KR20140005507A - Transition track structure of railway bridge deck end and construction method - Google Patents

Abstract

The present invention relates to a railroad bridge end part crossing orbit structure and a constructing method thereof. A crossing orbit structure of a rail road bridge including a top plate on which a railroad is constructed and having an end part placed on the bridge includes a placing part lower than the top of the top plate and a crossing orbit structure supporting each end part on the bridge and the placing part. A railroad in which rails are horizontally installed is formed on a side earthwork of the bridge, the top of the top plate, and the top of the crossing orbit structure so that a rapid bending displacement of the rail does not occur in a top plate connection part. Therefore, even if a train goes through the connection part at a high speed, it would be safe and a damage problem of a rail combination device can be resolved.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway bridge,

The present invention relates to a transverse track structure of a railway bridge and a method of constructing the railway bridge. More particularly, the present invention relates to a transverse track structure of a railway bridge, The present invention relates to a transverse track structure of a railway bridge and a method of constructing such a railway bridge for ensuring the safe operation of a railway train when the railway bridge train is operated, securing a passenger's ride comfort and minimizing the maintenance of the trackway material on the railway bridge.

A railway bridge is a structure in which a train is constructed to pass through a river, sea, or valley, and is characterized in that the rail for the passage of the train is installed continuously in the longitudinal direction of the railway bridge.

In the case of low-speed railways and general trunk railways that run at relatively low speeds, the rail is longitudinally connected (fastened) by a rail joint at fixed lengths, without a continuous rail or long rail being continuously arranged. These joint rails are configured to accommodate the thermal expansion of the rails due to seasonal variations and diagonal differences due to seam crevices located at regular intervals. However, recently, the railroad of the high-speed railway which is popularized, the rail is driven at a high speed, so that irregularity of the running surface of the vehicle, that is, by eliminating the unevenness, And a long rail 51 connected continuously by a long length of up to 300 m. And the pole rails 51 are fixed in place by the rail fastening device 53 in the sleepers 52 on the concrete track layer 30. [

First, as shown in FIG. 1A, the upper plate 10 of a bridge, which is placed on the calibration apparatus 10a of the shift 21, is lowered by its own weight and running train load, The rail 51 which is fixed by the rail fastening device 53 to the concrete track layer 30 provided on the upper plate 10 is connected to the connection portion 51x with the adjacent shift 21, The step difference d of the rail 51 is largely generated. As described above, there is a problem that the rail fastening device 53 is broken by the force that the rail 51 is pulled upward due to the upward force generated by the end rotation of the upper plate 10.

As shown in Fig. 1B, also in the connection portion (bridge portion) of the upper plate 10 between the bridges, each upper plate 10 is caused to have a downward convex bending displacement? Due to its own weight and running train load, The rails 51 fixed to the concrete track layer 30 provided on the upper plate 10 by the rail fastening device 53 are positioned at the connecting portions 51x ' '). As described above, there arises a problem that the rail fastening device 53 is broken due to the upward force generated by the end rotation of the upper plate 10.

Therefore, when a train traveling at a high speed causes excessive rail deformation at the structure discontinuity point in the bridge section, that is, at the connecting portion between the earth-bridge and the bridge (alternating portion and bridge portion), and the rail 51 is not firmly positioned There is a risk that the train may be connected to a safety accident.

On the other hand, the high-speed railway composed of the long rail (51) is advantageous in that the railway train travels at a high speed, but the railway bridge And construction work. In addition, as the vertical deflection of the bridge center due to the running train load occurs, the deformation (step and rotation) of the bridge top plate at the connecting portion (alternating portion) between the bridge and the bridge superstructure And excessive stress such as upward force (floating force) and compressive force of the rail acts on the end rail at the connecting portion, that is, at the discontinuity point of the structure, so that the rail fastening device is continuously broken at the corresponding position.

More specifically, in the case of the original gravel trajectory, the deformation of the upper plate is not directly in the orbit, because the orbit (rail-fastener-sleeper-road surface gravel) The deformation of the bridge deck directly affects the deformation of the track as the device - the sleepers or the concrete roads - behaves almost rigidly to the bridge deck.

In addition, in terms of longitudinal (axial) behavior due to temperature load as well as deformation due to the above-mentioned train load, trajectory deformation also occurs in the deformation of the bridge top plate in the case of the concrete track. Therefore, the rail fastening system is the only device that can bear the difference between the expansion and contraction of the rail and the bridge deck.

Accordingly, the difference between the excessive axial force and the deformation level of the long rail and the long rail bridge caused by the material and cross-sectional characteristic differences (such as coefficient of thermal expansion, length and cross-sectional difference) between the rail and the bridge deck in winter and summer, Concentration can lead to breakage or severe deformation. For this reason, in order to minimize the rail-to-rail interaction force, which is a rail-bridge-track interaction force, a longitudinal motion fastening device 53 shown in FIGS. 2A and 2B is used to release the restraint, ) Were separated from the bridge deck. 2A, since the upper portion of the rail flange and the fast clip are spaced apart by about 1 to 2 mm (i.e., no clamping force), the load of the fastener is increased when the upward deformation of the end trajectory occurs. . However, the level of the upward displacement of the bridge end, which occurs in the field including the site construction errors and defects, is excessive, resulting in exceeding the spaced space.

Accordingly, as a result of the action of the longitudinal action fastener 53, which has no fastening force to which no force should be applied, acting on the rigid body, the fastener is broken and the fastener fastening shoulder is broken, . In other words, as the longitudinal action locking device 53, which was originally anticipated, fails to play its role, there has been a problem that stability in terms of pole rail axial force and end track usability can not be secured.

