical cross-sectional view in the width direction of the track supporting girder type elevated line structure 1 in FIG.
An L-shaped unit extending along the longitudinal direction of the prefabricated track support beam 71;
And has a length dimension substantially the same as the length dimension L1, and includes a floor plate 721 made of lightweight concrete, and a wall plate 722 composed of a soundproof panel provided upright along an outer edge of the floor plate 721. . Prefabricated track support girder 71 and sidewalk unit 72
The connection with the sidewalk unit 72 is performed by attaching the sidewalk unit 72 to a steel bracket 723 extending from the side surface of the prefabricated track support girder 71. A plurality of the steel brackets 723 are provided at appropriate intervals in the track direction, and
1 and the sidewalk unit 72 are attached by bolts and nuts (not shown).

The soundproof panel 74 includes the prefabricated track support beam 7
1 is a light-weight panel having a length substantially equal to the length L1 and having a sound absorbing board mounted on the surface of a frame-shaped frame, and mounted over a pair of prefabricated track support beams 71 arranged in parallel. ing. Although not shown in FIG. 8, the soundproof panel 74 is provided on the prefabricated track support beam 7.
It is attached to 1 with bolts, nuts, and the like via anti-vibration rubber.

(2) Lower Structure 8 The lower structure 8 is composed of a plurality of legs 81 arranged at intervals of a span L at a predetermined interval. The legs 81 are composed of a concrete frame 811 and a frame 811 made of concrete. 811
And a brace 812 that is diagonally bridged inside the inside. However, the brace 812 is installed as needed.

The upper portion 811A of the frame 811 has a large thickness in the line direction of the track 6 in order to bridge the prefabricated track support girder 71 of the upper structure 7 described above. Also,
The brace 812 is a diagonal member 812A extending in a mountain shape from each of a pair of bases of the frame 811 toward the upper part 811A, and the upper part 811A is formed by the score part 812B.
Is connected to the lower surface of.

(3) Prefabricated track support girder 71 and leg 81
The connection structure between the prefabricated track support girder 71 and the leg portion 81 is the same as that shown in FIG.
As shown in the side view, the upper part 811A of the leg part 81 and the lower surface of the prefabricated track support girder 71 are connected via a bearing 9 therebetween. The bearing 9 is a bearing composed of a rubber shoe 91 in which rubber plates are laminated and bonded, and a stopper 92 erected on the upper surface of the upper portion 811A of the leg portion 81. In addition, the lower surface of the prefabricated track support beam 71
As shown in FIG.
13 and the upper part 811 of the leg 81
A pedestal 82 for forming a horizontal level is formed on the upper surface of A.

Then, the rubber shoe 91 is placed on the base 82.
And the stopper 92 is inserted into the hole 713 to connect the prefabricated track support beam 71 to the leg 81. Note that the stopper 92 and the hole 713 of the movable-side support are movable in the C direction, whereby the movable side of the prefabricated track support beam 71 can move in the line direction with respect to the leg 81. On the other hand, although not shown in FIG. 10, in the prefabricated track support girder 71, a hole formed at an end opposite to the hole 713 of the movable-side support is a fixing hole to be fitted with the stopper 92. ing.
As a result, the prefabricated track support beam 71 adopts a simple support structure in which one end of the prefabricated track support beam 71 is supported by a pin and the other end is supported by a roller.

(4) Construction Procedure of Track-Supported Girder Overhead Line Structure 1 Next, the construction procedure of the above-described track-supported girder elevated line structure 1 will be described. At the construction site, after performing the ground work, the frame 811 of the leg portion 81 is formed by casting concrete, and the concrete is cured until it reaches the design strength. When the horizon railroad is changed to an elevated railroad, the frame 811 is formed outside the construction limit of the horizon railroad, and attention is paid so as not to hinder the travel of the horizon railroad. On the other hand, a prefabricated track support girder 71, a sidewalk unit 72, a connecting member 73, a soundproof panel 7 separately manufactured in a factory or the like.
4 and the like are transported by ordinary road transportation means and carried into the construction site.

After the bearing 9 is provided on the upper portion 811A of the frame 811, the prefabricated track support beams 71 are placed one by one using a lifting machine on the upper portion 811A of the frame 811.
The leg 81 and the prefabricated track support beam 71 are connected via the bearing 9. Two prefabricated track support girders 71 arranged in parallel
Are connected by a connecting member 73.

