KR101794791B1 - Complete integrated railway bridge using displacement control of superstructure - Google Patents

Abstract

The present invention relates to an integrated bridge. A purpose of the present invention to minimize an amount of material used for construction of a bridge by integrating a superstructure (an upper plate), a lower structure (an abutment and a bridge) and a base, which are basic elements, through a rigid connection structure. To achieve this in accordance with the present invention, the integrated bridge, which is a bridge installed to overcome an obstacle or a topographical curve of a river or a valley in a road line construction for a road, a railway, or a water channel, comprises: two abutments, a superstructure, a plurality of bridges, bases and a precast concrete (PC) steel wire. The two abutments have a steel wire mounting hole formed on each one side thereof. The superstructure is positioned between the two abutments and has both ends rigidly connected to the two abutments. A pair of bridges are rigidly and integrally connected to a lower side of the superstructure in a vertical direction to be installed in the ground surface at predetermined intervals. Each base is integrally and rigidly connected to each lower part of the bridges to support the bridges. The PC steel wire is installed to be embedded in the superstructure in such a manner that both ends are connected to each steel wire mounting hole of the two abutments to cope with contraction cracks generated due to drying and contraction of the superstructure when a temperature drops.

Description

{COMPLETE INTEGRATED RAILWAY BRIDGE USING DISPLACEMENT CONTROL OF SUPERSTRUCTURE USING DISPLACEMENT CONTROL OF SUPERSTRUCTURE}

The present invention relates to an integrated bridge, and more particularly, to an integrated bridge used in bridge construction by integrating an upper structure (upper plate) and a lower structure (alternation, bridge) and a foundation as a basic component of the bridge in a rigid structure The present invention relates to an integral bridge capable of minimizing the amount of material and eliminating all of the shoe, the support inspection facility, and the expansion joint, thereby drastically reducing the construction cost and the maintenance cost.

Generally, bridges are installed to overcome the bends of rivers, valleys, obstacles and terrain in road construction such as railway or waterway. These bridges are constructed anywhere, not just in the suburbs or in the downtown area. In Korea, there are many rivers, and the bend of the terrain is large, so there are many installation points and long extension.

The construction cost of the whole route construction is the main reason that the construction cost per unit of the bridge, which occupies a large proportion in the above-mentioned route construction, is larger than the earth or tunnel. Therefore, reducing the construction cost per unit of bridges is a key technology to reduce the overall cost of the project.

FIG. 1 is a schematic view showing a conventional single-span continuous bridge in accordance with the prior art. FIG. 2 is a view showing a railway continuous bridge with rail extension joints at both ends of a bridge according to the related art. Fig. 4 is a graph showing a force generated in a long rail due to a temperature change (middle section is a floating section); Fig. 5 is a graph showing a force generated in a long rail due to a temperature change of a bridge top plate; It is the graph showing the stress.

As shown in Figs. 1 to 3, the superstructure (roof), the substructure (alternation, bridge) and foundation, which are the basic components of the recently constructed bridges, all have a lifetime of more than 100 years by durability design. On the other hand, the shoe installed to transfer the load of the superstructure to the substructure (alternation, pier) and the inspection facility to manage it, and the expansion joint that connects the top plate and the top plate and the discontinuity between the top plate and the alternation, Despite the short life span of the bridge, the bridge needs to be replaced several times during maintenance and maintenance.

Therefore, eliminating or minimizing the support and expansion joint as described above is also a key technique for reducing the construction cost per unit of the bridge and reducing the maintenance cost, especially in the public sector.

In addition, bridges have a large impact on the natural landscape of the area to be installed. In order to minimize the effect on the natural landscape, landscape design considering various landscape elements became popular in recent bridge design. However, the most basic way to preserve the natural landscape is to make the bridge itself slimmer.