Therefore, in constructing a track of a high-speed railway traveling at a high speed as described above, the bending and deformation of the rail are generated by the upward force generated in the end track due to the bending deformation caused by the self-weight and the train load of the upper plate 10 of the railway bridge. There is an urgent need for minimizing the amount of material and minimizing the additional axial force of the long rail on the bridge.

10A, it is difficult for the concrete track layer 30 to be installed to the end of the upper plate 10 in the sidewall where the upper plate and the upper plate are connected to each other, There is a problem that the axial force F is accumulated in the end portion of the upper plate 10 to increase greatly when the train passes through the bridge. As a result, an excessive load acts on the treadmill 52 and the rail fastening device 53, causing a problem that the rail fastening device 53 is easily broken. In order to solve the problem of breakage of the rail fastening device 53, as shown in FIG. 2A, a method of providing a predetermined gap Y between the rail fastening device 53 and the rail 51 has been employed, As shown in FIG. 2B due to the large bending deformation of the rail 51 at the connecting portion, as the rail 51 contacts the rail fastening device 53 while bending upwards by a height indicated by Y ', the force is repeatedly applied. The problem that the rail fastening device 53 is broken could not be solved. Such a structure has a problem that the rail 51 can not be firmly fixed to the upper plate connection portion.

Accordingly, it is necessary to alleviate the axial force (F) largely acting on the connecting portion of the upper plate, thereby solving the problem of breakage of the rail fastening device.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems and it is an object of the present invention to provide a transverse track structure of a railway bridge that prevents a large flexural displacement of a rail due to a step- And to provide a construction method.

That is, an object of the present invention is to solve the problems caused by the orbital deformation and the acting force (compressive force, upward force) at the discontinuity point of the structure due to the rotational displacement of the bridge end caused by the flexural deformation of the bridge top plate due to the train load, To improve the service life of the end orbit components and to reduce maintenance costs.

More particularly, the present invention alleviates the axial forces generated in the transverse track structure generated when the trains pass at high speed in each of the upper plates of the railway bridge, thereby reliably ensuring safe operation of the trains and also preventing breakage of the rail fastening apparatus The purpose.

It is another object of the present invention to provide a method for replacing a transverse track structure so as to realize the above object even in a conventional railway bridge constructed.

In order to achieve the above object, the present invention provides a transverse track structure of a railway bridge having an upper plate on which an end portion is alternately mounted and a track of a train is installed, and a concrete track layer thereon, Wherein the one end of the upper plate has a mounting portion formed at a lower height than the upper surface of the upper plate on which the line is installed; A transverse trajectory structure in which each end is simply supported by the mounting portion and the alternating portion; Wherein the transverse track structure, the upper plate, and the alternate one-side earth hole are provided with a rail in a continuous form on the concrete track layer to form the rail.

The present invention also relates to a transverse track structure of a railway bridge having a first upper plate and a second upper plate on which railroad tracks of successive trains are mounted and a concrete raceway layer thereon, The first upper plate having a lower height than the upper surface of the first upper plate on which the line is installed; And a second mounting portion formed at one end of the second upper plate that is lower than the upper surface of the second upper plate on which the line is installed, A transverse track structure in which the respective ends of the first and second mounts are simply supported; Wherein the transverse track structure, the first upper plate, and the second upper plate are provided with a rail in a continuous form on the concrete track layer to form the rail.

This is because, by interposing a transversal track structure that is simply supported between the first upper plate and the second upper plate continuing in the longitudinal direction and between the alternation and the end portions of the upper plate, the upper plate is deflected downwardly convexly by its own weight, So as to minimize the amount of deflection of the rail arranged alternately and continuously on the upper plate by offsetting the stepped portion of the upper plate edge by the simply supported transverse rail track structure.

As a result, there is no sudden deflection displacement of the rail at the connecting portion of the railway bridge, so that the railway can safely operate even if the train passes through the connection portion of the upper plate at high speed and can solve the problem of breakage of the rail fastening device An advantageous effect can be obtained.

On the other hand, the transversal track structure is supported by an elastic support in which both the shearing displacement and the compression displacement are allowed in the arranging direction (transverse direction) in which the line is placed. That is, since the transverse track structure is supported by an elastic material which permits both shear displacement and compressive displacement, for example, rubber, the large axial force transmitted through the rail due to the high-speed movement of the train or the seasonal temperature difference is referred to as shear displacement and compression So that it can be mitigated by displacement. Therefore, it is possible to prevent breakage of the rail fastening device for fixing the position of the rail by an excessive axial force due to the operation of the high-speed rail. Further, since the length of the upper plate is shorter by the length of the transverse track structure, the effect of reducing the fluctuation range of the axial force acting on the rails on the upper plate can be obtained.

According to the present invention, it is possible to reduce the maximum value and the variation width of the axial force generated when the train passes at a high speed in each of the upper plates of the railway bridge, thereby surely securing the safe running of the train, So that the burden of maintenance can be drastically reduced.

At this time, the tightening force of the rail fastening device can be adjusted to a desired value by using a fastener of the tension clamp type. The fastening force for fixing the rail by the rail fastening device can be adjusted to a smaller size because the axial force is reduced by the elastic support as described above. Furthermore, by using a tension clamp type fastener, since the rail is fixed in position for proper elastic behavior like a flexible spring, it is possible to maintain a low level of fastening force and to reduce the longitudinal resistance of the rail, can do.

As described above, since the transverse track structure is supported by the elastic supporter, the deformation of the bridge top plate is canceled by the load of the running train, thereby reducing the upward force and compressive force acting on the end track of the bridge top plate .

