KR20130000641A - A half-trough arch bridge with connection girder for additional longitudinal forces control of continuous welded rail and construction method - Google Patents

A half-trough arch bridge with connection girder for additional longitudinal forces control of continuous welded rail and construction method Download PDF

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Publication number
KR20130000641A
KR20130000641A KR1020110061291A KR20110061291A KR20130000641A KR 20130000641 A KR20130000641 A KR 20130000641A KR 1020110061291 A KR1020110061291 A KR 1020110061291A KR 20110061291 A KR20110061291 A KR 20110061291A KR 20130000641 A KR20130000641 A KR 20130000641A
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South Korea
Prior art keywords
girder
arch
bridge
rail
long
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KR1020110061291A
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Korean (ko)
Inventor
주환중
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주식회사 교량과 고속철도
주환중
한국철도시설공단
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Priority to KR1020110061291A priority Critical patent/KR20130000641A/en
Publication of KR20130000641A publication Critical patent/KR20130000641A/en

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    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01DCONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2/00Bridges characterised by the cross-section of their bearing spanning structure
    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01DCONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D21/00Methods or apparatus specially adapted for erecting or assembling bridges
    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01DCONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D4/00Arch-type bridges

Abstract

The present invention relates to a middle arch bridge and a construction method thereof using a connecting girder to control a long rail additional axial force.
According to the present invention, the upper girder 40 is installed between the pier 20 and the pier 20 to allow the train to pass, and the main arch 30 is installed on the upper girder 40. In the arch bridge 10 in which the cable 60 is connected between the main arch 30 and the upper girder 40, the rail expansion joint (REJ) for improving the safety of the long rail is not required. The upper girder 40 is located in the middle of the arch to provide a half-trough arch bridge for long spanning, and the upper girder 40 is connected to a plurality of connecting girders 50 instead of one. It is characterized in that it is to be cut by.
The present invention configured as described above is a middle arch type having a connecting girder in order to suppress the deformation caused by the temperature load, the starting load and the braking load acting on the bridge deck, the upper girder by the connecting girder is not a continuous type pole The reduction effect of the rail is minimized, and as a result, it is possible to apply up to 130m without applying the rail extension joint (REJ) beyond the maximum fixed point distance between the bridges in order to consider the long rail safety in the railway bridge. The quality and reliability of the products have been greatly improved, allowing the railway and bridge personnel to plant good images.

