KR100841685B1 - Girder for railway bridge and method for fabricating the same, and method for constructing the same - Google Patents

Abstract

A girder for a railway bridge, a method for fabricating the same, and a method for constructing the same are provided to enable fast replacement and repairing of outworn girder through factory fabrication of girder, and obtain high dynamic performance with its steel reinforced concrete structure which prevents trains from slowing down. A girder for a railway bridge comprises a steel girder(110), inner and outer vertical stiffeners(120,130), a diaphragm(140), a tendon(150), a concrete portion(160), a first girder segment(10a), and a second girder segment(10b). The steel girder comprises an upper flange(111) provided on both left and right sides, a lower flange(112) on a mid-lower side, and a U-shaped web(113) connecting the upper and lower flanges. The inner and outer vertical stiffeners are respectively provided on inside and outside of the web of the steel girder. The diaphragm is disposed on one side of the web to make connection with the second girder segment. The tendon is arranged inside the steel girder. The concrete part is poured and cured within the inside space of the steel girder in which the tendon is arranged. The first girder segment comprises a lower longitudinal stiffener(170a) provided on at least one of the upper and lower flanges. The second girder segment having the same configuration as the first girder segment, is transversely installed to be linearly symmetrical with respect to the first girder segment.

Description

Girder for railway bridge and method for fabricating the same, and method for constructing the same}

The present invention relates to a girder for railway bridges, and more particularly, to a composite structure of steel and concrete, which has excellent load capacity, small sag and noise and vibration, and is easy to carry and mount by a factory. This makes it possible to replace old bridges and to quickly recover in the event of a disaster, and to a railway bridge girder, a method for manufacturing the same, and a construction method thereof, which significantly shorten the construction period and significantly reduce the construction cost compared to the existing construction method.

In general, railway bridges are high-level structures made by laying railroad tracks so that trains can pass through rivers, lakes, straits or other traffic routes or structures.

More than 50% of steel bridges currently in use are composed of bridges that have been in service for more than 50 years. Fatigue and corrosion have been reported as the main deterioration damage affecting the durability of old steel bridges.

These railway bridges need to be replaced in the case of old bridges, and need to be quickly restored in the event of a disaster such as flood or earthquake. The methods for improving the old bridges currently used are as follows.

First, as a method of using a construction (that is, temporary) girders, there are widely used bottom plate girder bridges and dwarf girders, which each have the characteristics as described below.

The downing bridge is mainly used as a temporary girder for the construction of a special ship laying a temporary route that bypasses the existing route.It must be separated and moved when moving the site, and the downing plate is assembled at the site due to its wide width source. This severe, wide girder width does not pass through the highway toll gate, it is impossible to transport vehicles using the highway, and when the railway bridge is applied, it is essential that the railway is slow (40 km / h or less) in the construction section.

Dwarf girder is used to install the dwarf girder on the alternating chest wall, which is narrower than the bottom plate girder, so the vehicle can pass through the highway toll gate, and the weight and rigidity of the dwarf girder It is small, and it is difficult to apply the curved part, and the drooping and vibration noise is severe like the downplate, and when the railway bridge is applied, it is necessary to slow down the railway in the construction section, and it is difficult to mount the bridge chest wall.

Other ways to improve the old bridges of railroad bridges include plate reinforcing bars, push methods, and cranes. Plate reinforcing bars reinforce existing bars in the form of girders, Due to the method of casting steel, the quality of concrete may be deteriorated due to the vibration generated during train operation.There is a drawback that the train runs slowly until the curing of concrete is completed. It also poses a great risk in securing safety.

Although the push method is safe construction is possible, the construction cost is excessively excessive, and when the river section is applied to the rainy season is reduced to the river passage surface and driftwood, rubbish, etc. disadvantageous to the safety of the vent, urban construction height of the vehicle passing There are disadvantages such as excessive increase in construction cost due to increase in downtime.

The method of using a crane is to manufacture a slab in a workshop near an aged bridge, to remove the old bridge after curing, and to mount the cured slab using a crane, which is difficult to work in a heavy or tramline section. There are disadvantages, but the construction cost is the least, the least impact on the vehicle traffic in rivers and downtown is the most economical construction method.