On the other hand, among the existing bridges, the railway bridge in particular has major drawbacks in terms of cost and landscape. In order to minimize the noise between the railway vehicle and the rail and to reduce the maintenance cost of the rail itself, railroad bridge is generally constructed by welding a whole rail to form a single integrated rail (CWR). The interaction between the railway and the bridge structure There are many restrictions on the railway bridge plan.

More specifically, the longitudinal rail (CWR) is fixed by the rail and rail fastening devices to constrain the axial displacement. However, the length of both ends of the rail (CWR) is about 150 m. This section is referred to as an immovable section, which may be several hundred kilometers in length (see FIG. 4).

When the bridges are positioned within the floating section as described above, the bridging plate expands when the temperature rises and stretches when the temperature rises. However, because the pole rails do not move even under temperature changes, they interact with the bridge roof to interact.

In other words, at the position where the bridge top plate pushes the long rail, compressive stress occurs in the rail, and tensile stress occurs at the pulled position (see FIG. 5). These stresses are called additional stresses. If this value exceeds a certain value, the pole rails will be destroyed or the roads that fix the pole rails to the bridge roofs will be out of elastic limit and lose their functions. On the other hand, in the lower part of the bridge, a force corresponding to the reaction force of tensile or compressive force generated in the long rail is transmitted through the bridge top plate.

In addition, the longitudinal load of the rail as described above is a horizontal load acting longitudinally on the bridge underframe, and is proportional to the length of the bridge top plate. This force is the root cause that the bridge structure of the railway bridge becomes bigger than the roadway bridge together with the braking load or the starting load. The additional stress generated on the rail is proportional to the length of the bridge deck, exactly the distance between the Fix and the adjacent Fix corresponding to the unit shrinkage length of the bridge deck, Optimizing this distance so that it does not exceed the limit is one of the key technologies in railway bridge planning.

Therefore, for the reasons described above, the railway bridge has an FM system in which a unit shrinkage length is limited to a predetermined value and a short bridge (a bridge having a fixed end on one side and a top plate on one side with a movable end) -Move, Fix-Move) is used as a continuous bridge (see Fig. 1).

On the other hand, in order to design the above-described railroad bridge in a continuous bridge, the rail must be cut near the end portion (movable end) of the bridge top plate so that the rail can be expanded and contracted in the direction in which the bridge top plate expands and contracts. In the discontinuity where the rail is broken, a rail expansion joint (REJ) should be installed to secure the running property of the vehicle (refer to FIG. 2).

Even in the case described above, the maximum extension of the length of the rail is only about 800 to 900 meters because the extension of the rail is only about 150 m. Such a continuous bridge is not generally used because it is a weak part of a rail and the rail is not generally used because it is a weak part of the rail and it increases the maintenance cost.

First of all, the existing railway bridge should be divided into two parts: short bridge bridge, bridge and expansion joint for each pier, and continuous bridge bridge (maximum 800 ~ 900m) do. Even if rail extension joints are installed, the supports must be installed at each pier. These devices are the cause of the increase of the initial construction cost and the maintenance cost of the bridge in the bridge.

Second, since the longitudinal load of the long rail acts together with the braking and starting loads in the direction of the bridge, the bridge is enlarged to resist it, which causes the surrounding landscape to be damaged and the bridge construction cost to rise. As in the case of railroad bridges, a bridge is provided for every alternation and pier in the generalized bridge (see Fig. 3).

Especially, the expansion joints installed on the discontinuities between the alternating roofs and the upper roofs and the upper roofs are facilities that directly receive the impact of the vehicle, and breakage is frequent, which causes excessive maintenance expenses. Furthermore, since the bridge top plate repeatedly expands and shrinks due to temperature, and the expansion joint connecting the discontinuous portion of the bridge absorbs the contraction amount, there is no limit to the size of the bridge bridge.