Description

A half-trough arch bridge with connection girder for additional longitudinal forces control of continuous welded rail and construction method
The present invention relates to a middle arch bridge and a method of construction thereof in which a connecting girder is applied to control a long rail additional axial force, and more particularly, a connecting girder for suppressing deformation due to temperature load, starting load and braking load acting on the bridge deck. It is a middle arch type with a connecting girder that minimizes the effect of reducing the long rail by disconnecting the upper girder from the continuous girder, which consequently limits the maximum fixed point distance of the bridge to consider the long rail safety in the railway bridge. It is possible to apply up to 130m without applying rail extension joint (REJ) beyond this, and this has greatly improved the quality and reliability of the product so that railway and bridge personnel can plant good images.
As it is well known, long rail safety due to the interaction between the long rail and the bridge has a very significant influence on the bridge type and span configuration. Therefore, it is important to plan and design the optimum bridge through the long rail safety review.
As described above, the bridge and the rail are caused to interact with each other by the load because they are connected to the superstructure through the railroad pole of the railway bridge. In particular, when the temperature load is applied, compression or elongation occurs on the bridge and rail. The rail is supported by the track components such as fasteners, sleepers, and drawing. Of course, the load of the bridge deck is transmitted to the rail through the rail to generate the axial force on the long rail. On the bridge, the axial force is generated by the starting or braking load of the train, and the change of the end angle and the axial force is also caused by the change of the top plate bending caused by the vertical load.
When the axial force of the long rail is excessively accumulated by the above load, buckling of the track, breaking of the rail, excessive stress on the bridge may occur, and serious damage to the railway structure may occur. Gravel is loosened and bad tracks occur, which increases the cost of maintenance of long rail tracks in tracks and bridge structures and risks for train driving due to structural safety.
Unless the long rail suitability is confirmed by a suitable detailed analysis on railway bridges, the following limits are set for the maximum distance between fixed points.
First, limit the distance between fixed points of long rail tracks to 80m in concrete and steel composite bridges without rail expansion joints (R.E.J).
Second, for steel bridges without R.E.J, the distance between fixed points of the long rail track is limited to 60m.
Third, the distance between fixed points of discontinuous tracks with one R.E.J on the bridge is limited to 400m.
When installed on the long rail bridge, the additional stress and displacement are prescribed.
It is a new idea to have a cable-stayed bridge with a span of 110m without installing a REJ in the reality that regulations for the safety of long rails in such a railway bridge are applied. It can have a symbolic meaning as a cable-stayed bridge.
1 is a view showing the configuration of the middle arch bridge explaining the conventional general technical configuration, the long distance between the rail fixed point was to apply only up to 80mm.
In order to solve the above problems, conventionally disclosed Patent Publication No. 2001-0080281 (Application No. 2001-7005001) (name: a method for constructing a cable-stayed bridge). The prior art described above relates to a method of constructing a cable-stayed bridge comprising at least one floor slab tower and an inclined retaining cable supported between the tower and the floor slab. A support cable is secured to the tower, a support cable is connected to the portion of the floor slab, the apron is pushed out of one end of the leg, and the support cable is supported for the floor slab portion while the floor slab is pushed out. It characterized in that to provide. However, the above-described conventional technology has a large problem that the structure is very complicated, and in particular, due to the failure to provide a bridge type excluding the rail expansion joint (REJ) in the long span bridge, As the bridge bearing does not act as a moving end, it is not possible to apply a Shock Transmission Unit (STU) that can act as a fixed end in case of an earthquake or a braking load. It was pointed out as a big problem that the support of the cable-stayed bridge could not be used to reduce the long rail additional axial force because it could not allow the displacement of the structure caused by the temperature load. In particular, the conventional technology has a big problem that the upper girder is provided in a continuous form rather than a disconnection type, that is, because the upper girder that meets the bridge end takes a single upper girder form to obtain a long rail reduction effect. It became. In addition, the conventional technology does not apply a rail extension joint (REJ) beyond the maximum fixed point distance between bridges in order to consider the long rail fixed point distance up to 80mm, that is to consider the long rail safety in the railway bridge There is a big problem that can not be applied up to 130m.
The present invention has been made in order to solve the problems of the prior art as described above, after connecting the upper girder between the bridge piers and reduce the additional stress of the pole rail between the upper girder and the piers on the upper girder The first object of the present invention is to assemble the connecting girder, and the second object of the present invention according to the above-described technical configuration is a bridge type for excluding a rail expansion joint (REJ) from a long span bridge. The third purpose is to apply long span connecting girders that can be applied up to 130m without applying rail extension joints (REJ) beyond the maximum fixed point distance between bridges in order to consider the long rail safety in railway bridges. Intermediate arch bridge, main arch, connecting girder, bridge deck are provided, and the fourth purpose is the temperature load acting on the bridge deck, starting load and The middle girder type with the connecting girder is designed to prevent the deformation due to the dynamic load. The connecting girder maximizes the reduction effect of the pole by the disconnection type of the upper girder rather than the continuous type. It provides Jung-ro arch bridge and its construction method applying connecting girder to control the long rail additional axial force so that the reliability can be greatly improved and the railway and bridge personnel can plant good image.
In order to achieve the above object, the present invention is connected between the bridge piers and the pier, the upper girder is installed to allow the train to pass, the main girder is installed on the upper girder, the cable between the main girder and the upper girder In this connecting arch bridge, the upper girder is used in the middle of the arch to provide a half-trough arch bridge that does not require the installation of a rail extension joint (REJ) that improves the long rail safety. The upper girder is provided in the middle girder bridge is applied to the connecting girder to control the long rail additional axial force, characterized in that the upper girder is cut by a plurality of connecting girders instead of one.
In addition, the present invention is connected between the bridge piers and the girder is installed so that the train passes, the upper girder is installed on the upper girder, the cable is installed between the main girder and the upper girder connected In the construction method of the arch bridge, after the upper girders are installed between the two piers between the upper girders and the piers between the upper girder and the connecting girder to reduce the additional stress of the pole rail, characterized in that the construction Provides construction method of middle arch bridge applying connecting girder to control long rail additional axial force.