On the other hand, the upper types currently applied to the improvement of old railway bridges include slab bridges, H-beam reclaimed slab bridges, steel reinforced concrete (SRC) bridge bridges, and steel composite bridges using general steel composite plate girders. As a bridge, the application area is short, the fixed load is large, and the dynamic performance is excellent, but it is necessary to reinforce the lower part by increasing the upper self weight, the slab curing period is required, the crane work is impossible, and the reinforcement amount is excessively required. .

The H-beam buried slab bridge has excellent load capacity, large fixed load, and excellent dynamic performance, but it requires lower reinforcement due to the increase of upper weight, slab curing period, and beam manufacturing period, and due to the lack of construction capacity, There is a possibility that the quality of the construction surface of the slab may be degraded, and the rebar reinforcement may be difficult.

 SRC (Steel Reinforced Concrete) haro bridge is concrete which is embedded inside the cross beam and mold of the haro bridge.It is low in height but short in application area, weak in load capacity, small in fixed load, and low reinforcement in H-beam reclaimed sleeve bridge and slab bridge. Compared with the small size, the slab curing period and the beam manufacturing period are required, and the rigidity is small, the vibration and deflection are large, and the thickness of the bottom plate is thin.

The steel composite bridge using the general steel composite plate girder is characterized by a small fixed load, a bottom plate curing period, and a high height.

On the other hand, the existing railway bridges have been constructed for a long time, a lot of bridges suffered from disasters, such as floods, the maintenance is inevitable, but due to the following characteristics of the railway bridges, maintenance is accompanied by difficulties in various aspects as will be described later.

Unlike road bridges, railway bridges are difficult to block or detour because of the trains operating. For example, in the case of the high-speed railway operation section, it is not possible to lengthen the slow running time during construction, and the rapid construction must be performed within this time as the operation blocking time is 3 to 4 hours.

In addition, the railway bridge has a large weight and a large amount of transportation due to the characteristics of the vehicle to be passed through it, so make sure to ensure safety during construction.

Existing railway bridges do not meet the current design standards, which have been strengthened by the previous design standards, and have been constructed as non-plated plate-shaped bridges, so that sagging, vibration and noise are severe, and the space under the bridge does not satisfy the risk of accidents. The bridges are exposed to the gravity piers and well basin, the direct foundation and the wooden foundation, and in the case of the shift, the masonry is large, the concrete load capacity of the alternating and piers is low, and the bearing capacity of the foundation is also small.

In other words, existing railway bridges do not meet the current design standards, which have been designed and strengthened in the past, and, unlike road bridges, are difficult to bypass due to the high construction costs when laying bypass lines (ie special ships). It should be constructed in such a way that rapid construction is possible and the construction cost is low while satisfying the current design criteria.

The present invention is to solve the above problems, and can be applied regardless of the replacement of the new or temporary construction of the railway bridge or the old girder, it is a composite structure of steel and concrete with excellent load capacity, small sag, noise and vibration, dynamic Its excellent performance eliminates the need for trains to slow down, makes it easy to transport and mount cranes as a factory, and improves construction, enabling rapid construction, allowing fast replacement of old bridges and disasters. The purpose is to provide a railway bridge girder, its manufacturing method, and its construction method, which are greatly shortened and the construction cost greatly reduced.

In order to achieve the above object, the present invention, the steel girder consisting of the upper flange of the left and right sides and the lower flange of the central lower portion and the abdomen plate to form a general formulation by connecting them; Vertical reinforcing material provided on the abdominal plate of the steel girder; A diaphragm provided on one side of the abdomen of the steel girder for connection with a second girder segment; Reinforcing bars and the reinforcement to the steel girder inner space; A concrete part placed and cured in the inner space of the steel girder in which the reinforcing bar is arranged; A first girder segment comprising a longitudinal reinforcement formed on at least one side of the upper flange or the lower flange;

The same configuration as the first girder segment, there is provided a railway bridge girders comprising a second girder segment connected laterally to make a line symmetry with respect to the first girder segment.