Ancillary facilities such as the sidewalk unit 72 and the soundproof panel 74 are connected and fixed to the prefabricated track support girder 71 with bolts and nuts. The track 6 is laid. When the horizon railway is changed to an elevated railway, the railway vehicle 5 which has been traveling on the horizon is switched so as to be able to travel on the track 6 of the track supporting girder type elevated track structure 1, and then the inside of the frame 811 is changed. Brace 81
Overlay 2.

According to the first embodiment described above, the following effects can be obtained. Cost reduction and high durability That is, since the upper structure 7 includes the prefabricated track support girder 71 that supports the single line segment of the track 6, the combination of one type of prefabricated track support girder 71 enables the double track,
Various elevated line structures such as a double track can be formed. Further, since the incidental facilities such as the sidewalk unit 72 are also unitized, the member cost of the track supporting girder type elevated line structure 1 can be reduced by standardizing the members.

The prefabricated track support girder 71 has a length L1 (about 12000 mm) and a width W1 (about 1100 m).
m), the height dimension H1 (approximately 900 to 1100 mm) is set, and the prefabricated track support girder 71 can be transported by ordinary road transportation means such as a trailer. , And mass production can be greatly reduced.

Further, the prefabricated track support girder 71 is manufactured in a factory or the like where quality control is substantial, and the prefabricated track support girder 71 of stable quality can be shipped from the factory or the like, and a very durable track support girder type. The elevated track structure 1 can be constructed. And, since the length dimension L1 of the prefabricated track support beam 71 corresponds to the span L of the leg 81,
Span-by-span erection can be performed at the construction site, so that the site work can be significantly reduced and the construction period can be shortened, and the construction cost can be further reduced.

Further, since the leg portion 81 is constituted by the frame 811, even when the horizon railway is operating, the lower structure 8 can be formed on the upper portion thereof, and the track supporting girder type elevated line structure 1 can be formed. If the horizon railway is transferred to an elevated railway after completion, the conventional horizon railway can be converted into an elevated railway without waste.

Low Vibration and Low Noise The floating type ladder track 6 has a structure in which a “composite rail” composed of a rail 63 and a ladder sleeper 62 is intermittently supported by a vibration isolator or rubber rubber 61. It has a structure floating above the girder upper surface 711. Thereby, the vibration energy transmitted from the track 6 to the prefabricated track support beam 71 can be significantly reduced. Furthermore, rail 63
If a long track pad is interposed between and the ladder sleeper 62 and it is supported continuously, rolling noise from the rail as a sound source can be suppressed. As a low noise track structure.

Further, the prefabricated track support beam 71 and the leg 8
Since the bearing 9 provided with the rubber shoe 91 is interposed between the rail support 1 and the railcar 5, the vibration accompanying the running is directly transmitted through the leg 81 to the vicinity of the track supporting girder type elevated line structure 1. It does not extend. Since the wall plate 722 of the sidewalk unit 72 is a soundproof wall and the soundproof panel 74 is provided between the prefabricated track support girders 71, the generation of noise accompanying the passage of the railway vehicle 5 is spread to neighboring residents. Can not be.

High seismic resistance Since the track 6 employs a floating ladder track, the weight of the track is 1/3 of that of the ballast track, and a curved cant is attached to the base of the vibration isolator or the rubber isolator 61. It is not necessary to change the thickness of the concrete portion constituting the upper structure 7, and the concrete of the upper structure 7 can be largely omitted. Therefore, the weight related to the track loaded on the prefabricated track support girder 71 can be minimized.

Further, a prefabricated track support girder 71 is arranged corresponding to the position of the track 6, and the incidental equipment such as the bridge sidewalk is replaced with a lightweight concrete floor plate 721 and a soundproof panel wall plate 7.
22 can be formed by the light-weight sidewalk unit 72 having the structure 22, so that the weight reduction of the upper structure 7 of the track supporting girder type elevated track structure 1 is further promoted. Therefore, it does not become a top heavy structure like the ramen type elevated line structure, the inertia force due to the response vibration in response to the ground surface vibration is reduced, the natural frequency in the direction perpendicular to the line is high, and it is extremely excellent in earthquake resistance The track support girder type elevated line structure 1 can be formed.

Here, the weight (double-track) and the natural frequency in the direction perpendicular to the line of the conventional ramen type overhead line structure and the above-mentioned track supporting girder type elevated line structure 1 were calculated by trial and compared. The following table shows the results.