As described in detail above, the present invention is to connect the upper girder between the two piers and to assemble the connecting girder to reduce the additional stress of the pole rail between the upper girder and the piers at both ends of the upper girder. .
The present invention by the above-described technical configuration is to provide a bridge type that excludes the rail expansion joint (R.E.J) in the long span bridge.
Particularly, the present invention is a middle-aged arch bridge in which a long girder connection girder is applied to a bridge length of 130 m without applying rail extension joints (REJ) beyond the maximum fixed point distance between the bridges in order to consider long rail safety in railway bridges. Arch, connecting girder, bridge deck is provided.
In addition, the present invention is a middle arch type having a connecting girder in order to suppress the deformation caused by the temperature load, starting load and braking load acting on the bridge deck. The effect is maximized.
The present invention is a very useful invention that can significantly improve the quality and reliability of the product due to the above-described effect so that the railway and bridge personnel can plant a good image.
Hereinafter, described in detail with reference to the accompanying drawings a preferred embodiment of the present invention for achieving this effect are as follows.
1 is a conventional general middle arch bridge configuration.
Figure 2 is applied to the connecting girder to control the pole rail additional axial force applied to the present invention
A schematic diagram of a Middle Eastern Arch.
3 is applied to the connecting girder to control the pole rail additional axial force applied to the present invention
A side view of a middle arch arch.
Figure 4 is applied to the connecting girder to control the long rail additional axial force applied to the present invention
A bird's eye view perspective view of a Jungro arch bridge.
5 is applied to the connecting girder to control the long rail additional axial force applied to the present invention
A graph showing the effect of reducing the additional axial force on a JoongAng arch bridge.
The middle arch bridge and the construction method to which the connecting girder is applied to control the long rail additional axial force applied to the present invention are configured as shown in FIGS. 2 to 5.
In the following description of the present invention, detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are intended to provide further explanation of the invention as claimed.
First, the present invention is connected between the pier 20 and the pier 20, the upper girder 40 is installed so that the train passes, the main arch 30 is installed on the upper girder 40 In the arch bridge 10 to which the cable 60 is connected between the main arch 30 and the upper girder 40 is characterized by the following technical configuration.
That is, as shown in FIG. 2, the upper girder 40 may be used to provide a half-trough arch bridge that does not need to install a rail extension joint (REJ) that improves the safety of the long rail, as well as to enable the long span. ) Is located in the middle of the arch, the upper girder 40 is provided with a middle arch bridge to which the connecting girder is applied to control the pole rail additional axial force to be cut by a plurality of connecting girders 50 rather than one girder.
At this time, the middle arch bridge applied to the present invention is preferably provided in the order of the connecting girder 50 → the upper girder 40 → the connecting girder 50.
And it is preferable that the connection girder 50 applied to the present invention is provided by the upper girder 40 is cut off at the site where the main girder 30 meets each other.
In addition, at the intersection of the upper girder 40 and the main arch 30 applied in the present invention, an arch rib crossbeam 51 supporting one side of the connecting girder 50 is further installed, and the other side of the connecting girder is connected to the piers. It is installed to provide the middle arch bridge with connecting girder to control the long rail additional axial force.
4 of the present invention as described above is a perspective view of the middle road arch bridge applied to the connecting girder to control the long rail additional axial force due to the disadvantage that can only be applied to the distance between the long rail fixed point to 80m in applying the long span bridge In view of maintenance and economics, it is a breakthrough type that can be used for long spans in railroad bridges that can be applied up to 130m as shown in FIG.
While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments.
It is to be understood that the invention is not to be limited to the specific forms thereof which are to be described in the foregoing description, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the appended claims. .
Referring to the operation and effect of the jungro arch bridge and its construction method to which the connecting girder is applied to control the long rail additional axial force of the present invention configured as described above are as follows.
First, the present invention is a middle arch type having a connecting girder in order to suppress the deformation caused by the temperature load, starting load and braking load acting on the bridge deck. The reduction effect has been minimized, and as a result, it is possible to apply up to 130m without applying rail extension joints (REJ) beyond the maximum fixed point distance between bridges in order to consider the long rail safety in railway bridges.
To this end, the present invention is installed between the pier 20 and the pier 20, the upper girder 40 is installed so that the train passes, the main arch 30 is installed on the upper girder 40 In the construction method of the arch bridge 10 in which the cable 60 is connected between the main arch 30 and the upper girder 40, the upper girder 40 is constructed between the pier 20. Then, between the upper girder 40 and the piers 20 at both ends of the upper girder 40, pole rail additional axial force, characterized in that the construction of the connecting girder 50 to reduce the additional stress of the pole rail It provides the construction method of the middle arch arch bridge with the connecting girder to control.
In particular, the present invention, while assembling the connecting girder 50, at the intersection of the upper girder 40 and the main arch 30 is installed an arch rib crossbeam 51 supporting one side of the connecting girder 50, the The other side of the connecting girder is characterized in that the installation by connecting to the piers.
When the connecting girder 50 is applied, the present invention can reduce the long rail additional axial force due to the temperature load, which is generally the case where the upper girder 40 between the piers and the piers is connected to one girder. In this case, the additional axial stress due to the temperature load, starting and braking loads is increased as shown in FIG. 5, and by applying the connection girder 50 10m, the additional axial stress due to the temperature load can be reduced by about 20 MPa, thereby resulting in a long span. I did it.
Therefore, the allowable part should not exceed the axial stress criterion as shown in the red dotted line of FIG. As shown in Fig. 5, when the connecting girder is not applied, it can be seen that the allowable rail excess axial stress due to the combined load exceeds the allowable axial stress as shown in the blue dotted line. On the other hand, when the connecting girder 50 is applied, it is possible to extend the distance between the fixed points of the existing bridge due to the effect that the additional axial stress due to the combined load is reduced at the position where the connecting girder 50 is applied, such as brown. .
The technical idea of the middle arch bridge and its construction method applying the connecting girder to control the long rail additional axial force of the present invention can actually repeat the same result, and in particular, by implementing the present invention, it will contribute to industrial development by promoting technology development. It is worth protecting.
Description of the Related Art
10: arch bridge 20: pier
30: Jua 40: Upper girder
50: connecting girder 51: arch rib crossbeam