On the other hand, according to another aspect of the present invention for achieving the above object, the steel girder consisting of the upper flange on the left and right sides and the lower flange of the lower center and the abdomen plate to connect them to form a general formulation; An inner vertical reinforcing member provided inside the abdominal plate of the steel girder; An outer vertical stiffener and a diaphragm provided outside the abdominal plate of the steel girder; Reinforcing bars and the reinforcement to the steel girder inner space; A concrete part which is poured and cured to have a concave part for installing a rail in the steel girder inner space in which the reinforcing bar is disposed; An upper longitudinal reinforcement formed on the upper flange; A first girder segment comprising a lower longitudinal reinforcement formed in the lower flange,

The same configuration as the first girder segment, there is provided a railway bridge girders comprising a second girder segment connected laterally to make a line symmetry with respect to the first girder segment.

On the other hand, according to an aspect of the present invention for achieving the above object, manufacturing a left and right steel girder; Reinforcing the reinforcing bars into the steel girder inner space; The method of manufacturing a girder for railway bridges is provided, including the step of placing concrete in the inner space of the reinforcing steel girder to have a recess for installing a rail.

On the other hand, according to another aspect of the present invention for achieving the above object, manufacturing a left and right steel girder; Reinforcing the reinforcing bars into the steel girder inner space; Placing concrete having a recess for installing a rail in an inner space of the steel girder in which the reinforcing bar is disposed; Moving and mounting the left and right girders on which the concrete is cured; Provided is a railway bridge girder construction method comprising the step of connecting the left and right girders in the field.

The railway bridge girder of the present invention is a composite structure of steel and concrete, which has excellent load capacity and low noise vibration and deflection. That is, the railway bridge girders of the present invention is designed to receive all the moments of the steel to share the moment, and the shear force is designed to receive the shear strength of the reinforced concrete by sharing the reinforced strength of the reinforced concrete, the load capacity is excellent, Since the noise and vibration is small and the dynamic performance is excellent, it is unnecessary to slow down the train, so it can be applied as a permanent structure as well as various construction structures.

In particular, it is effective to apply to the downtown railway bridge because the noise vibration is small, and because the dynamic performance is excellent, even when used as a temporary girder for construction, it is not necessary to slow down the train, thereby effectively eliminating the delayed operation of the train and its inconvenience.

Next, the railway bridge girder of the present invention is provided with a running noise blocking cover which serves as a sealing material for preventing leakage to the running noise without interfering with the operation of the train, thereby enabling constant speed operation.

Next, the railway bridge girder of the present invention is to provide a structure that can be applied to the curved portion while the girder width is narrow. That is, since the width of the recessed portion in which the rail is installed can be easily widened, it is easy to apply the curved portion.

In addition, the railroad girder of the present invention is capable of adjusting the rail height by adjusting the height of the recess.

In addition, since the girder for railway bridge girder of the present invention has a small girder width and is easy to be transported and mounted on a crane by factory production, and can be temporarily installed at a moving site, construction performance is improved. That is, the steel girders having a symmetrical structure are manufactured in a factory, and then transported to a site and mounted with a crane, and then rapidly connected to the left and right steel girders by a site joint.

Next, the railway bridge girders of the present invention is not necessary for the formwork when placing concrete, no need for the grouping in the field, it can be mounted by a crane, the need for construction vents are unnecessary, the consumption of temporary materials is reduced and the provisional equipment is effective There is.

On the other hand, the railway bridge girder of the present invention can minimize the burden due to the road at the time of the actual replacement construction of the low-rise, and can be rapidly repaired in the event of a replacement of old bridges and disasters by rapid construction as described above do.

In addition, the railroad girder of the present invention is a low-rise structure easy to apply to rivers and downtown, it is very advantageous to secure the space under the bridge and the cross section as possible.

Since the girder of the present invention uses the direct orbit of the concrete, not the induction phase or the no phase phase, the fixed load of the gravel layer due to the induction phase is reduced, thereby reducing the load burden on the substructure and the foundation.

On the other hand, the railway bridge girder of the present invention has the advantage that the deflection, vibration, noise is small and the dynamic performance is excellent even in the case of a non-phased structure. In the case of the non-imaging structure rather than the induction structure, the noise may be considered to be severe. However, in the present invention, a rubber pad is installed in the rail mounting portion to reduce noise generated by the contact between the rail and the wheel of the vehicle, thereby reducing the noise equivalent to that of the induction fire. There is.

That is, the railway bridge girder of the present invention provides an upper type of economical and high stability structure, the construction period is significantly shortened and the construction cost is greatly reduced compared to the existing construction method when the old bridge is improved, structural stability, practicality, durability There is an effect that can be secured.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to FIGS. 1 to 8.

1 is a cross-sectional view showing the structure of the girder of the present invention, Figure 2 is a plan view of the girder of the present invention, Figure 3 is a side view of the girder of the present invention, the right side based on the centerline (C / L) in FIG. It shows after pour and the left side shows the reinforcement state before.

4 is a cross-sectional view illustrating the steel girder of FIG. 1, and FIG. 5 is a cross-sectional view illustrating the reinforcing member of FIG. 1.

6 is a cross-sectional view showing a reinforcement state of the girder of the present invention, Figure 7 is a plan view showing a reinforcement state of the reinforcement of the present girder, Figure 8 is a flow chart illustrating a manufacturing and construction process of the present girder.

Referring to these drawings, the railway bridge girder of the present invention is composed of a first girder segment 10a (Girder Segement) and a second girder segment 10b connected laterally so as to have a line symmetry in the same configuration.

At this time, the configuration of the first girder segment (10a), the upper flange 111 of the left and right sides and the lower flange 112 of the lower center and the abdominal plate 113 to form a general formulation (蹄形) by connecting them as a whole. Steel girder 110 is configured; An inner vertical reinforcement member 120 provided inside the abdomen plate 113 of the steel girder 110; An outer vertical stiffener 130 and a diaphragm 140 provided outside the abdomen plate 113 of the steel girder 110; Reinforcing bars 150 being reinforced into the inner space of the steel girder 110; A concrete part 160 that is placed and cured in the steel girder 110 in which the reinforcing bar 150 is placed and cured to have a concave part for rail installation; An upper longitudinal reinforcement member 170a formed in the upper flange 111 in a lower direction; It is configured to include a lower longitudinal reinforcement (170b) formed in the upper flange 112 in the upper direction.

The reinforcing bar 150 is configured to include a longitudinal reinforcing bar (150a) is arranged in the longitudinal direction of the railway longitudinal direction and a transverse reinforcement (150b) in a direction orthogonal thereto, and is reinforced to resist the rail bearing surface. That is, it is reinforced to resist the acupressure stress of the rail.

To this end, the inner vertical reinforcing material 120 is formed a reinforcing bar reinforcing hole 121 through which the reinforcing bars are passed in the longitudinal direction of the railway rail length direction.

The upper longitudinal reinforcement 170a is continuously formed in the longitudinal direction, and the outer vertical reinforcement 130 prevents interference with the upper longitudinal reinforcement 170a that is vertically continuous in the longitudinal direction of the rail (R). Scallop 131 (Scallop) to be formed.

The lower longitudinal reinforcement 170b is continuously formed in the longitudinal direction, and the outer vertical reinforcement 130 is formed in the longitudinal direction continuously in the outer section of the abdominal plate 113 of the lower flange 112 in the longitudinal direction. A scallop 132 is formed to prevent interference with 170b.

For reference, a scallop is a decoration in which a fan or wavy cloth is connected to a cuff or a hem, and in construction and civil engineering, a fan-shaped chamfer on the base material is used to prevent member fatigue. Used as a treatment for

On the other hand, the angle β between the abdomen plate 113 and the lower flange 112 is formed to form more than 90 degrees.

In addition, it is preferable that the reinforcing pad 180 is provided under the lower flange 112 of the central lower part.

In addition, the first girder segment 10a and the second girder segment 10b connected thereto are provided with drainage passages (not shown) in the longitudinal direction, and the drainage passages are preferably provided inside the concrete part.

In addition, the diaphragm 140 of the first girder segment 10a and the second girder segment 10b connected thereto may be connected by bolt joint processing or welding using the connecting plate 190, or a cross beam instead of the diaphragm 140. (Not shown).

On the other hand, the first girder segment (10a) and the second girder segment (10b) to cover the upper rail (R) without interfering with the operation of the train noise generated between the wheel and the rail (R) to the outside The running noise blocking cover 200 may be further installed to prevent the exit.

The running noise blocking cover 200 is mainly made of rubber or synthetic resin, but may be fastened to the upper surface of the concrete part 160 or fixed in advance to other parts at the time of manufacturing the factory, or may be installed in a construction process on site. And it is preferable to have a structure which can be detachably attached for replacement.

In addition, a noise absorbing member may be attached to an inner surface of the concave portion for installing the rail (R).

Looking at the manufacturing and construction process of the railway bridge girder of the present invention configured as described above are as follows.

First, the said 1st girder segment 10a (henceforth a "left girder") and the 2nd girder segment 10b (henceforth a "right girder") of the structure mentioned above are produced.

At this time, the left and right girders, steel girder 110 consisting of the upper flange 111 of the left and right sides and the lower flange 112 of the lower center and the abdomen plate 113 to form a general formulation by connecting them, and the steel material The inner vertical reinforcement member 120 provided inside the abdomen plate 113 of the girder 110, the outer vertical reinforcement member 130 and the diaphragm 140 provided outside the abdomen plate 113 of the steel girder 110, and the It consists of an upper longitudinal reinforcement (170a) formed in the lower direction on the upper flange 111, and a lower longitudinal reinforcement (170b) formed in the upper direction on the lower flange 112, these reinforcement, such as steel girder ( 110 is welded and joined. In addition, the reinforcing materials serve to increase the rigidity of the steel girder 110.

Next, after fabrication of the steel girder 110 combined with the reinforcing material, the reinforcing bars 150 are placed into the steel girder inner space, and the concrete is poured into the inner space of the steel girder 110 where the reinforcing bars 150 are placed. When the concrete is poured to form a recess for installing the rail (R).

When the curing of the poured concrete is completed, the left and right girders are moved to the site and mounted on a railway bridge using a crane.

Next, after the mounting of the steel girder 110 is completed, the construction is completed by connecting the left and right steel girder in the field.

At this time, the left and right steel girder 110 is connected to the diaphragm 140 and the upper flange 111 through a bolted joint or a welding operation.

The working effect of the railway bridge girder of the present invention constructed and manufactured as described above is as follows.

First, the railway bridge girder of the present invention is a composite structure of steel and concrete, the moment is designed so that the steel is shared so that the allowable strength of the steel receives all the moment, the shear force is shared by the reinforced concrete, the allowable strength of the reinforced concrete is shear Because it is designed to receive, the load capacity is excellent, the noise and vibration is small, and the dynamic performance is excellent, so it is unnecessary to slow down the train according to the construction, which can effectively prevent the delayed operation of the train and its inconvenience.

Next, the girder of the present invention is provided with a running noise blocking cover 200 which serves as a sealing material to prevent leakage of the running noise without interfering with the operation of the train, thereby enabling constant speed operation.

In addition, the construction of the railway bridge girder of the present invention is lighter, the width of the girder is smaller, the factory is easy to carry and mount the crane, and the construction can be made at the mobile site. That is, after the steel girder 110, which is a symmetrical structure, respectively manufactured in a factory, transported to a site and mounted with a crane, and then rapidly connected to the left and right steel girder 110 by a site joint.

Next, the railway bridge girder of the present invention is not necessary for the formwork when placing concrete, no need for the grouping in the field, it can be mounted by a crane, the need for construction vents, the consumption of temporary materials is reduced, the provisional equipment is cheaper effect There is.

On the other hand, the railway bridge girder of the present invention can minimize the burden due to the road at the time of the actual replacement construction of the low-rise, and can be rapidly repaired in the event of a replacement of old bridges and disasters by rapid construction as described above do.

In addition, the railroad girder of the present invention is a low-rise structure easy to apply to rivers and downtown, it is very advantageous to secure the space under the bridge and the cross section as possible.

Next, since the girder of the present invention uses the direct track of the concrete, not the induction phase or the non-phase phase, the fixed load of the gravel layer due to the induction phase is reduced to reduce the load burden on the foundation and the foundation.

In addition, the girder of the present invention has the advantage that the deflection, vibration and noise are small and the dynamic performance is excellent even in the case of the non-imaging structure. It may be considered that the noise is more severe in the case of the non-imaging structure than the induction structure, but by installing a rubber pad for absorbing and blocking the noise in the rail (R) installation, the noise generated by the contact between the rail (R) and the wheel of the vehicle can be considered. It can reduce the noise equivalent to induced fire.

Next, the railway bridge girder of the present invention is to provide a structure that can be applied to the curved portion while the girder width is narrow. That is, the width of the recessed portion in which the rail R is installed can be easily widened, so that the curved portion can be easily applied. In addition, when the concrete is poured, the width of the concave part can be poured wide.

In addition, the railroad girder of the present invention can also adjust the rail height by the height adjustment of the recess portion. Furthermore, it is also possible to block the recess and allow the rail to pass over it.

As described above, the railroad girder of the present invention provides an upper type of economical and high stability structure, structurally shortened construction period and significantly reduced construction cost compared to the existing construction method when the old bridge is improved, structural stability, practicality Therefore, the effect of securing durability is provided.

On the other hand, Figure 9 shows another embodiment of the railway bridge girder of the present invention, in this case the tension member 300 for providing a compressive force to the lower side of the girder to the concrete portion 160 that is placed inside the steel girder 110 ) Is installed in the longitudinal direction, the rest of the configuration and operation is the same to or similar to the above-described embodiment.

In the railway bridge girder of the present embodiment, the compressive force is introduced into the lower portion of the concrete portion 160 to secure the cross-sectional rigidity of the girder.

That is, a sheath pipe (not shown) is installed in the lower portion of the concrete part 160 to insert the tension member 300, and the concrete is poured and cured, and then the tension member 300 is inserted into the sheath tube. In order to offset the tensile stress due to the use load, the tension member 300 is tensioned and fixed to introduce prestress.

10A to 10D are cross-sectional views illustrating each girder structure according to another exemplary embodiment of the present invention, which is modified from the configuration of the exemplary embodiment of FIG. 1 described above.

In these drawings, the right side shows the post-concrete state on the basis of the center line (C / L), the left side shows the reinforcement state before the reinforcement, and it is of course possible to introduce a long lumber in each of these girders.

Looking at the configuration features of each of these embodiments, the embodiment shown in Figure 10a is different in the reinforcement shape compared to Figure 1, the abdominal plate 113a is a difference in the line point perpendicular to the lower flange 112 The upper longitudinal reinforcement 170c is additionally installed in the diaphragm 140 connecting the left and right girders, and a scallop is formed to penetrate the reinforcement.

10b shows that the reinforcement shape is different compared to FIG. 1, the abdominal plate 113a is perpendicular to the lower flange 112, and the left and right girders are connected by a cross beam instead of the diaphragm 140. There is a difference in the point where the shape of the outer vertical reinforcement 130 is changed (that is, the top and bottom widths are constant and the scallop is not formed).

The embodiment shown in FIG. 10C is a point where the reinforcement shape is different compared to FIG. 1, the abdomen plate 113a is perpendicular to the lower flange 112, and the left and right girders are connected by a cross beam instead of the diaphragm 140. , The point where the shape of the outer vertical stiffener 130 is changed (that is, the upper and lower widths are constant, and the scallop is not formed), the upper longitudinal stiffener 170a is not installed, and the lower longitudinal stiffener 170b is The difference is that it is not installed in the outer region of the abdominal plate.

10D shows that the reinforcement shape is different compared to FIG. 1, the abdominal plate 113a is perpendicular to the lower flange 112, and the left and right girders are connected by cross beams instead of the diaphragm 140. The point where the shape of the outer vertical reinforcement 130 is changed (that is, the top and bottom widths are constant and the scallop is not formed), the upper longitudinal reinforcement 170a and the lower longitudinal reinforcement 170b are not all installed. There is a difference in points.

The rights of the present invention are not limited to the embodiments described above, but are defined by the claims, and those skilled in the art can make various modifications and adaptations within the scope of the claims. It is self-evident.

For example, the girder of the present invention is relatively lighter than the existing girder, and is separated from the left and right, so the volume is small enough to be mounted by crane work, but when there is a special situation that the crane work is difficult to replace the existing aging bridge construction It can be constructed by applying the push method or other methods.

In addition, although the driving noise blocking cover 200 may be installed in the factory manufacturing process of the left and right steel girder 110, the driving noise blocking cover 200 may be installed while the left and right steel girder 110 is connected in the field without being installed in the factory manufacturing process. You can also install).

In addition, reinforcement and concrete pouring in the state of manufacturing only the steel girder 110 including the reinforcement may be made in the field.

On the other hand, the rights of the present invention is not limited to the embodiments described above, but is defined by the claims, and those skilled in the art can make various modifications and adaptations within the scope of the claims. It is self evident.

The present invention has been devised in view of the characteristics of the railway bridge, the load is distributed equally through the rail (R) so that one girder receives half the load of the vehicle, the cross section of the maximum rigidity of the minimum cross-sectional area to withstand the live load Point developed, SRC (Steel Reinforced Concrete) structure to increase load capacity, Rebar reinforced to resist rail surface pressure, Rebar reinforced for steel and concrete attachment, Longitudinal rib for increased section rigidity It is a very useful invention with structural features such as the point of placing, the reinforcement of the vertical reinforcement to facilitate the reinforcement of the attached reinforcing bar, the low height while satisfying the economics, and the point of reducing the noise vibration.

The present invention is in need of the replacement and improvement of old bridges and damaged bridges of each railway line including Gyeongbu Line in Korea, and the need of improvement of flood dissatisfaction bridges in sub-Daejeon area in KTX section. And, considering the possibility of overseas transfer of repair and reinforcement technology to overseas markets, including Southeast Asian countries, it is easy to see that the industrial availability is very high.

1 is a cross-sectional view showing the girder structure of the present invention

2 is a plan view of the present invention girder

3 is a side view of the present invention girder

4 is a cross-sectional view showing the steel girder of FIG.

5 is a cross-sectional view showing the reinforcing member of FIG.

Figure 6 is a cross-sectional view showing the reinforcement state of the present invention girder

7 is a plan view showing a reinforcement state of the present invention girder

8 is a flow chart illustrating a manufacturing and construction process of the present invention girder

10 to 13 is a cross-sectional view showing each girder structure according to another embodiment of the present invention

Explanation of symbols on the main parts of the drawings

10a: first girder segment 10b: second girder segment

110: steel girder 111: upper flange

112: lower flange 113,113a: abdominal plate

120: inner vertical reinforcement 121: reinforcing bar reinforcement

130: outer stiffeners 131, 132: scallops

140: diaphragm 150: rebar

150a: longitudinal rebar 150b: transverse rebar

160: concrete portion 170a: upper longitudinal reinforcement

170b: lower longitudinal reinforcement 180: backing plate

190: connection plate 200: driving noise blocking cover

300: tension material

Claims (24)