Korean Registered Patent No. 10-1632261 (issued by Jun. 2015) Korean Patent No. 10-1160187 (published by Jun. 28, 2012) Korean Registered Patent No. 10-1105642 (published by January 18, 2012) Korean Patent No. 10-0758878 (issued on September 19, 2007) Korean Patent Publication No. 2010-0087446 (Published on Aug. 5, 2010)

The present invention has been conceived in order to solve all the problems of the prior art, and it is an object of the present invention to provide a bridge construction (bridge construction) So that it is possible to minimize the material used for the bridge.

It is a further object of the present invention to provide a bridge structure in which both the upper structure (upper plate), the lower structure (alternation and bridge) and the foundation, which are basic components of the bridge, are integrated into a rigid structure, And the construction cost and the maintenance cost can be remarkably reduced.

It is a further object of the present invention to provide a bridge structure in which a horizontal load acting on a bridge is alternated by eliminating a support and an expansion joint by integrating both the upper structure (upper plate) and the lower structure (alternation and bridge) The purpose of this paper is to propose the basic form and construction method of one-piece bridges to improve the landscape and economic efficiency of the whole bridge by making the bridge piers thin.

Further, a fourth object of the present invention is to effectively control the shrinkage cracks caused by restraining the upper structure (upper plate) to the alternation with high rigidity.

The present invention configured to achieve the above-described object is as follows. That is, the integrated bridge according to the present invention is a bridge which is installed to overcome the obstacle of a river or a valley or the topography of a road, a railroad or a waterway, and each of the two bridges has a steel- rotation; A superstructure in which both ends are strongly integrated with two alternations between the two shifts, whereby expansion and contraction due to temperature is effectively suppressed; A pair of bridges integrally formed in a vertical direction on the lower side of the upper structure and installed at a predetermined interval on the ground; A foundation that is integrally joined to the lower portion of each pier and supports the pier; And a PC steel wire embedded in the upper structure so as to be able to cope with shrinkage cracks caused by shrinkage of the upper structure at the time of temperature lowering and drying shrinkage cracks when both ends are fastened to each of the steel wire fastening openings of alternating two.

In the structure according to the present invention as described above, the horizontal displacement of the superstructure is characterized in that both ends of the superstructure are constrained by two alternating pairs.

In the structure according to the present invention, the upper structure may be made of any one of steel material, precast, on-site concrete, composite structure, and hybrid material, and the shape may be a box shape, a T shape or a U shape have.

In addition, in the construction according to the present invention, the bridge pier may be made of any one of steel material, concrete, cast concrete, composite structure, and hybrid material, and the shape may be any one of the II type, T type and V type .

On the other hand, in the structure according to the present invention as described above, a bridge having a large rigidity in a direction perpendicular to the throttling axis is provided at a position spaced far away from the alternation, And the like.

In addition, in the structure according to the present invention, if the ground on which the bridge is installed is weak, a ground guide for restricting the horizontal displacement of the foundation can be installed.

In addition, in order to minimize the effect of drying shrinkage when the superstructure is built into the site, a key seg is finally installed at the center of each span after final drying and shrinkage of the paved section is completed.

According to the technique of the present invention, by integrating the upper structure (upper plate), the lower structure (alternation and bridge) and the foundation, which are basic components of the bridge, into a rigid structure, Because it is very slim, it has the advantage of minimizing the materials used for bridge construction.

In addition, the technique according to the present invention can be applied to a structure in which both the upper structure (upper plate), the lower structure (alternation and bridge) and the foundation, which are basic components of the bridge, are integrated into a rigid structure, It has the advantage of being able to exclude it.

