JP2002004218A - Connection body connecting expansion joint and bridge beam unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the damage of a joint part by confirming that the damage occasion of the joint part on an expressway is caused by the difference of about tens times between the corresponding steel part of an expansion joint and an asphalt pavement part in strength and a degree of wear and overcoming the deference between the strength and the degree of the wear. SOLUTION: In connection bodies 4, 40 arranged between them for connecting the expansion joint 3 and a bridge beam unit 2 when a road is formed by connecting the ends of a plurality of the bridge beam units 2 on a column, one end is brought into contact with the expansion joint 3, the other end has rigid vertical members 30, 31, 41 extended along the longitudinal direction of the bridge beam unit 2 so as to be separated therefrom, and the vertical members have lengths in which distances separated from the expansion joint 3 are mutually different in the position of the width direction of the road.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates generally to a bridge joint, and more particularly to a bridge joint means for mitigating vibration and noise generated between a joint portion of a bridge and a pavement surface during traveling. The present invention relates to a connecting member disposed between two ends of a plurality of bridge units for connecting the expansion joints and the bridge units when a road is formed by connecting the ends of the plurality of bridge units by an expansion joint.

[0002]

2. Description of the Related Art In Japan, the automobile society began with the opening of the Meishin Expressway, and the number of vehicles increased after a far greater than expected rate. The Meishin and Tomei Expressways became saturated about 20 years ago. The construction of expressways such as the 2nd Tomei and the 2nd Meishin is progressing steadily. However, on a highway, the pavement at the expansion joint portion of the bridge is particularly severely damaged, and large vibrations and noises are transmitted to the steering wheel and the driver's cab via tires every time the vehicle passes through the joint portion of the highway. Many drivers have experienced that it is not always possible to drive comfortably when passing through a special joint.

[0003] This is because an expansion joint made of a rigid material connecting the bridge units is directly connected to the asphalt pavement, so that a vehicle passing over the expansion joint suddenly has an asphalt pavement. This is because abrasion occurs at the connection portion between them, especially at the asphalt pavement portion.

[0004] As a result, the repair work is constantly required, especially at the asphalt pavement near the expansion joint of the bridge, which always causes traffic congestion due to traffic regulation. As a result, there is an enormous economic loss associated with traffic congestion as well as repair costs for pavement repairs near the joints.

[0005] In particular, the second Meishin and the second Tomei Expressway are designed at a further high speed of 140 km / h.
In addition, in order to pass through the mountains to reduce land costs,
Bridges are more than twice the size of conventional highways, with 30-35% of the total being bridges, increasing the strength of joints, reducing the frequency of repairs, shortening repair time, and concomitantly. Cost reduction is urgent.

[0006]

Various investigations into the causes of damage to the joints on the highway show that the expansion joint and the asphalt pavement formed from a wear-resistant rigid steel material have different strengths and wear. It was found that there was a difference of about several tens of times in the degree. Therefore, how to overcome the difference between the strength and the degree of wear has become a major issue.

[0007]

According to the present invention, there is provided a connecting body for providing a road where damage is unlikely to occur between an asphalt pavement and an expansion joint by connecting ends of a plurality of bridge units on a support. provide. For this reason, in the present invention, when a road is formed by connecting the ends of a plurality of bridge units on a support column by an expansion joint, a connecting body provided between the expansion joint and the bridge unit to connect the two. Having a rigid longitudinal member extending along the longitudinal direction of the bridge unit such that one end is in contact with the expansion joint and the other end is away from the longitudinal joint, Disclosed is a connecting body for connecting an expansion joint and a bridge unit, wherein a distance from the expansion joint at a position in a width direction of a road is alternately different. This allows the expansion joint having a high strength and abrasion resistance to naturally migrate to the asphalt pavement having a low strength and abrasion resistance, whereby the difference between the strength and the abrasion resistance is about several tens times. In this way, the distribution of the force in the tire was averaged, and the wear of the asphalt pavement was reduced.