Since the transverse track structure is provided to offset a step caused by the end rotation of the upper plate, the transverse track structure is formed to have a length of 1.5 m to 5 m, which is much smaller than the upper plate. When the length of the transverse track structure is less than 1.5 m, the effect of canceling the step of the end of the upper plate can not be sufficiently obtained. If the length of the transverse track structure is made longer than 5 m, It is inefficient because it is connected to the structure.

And, the transverse track structure includes a concrete bottom plate. This is to make it possible to use not only the vibration generated when the high speed rail passes by the concrete bottom plate but also the concrete railway layer where the rail and the sleepers are installed.

On the other hand, according to another aspect of the present invention, there is provided a method of manufacturing a bridge structure, comprising the steps of: mounting a top plate on a lower structure of a bridge, the top plate having a lower- And a connecting bridge connecting step of connecting the bridge and the upper plate to each other; A rail mounting step of mounting the rail on the upper surface of the upper plate and the upper surface of the transverse track structure in a continuous form on the concrete track layer; The present invention provides a method of constructing a transverse support structure of a railway bridge.

According to another aspect of the present invention, there is provided a method of manufacturing a bridge structure, comprising: mounting a top plate on a lower structure of a bridge, Each end portion of the first upper plate and the second upper plate of the second upper plate is simply supported by the connecting portions of the first upper plate and the second upper plate, A bridge connecting bridge installation step of installing a bridge crossing track structure; A rail mounting step of mounting the rails on the upper surface of the first upper plate, the transverse track structure, and the second upper plate in a continuous form on the concrete track layer; The present invention provides a method of constructing a transverse support structure of a railway bridge.

At this time, it is preferable that the transverse track structure is supported by an elastic support member which permits shearing in the arrangement direction of the railway and permits compression displacement in the direction of gravity, thereby relieving the axial force generated in the rail during running of the train.

According to another aspect of the present invention, there is provided a method of replacing a transverse track structure of a railway bridge having rails for forming a line of a train on a concrete track layer, the top plate being alternately mounted at one end thereof, A first mounting part forming step of forming a first mounting part by removing a rail and a concrete railway layer formed on the upper plate; A second stationary part forming step of forming a second stationary part by removing the rail and the concrete railway layer alternately installed on the upper side; A connection bridge installation step of installing a transversal track structure such that one end is mounted on the first mounting part and the other end is mounted on the second mounting part; A rail mounting step of mounting rails on the tread on the transversal track structure and joining both ends of the rails of the alternately longitudinally adjacent rails and the top plate; Thereby providing a replacement construction method for the railway bridge crossing support structure.

Further, the present invention provides a railway bridge structure comprising a first upper plate having one end mounted on a bridge pier and a second upper plate on which the other end is mounted, wherein a rail for forming a line of a train is provided on the concrete railway layer, A first mounting part forming step of removing a rail and a concrete track layer formed on the first upper plate by a predetermined length from an end of the first upper plate to form a first mounting part; Forming a second mounting portion by removing a rail and a concrete railway layer formed on the second upper plate by a predetermined length from an end of the second upper plate vertically adjacent to the first upper plate; A connection bridge installation step of installing a transversal track structure such that one end is mounted on the first mounting part and the other end is mounted on the second mounting part; A rail mounting step of mounting rails on the tread on the transversal track structure and coupling the rails of the first upper plate and the rails of the second upper plate adjacent to each other in the longitudinal direction; Thereby providing a replacement construction method for the railway bridge crossing support structure.

As a result, the high-speed traveling of the train becomes unstable due to the rotation of the end plate of the upper plate within a short time, and the breakage of the rail fastening device is prevented It is possible to solve all the conventional problems that arise.

In the meantime, the terms' simple support 'or' simple installation 'and similar terms used throughout the present specification and claims as a method of installing the transverse track structure are not limited to' a direction in which the upper plate end rotates , A method in which each end support point of a transversal track structure is mounted so as to have a rotational degree of freedom ". At this time, the rotational direction of each end support point of the transversal track structure means the rotational freedom in both directions including not only the direction in which the upper end of the upper plate is heard but also the opposite direction. Accordingly, one support point of the support points of the simply supported transversal track structure may be installed to be movable in the rail direction, and the other support points may be installed in a fixed position with respect to the rail direction.

Throughout this specification and claims, the term "earthwork" means a soil portion (earthwork roadbed section) located at one side of an alternation connected to a railway bridge.

In addition, throughout this specification and claims, the term " continuous form " rail or similar term means that the rail is welded to the rail by a rail to provide no rail joint location. For example, the phrase "the rail is continuously installed on the transverse track structure and the upper plate and the alternate one-side earthwork" is defined as " the area through which the rail passes the transverse track structure It is installed with one pole rail which is not separated with respect to the front and rear regions'.

The term 'alternating side' used throughout this specification and claims is not limited to 'alternating', but refers to a region from the top plate toward the earth. Therefore, 'alternate side' may refer to the earth including the alternation, and includes only the earth which does not include the alternation.

As described above, the present invention is characterized in that a low-level mount portion is formed at a connection portion in the longitudinal direction of the upper plate, and the transverse track structure is simply supported on the mount portion, Even if a step difference and an upward force due to the end rotation are generated at the end portion of the upper plate due to the convex flexural deformation of the upper plate due to the formation of the line, the step difference of the end portion of the upper plate is canceled by the simply supported transverse track structure, A transverse track structure of a railway bridge that minimizes the amount of flexural deformation of a rail on a structure discontinuity position such as an alternation and a bridge top plate, and a construction method thereof.

Accordingly, the present invention does not cause a sudden deflection displacement of the rail at the longitudinal connecting portion (discontinuous point) of the railway bridge top plate, so that the running track of the train becomes closer to a straight line, The advantageous effect can be obtained.

Further, the present invention is advantageous in that a railway bridge top plate can be operated and the problem of breakage of a rail fastening device for fixing the position of a rail can be solved.