In addition, the technology according to the present invention excludes all of the support and maintenance inspection facilities and expansion joints, and since each component of the bridge becomes very slim, the amount of materials used is minimized, so that the construction cost is much lower than that of existing bridges Not only the maintenance cost is drastically reduced, but also the beauty is greatly improved. All the discontinuous portions are excluded, and the bend angle of the upper structure is reduced, so that the running performance of the vehicle is improved.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic view of a conventional railroad bridge, single-span continuous bridge, according to the prior art.
Fig. 2 is a schematic view showing a railway continuous bridge in which a rail expansion joint is provided at both ends of a bridge according to the related art.
3 is a view showing a general road bridge according to a conventional technique.
Fig. 4 is a graph showing the force generated in the pole rail due to the temperature change (the middle section is the floating section).
FIG. 5 is a graph showing stresses generated in a long rail due to expansion and contraction due to a temperature change of a bridge top plate.
FIG. 6A is a schematic view illustrating a longitudinal section of a single-piece bridge according to the present invention and a construction method thereof. FIG.
FIG. 6B is a schematic view illustrating a longitudinal section of an integral bridge and a construction method in the case where a long-span bridge for crossing an intersection or a river is installed in the middle of the bridge.
FIG. 7A is a schematic view showing a narrow bridge pier in the integral bridge of FIG. 6A. FIG.
Fig. 7B is a view showing a pier having a large rigidity in a direction perpendicular to the throttling axis in the integral bridge of Fig. 6A. Fig.

Hereinafter, preferred embodiments of the integral type bridge according to the present invention will be described in detail with reference to the drawings.

FIG. 6A is a longitudinal cross-sectional view of a single-piece bridge according to the present invention, and FIG. 6B is a longitudinal cross-sectional view of the single-piece bridge when the long-span bridge for crossing an intersection or a river is installed in the middle of the bridge. FIG. 7A is a view showing a narrow bridge pier in the integrated bridge of FIG. 6A, and FIG. 7B is a view showing a bridge bridge having a large rigidity in the direction perpendicular to the piercing axis in the integral bridge of FIG. 6A.

6 and 7, an integrated bridge 100 according to the present invention includes two alternating (110), two alternating (110) sections each having a steel wire fixture 112 on one side, An upper structure 120 in which both ends are strongly integrated with the two alternations 110 so that expansion and contraction due to temperature is effectively suppressed, a plurality of upper and lower structures 120 are integrally formed vertically in the vertical direction on the lower side of the upper upper structure 120, Both ends are fastened to the foundation 140 which is integrally formed at the lower portions of the bridge piers 130 and 130a and the bridge piers 130 and 130a and supports the piers and the steel wire fixing ports 112 of the two alternation 100 And a PC steel wire 150 embedded in the upper structure 120 to cope with shrinkage cracks and shrinkage cracks due to shrinkage of the upper structure 120 at a lowered temperature.

Meanwhile, when the upper structure 120 is constructed by a spot installation method, a key seg 170 for minimizing the influence of drying shrinkage is installed at the center of each span.

As described above, in the present invention having the configuration of the shift 110, the superstructure 120, the piers 130 and 130a, the foundation 140, the PC steel wire 150, the pile 160 and the key seg 170, The bridge 100 according to the present invention is an integral bridge 100 having no discontinuity at all over the bridge. Accordingly, the technique according to the present invention is advantageous in that the construction cost per unit of the bridge 100 is greatly reduced, the maintenance cost of the bridge is drastically reduced, the beauty of the bridge is greatly improved, (Safety and ride comfort) of the vehicle can be remarkably improved.

In addition, the above-described effects of significantly reducing the construction cost per unit of the bridge 100, dramatically reducing the maintenance cost of the bridge, greatly improving the aesthetics of the bridge, and improving the driving performance of the vehicle traveling on the bridge Safety and ride comfort) of the present invention will be significantly greater in railway bridges.

Each of the constituent elements constituting the integral bridge 100 according to the present invention will be described in more detail. First, the alternation 110 constituting the present invention is for connecting and supporting the upper structure 120 as a top plate As shown in FIG. 6, the alternation 110 includes two wire fixation ports 112 on one side.

In each of the alternations 110 as described above, both ends in the longitudinal direction of the upper structure 120, which is the upper plate, are strongly coupled to the sides 110. As a result, when the temperature falls, the tensile force generated by the contraction of the upper structure 120 Conversely, when the temperature rises, the compressive force generated by the expansion is transmitted.