Steel girder consisting of the upper flange of the left and right sides and the lower flange of the lower center and the abdomen plate to connect them to form a formulation as a whole; Vertical reinforcing material provided on the abdominal plate of the steel girder; A diaphragm provided on one side of the abdomen of the steel girder for connection with a second girder segment; Reinforcing bars and the reinforcement to the steel girder inner space; A concrete part placed and cured in the inner space of the steel girder in which the reinforcing bar is arranged; A first girder segment comprising a longitudinal reinforcement formed on at least one side of the upper flange or the lower flange; The same configuration as the first girder segment, characterized in that it comprises a second girder segment connected laterally to make a line symmetry with respect to the first girder segment. The method of claim 1, The rebar is, Railroad bridge girders comprising a longitudinal reinforcement in the longitudinal direction in the longitudinal direction of the railway and a transverse reinforcement in the direction orthogonal thereto. The method of claim 2, The reinforcing bar is a railway bridge girders, characterized in that the reinforcement to resist the rail pressure surface. The method of claim 1, Vertical reinforcement provided in the abdominal plate of the steel girder, An inner vertical stiffener provided on the inside of the abdominal plate and an outer vertical stiffener provided on the outer side of the abdominal plate. The method of claim 4, wherein Rail girder, characterized in that the inner vertical reinforcing material is a reinforcing bar reinforcing hole is formed through which the reinforcing bars are passed in the longitudinal direction of the railway rail longitudinal direction. The method of claim 4, wherein The longitudinal stiffener comprises an upper longitudinal stiffener and a lower longitudinal stiffener, The upper longitudinal reinforcement and the lower longitudinal reinforcement are each continuously formed in the longitudinal direction, The outer vertical stiffener has a scallop for preventing interference with the longitudinal longitudinal reinforcement continuous in the longitudinal direction of the rail, and prevents interference with the longitudinal longitudinal reinforcement continuously formed in the longitudinal direction outside the abdominal plate of the lower flange. A girder for railway bridges, characterized in that scallops are formed for each. The method of claim 1, The angle between the abdomen and the lower flange (β) is a railway bridge girders, characterized in that more than 90 degrees. The method of claim 1, The girder for railway bridges, characterized in that the reinforcing padding plate is provided under the lower flange. The method of claim 1, The first girder segment and the second girder segment connected thereto are provided with drainage passages in a longitudinal direction. The method of claim 1, The diaphragm of the first girder segment and the second girder segment connected thereto is connected by bolted joints or welded joints. The method of claim 1, The first girder segment and the second girder segment connected thereto are connected by cross beams instead of diaphragms. The method of claim 1, The first girder segment and the second girder segment are provided with a running noise blocking cover that covers the upper rail without interfering with the operation of the train and prevents noise generated between the wheel and the rail from escaping to the outside. Railway bridge girders. The method of claim 1, The concrete part is provided with a concave inlet portion for rail installation, the inner girder railroad bridge girder, characterized in that the noise absorbing member is attached. The method of claim 1, The concrete girders for the bridge, characterized in that the tension member is provided in the longitudinal direction to provide a compressive force to the lower side of the girder. Steel girder consisting of the upper flange of the left and right sides and the lower flange of the lower center and the abdomen plate to connect them to form a formulation as a whole; An inner vertical reinforcing member provided inside the abdominal plate of the steel girder; An outer vertical stiffener and a diaphragm provided outside the abdominal plate of the steel girder; Reinforcing bars and the reinforcement to the steel girder inner space; A concrete part which is poured and cured to have a concave part for installing a rail in the steel girder inner space in which the reinforcing bar is disposed; An upper longitudinal reinforcement formed on the upper flange; A first girder segment comprising a lower longitudinal reinforcement formed in the lower flange, The same configuration as the first girder segment, characterized in that it comprises a second girder segment connected laterally to make a line symmetry with respect to the first girder segment. Manufacturing left and right steel girders; Reinforcing the reinforcing bars into the steel girder inner space; Placing concrete to have a concave portion for installing the rail in the inner space of the steel girder bar is reinforced; Steel girder manufacturing step, the steel girder manufacturing process consisting of the upper flange of the left and right sides and the lower flange of the lower center and the abdominal plate to form a whole formulation by connecting them, and the inner vertical reinforcement manufacturing process provided inside the abdomen of the steel girder And, and the outer vertical stiffener and the diaphragm manufacturing process provided on the outside of the abdomen of the steel girder, The left and right steel girders are connected to the joints of the diaphragm and the upper flange bolted or welded manufacturing method characterized in that the connection. delete Manufacturing left and right steel girders respectively; Reinforcing the reinforcing bars into the steel girder inner space; Placing concrete to have a concave portion for installing a rail in an inner space of the steel girder in which the reinforcing bar is disposed; Moving and mounting the left and right girders on which the concrete is cured; Connecting the left and right girders in the field, Steel girder production stage, Steel girder manufacturing process consisting of the upper flange of the left and right sides and the lower flange of the lower center and the abdomen plate to connect them to form the overall formulation, An inner vertical stiffener manufacturing process provided inside the abdominal plate of the steel girder; Construction method for a railway bridge girder comprising the process of manufacturing the outer vertical reinforcement and the diaphragm provided on the outer side of the abdomen of the steel girder. delete The method of claim 18, Construction method for a railway bridge girder, comprising the step of mounting the concrete left and right girder by the crane in the field. The method of claim 18, Left and right girders are girder construction method for railway bridges, characterized in that connecting the joints of the diaphragm and the upper flange by bolted joint or welding. The method of claim 18, Construction method for a railway bridge girder, characterized in that it comprises the step of adjusting the height and width of the recess for installing the rail. The method of claim 18, And installing an upper longitudinal reinforcement and a lower longitudinal reinforcement for increasing rigidity of the girder in the upper flange and the lower flange of the steel girder. The method of claim 18, Installing a sheath pipe for inserting a tension member on the lower side of the concrete part when the concrete is poured; After the curing of the concrete, the railway bridge girder construction method further comprising the step of introducing the prestress by tensioning and fixing the tension material in order to offset the tensile stress due to the use load after inserting the tension material in the sheath pipe.

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