[0008]

FIG. 1 shows a plurality of bridge units 2 connected to an expansion joint 3 and a connecting body 4 of the present invention.
1 shows an example of a bridge road 1 formed by being connected to each other, and particularly functioning optimally as a part of a motorway. The lower surfaces of the front and rear ends of each of the adjacent bridge units 2 are supported by pillars or piers 5 whose lower ends are buried in the ground, and the beginning and end of the first and last bridge units 2 are respectively Supported by abutment 6.

FIG. 2 is an enlarged detailed view of each of the front and rear ends of each adjacent bridge unit 2 supported on the column 5. In particular, FIG. 2 shows an expansion joint 3, a connecting body 4 of the present invention, and a bridge unit 2. Shows the relationship with the end shape. Here, the bridge unit 2 is a known one,
Generally, about 7c that forms the road surface on which the car runs
upper surface asphalt layer 1 having a thickness of about m
0, a lower lower concrete slab layer 11 supporting the asphalt layer 10, and a steel girder 12 connecting the concrete slab layer 11 to the column 5 via the bearing 7. ing.

FIG. 3 is a plan view of the expansion joint 3 and the connecting member 4 according to the present invention, and particularly shows a state at the front and rear end positions of an adjacent bridge unit (not shown). Expansion joint 3
As shown in FIG. 2, an upper surface portion 20 extending along the asphalt layer 10 to form a portion of the road surface of the bridge road 1 and providing the same surface as the surface of the asphalt layer 10; A vertical portion 21 extending downwardly from the concrete slab layer 11 forming the bridge unit 2 and abutting against an end of the concrete slab layer 11, and a steel girder 12 forming the bridge unit 2.
And a fixing portion 22 which is fixedly held to one end portion of the fixing member via a known spacer means or fixing means such as a bolt and nut. The upper surface portion 20, the vertical portion 21, and the fixing portion 22 are formed of substantially the same rigid material, and the respective members can be integrated with each other by welding or can be integrally formed in advance.

As shown in FIGS. 2 and 3, the upper surface portion 20 is generally formed of a plate-like member having a rectangular shape. Is provided. As shown in FIG. 3,
The other upper surface adjacent to the upper surface 20 is engaged with the concavo-convex portion 24 similarly formed on the opposing long edge at a predetermined gap. This makes it possible to absorb the amount of deformation between the upper surfaces due to thermal expansion, and prevent floating from the pavement. The configuration of such an expansion joint itself is known.

The vertical portion 21 has a dimension extending vertically over a height substantially corresponding to the total thickness of the asphalt layer 10 and the slab layer 11 constituting the bridge unit 2. It acts to prevent movement in the vertical direction. Furthermore, this vertical portion 21 is
Provides an effect of maintaining a position where the road surface becomes flat with respect to the road surface of the bridge road 1.

The connecting body 4 constituting the present invention is composed of a plurality of long members 30 extending along the road surface of the bridge road 1, a plurality of vertically members 31 slightly shorter than the long members 30, and And a plurality of lateral members 32 (two in the illustrated example) extending at a right angle to the horizontal direction. It should be noted here that the long longitudinal members 30 and the short longitudinal members 31 are alternately arranged, and the transverse members 32,
32 engages these longitudinal members 30, 31 with each other.

In the embodiment shown in FIG. 3, the longitudinal members 30 of the connecting body 4 extending from side to side in a direction away from each other from a pair of upper surfaces 20, 20 meshed by the comb-shaped uneven portions 24, 31 shows an example in which the right and left are arranged in the same relationship on the left and right in the drawing. Accordingly, when the vertical member extending rightward from the upper surface portion 20 is the long vertical member 30, the vertical member extending leftward from the other upper surface portion 20 is also the long vertical member 30. When the vertical member extending to the right is the short vertical member 31, the vertical member 3 extending to the left is also the short vertical member 3.
An example in which the relationship is 1 is shown.