Next, the upper structure 120 constituting the present invention is formed such that both longitudinal ends of the upper structure 120 are tightened at the alternate sides 110 of the sides, And both ends thereof are supported and fixed to the steel wire fixing hole 112 through the PC steel wire 150 to be described later.

The horizontal displacement of the upper structure 120 as described above is effectively restrained by the two alternations 110 in which both ends of the upper structure 120 are integrally joined.

As described above, the upper structure 120, which is supported at both ends of the alternation 110 as described above and is effectively tensioned on the steel wire fixing port 112 through the PC steel wire 150 to be described later to effectively control the displacement, Are integrally joined and supported by piers (130, 130a) which are rigid in each of the bases (140) provided at intervals.

The pier 130a provided at a position farther from the shift 110 among the pier 130 and 130a has a greater lateral stiffness which resists the horizontal force acting in the direction perpendicular to the piercing axis as compared with the other pier 130 Structure. At this time, the installation spacing of the piers 130a having large lateral stiffness is determined by the individual structural analysis.

In the upper structure 120 as described above, both ends of the upper structure 120 are fastened to the steel wire fixture 112 so that the upper structure 120 can contract shrinkage cracks and drying shrinkage cracks, The PC steel wire 150 is embedded in the upper structure 120.

The integrated bridge 100 according to the present invention constructed as described above has a structure in which there are no discontinuities at all over the bridge.

The upper structure 120 constituting the present invention is made of any one of a steel material, a precast, a cast concrete, a composite structure, and a hybrid material, and the shape thereof may be a box shape, a T shape or a U shape .

In addition, the piers 130 and 130a constituting the present invention are made of any one of steel, concrete, cast concrete, synthetic structure and hybrid material, and the shape is any one of a type II, a type T and a type V .

In addition, in the structure according to the present invention, when the ground on which the bridge 100 is installed is weak, the guide box 160 for restricting the horizontal displacement of the foundation 140 is further installed.

The above-described technique according to the present invention serializes the upper structure (upper plate) 120 so that the bridge 100 does not have a discontinuity throughout the bridge 100, and the upper structure When the upper structure 120 is tightened to the alternate 110 as described above, the alternate structure 110 has no flexibility and restrains the displacement of the upper structure 120. Therefore, when the temperature is lowered, the tensile force Z On the other hand, when the temperature rises, a compressive force D is generated and transmitted to the alternating-current 110. [

는 역학적 변형률

와 콘크리트의 균열에 의해 보전된다.

이므로 인장력 Z와 압축력 D는 상부구조(120)의 길이와는 무관하고

와 축강성(EA)에만 비례한다. 따라서, 본 발명의 일체형 교량(100)은 교량 연장이 길수록, 상부구조(120)가 슬림할수록(단면이 작을수록, 즉 상부구조(120)에 사용하는 재료의 양이 작을수록) 그 효과는 커진다고 할 수 있다.More specifically, the thermal expansion of the upper structure 120

The mechanical strain

And cracks in concrete.

The tensile force Z and the compressive force D are independent of the length of the upper structure 120

And axial stiffness ( EA ). Accordingly, the integral bridge 100 of the present invention has a greater effect as the bridge extension is longer, the slenderer the upper structure 120 (the smaller the cross-section, i.e., the smaller the amount of material used in the upper structure 120) can do.

The upper structure 120 is formed by successively stacking the upper structure 120 and the upper structure 120 by alternately pressing the upper structure 120 and the upper structure 120 together. A force corresponding to the thermal expansion (tensile force Z or compressive force D ) is generated and transferred to the shift 110.

에 추가적으로 저항하도록 보강되어야 한다. 식에서 알 수 있듯이 교대(110)에 작용하는 힘은 상부구조(120)의 축강성 EA에 비례하고 상부구조(120)의 길이에는 관계하지 않는다. 즉, 교대(110)의 보강은 상부구조(120)의 길이와 관계없이 일정한데, 상부구조(120)의 EA가 작을수록 작아지며, 기초 폭의 확대로 간단히 대처할 수 있다.Then, the shift (110)

As shown in FIG. As can be seen, the force acting on the shift 110 is proportional to the axial stiffness EA of the superstructure 120 and not to the length of the superstructure 120. That is, the reinforcement of the shift 110 is constant regardless of the length of the upper structure 120, and the smaller the EA of the upper structure 120, the smaller the basic width can be coped with.

Further, shrinkage cracks occur in the upper structure 120 due to tensile force Z generated in the upper structure 120 at the time of drying shrinkage and temperature drop. This shrinkage crack has a great influence on the durability of the bridge 100, so measures must be taken to suppress it.

In the present invention, as a countermeasure against shrinkage cracking, a PC steel wire 150 is installed in the upper structure 120 and strain and fixation are carried out in the alternation 110 to introduce an additional compressive force corresponding to shrinkage cracks.

Fig. 8 illustrates the relationship between the strain due to the temperature change and the force generated by restraining the displacement of the upper structure described above.

)은 작고 탄성계수(E)는 큰 신소재의 개발이 진척될수록 또 균열에 강한 신소재가 개발될수록 일체형 교량(100)의 적용성은 점점 더 증대될 것이다. 따라서, 일체형 교량(100)은 소재 기술의 발달에 따라 점차 진화하는 새로운 개념의 차세대 교량 형식인 것이다.On the other hand, due to the development of material technology,

) Is small and the elastic modulus ( E ) is high as the development of the new material progresses and the new material resistant to the crack is developed, the applicability of the one-piece bridge (100) will increase more and more. Accordingly, the integral bridge 100 is a new-generation bridge type of a new concept that gradually evolves as material technology develops.

In the present invention, problems that can be solved by forcing the upper structure 120 to the shift 110 are as follows. That is, since the upper structure 120 becomes a continuum without discontinuity, its displacement is constrained by the alternation 110 having a large rigidity, so that it is possible to integrate all the piers 130 and 130a into the upper structure 120 It becomes.

On the other hand, in the conventional bridge, since the upper structure is elongated and contracted and the amount of elongation is proportional to the length of the upper structure, it is impossible to force a certain number of piers to the upper structure. On the other hand, in the integrated bridge 100 according to the present invention, since the displacement does not occur even when the upper structure 120 is long, the bridge columns 130 and 130a can be integrated into the upper structure 120 in a strong structure.

Therefore, since the alternation 110 firmly fixed to the ground imposes all the horizontal forces generated in the upper structure 120, such as an earthquake load, a wind load, and a temperature load, a plurality The bridge piers 130 and 130a bear only the normal force. In the conventional bridge, the bridges are large because they bear the horizontal force of the upper structure. On the other hand, the integrated bridges 100 of the present invention are very sharp. This improves the landscape of the bridged bridge 100 and improves the economical efficiency.

In addition, the discontinuous portion of the upper structure which is inevitable in the conventional bridge, the expansion joint for connecting the discontinuity portion, and the plurality of supports and inspection facilities for supporting the upper structure are all excluded in the integrated bridge 100 according to the present invention.

In addition, since the discontinuous portion of the upper structure, the expansion joint, the support, and the inspection facility are all excluded as described above, the integrated bridge 100 according to the present invention can eliminate the discontinuity and the expansion joint, The end folding angle which is largely generated in the discontinuity portion is smoothed, and the running property and ride feeling of the vehicle are greatly improved.

Second, the integrated bridge 100 according to the present invention can simplify and improve the landscape of the bridge by eliminating all the posterior parts installed in the bridge of the prior art.

Third, the integrated bridge 100 according to the present invention excludes all the expensive facilities, thereby reducing the initial construction cost and reducing the maintenance cost for managing and replacing the auxiliary facilities.