Above all, according to the present invention, since the support (elastic support) of the transverse track structure is supported by the elastic support which permits shear deformation in the arranging direction (transverse direction) of the line on which the train travels and which also permits compression deformation in the gravity direction, And the relative displacement difference caused by the temperature expansion and contraction behavior between the bridge top plate and the bridge top plate is mitigated by shear deformation and compressive deformation of the elastic supporter of the transverse track structure and the axial force acting on the rail and rail fastening device is reduced, And the relative displacement of the orbit can be minimized, and it is possible to obtain a favorable effect of securing the axial safety of the pole rail on the bridge and enabling the design of the pole bridge.

Accordingly, the present invention has the effect of securing the orbit stability by reducing the rail-to-rail axial force generated between the track-bridge of the railroad bridge and securing the usability of the end track of the bridge top plate and drastically reducing the maintenance burden on the end track component .

Further, since the transverse track structure is supported by the elastic support member as described above, the deformation of the bridge top plate is canceled by the load of the running train, thereby reducing the upward force and compressive force acting on the end track of the bridge top plate Can be obtained.

In addition, the present invention can reduce the vibration generated when the train passes through the concrete track layer on which the rails and sleepers of the transverse track structure are installed in a composite structure of concrete and steel, can be combined with the lower steel plate integrated As a reinforced reinforced concrete structure, the advantage of securing sufficient tensile strength without installing the lower tensile bar is obtained.

Also, according to the present invention, as the bridge-to-orbit relative displacement difference is reduced by mitigating the additional axial force generated between the track-bridge by using the Reduced Longitudinal Resistance (RLR), 60 to 80% It is possible to obtain an effect of reducing the possibility of breakage by fixing the rail with the fastening force of about 0.1 mm.

Further, the present invention enables construction of a transverse track structure having the above advantages even for a railway bridge already in use and in use, thereby achieving a safer high-speed operation of a train while preventing breakage of the end rail components .

1A is a schematic view showing an alternation of a conventional railway bridge and a connecting portion of a top plate;
1B is a schematic view showing a connecting portion between upper plates of a conventional railway bridge
FIG. 2A is a cross-sectional view showing a configuration of a longitudinally-moving fastening device (fastening device without fastening force)
FIG. 2B is a cross-sectional view showing a rigid-body behavior state in which the fasteners of the longitudinally-moving fastening devices are in a state in which the rails are lifted according to the upward force of the upper end of the railway bridge upper plate as shown by 51x and 51x '
3 is a view showing a configuration of a transverse track structure between an alternation of a railway bridge and a top plate according to an embodiment of the present invention;
4 is a view showing a configuration of a transversal track structure between upper plates of a railway bridge according to an embodiment of the present invention;
5A and 5B are a perspective view and a cross-sectional view showing the configuration of the transverse track structure of FIG. 3;
Figs. 6A and 6B are a perspective view and a cross-sectional view showing the configuration of a transversal track structure applicable to Fig.
FIGS. 7A and 7B are a perspective view and a cross-sectional view showing a configuration of a transversal track structure applicable to FIG.
Fig. 8 is a perspective view showing the configuration of an elastic support for supporting the transverse track structure of Fig.
9 is a front view showing an elastic supporter in a state in which shear displacement is generated by an axial force acting on the elastic supporter
FIG. 10A is a view showing an operation state of an axial force according to the passage of a train in a conventional railroad bridge
FIG. 10B is a view showing an operational state of an axial force according to a passage of a train in a state where a transverse track structure of a railway bridge according to an embodiment of the present invention is applied; FIG.
Figs. 11A to 11E are schematic views showing a construction according to a construction sequence of a railway bridge to which the transverse support structure of the railway bridge of Figs. 3 and 4 is applied
FIGS. 12A to 12D are views schematically showing a construction for replacing the transverse support structure of the railway bridge of FIGS. 3 and 4 with the alternate upper plate joint portion of the existing railway bridge,
FIGS. 13A to 13D are views schematically showing a construction for replacing the transverse support structure of the railway bridge of FIGS. 3 and 4 with the bridge-side upper plate joint portion of the existing railway bridge,
Fig. 14 is a perspective view showing the construction of a rail fastening apparatus according to the present invention. Fig.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. In the following description, well-known functions or constructions are not described in detail to avoid obscuring the subject matter of the present invention.

3, the transverse support structure 100 at the alternating portion of the railway bridge according to the embodiment of the present invention includes a transverse support structure 100 in which the upper surface of the upper plate 10 is fixed to one end of the upper plate 10, And the transverse track structure 110 is simply mounted on the stationary portion 15 and the shift 21 'of the top plate 10 so that the transverse track structure 110 ), The upper plate (10), and the earth rods (40) on one side of the alternate long side rail (121).

A concrete track layer 30 is installed on the upper plate 10 and a railroad 121 is installed on the railroad track 152 after the railroad track 152 is installed at predetermined intervals on the concrete track layer.

The alternation 21 'is provided at an end of the earth 40 to support the upper plate 10 of the railroad bridge by the coordinate system 10a. At this time, the upper end of the shift 21 'is located lower by the height H occupied by the transverse track structure 110.

The transverse track structure 110 is mounted on one side of the bottom surface 15s of the mounting portion 15 of the upper plate 10 and is mounted on the other side of the shift 21 ' 5A and 5B, the transverse track structure 110 includes a pair of I-shaped steel girders 113 spaced apart by a width at which the rails 121 can be installed, and a concrete bottom plate And a plurality of stiffeners 115 are installed on the bottom surface of the concrete bottom plate 114 so as to be spaced apart in the longitudinal direction. A treadle 122 is installed on the upper surface of the concrete bottom plate 114 at intervals of a predetermined distance and the pole rail 121 is mounted on the upper surface of the treadmill 122 and the position of the pole rail 121 is fixed to the rail fastening device 123 ).