On the other hand, in the embodiment shown in FIG. 4, when the longitudinal member extending rightward from the upper surface portion 20 is the longer longitudinal member 30, the other upper member corresponds to the longer longitudinal member. When the vertical member extending to the left from the portion 20 is the short vertical member 31 and the vertical member extending to the right is the short vertical member 31, An example is shown in which the extending longitudinal members are in a relationship of becoming longer longitudinal members 30. That is, an example is shown in which the relationship between the long longitudinal member 30 and the short longitudinal member 31 extending to the left and right is arranged in a mutually different relationship.

FIG. 5 shows a long longitudinal member 30 and a short longitudinal member 31 constituting the connecting body 4 and a single lateral member 32 which meshes with these longitudinal members 30, 31. . Here, for example, in FIG. 3, the total width dimension of the upper surfaces 20, 20 of the expansion joints 3, 3 is represented by L
In this case, the length of the long vertical member 30 is preferably, for example, at least about 3 L to 4 L, and the length of the short vertical member 31 is preferably, for example, at least about 2 L to 3 L. The width of these members 30, 31, 32 is about 2-3 cm, and the height is about 4-5 cm. Each of these members 30, 31, 32 is preferably formed of a wear-resistant rigid material substantially similar to the material constituting the expansion joint 3.

As shown in FIG. 5, the longitudinal members 30, 31
Notches 33, 33 are formed at one end of the. The depth a of the cutout 33 is substantially equal to the thickness of the upper surface 20 of the expansion joint 3. Further, the length b of the cut portion 33 is at most equal to the length from the end of the upper surface portion 20 to the vertical portion 21.
cm. Thereby, when the expansion joint 3 is assembled, as shown in FIG.
The notches 33 of the reference numerals 0 and 31 can be appropriately installed below the upper surface 20 forming the expansion joint 3. On the other hand, the upper surfaces of the other ends of the vertical members 30 and 31 are chamfered as indicated by reference numeral 38 so that the other ends are gradually buried in the asphalt layer 10. In addition, downward cutouts 34, 34 are formed at predetermined intervals on the lower surfaces of the vertical members 30, 31, respectively.

As shown in FIG. 5, the transverse member 32 has
A plurality of upward notches 35 are formed at intervals of, for example, about 10 cm. These notches 35
Engages with the notch 34 of the longitudinal members 30, 31;
A stable connecting body 4 is formed.

In the case of forming the connecting body 4 of the present invention, for example, first, the steel girders 12, 12 forming the bridge units 2, 2 adjacent to each other with respect to the column 5 (FIG. 2) are arranged at predetermined intervals. At this time, it is attached via the bearings 7 and 7. The expansion joint 3 is then placed on the ends of the steel girders 12,12.
Is fixed. As is well known, the steel girders 12, 12 and the expansion joints 3, 3 are securely fixed to the steel girders 12, 12 using bolts, nuts, spacers and the like. Do. At this time, care is taken so that the comb-shaped uneven portions 24 formed on the upper surface portion 20 of the expansion joint 3 properly engage with each other and maintain a constant interval. Then, the vertical portion 21 of this expansion joint 3
The slab layer 11 of the bridge unit 2 is arranged so that the ends of the concrete slab layer are in contact with each other.

After that, the connector 4 is assembled on the upper surface of the slab layer 11. First, on the upper surface of the slab layer 11, the horizontal members 32 (two in the illustrated example) constituting the connection body 4 are arranged at predetermined intervals. Then this transverse member 3
The long longitudinal member 30 and the short longitudinal member 31 are alternately arranged on each of the two, and the notch 34 of the longitudinal member and the notch 35 of the horizontal member are engaged with each other. At this time, it is necessary to arrange so that the cutout portions 33 of the vertical members 30 and 31 enter under the upper surface portion 20 constituting the expansion joint 3, as shown in FIG.