Claims (6)

  1. An upper girder 40 is installed between the pier 20 and the pier 20 to allow a train to pass, and a main arch 30 is installed on an upper portion of the upper girder 40. In the arch bridge 10, the cable 60 is connected between the 30 and the upper girder 40,
    The upper girder 40 is located in the middle of the arch to provide a half-trough arch bridge that does not require the installation of rail extension joints (REJ), which improves long rail safety. The girder 40 is a middle arch bridge to which the connecting girder is applied to control the pole rail additional axial force, characterized in that it is cut by a plurality of connecting girders 50 rather than one girder.
  2. The method according to claim 1,
    The middle arch bridge,
    Connection girder 50 → upper girder 40 → middle girder bridge applying the connection girder to control the pole rail additional axial force, characterized in that provided in the order of.
  3. The method of claim 2,
    The connecting girder 50,
    The middle girder bridge is applied to the connecting girder to control the pole rail additional axial force, characterized in that the upper girder 40 is disconnected at the intersection with the main arch 30.
  4. The method of claim 3,
    At the intersection of the upper girder 40 and the main arch 30, an arch rib crossbeam 51 supporting one side of the connecting girder 50 is further installed, and the other side of the connecting girder is connected to the piers. A middle arch bridge with a connecting girder to control the long rail additional axial force.
  5. An upper girder 40 is installed between the pier 20 and the pier 20 to allow a train to pass, and a main arch 30 is installed on an upper portion of the upper girder 40. In the construction method of the arch bridge 10, the cable 60 is connected between the 30 and the upper girder 40,
    After connecting the upper girder 40 between the pier 20, the connecting girder to reduce the additional stress of the pole rail between the upper girder 40 and the pier 20 at both ends with respect to the upper girder 40 The construction method of the middle arch arch bridge applying the connecting girder to control the pole rail additional axial force, characterized in that the assembly (50).
  6. The method according to claim 5,
    While assembling the connecting girder 50, at the intersection of the upper girder 40 and the main arch 30 is installed an arch rib crossbeam 51 supporting one side of the connecting girder 50, the other of the connecting girder The side is connected to the piers to install the construction method of the JoongAro arch bridge applying a connecting girder to control the long rail additional axial force.
KR1020110061291A 2011-06-23 2011-06-23 A half-trough arch bridge with connection girder for additional longitudinal forces control of continuous welded rail and construction method KR20130000641A (en)

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103590321A (en) * 2013-11-27 2014-02-19 中铁第四勘察设计院集团有限公司 Steel tube truss arch bridge
CN103952978A (en) * 2014-04-18 2014-07-30 河南省交通科学技术研究院有限公司 Multiple regression analysis-based arch bridge suspender force regulation method
CN104562937A (en) * 2014-12-09 2015-04-29 中交第二航务工程局有限公司 Temporary hinged structure for arched continuous beam bridge, as well as construction method thereof
RU2617620C2 (en) * 2015-09-24 2017-04-25 Василий Иванович Новакович Method of detecting hazardous place with excessive longitudinal compressive force causing stability loss of continuous track
CN106835937A (en) * 2017-04-06 2017-06-13 四川交通职业技术学院 Big across CFST Arch Bridge damping system based on anti-seismic performance
CN106996077A (en) * 2017-05-15 2017-08-01 中国铁路设计集团有限公司 The special-shaped arch bridge that oblique is crossed over
CN108708265A (en) * 2018-06-01 2018-10-26 武汉精潮钢结构有限公司 A kind of steel camber arch bridge construction method
CN109505264A (en) * 2018-12-07 2019-03-22 中铁局集团厦门建设工程有限公司 A kind of installation method of half-through tubular arch sunpender
CN111218893A (en) * 2020-01-20 2020-06-02 浙江大学城市学院 Construction method for reinforcing existing line-crossing bridge by newly-added pier column bearing steel truss girder

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103590321A (en) * 2013-11-27 2014-02-19 中铁第四勘察设计院集团有限公司 Steel tube truss arch bridge
CN103952978A (en) * 2014-04-18 2014-07-30 河南省交通科学技术研究院有限公司 Multiple regression analysis-based arch bridge suspender force regulation method
CN103952978B (en) * 2014-04-18 2015-12-30 河南省交通科学技术研究院有限公司 Based on the arch bridge suspender power method of adjustment of multiple regression analysis
CN104562937A (en) * 2014-12-09 2015-04-29 中交第二航务工程局有限公司 Temporary hinged structure for arched continuous beam bridge, as well as construction method thereof
RU2617620C2 (en) * 2015-09-24 2017-04-25 Василий Иванович Новакович Method of detecting hazardous place with excessive longitudinal compressive force causing stability loss of continuous track
CN106835937A (en) * 2017-04-06 2017-06-13 四川交通职业技术学院 Big across CFST Arch Bridge damping system based on anti-seismic performance
CN106996077A (en) * 2017-05-15 2017-08-01 中国铁路设计集团有限公司 The special-shaped arch bridge that oblique is crossed over
CN108708265A (en) * 2018-06-01 2018-10-26 武汉精潮钢结构有限公司 A kind of steel camber arch bridge construction method
CN109505264A (en) * 2018-12-07 2019-03-22 中铁局集团厦门建设工程有限公司 A kind of installation method of half-through tubular arch sunpender
CN111218893A (en) * 2020-01-20 2020-06-02 浙江大学城市学院 Construction method for reinforcing existing line-crossing bridge by newly-added pier column bearing steel truss girder

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