[0063]

[Table 1]

It can be seen that the weight of the track supporting girder type overhead line structure 1 is approximately half the weight per unit length in the line direction of the conventional ramen type overhead line structure. Also,
In the ramen type and bridge girder type overhead line structures, the natural frequency cannot exceed 2 Hz, but in the track supporting girder type overhead line structure, the natural frequency can be approximately 3 Hz. Further, since the leg 81 and the prefabricated track support girder 71 are connected via the bearing 9, it is not necessary to consider the plastic hinge of the rigid joint of the ramen type elevated line structure.
An elevated line structure excellent in earthquake resistance can be formed over a long period of time. Since the two prefabricated track support beams 71 arranged in parallel are connected by the connecting member 73, the entire upper structure of the track support beam type elevated line structure 1 can be formed in a frame shape, A structure with extremely high stability against the effects of an earthquake or the like can be provided.

Next, a second embodiment of the present invention will be described. In the following description, the description of the same or similar members as those already described will be omitted or simplified. In the first embodiment described above, the prefabricated track support beams 71 are not connected to the prefabricated track support beams arranged in the line direction in units of one span of the leg 81. On the other hand, in the track supporting girder type elevated track structure 2 according to the second embodiment of the present invention, the upper structure 27 connects the prefabricated track supporting girders 71 along the track direction of the track 6 to each other by the steel rod 271. Continuous or connecting girder 27C, and the continuous or connecting girder 27C
The difference is that the bridge spans a plurality of spans.

As shown in FIG. 11, the upper structure 27 is a rigid joint 2 in which prefabricated track support beams 71 are rigidly joined to each other.
7A or a plurality of legs 8 integrated by a flexible joint 27B interposed with an elastic body 275 made of silicon rubber or the like.
It has a continuous or connecting girder 27C supported over one. Further, the steel rod 271 connecting the prefabricated track support beams 71 to each other is inserted into, for example, an iron plate 272 provided on the side surface of the gap 712 inside the prefabricated track support beam 71, and is connected to the prefabricated track support beam 71 by the nut 273. It is connected and fixed, and mainly bears the force in the tensile direction structurally.

In the construction of the above-mentioned track supporting girder type elevated line structure 2, as shown in FIG. 12, after forming legs 81 of the same structure evenly arranged in the span L, a prefabricated track supporting girder using a lifting machine or the like. This is performed by arranging the prefabricated track support beams 71 on the legs 81 for each 71 and connecting the prefabricated track support beams 71 to each other along the track direction of the track 6.

According to the track supporting girder type elevated line structure 2 according to the second embodiment as described above, the following effects are obtained in addition to the effects of the first embodiment. That is, since the upper structure 27 includes a continuous girder or a connecting girder 27C in which a plurality of prefabricated track support beams 71 are connected in the line direction and integrated, the prefabricated track support beams 71 may collide with each other during an earthquake, or may collide with each other. Different movements can be prevented from damaging the spar itself or causing buckling or misalignment of the track. When the prefabricated track support beams 71 are integrated by the rigid joints 27A to form a continuous girder structure, “bending” is reduced, and the running performance of the railway vehicle 5 is improved.

When the prefabricated track support beams 71 are connected to each other using the flexible joint 27B,
As a result, the connecting girder 27C can move in the line direction, so that expansion and contraction due to temperature change of the upper structure 27 and horizontal loads acting on the entire upper structure 27 due to an earthquake can be absorbed and reduced.

Further, if the prefabricated track support beams 71 are connected to each other by the flexible joints 27B, even if a part of the leg 81 constituting the lower structure 28 is unevenly settled on the soft ground, It can be absorbed by the flexible joint 27B. In addition, according to the lower structure 28 of the track supporting girder type elevated line structure 2, the specifications of the legs 81 can be shared, so that it is easy to standardize the members required for the legs 81, It is possible to further reduce the cost of the type overhead line structure 2.

Next, a third embodiment of the present invention will be described. In the above-described second embodiment, the lower structure 28 constituting the track supporting girder type elevated line structure 2 is composed of a plurality of legs 81 of the same structure arranged at equal spans L, and the horizontal direction of the upper structure 27 in the line direction. The load was equally applied to each of the legs 81. On the other hand, as shown in FIG. 13, the lower structure 38 of the track supporting girder type elevated line structure 3 according to the third embodiment is provided with one fixed leg 31 and standing at each span L from the fixed leg 31 as a starting point. A difference is that a continuous girder or a connecting girder 27C in which a prefabricated track supporting girder 71 is connected in the line direction is fixed on the fixed leg 31 and the intermediate leg 32. I do.