Then, using an instrument such as a level, the distance between the lateral member 32 and the concrete slab layer 11 is adjusted so as to be substantially the same height as the upper surface portion 20 forming the expansion joint 3. The height adjustment member 36 such as a spacer or a camber is inserted into the head for accurate height adjustment. After the accurate height adjustment is completed, the horizontal member 32 and the vertical members 30, 31 are fixed by welding. afterwards,
A mortar 37 is filled around the connection body 4 and solidified, and the connection body 4 is immovably fixed by the mortar layer 37. It is preferable that the thickness of the mortar layer 37 be 4 to 5 cm. It will be apparent to those skilled in the art that only one transverse member is required or unnecessary if the longitudinal member is secured by this mortar layer 37 or by the use of studs or the like.

Finally, the mortar layer 37 and the slab layer 1
The asphalt layer 10 is formed by laying asphalt on the upper surface of the device 1 and compacting it with a roller or the like.

FIG. 6 shows another embodiment of the present invention.
5 is a diagram similar to FIG. FIG. 3 or FIG.
The difference from the embodiment shown in FIG. 5 is that the connecting member 4 of the previous embodiment has a plurality of horizontal members 32, 32 and a plurality of vertical members 3
In this embodiment, the connecting body 40 is constituted by a vertically formed member 41 and a transverse member 42 meshing with the same. That is. Other points are the same as those of the embodiment shown in FIG. 3 or FIG. That is, in FIG. 6, the other end of the vertical member 41 whose one end is fitted below the upper surface 20 of the expansion joint 3 is larger than the shape of the uneven portion 24 formed on the upper surface 20. An uneven portion 43 having a comb tooth shape is formed. In this case, the length of the protruding portion 44 of the uneven portion 43 is preferably equal to the length of the long longitudinal member in FIG. 3, and similarly, the length of the concave portion 45 of the uneven portion 43 is preferably in FIG. Equal to the length of the short longitudinal member.
Further, in the embodiment shown in FIG. 6, the lengths of the projecting portions 44 are all shown to be equal lengths. However, the present invention is not limited to this, and as shown by a broken line 44a in FIG. The protruding portion may be configured to be longer than other protruding portions.

FIG. 7 shows a vertical member 41 and a plurality of horizontal members 42, 42 constituting a frame portion 40 of the other embodiment. In FIG. 7, only three protrusions 44 of the vertical member 41 are shown, but the number is not limited thereto, and may be larger or smaller. Further, the lengths of the protrusions 44 of the vertical member 41 are all the same in the illustrated example, but are not limited to this, and as described above, a part is indicated by a broken line 44a. Can be formed longer than others. When the road width is wide, the vertical member 41 and the horizontal members 42, 42 as shown in FIG. 7 can be sequentially connected to the side to expand the entire road width. The tip of the projection 44 is chamfered so that the tip is gradually buried in the asphalt layer.

As shown in FIG. 1, the start and end portions of the first and last bridge units 2 supported by the abutment 6 are held by the above-described expansion joints 3, respectively. On the other hand, a member corresponding to the upper surface portion 20 of the expansion joint 3 is fixed to the abutment 6, and is disposed to face the start and end portions of the first and last bridge units 2.

In the above embodiment, the frame portion is described as being disposed in the entire direction crossing the road surface.
If necessary, the frame portion may be provided only in an area where many wheels pass.

[0027]

According to the connecting member 4 of the present invention, which is made of a wear-resistant rigid member, the longitudinal members 30, 31 arranged in the longitudinal direction along the width direction of the road are alternately different. Because of its length, the strength between the expansion joint 3 and the asphalt pavement 10 is not suddenly changed, and the strength transition is relaxed so as to gradually change. Causes a natural variation in the degree of wear or abrasion of the bridge, and as a result, the generation of vibration and noise between the joint portion of the bridge and the road surface is significantly reduced.

In addition, since the pavement damage at the expansion joint portion of the bridge portion is reduced particularly on a highway, large vibration and noise transmitted to the steering wheel and the driver's cab via the tire when passing through the joint portion of the highway are reduced. Fewer and more comfortable driving.

Further, since the abrasion or abrasion between the expansion joint and the asphalt layer is reduced, repair work on the portion is reduced, and the occurrence of traffic congestion due to traffic regulation can be prevented. Further, the repair cost required for pavement in the vicinity of the expansion joint caused by this is greatly reduced, and traffic congestion caused by the repair is reduced, and the accompanying economic loss can be prevented.