Above all, the transverse track structure 110 is supported by elastic supports 111, 112 with rubber material 92 allowing for shear and compression displacements as shown in Figures 8 and 9, Both the shear displacement (?) And the compressive displacement are allowed to be given to the axial force F generated between the concrete track and the rail. That is, since the transverse track structure 110 is supported by an elastic material such as rubber, which permits both the shearing displacement and the compressive displacement, the transverse track structure 110 has a large axial force Can be mitigated by shear displacement and compression displacement.

In addition, since the elastic supports 111 and 112 accommodate the deformation of the bridge top plate due to the running train load, the upward force and the compressive force acting on the bridge top plate trajectory (rail) are reduced. Here, the elastic supports 111 and 112 are provided on the upper and lower sides of the rubber material 92 and the steel plate 91 is placed on the bottom surface 15s of the upper plate mounting portion 15 and on the piers 21 ' .

The concrete bottom plate 114 of the transverse track structure 110 serves as a concrete orbit layer for supporting the rail 121 and serves to relieve the vibration while the train runs at a high speed along the rail 121.

The longitudinal rails 121 are connected to longitudinal resistance force adjusting rail fastening devices 153 and 123 (RLR, Reduced (RLR), and RLR) provided with fastening type fasteners on the treadmill 152 and 122 installed on the concrete track layers 30 and 114, Longitudinal Resistance). The rail fastening devices 153 and 123 are provided with an elastic tension clamp 123a for fixing the rail 121 in a state of being in contact with the rail 121 and a tension clamp 123a having elasticity, And a torque adjusting screw 123b which can adjust the fastening force for fixing the fastening screw 123b according to the degree of tightening. Accordingly, the fastening force for fixing the position of the rail 121 can be adjusted to various sizes according to the degree of tightening of the torque adjusting screw 123b, and the additional axial force generated in the long rail 121 due to the passage of the high- Can be relieved effectively by elastic behavior as in the case of a flexible spring. Even if the rail 121 is maintained at a low level of clamping force, the rail 121 can be stably positioned and the risk of breakage can be greatly reduced. The same rail fastening device 153 is applied to such a rail fastening device 123 in not only the transverse track structure 110 but also the concrete track layer 30 of the upper plate 10 of the bridge.

At this time, the width of the transversal track structure 110 may be equal to the width of the upper plate 10 and may be smaller than the width of the upper plate 10. [ And, the length L of the transverse track structure 110 is set to a length of 1.5 m to 5 m. When the length of the upper plate is longer than 50 m, it is set to about 4 m to 5 m, and when the length of the upper plate is very short, about 20 m, it is set to about 1.5 m. This is because when the length of the transverse track structure 110 is smaller than 1.5 m, the effect of offsetting the stepped portions (d, d ') at the end portions of the upper plate 10 can not be sufficiently obtained in consideration of the length of the upper plate 10 of the railroad bridge, If the length of the structure 10 is made longer than 5 m, the step height due to the end rotation of the upper plate is extended to a smaller area, so that the installation efficiency of the transverse track structure 10 is lowered.

The rails 121 are formed as pole rails which are one body from the upper side of the upper plate 10 to the upper side of the transverse track structure 110 and the earthen porch 40. Even if the rail 121 is configured so as to connect the upper plate 10 and the earth hole 40 across the transverse track structure 110 in a continuous form, the transverse track structure 110 can be formed between the first upper plate 10 The transverse track structure 110 can offset the step and upward force caused by the end rotation of the top plate 10 so that the conventional railway bridge crossing shown in Fig. Unlike the track structure, the rail 121 is prevented from being largely distorted at the connection portion 121x between the upper plate 10 and the shift 21 '.

Accordingly, even if the rail is installed as one rail 121 from the upper plate 10 across the transverse track structure 110 to the earthen 40, the ride will not be hindered even if the train passes through the railway bridge at high speed, It is possible to more surely ensure safe driving.

4, the transverse support structure 200 at the bridge piers of the railway bridge according to the embodiment of the present invention includes a line 120 at one end of the first upper plate 10, The first mounting portion 15 is provided at a height lower than the upper surface of the first upper plate 10 on which the first mounting portion 15 is mounted; At one end of the second upper plate 10 'which is vertically adjacent to the first upper plate 10 on the pier 22, the lower end of the second upper plate 10' ', And a transverse track structure 110 is installed at both ends of the first and second mounting portions 15 and 15'. On the upper surfaces of the first upper plate 10 and the second upper plate 10 'across the transverse track structure 110, a long rail 121 is provided in a continuous form to form a line 120 through which the train travels .

The first upper plate 10 and the second upper plate 10 'are mounted on the calibration device 10a of the bridge 22. A concrete track layer 30 is formed on the first upper plate 10 and the second upper plate 10 'and a railroad track 121 is installed on the concrete track layer 30 at predetermined intervals. Is installed on this sleeper 152.

One side of the transverse track structure 110 is fixed to the bottom surface 15s of the mounting portion 15 of the first upper plate 10 and the bottom surface 15s of the mounting portion 15 ' ), And the both ends are simply supported. The transverse track structure 110, similar to the transverse bridge support structure 100 in the alternating section, can be applied in the form shown in Figures 5A and 5B.

The rail 121 is formed as a single body up to the upper side of the first upper plate 10, the upper side of the transverse track structure 110, and the upper side of the second upper plate 10 '. Thus, even if the rail 121 is configured to connect the first top plate 10 and the second top plate 10 'across the transverse track structure 110 in a continuous form, the transverse track structure 110 may have a first The first and second upper plates 10 and 10 'are interposed in a simple manner so as to cancel the step and upward force due to the end rotation of the upper plate 10 so that the conventional railway bridge transverse track structure , The rail 121 is prevented from being largely bent at the connection portion 121x 'between the first upper plate 10 and the second upper plate 10'.

Therefore, even if the long rail formed by a single body is installed in a continuous form passing through the upper side of the pier 22, the rattling vibration can be greatly reduced while the train is passing at high speed through the railway bridge, An advantage is obtained.

The transverse track structure 110 in the alternating section is provided with a rail clamping device 123 having a tension clamp 123a having elasticity while being supported by the elastic supports 111 and 112, The rail 121 is fixed to the rail 121 by the position of the rails 121 and 123. As a result, the additional axial force generated in the rail 121 due to the passage of the high-speed train or the seasonal temperature difference is effectively relaxed by a proper elastic behavior like a flexible spring, Can be reduced.

Meanwhile, the transverse track structure 110 'shown in FIGS. 6A and 6B may be applied to the transverse track structures 100 and 200 of the railway bridge constructed as described above. That is, the concrete bottom plate 114 'is synthesized between the pair of I-shaped steel girders 113, and the bottom surface of the concrete bottom plate 114' is formed into a U-shaped shape having a gently curved surface, . At the same time, the reinforcing member 115 supporting the concrete bottom plate 114 'may also be formed to cover the entire bottom surface of the concrete bottom plate 114'.

7a and 7b may also be applied to the transverse track structures 100, 200 of the railway bridge according to the present invention, because the high-priced I-shaped steel material < RTI ID = 0.0 > The use of the girder is dispensed with, and the hollow portion 114a is provided in the transverse section in the form of concrete in advance in the factory, which is advantageous in realizing cheap and high supporting ability.

The transverse support structure of the railway bridge according to the present invention is of various forms not shown in Figs. 5A to 7B. The transverse support structure of the railway bridge according to the present invention includes a pair of upper plates 10, 10 ' A transversal track structure of various structures for relieving the end rotational displacement of the upper plate 10 can be applied.

The transverse support structures 100 and 200 of the railway bridge according to the present invention have a transverse track structure 110 and a transverse track structure 110 at the top plate connection between the top plate 10 and the top plate 10 or between the top plate 10 and the alternation 21, It is possible to obtain an effect that the interval between the sleepers 122 at the connecting portion of the upper plate becomes greater. That is, conventionally, as shown in FIG. 10A, the interval L2 between the sleepers 152 is widened much more than the sleeper interval L1 on the upper plate 10 in the sate area where the upper plate and the upper plate are connected, However, according to the present invention, as shown in FIG. 10B, the transverse track structure 110 eliminates the problem that the spacing of the sleepers 122 at the top plate connecting portion is distanced . As a result, the interval between the sleepers can be uniformly maintained throughout the entire railroad bridge, so that the axial force Fn can be prevented from being excessively concentrated.

Further, since the transverse track structure 110 according to the present invention is supported by the elastic supports 111 and 112 permitting shear displacement and compressive displacement, the concrete track of the bridge due to the operation of the train and the temperature change, Since the additional axle force Fn of the rail 121 and the concrete track Fn can be canceled by the rail fastening devices 123 and 153 having the elastic fastening members partially canceled by the elastic supports 111 and 112, The additional axial force Fn acting on the layers 30 and 114 can be reduced by as much as 30 to 40%.

In addition, since the amount of bending deformation of the rail 121 at the connecting portion of the upper plate is significantly reduced by the transverse track structure 110, the force acting on the rail fastening device 123 can be significantly reduced, 123) can be extended and the burden of manpower and cost for maintenance can be reduced.

The transverse track structure of the railway bridge constructed as described above according to the embodiment of the present invention is constructed by the following process.

Step 1 : First, as shown in FIG. 11A, a bridge bridge 22 and an alternation 21 ', which are the substructure of the railway bridge, are constructed. At this time, the height of the concrete track layer 30 to be installed in the earth hole 40 adjacent to the alternation 21 'is made to be equal to the height of the concrete bottom plate 114 of the transverse track structure 110 to be installed, ') Is constructed to be lower than the height of the concrete track layer (30) as indicated by "H".

Step 2 : Then, the top plate 10 of the railroad bridge is constructed on the shift 21 'and the bridge 22. The top plate 10 may be constructed of a steel girder and a concrete bottom plate, may be constructed of a concrete box girder or may have various known cross-sections, And is mounted on the apparatus 10a. However, as shown in FIG. 11B, the upper plates 10 and 10 'are formed at the connecting portion in the longitudinal direction with a mounting portion 15 having a lower floor surface 15s for positioning the transverse track structure 110 .

Step 3 : Then, as shown in Fig. 11C, the transverse track structure 110 is placed on the mounting portion 15 of the top plate 10, 10 '. The transverse track structure 110 is simply fixed to the elastic supports 111 and 112 which allow both shear displacement and compressive displacement such that one end of the transverse track structure 110 is mounted on the shift 21 ' The other end of which is fixed to the mounting portion 15 of another upper plate 10 'which is adjacent to the upper end of the upper plate 10' do.

The transverse track structure 110 is mounted with its treadle 122 pre-installed on its upper surface, as shown in Figs. 5A and 5B.

Step 4 : As shown in FIG. 11 ( d ), a concrete track layer 30 is installed on the upper surfaces of the upper plates 10 and 10 to support the rail on which the train runs. It is preferred that the height of the concrete pavement layer 30 of the concrete pavement layer 30 be equal to the height of the concrete pavement layer 30 and the height of the bottom concrete block 114 of the transverse track structure 110 Do.

Step 4 may be performed after completing step 3, or may be performed simultaneously with step 3. [

Step 5 : Then, as shown in FIG. 11E, the rails 121 traversing the roof 10, 10 'and the transverse track structure 110 and the earth 40 are supported on the sleeper 122, 152 And fixed to the rail fastening device 123. At this time, the rails 121 may be installed as a single rail connected over the entire bridge, but may be connected in many cases according to the rail size or the like as the case may be. However, even if a plurality of rails are arranged, it is possible to prevent a high-speed operation due to a step difference in the end rotation of the upper plates 10 and 10 ', so that the upper plates 10 and 10', which cross the transverse track structure 110, And the rails passing through the adjacent upper and lower plates 10, 10 'across the transverse track structure 110 are formed as a single body.

The transverse track structure of the railway bridge according to the embodiment of the present invention thus constructed can be replaced in a conventional railway bridge. First, the method of replacing the end track of the connecting portion of the upper side plate by the transverse supporting structure is as follows.

Step 1 : First, the conventional alternating-side railroad bridge shown in Fig. 12A is mounted on the shift 21 at the end portion of the upper plate 10. A concrete track layer 30 is formed on the upper plate 10 and the rails 51 are fixed on the railroad ties 52 arranged at regular intervals thereon by a rail fastening device. However, the gap between the shifts 21 for securing the movable range of the upper plate, which is inevitably required to accommodate the longitudinal stretching and shrinkage behavior of the upper plate 10, The sleepers are spaced apart by a large distance (L2 ') relative to the spacing of the other sleepers.

Step 2 : In such a state, as shown in FIG. 12B, the upper plate (not shown) in a predetermined region corresponding to the length L of the transverse track structure 110 provided between the shift 21 and the upper plate 10 10 and the concrete track layer 30, the sleepers 52 and the rails 51 of the alternation 21 are removed. Thereby, the first mounting part 16 is formed on the upper plate 10 and the second mounting part 16 'is formed on the alternation 21.

The upper plate 10 and the shift 21 may be deeper than necessary so that the transverse track structure 110 can be accommodated even if the height of the transverse track structure 110 is larger than that of the concrete track layer 30. [

Step 3 : Then, as shown in Fig. 12C, the previously prepared transverse track structure 110 is lifted by a crane and moved in the direction denoted by 110d, so that the one end elastic support 111 of the transverse track structure 110, And the other end elastic support 112 of the transversal track structure 110 is mounted on the first mounting portion 16.

Step 4 : Thereafter, as shown in FIG. 12D, the rail 121 is installed on the treadle 122 of the transverse track structure 110, and both ends of the rail 121 are connected to the alternate side and the rails (51z) and the welding (120z). The rails 121 of the transverse track structure 110 may be in a state of being preliminarily constructed in step 3 of raising and installing the transverse track structure 110. Both ends of the rails 121 are connected to the adjacent rails 51 Step 4 may be performed by connecting.

Hereinafter, a method of replacing the end trajectory of the bridge-side upper plate connection portion with the transverse support structure will be described in detail.

Step 1 : In the conventional pier-side railway bridge top plate shown in Fig. 13A, the end portions of the first upper plate 10 and the second upper plate 10 ', which are vertically adjacent to each other on the pier 22, are mounted. A concrete track layer 30 is formed on each of the first upper plate 10 and the second upper plate 10 'and a rail 51 is fixed on a railroad tie line 52 arranged at regular intervals thereon by a rail fastening device . However, due to the gap between the first and second upper plates 10 and 10 ', the outermost tie of the shift 21 and the outermost tie of the upper plate 10 are spaced apart from each other by a large distance L2, As shown in FIG.

Step 2 : In this state, as shown in FIG. 13 (b), a predetermined length L corresponding to the length L of the transverse track structure 110 provided between the first upper plate 10 and the second upper plate 10 ' The concrete track layer 30, the sleepers 52 and the rails 51 of the first upper plate 10 and the second upper plate 10 'in the predetermined area are removed. In this case, it is preferable that the removed first and second upper plates 10 and 10 'are symmetrical with each other. Thus, the first mounting plate 16 is formed on the first upper plate 10 and the second mounting plate 16 'is formed on the second upper plate 10'.

The first upper plate 10 and the second upper plate 10 'may be deeper than necessary to accommodate the transverse track structure 110 even if the height of the transverse track structure 110 is greater than that of the concrete track layer 30. [ can do.

Step 3 : Then, as shown in Fig. 13C, the previously prepared transverse track structure 110 is lifted by a crane and moved in the direction denoted by 110d, so that one end elastic support 111 of the transverse track structure 110 And the other end elastic support 112 of the transverse track structure 110 is mounted on the second mounting portion 16 '.

Step 4 : Thereafter, as shown in Fig. 13D, a rail 121 is installed on the tread 122 of the transverse track structure 110, and both ends of the rail 121 are connected to the first top plate 10 and the second Is connected and fixed to the rail (51) of the upper plate (10 ') by welding (120z). The rails 121 of the transverse track structure 110 may be in a state of being preliminarily constructed in step 3 of raising and installing the transverse track structure 110. Both ends of the rails 121 are connected to the adjacent rails 51 Step 4 may be performed by connecting.

In the construction of the high-speed railway line that runs at the same high speed by providing the transverse railway structure 110 at the connection portion of the upper plate at the alternating and pier angles with respect to the already used railway bridge constructed by the construction process of the transverse support structure, , It is possible to minimize the occurrence of bending and deformation of the rail due to the upward force generated in the end orbit due to the self weight of the upper plate 10 of the railroad bridge and the flexural deformation due to the railroad load and to prevent the rail from having an elastic support and elastic tension- It is possible to obtain an advantageous effect that the additional axial force of the bridge rails can be minimized by fixing the rail 121 by using the fastening device. This makes it possible to more reliably guarantee the safe operation of the train, and to reduce maintenance and manpower costs.

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 embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the invention. In other words, although the two-span railway bridge is described as an example in the present invention, it is obvious to those skilled in the art that the bridge span is applied to one span or three span bridges with reference to the above embodiment. In addition, it will be apparent to those skilled in the art that the present invention is applicable to simple bridges that are exemplary in the embodiment, and that the present invention is also applicable to multi-bridged bridges in which vertically adjacent top plates are interconnected, Within the scope of the present invention.

10, 10 ': top plate 21': shift
22: Pier 30: Concrete track bed
51, 121: rails 122, 152: sleepers
123, 153: rail fastening devices 110, 110 ', 110 ": transverse track structure
111, 112: elastic support 92: rubber material

Claims (12)

1. A transverse track structure of a railway bridge having a top plate and a concrete track layer formed thereon,
Wherein the one end of the upper plate is provided with a mounting portion formed at a lower height than the upper surface of the upper plate on which the line is installed;
A transverse trajectory structure in which each end is simply supported by the mounting portion and the alternating portion;
It is configured to include, the rail tracks cross the track structure of the railroad bridge is characterized in that the rail is installed in a continuous form on the concrete track layer in the earthwork of the side of the top and the alternating side to form the track.
A transverse track structure of a railway bridge having a first upper plate and a second upper plate on which a pair of trains of continuous trains are arranged and a concrete raceway layer thereon,
The first upper plate having a lower height than the upper surface of the first upper plate on which the line is installed;
And a second mounting portion formed at one end of the second upper plate that is lower than the upper surface of the second upper plate on which the line is installed,
A transverse track structure in which each end portion is simply supported by the first mounting portion and the second mounting portion;
And a rail is installed on the first and second top plates in a continuous form on a concrete track layer to form the tracks across the cross track structure.
3. The method according to claim 1 or 2,
Wherein the transverse track structure is supported by an elastic support that permits both shear displacement and compression displacement in the direction of arrangement of the tracks.
3. The method according to claim 1 or 2,
Wherein the rail fastening device for locating and fixing the rail and the concrete track layer is configured to fix the rail in a tension clamp type in which the fastening force can be adjusted while having elasticity.
3. The method according to claim 1 or 2,
Wherein the transverse track structure has a length of 1.5 m to 5 m.
The transverse trajectory structure according to claim 1 or 2,
A transverse track structure of a railway bridge, characterized by being formed of a concrete deck as a supporting surface, wherein the concrete deck is used as a concrete track used for construction of the track.
Mounting an upper plate, which is formed at an end portion of a lower mounting portion of the upper surface, to the lower structure of the bridge;
In the connecting portion of the shift and the upper plate, the mounting portion and the alternating portion connecting bridge for installing a cross-track structure, each end is simply supported on the shift;
A rail mounting step of mounting the rails on the upper plate and the transverse track structure in a continuous form on the concrete track layer;
Wherein the cross-sectional support structure of the railway bridge is constructed to include at least one cross-sectional structure.
Mounting an upper plate, which is formed at an end portion of a lower mounting portion of the upper surface, to the lower structure of the bridge;
In the connecting portion of the first upper plate and the second upper plate, each end portion of which is mounted on the pier and arranged in the longitudinal direction of each other, each end is simply supported by the first mounting portion of the first upper plate and the second mounting portion of the second upper plate. A bridge connecting bridge installation step of installing the cross-track structure;
A rail mounting step of mounting the rail on the first upper plate, the transverse track structure, and the second upper plate on a concrete track layer in a continuous form;
Wherein the cross-sectional support structure of the railway bridge is constructed to include at least one cross-sectional structure.
9. The method according to claim 7 or 8,
And the transverse track structure is supported by an elastic support that allows both shear and compression displacements in the direction of arrangement of the diagram.
There is provided a method of replacing and installing a transverse track structure of a railway bridge provided with a top plate on which a section is alternately mounted and on which a rail for forming a line of a train is provided on a concrete track layer,
Forming a first mounting part by removing a rail and a concrete railway layer formed on the upper plate by a predetermined length from the alternation;
A second stationary part forming step of forming a second stationary part by removing the rail and the concrete railway layer alternately installed on the upper side;
A connection bridge installation step of installing a transversal track structure such that one end is mounted on the first mounting part and the other end is mounted on the second mounting part;
A rail mounting step of mounting rails on the tread on the transversal track structure and joining both ends of the rails of the alternately longitudinally adjacent rails and the top plate;
A method of replacing a railway bridge transverse support structure including.
There is provided a method of replacing and installing a transverse track structure of a railway bridge having a first upper plate with one end mounted on a bridge pier and a second upper plate with a second end mounted thereon and a rail for forming a railway line on the concrete railway layer,
Forming a first mounting part by removing a rail and a concrete railway layer formed on the first upper plate by a predetermined length from an end of the first upper plate;
Forming a second mounting portion by removing a rail and a concrete railway layer formed on the second upper plate by a predetermined length from an end of the second upper plate vertically adjacent to the first upper plate;
A connection bridge installation step of installing a transversal track structure such that one end is mounted on the first mounting part and the other end is mounted on the second mounting part;
A rail mounting step of mounting rails on the tread on the transversal track structure and coupling the rails of the first upper plate and the rails of the second upper plate adjacent to each other in the longitudinal direction;
A method of replacing a railway bridge transverse support structure including.
The method according to claim 10 or 11, wherein
And the transverse track structure is supported by an elastic support that allows both shear and compression displacements in the direction of arrangement of the diagram.

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