The continuous digit or connecting digit 27C is the same as the second digit described above.
As in the embodiment, the steel rod 2
The components 71 are rigidly connected to each other and integrated. And
The horizontal load acting on the continuous girder or the connecting girder 27C in the line direction is almost borne by the fixed leg 31 and the middle leg 3
2 mainly supports a vertical load and a horizontal load perpendicular to the track. In addition, although it depends on the situation of the construction site, in the case of ordinary ground, the fixed leg portion 31 is set in units of 10 spans (approximately 120,000 mm) of the span L of the intermediate leg portion 32.
May be set and arranged.

According to the third embodiment, the following effects are obtained in addition to the effects described in the above embodiment.
That is, the fixed leg 31 almost bears the horizontal load in the line direction due to the seismic motion or the like, and the middle leg 32 only has to support mainly the vertical load and the horizontal load perpendicular to the line.
The structure of the intermediate leg portion 32 can be simplified.
Further, with the simplification of the structure of the intermediate leg portion 32, the foundation structure can also be simplified, so that the installation cost of the intermediate leg portion 32 at the construction site can be reduced.

The present invention is not limited to the above-described embodiments, but includes the following modifications. That is, in the first embodiment described above, the incidental equipment attached to the prefabricated track support girder 71 is the sidewalk unit 72.
And only the soundproof panel 74, but not limited to this.
As shown in FIG. 14, a nearby sound insulating wall 75 is erected near the railcar 5 or a sound absorbing device 76 is installed inside the track 6.
May be provided. When the proximity sound insulation wall 75 is provided, it is necessary to form the proximity sound insulation wall 75 outside the construction limit G of the vehicle. By providing such a near sound insulating wall 75 and a sound absorbing device 76, the soundproofing and sound insulating performance of the track supporting girder type elevated line structure according to the present invention can be further improved.

Further, in the above-described second embodiment, all the legs 81 of the upper structure 27 are arranged immediately below the rigid joints 27A of the continuous girder 27C. However, the present invention is not limited to this, and as shown in FIG. Like the simple track supporting girder type elevated line structure 4, the integrated continuous girder 27C may be handled as one girder without disposing the leg 81 below the rigid joint 27A of the continuous girder 27C. Good. When the continuous girder 27C is used in this manner, the legs 81 of the lower structure 48 supporting the upper structure 27 can be used.
And the span can be lengthened. Therefore, the prefabricated track support girder 71 set to the specified length L1.
Can be erected on the lower structure 48 composed of the legs 81 arranged with the long span LL equal to or longer than the length dimension L1.

Furthermore, in each of the above-described embodiments, the prefabricated track support girder 71 is made of concrete integrally formed by precasting. However, the present invention is not limited to this. Such a mixed structure girder may be used. If the prefabricated track support girder is configured with such a mixed structure girder, the weight can be further reduced, and the earthquake resistance can be further improved. And although the above-mentioned lower structure 8,28,38,48 was comprised only from the leg part 81,31,32 which has a columnar part extended up and down, it is not restricted to this but only a supporting part without a columnar part. The lower structure may be formed by partially using a leg portion such as a small abutment provided on the embankment. In addition, specific structures, shapes, and the like when the present invention is implemented may be other structures and the like as long as the object of the present invention can be achieved.

[0077]

According to the present invention as described above, the track supporting girder type elevated track structure can be composed of a lightweight prefabricated track supporting girder, a lightweight auxiliary structure, and a leg structure for supporting them. The cost can be reduced because the entire structure can be significantly reduced in weight, and the members of the prefabricated track support girder can be standardized. In addition, a light-weight, low-vibration, low-noise floating ladder track can be effectively used as the track, and the effect of interposing an elastic body between the prefabricated track support girder and the legs is added. A support girder type elevated line structure can be constructed. Furthermore, the entire track-supported girder type elevated track structure has been significantly reduced in weight, and the natural frequency in the direction perpendicular to the track has been increased, making it possible to reduce the roll, resulting in high earthquake resistance and excellent train running safety during an earthquake. An elevated track structure can be constructed.

[Brief description of the drawings]

FIG. 1 is a graph showing the amplitude and frequency of horizontal vibration associated with an earthquake and the presence or absence of derailment of a railway vehicle.

FIG. 2 is a schematic diagram showing a state of derailment of a railway vehicle in the graph of FIG. 2;

FIG. 3 is a graph showing a relationship between a natural frequency of an elevated track structure and a derailment coefficient of a railway vehicle when an actual seismic wave is input.

FIG. 4 is a schematic perspective view showing a track supporting girder type elevated line structure according to the first embodiment of the present invention.

FIG. 5 is a schematic perspective view showing a prefabricated track support girder and a floating type ladder track in the embodiment described above.

6 is a sectional view taken along line VIA-VIA and line VIB-VIB in FIG.