[Brief description of the drawings]

FIG. 1 is a diagram showing an example of a bridge road 1 formed by connecting a plurality of bridge units 2 to each other by an expansion joint 3 of the present invention, and particularly functioning optimally as a part of a motorway. .

FIG. 2 is an enlarged detailed view of the front and rear ends of each adjacent bridge unit 2 supported on a support column 4, particularly the expansion joint 3 and the bridge unit 2 of the present invention.
Shows the relationship with the end shape.

FIG. 3 is a plan view of the expansion joint 3 according to the present invention, in which the arrangement of vertical members 30 and 31 extending left and right in directions away from each other from a pair of upper surfaces 20 and 20 engaged with the uneven portion 24; However, this shows an example in which the long vertical member 30 and the short vertical member 31 are arranged in the same relationship with each other.

FIG. 4 is a view similar to FIG. 3, but with a long longitudinal member 30 and a short longitudinal member 31 extending left and right from the top part 20;
Are arranged in a relationship different from each other.

FIG. 5 shows a perspective view of a long longitudinal member 30, a short longitudinal member 31, and a lateral member 32 which meshes with these longitudinal members constituting the connecting body 4. FIG.

FIG. 6 is a view similar to FIG. 3 or FIG. 4, showing another embodiment of the present invention.

FIG. 7 is a perspective view showing components of the embodiment shown in FIG. 6;

[Explanation of symbols]

1: Bridge road 2: Bridge unit 3: Expansion joint 4: Connection body 5: Strut 6: Abutment 7: Bearing 10: Asphalt layer 11: Concrete slab layer 12: Width girder 20: Upper surface 21: Frame body 22: Adhesion Part 24: Uneven part 30: Long longitudinal member 31: Short longitudinal member 32: Lateral member 33: Notch 34, 35: Notch 36: Height adjusting member 37: Mortar layer 38: Chamfer 40: Frame Part 41: Vertical member 42: Horizontal member 43: Uneven part 44, 44a: Projecting part 45: Depressed part

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 2D051 FA00 2D059 GG45 GG55 2E001 DH31 EA01 FA30 FA54 GA01 GA60 HB01 HB02 LA18 PA12

Claims (7)

[Claims] 1. A connecting body (4, 40) provided between an expansion joint (3) and a bridge unit (2) when connecting an end of the bridge unit (2) for forming a road with the expansion joint (3). One end is in contact with the expansion joint 3, and the other end is extended substantially in parallel to the width direction of the road so as to extend along the longitudinal direction of the bridge unit 2. Longitudinal members 30, 31; 41
A connection body for connecting an expansion joint and a bridge unit, wherein a length of the vertical member from the expansion joint 3 is alternately different. 2. A plurality of longitudinal members 30 and 31, each comprising an independent member, wherein the longitudinal members are long longitudinal members 30.
The connecting body according to claim 1, wherein the connecting body is formed by alternately arranging the short members and the short longitudinal members 31. 3. A method according to claim 1, wherein the plurality of vertical members are formed of an integrally formed member, and the vertical member is formed of an integrally formed member in which projections and depressions are alternately arranged. The connector according to claim 1, wherein 4. The connector according to claim 1, further comprising a horizontal member that crosses the vertical members. 5. An expansion joint (3) comprising an upper surface (20) forming the same plane as a road surface, and an upper surface (20).
And a fixing portion 22 fixedly held to the steel girder 12 constituting the bridge unit 2.
The length of the long longitudinal member is at least 3L to 4L, and the length of the short longitudinal member is at least 2L to 3L, where L is the total width dimension of 0. The connection body according to any one of the above. 6. The expansion joint according to claim 1, wherein the expansion joint and the longitudinal members are made of a wear-resistant rigid material having substantially the same strength. Connected body. 7. The connection body according to claim 1, wherein the horizontal member is embedded and fixed in the mortar layer 37, and the upper surface of the vertical member is arranged on the same plane as the asphalt layer 10.