The reason why the technique according to the present invention is particularly effective in the railway bridge is as follows. That is, in the case of a railway bridge, the pole rail attached to the upper structure 120 is a floating section, and thus is not affected by temperature change and drying shrinkage. However, since the upper structure is not expanded or contracted, the longitudinal load of the rail does not occur. The braking load and the starting load acting in the throttling direction are continuously transferred from the rail to the upper structure through the railway, and act directly on the shift with small deformation.

On the other hand, the characteristics of the railway bridge, such as the longitudinal load of the rail and the braking and starting load, are much larger than the horizontal load of the bridge, which is a direct cause of the bridge bridge becoming huge. In the integrated bridge 100 of the present invention, since the longitudinal load of the rail does not occur and the load 110 is subjected to the rest of the load, the bridgeheads 130 and 130a do not have to be large to resist the horizontal load.

In addition, the technique according to the present invention directly resists the horizontal load-bearing upper structure 120 and the shift 110 acting in the direction perpendicular to the throttling due to wind, train, earthquake or the like. However, if the bridge 100 is long, a pier 130a reinforced by a work material and having a large rigidity in a direction perpendicular to the throttling axis is disposed in the middle.

As described above, in the integrated bridge 100 according to the present invention, the additional stress generated in the rail by the deformation of the upper structure 120 is reduced even in a very long bridge because the deformation of the upper structure 120 is extremely restricted. This eliminates all of the discontinuities in the bridge 100 because it eliminates both the need to cut the upper structure 120 and the rails at each of the piers 130 and 130a thereby eliminating the structural efficiency of the upper structure 120 Is maximized.

The present invention is not limited to the above-described embodiments, and various modifications may be made within the scope of the technical idea of the present invention.

100. Integrated Bridge
110. Shift
120. Superstructure
130, 130a. pier
140. Foundation
150. PC wire
160. Guidance
170. key seg

Claims (7)

For railway bridges,
Two alternations with steel wire fixtures on each side;
An upper structure in which both ends of the two shifts are integrally formed with two alternations so that expansion and contraction due to temperature is effectively suppressed;
A bridge pierced on the lower side of the upper structure integrally and vertically in the vertical direction,
A foundation that is integrally joined to the lower portion of each of the bridge columns to support the bridge bridge; And
And a PC steel wire embedded in the upper structure so as to cope with shrinkage cracks and drying shrinkage cracks caused by shrinkage of the upper structure when both ends of the two alternating steel wire fastening holes are fastened at a temperature lowering under,
The horizontal displacement of the upper structure is applied when the upper structure is constrained by two alternating rigidities in which both ends of the upper structure are integrally strong,
The upper structure is an integral type having no discontinuous portion at all,
A rail having no rail stretch joint is disposed at an upper portion of the upper structure,
The upper structure and the alternating and piercing angles are integrally rigid,
Wherein the piers are formed with three or more piers, and the remaining piers excluding the piers adjacent to the pier are larger in transverse stiffness against horizontal forces acting in the direction perpendicular to the pier, than the pier adjacent to the pier, And the horizontal force in the direction perpendicular to the throttling axis generated in the upper structure is shared. delete [3] The method of claim 1, wherein the upper structure is made of a material selected from the group consisting of a steel material, a precast, a cast concrete, a composite structure, and a hybrid material, and the shape of the upper structure is a box shape or a T shape or a U shape A fully integrated railway bridge using displacement control of superstructure. [3] The bridge of claim 1, wherein the bridge is formed of a material selected from the group consisting of a steel material, a concrete or a cast concrete, a composite structure, and a hybrid material, A fully integrated railway bridge using displacement control of superstructure. delete The bridge structure according to any one of claims 1, 3, and 4, further comprising a guide plate for restraining a horizontal displacement of the foundation when the foundation on which the bridge is installed is weak. A fully integrated railway bridge using control. The method of any one of claims 1, 3, and 4, wherein, when the upper structure is constructed as a spot installation, drying and shrinkage of the paved section is completed at the center of each span to minimize the influence of drying shrinkage And a key seg which is finally installed is further installed in the upper part of the bridge.

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