FIG. 7 is a schematic perspective view in which prefabricated track support beams in the above embodiment are connected in the width direction.

FIG. 8 is a sectional view taken along the line VIII-VIII of FIG. 4 of the embodiment described above.

FIG. 9 is a side view of the track supporting girder type elevated line structure in the above-described embodiment.

FIG. 10 is a schematic perspective view showing a connection structure between a leg and a prefabricated track support girder in the above-described embodiment.

FIG. 11 is a side view of a track supporting girder type elevated line structure according to a second embodiment of the present invention.

FIG. 12 is a side view showing an elevated railway formed by combining the track supporting girder type elevated line structure in the above embodiment.

FIG. 13 is a side view showing an elevated railway formed by combining a track supporting girder type elevated line structure according to a third embodiment of the present invention.

FIG. 14 is a cross-sectional view showing a modification of the track-supported girder type elevated line structure provided with the incidental facilities of the present invention.

FIG. 15 is a side view showing a modification of the track supporting girder type elevated line structure according to the second embodiment and the third embodiment.

FIG. 16 is a schematic perspective view showing a conventional ramen-type elevated line structure.

FIG. 17 is a schematic perspective view showing a conventional bridge girder type elevated line structure.

[Explanation of symbols]

 1, 2, 3, 4 Track support girder elevated track structure 6 Track (floating ladder track) 5 Railcar 7, 27 Upper structure 27C Continuous girder or connecting girder 8, 28, 38, 48 Lower structure 9 Bearing 31 Fixed leg Part 32 Intermediate leg 71 Prefabricated track support girder 72, 74, 75, 76 Ancillary equipment 81 Leg 721 Floor plate 722 Wall plate

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Ryoma Morishige 2-8-38 Hikaricho, Kokubunji-shi, Tokyo Inside the Railway Technical Research Institute

Claims (9)

[Claims] 1. A track supporting girder comprising: an upper structure on which a track of an iron wheel train is provided; and a lower structure comprising at least two or more legs erected to support the upper structure. An elevated track structure, wherein the upper structure includes a concrete prefabricated track support girder that supports a train load and a single line segment of the track of the iron-wheeled railway, and the prefabricated track support girder is a track of the track. A track supporting girder type elevated track structure having an elongated shape extending along a direction and having a size and a weight capable of being transported by ordinary road transport means. 2. The track-supported girder type elevated track structure according to claim 1, wherein the track is a floating type ladder track intermittently supported from the upper surface of the girder via a vibration isolator or a rubber cushion. A track-supported girder type elevated track structure characterized by being made. 3. The track supporting girder type elevated line structure according to claim 1 or 2, wherein the elevated line structure including the upper structure and the lower structure has a natural frequency in a direction perpendicular to the line. A track supporting girder type elevated line structure characterized by being at least 2 Hz. 4. The track supporting girder type elevated track structure according to claim 1, wherein the prefabricated track supporting girder is arranged in a plurality in parallel with the upper structure. A track-supported girder elevated track structure, wherein the girder is connected to each other. 5. The track supporting girder type elevated track structure according to claim 1, wherein the upper structure is a continuous structure in which the prefabricated track supporting girder is rigidly connected in a line direction to be integrated. A track support girder elevated track structure characterized by a girder structure. 6. The track supporting girder type elevated track structure according to claim 1, wherein said prefabricated track supporting girder is partially or elastically mounted on said leg in a line direction. A track supporting girder type elevated track structure characterized by a connecting girder structure that is connected to each other. 7. The track supporting girder type elevated track structure according to any one of claims 1 to 6, wherein the lower structure includes a plurality of legs arranged at a certain interval along a track direction. A track supporting girder type elevated track structure, wherein the horizontal loads acting on the upper structure in the line direction and in the direction perpendicular to the line are almost equally borne by these legs. 8. The track supporting girder type elevated line structure according to claim 1, wherein said lower structure is erected with one fixed leg and a span starting from said fixed leg. A track supporting girder type elevated line structure, comprising: an intermediate leg portion; and a horizontal load acting on the upper structure in a line direction is mostly borne by the fixed leg portion. 9. The track supporting girder type elevated track structure according to claim 1, wherein the upper structure is attachable to the prefabricated track supporting girder, and extends in a line direction of the track. It has additional facilities such as a bridge sidewalk, a railing, a sound barrier, etc. extending along the floor, and the additional facilities include a floor plate added to the prefabricated track support girder, and a wall plate standing upright along an outer edge of the floor plate. A track supporting girder type elevated track structure characterized by comprising: