JPS5833614A - Temporary construction of overhead bridge - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] The present invention relates to a method for constructing a viaduct.

Conventionally, when constructing a high M bridge over a railway line, it required a lot of time and effort to construct the bridge girder, which is the basic structure of the bridge.
Poor workability has become an extremely serious problem.

In other words, since it is not possible to stop trains for bridge construction work, construction work must be carried out within a limited period of time from midnight when trains stop running until trains start moving again the next morning. be.

On the other hand, when constructing a bridge girder, the bridge girder is hoisted up by a crane and placed on the piers that have been installed on both sides of the railway line, but the railway line is equipped with various things such as overhead wires and traffic lights. Therefore, constructing bridge girders without damaging them requires extremely careful work and takes a lot of time.

Furthermore, if the length of the bridge is long, the bridge girder is divided into a plurality of parts, so each of the bridge girders must be lifted and erected using a crane as described above, which is particularly time-consuming.

As mentioned above, the work takes a long time, and in the past, if the work was not completed by the time the trains started moving in the morning, the work had to be stopped and waited until late at night again, resulting in a lot of time and effort being wasted before the work was completed. was.

The present invention was made in view of the epic situation, and its purpose is to provide a construction method that allows bridge girders to be erected safely and accurately in a short period of time using an extremely novel idea of rotating bridge girders. I'm in the middle of the day.

An example of the implementation of the present invention will be described based on the drawings. FIG. 1 shows the preparatory stage up to the construction of a bridge girder, in which the figure (bore) is a track and (B) is a bridge girder.

The above-mentioned track body) has a wide width and is provided with a plurality of, for example, four tracks (1).

(la) (lb) are nine piers installed on both sides of the track (A), and these piers (lsL) (lb) should be installed in advance before constructing the bridge girder (E). .

In addition, although the piers (la) and (lb) are installed perpendicularly to the track (A) across the track 0) in the drawing, the installation state is not limited to this. For example, the piers (1-) (], 1)) may be installed diagonally facing each other.

If the piers (1a) and (1b) are installed diagonally opposite each other in this way, it is impossible for the bridge girder φ) to be constructed diagonally across the railway line C).

(2a) (2b) are placed close to the periphery of the piers (1a) (lb), specifically, the piers (la) (lb) are installed in the north direction, and are placed at the 1st and 2nd bends, Its height is set higher than that of the piers (la) (1b), and as will be described later, both ends of the piers (la) (lb) are supported by temporary beams.

(2o) (2d) are the 8th and 4th bends that are parallel to the track (A), and are located on the negative side of the track (A).
, ).

On the other hand, the arrangement structure of the bends (2c) (2d) is as follows:
That is, the eighth bend (2c) is the pier (la) (lb
) is placed close to one of the piers (1b), and the other, that is, the fourth bend (2d) is connected to the eighth
The bend (2o) is spaced apart from the bend (2o) in the direction of the track body at approximately the same distance as the pier (1b) on the side closer to it.

(2θ) A sixth bend installed at a distance from the eighth bend (20) in the opposite direction to the fourth bend (2d), on the side away from the eighth bend (2C) The pier (1a) is spaced apart from the eighth bend (2C) by 1%.

Note that the first to sixth bends (2-) (2b) (
20) (2d) (2θ) is only a temporary structure, and as will be described later, it is assembled with steel materials or the like so that it can be disassembled so that it can be removed after the bridge girder 03) is erected.

(3) is the fourth bend (2d) and the eighth bend (2d).
A single rail is constructed across the pier (lb) on the side closer to C), and the pier (1b) and the eighth bend (2
The support frame (4) is made of H-shaped steel and the sleeper (5) is made of steel.
) has been laid through.

Note that the rail (3) may be laid directly on the bridge pier (lb), but in this case, the rail (3) may be laid directly on the bridge pier (lb).
Since removal is troublesome, in this embodiment, the rail (3) is laid indirectly through the second bend (2b) around the pier (lb) so that it can be easily removed.

(tl) is a biasing means that is installed on the rail (3) and biases the end of the bridge girder (B) on the fourth bend (2d) as will be described later. It consists of a jacket (6b).

The rail clamp (6a) is fixed to the rail (3) by clamping the rail (3) from both sides, and can be moved along the rail (3) when the clamping state is released. On the other hand, the hydraulic jack (ab) has one end connected to a rail clamp (6a) and the other end connected to a truck (7) that supports a bridge girder (B), which will be described later. Accordingly, the end of the bridge girder (B) is biased and displaced.

Thus, the above bend (2a) (2t)) (2c)
(2d) (2θ) is installed, and the bridge girder (II) is placed on the eighth to fifth bends (2c) (2d) (2θ).

The bridge girder (B) with the bend (2c) (2d) (2
e) is assembled in advance within the site (A, ) or outside the track (A), and lifted with a crane (not shown).
(20) (2(L) (2θ)6− It is now placed on top.

One end of the bridge girder (B) placed on the bend (2C) (2d) (2e) is supported by the fourth bend (2d), the other end is supported by the fifth bend (2θ), and the other end is supported by the fifth bend (2θ). ,
t at a position offset from the midpoint to the fourth bend (2d) side
It is supported by the bend (2C) of A8.

(8) is a support member installed on the eighth bend (2C), and the bridge girder (B) is connected to the first bend via this support member (8).
It is rotatably supported by the bend (2C).

(9) is a balance weight placed on the end of the bridge girder (B) on the fourth bend (2d) side, and this balance weight (9) allows the bridge girder (B) to bend 88 (
A is balanced using 20) as a fulcrum.

In other words, if the eighth bend (20) is the center of rotation of the bridge girder CB), the center is off the center of gravity of the bridge girder (inside the bridge girder), so the end of the fourth bend (2d) near the center of rotation By applying weight, w digit (B) is balanced.

The balance weight (9) may be suspended without being placed on the end of the bridge girder (11), or the bridge girder (E) may be extended without using the balance weight (9). It may also be possible to balance it.

In addition, when the bridge girder (B) is balanced, the end on the fifth bend (2e) side is separated from the bend (2 e), and the fifth bend (2θ) is not supported by the bridge girder (B). Not involved in any way.

That is, the fifth bend (2e) is the same as the eighth and fourth bend (2e).
2C) It is used as a temporary bridge until the bridge girder 03) is balanced and supported by (2L1), and after that it does not perform any function.

Therefore, if the bridge girder φ) is supported by the eighth and fourth bends (2c) (2d) with the balance weight (9) placed in advance, the fifth bend (2θ) is not necessary. , if there is this bend (2θ) in the bridge girder)
The work of supporting the fourth bends (2c) and (2d) can be done in two stages in a fast and safe manner.

On the other hand, the support structure for the end of the bridge girder (13) on the fourth bend (2d) is such that the end is supported on the rail (3) via the trolley (7) on the lower surface thereof. There is.

Then, in such a state, the end of the bridge girder (B) at the fourth bend (2d) is biased by the biasing means (6).
The bridge girder (E) is rotated around the fulcrum at the eighth bend (2o), and its operation is shown in Figures 2 to 4. First, the rail clamp (6a) clamps the rail (3). By extending the hydraulic jack (6b) while fixed thereto, the end of the bridge girder (B) is displaced along the rail (3) together with the bogie (7).

Next, by releasing the clamping state of the rail clamp (6a) and retracting the hydraulic jack (6b), the rail clamp (6&) moves along the rail (3) and the hydraulic jack (
6b) close to.

Then, in this state, the end of the bridge girder (B) is displaced by clamping and fixing the rail clamp (6a) to the rail (3) again and extending the hydraulic jack (6b). ,
By repeating the above operations, the end of the bridge girder (B) on the fourth bend (2d) side is intermittently displaced, and the bridge girder (fl) moves toward the eighth bend (2c). After rotating around the center, both ends of the bridge girder (II) are rotated around the piers (as shown in Figure 5).
1&) corresponds to the top surface of (lb).

9- However, since the end of the bridge girder (B) to be displaced is closer to the center of rotation than the opposite end, the rotation work of the bridge girder (B) cannot be done with the middle position of the bridge girder (B) as the center of rotation. The number of displacements described above can be reduced, and the working time can be shortened.

Another advantage is that the rail (3) serving as a means for guiding the displacement of the bridge girder (B) can be shortened.

It should be noted that the time required to rotate the bridge girder (B) is approximately 10 to 20 minutes, so even if you wait until late at night when trains are no longer running, it is best to find a time when trains are running at least 10 to 20 minutes apart. can perform the work.

Then, with both ends of the bridge girder CB) corresponding to the piers (la) and (lb), both ends of the bridge pier (la) and (l
b) It is supported on a temporary frame via a hydraulic jack (not shown) or the like.

Next, the first to sixth bends (2a) (2b) (
2c) (2d) (2e), rail (3), etc. were removed, the hydraulic jacks were retracted, the bridge girder (B) was lowered, and both ends of the bridge girder (B) were installed in advance on the bridge pier (1-) (lb). By fixing it to the mounting members (lOa) (lob), the construction work of the bridge girder (B) is completed as shown in FIG.

In the present invention, as mentioned above, the bridge girder is supported parallel to the track and then rotated and installed on the bridge pier. Therefore, during the construction work, the bridge girder intersects with the track only during the rotation. Instead of waiting until late at night when the trains have stopped running, the work can be done all at once without interrupting the train in the middle of the day, and the work time can be significantly shortened.

Before rotating the bridge girder, one end of the bridge girder is guided by a rail while being displaced, so the bridge girder can be rotated in a stable state, and construction work can be performed safely and accurately.

Therefore, the desired purpose can be achieved 1.

[Brief explanation of drawings]

Figure 1 is a plan view showing the preparatory stages before constructing the bridge girder;
Figures 2 to 4 are explanatory diagrams showing the operation of the means for biasing and rotating the bridge girder, Figure 5 is a front view showing the state in which the bridge girder is temporarily installed on the piers, and Figure 6 is a front view of the bridge girder. FIG. 3 is a front view showing a state in which construction is completed. In addition, in the figure (A) - Track (B), ... Bridge girder (a) - Track (1a) (lb) ... Pier (2a
X2bX2. X2dX2θ) ・−・Pend(3)−・
rail

Claims (1)

[Claims] A bridge pier is installed on each side of the track, while two bends are provided parallel to the track to temporarily support the bridge girder, and one of the bends is placed on a straight line connecting the two bridge piers. , the other bend is spaced apart from the bend to the corresponding one of the piers in the direction of the railway at an interval equal to the pass rf, and the bend between the bend and the one of the piers is centered on the bend between the piers. An arc-shaped rail is erected, and in this state, the pre-assembled bridge girder is placed on the two bends mentioned above, one end of which is supported by the bend on which the rail is erected, and the bridge girder is separated from the one end toward the middle part. The point between the piers is rotatably supported by the bend between the piers, and then the end of the bridge girder is biased and displaced along the rail to rotate the bridge girder around the bay between the piers. A method of constructing a viaduct in which a bridge girder is constructed between the piers with both ends corresponding to the top surface of each pier.