JP2011080282A - Expansion device of joint section of road bridge - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress an impact when a vehicle passes on a joint section of a road. <P>SOLUTION: Large trapezoidal protruding portions 12a and 22a greatly protruding to the side of a joint gap 31, and small trapezoidal protruding portions 12b and 22b with a relatively small amount of protrusion are formed on road surface members 12 and 22, respectively. Large recessed portions 22c and 12c greatly recessed to the other side of the joint gap 31, and small recessed portions 22d and 12d with a relatively small amount of depression are formed on the road surface members 12 and 22, respectively. Thus, since various sizes of the protruding portions are set, the timing of the passage of a wheel on the leading end of the protruding portion is dispersed, reducing the probability of the concurrent application of the great impact to both the right and left wheels of the vehicle, with a probable and average reduction in the impact. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a telescopic device for a road bridge joint.

  2. Description of the Related Art Generally, an expansion / contraction device for a road joint is provided with a pair of road surface members extending in the longitudinal direction of the seam, and a wavy gap is formed between both road surface members. More specifically, for example, each road surface member is formed with a convex portion protruding in a trapezoidal shape in a direction facing each other and a relatively recessed concave portion, and the convex portion of one road surface member and the other road surface member The above-mentioned corrugated clearance is formed by facing the concave portions so as to mesh with each other (see, for example, Patent Document 1).

  In the expansion / contraction device in which the wavy gap is formed as described above, when the vehicle tire is applied to the portion where the unevenness of the road surface member is engaged, the wheel load is reduced compared to the expansion / contraction device in which the straight gap is formed. By slowly moving from one convex portion to the other convex portion, an impact applied to the vehicle when the vehicle passes through the road joint portion is reduced.

JP-A-5-339906

  However, the conventional expansion and contraction device has a problem that it is not easy to significantly suppress the impact when the vehicle passes through the road joint even if the wavy gap is formed on the road surface member as described above. Was.

  Accordingly, the inventors of the present application have obtained the following knowledge as a result of various studies.

  In other words, the impact applied to the vehicle is small when the wheel load moves slowly from one to the other when the tire moves from one road surface member to the other road surface member, and increases as the tire moves in a short time. Therefore, for example, when the convex part formed on the road surface member has a trapezoidal shape, when the tire passes the hypotenuse part of the trapezoid, the impact is relatively small, and the tip part of the convex part When passing through (the upper bottom portion of the trapezoid), that is, for example, when the tire once falls between two road surface members, the impact is relatively large.

  From the above, the magnitude of the impact applied to the vehicle has the following tendency. That is, when the vehicle passes through the road joint, the impact is the smallest when both the left and right wheels pass through the slope of the convex portion of the road surface member, and the lowest when both wheels pass through the tip of the convex portion. The impact is great. Further, when one wheel passes through the slope portion of the convex portion and the other wheel passes through the tip portion, an impact between the two is applied.

  Here, when an individual vehicle actually passes through the road joint, which of the above cases corresponds to a probability problem is random.

  The inventors of the present application have further considered the vehicle on the impact side, and as a result, the following may be considered for the impact applied to the vehicle. In other words, even when the impact applied to the left and right wheels is the same, the momentary impact is smaller when applied at a timing shifted by one wheel than when both wheels are applied simultaneously, The impact of the vehicle as a whole is reduced.

  As a result of combining these findings, even if the impact of the wheel passing through the tip of the convex part of the road surface member itself cannot be reduced, the position of the tip is dispersed in the direction of the vehicle, so At the same time, it has been found that it is possible to reduce the probability that an impact is applied from the tip portion of the convex portion, and therefore it is possible to reduce the probability that the maximum impact occurs, and the present invention has been made.

That is, the invention according to claim 1
In the expansion / contraction device of the road bridge joint portion in which a bending space is formed between a pair of road surface members extending in the longitudinal direction of the seam of the road bridge,
The gap includes a first corrugated gap portion that bends and extends in the longitudinal direction of the joint, and a second corrugated gap portion that bends and extends in the longitudinal direction of the joint at a position shifted in the bridge length direction from the first corrugated gap portion. It is characterized by.

  As a result, the first corrugation gap portion and the second corrugation gap portion formed between the road surface members bend at positions shifted in the bridge length direction and extend in the joint longitudinal direction, so that the bending position is in the bridge length direction. Distributed. Therefore, the probability that an impact is simultaneously applied to the left and right wheels of the vehicle passing through the road joint portion is reduced. Therefore, the probability that a large impact is applied to the vehicle and the average magnitude of the impact are reduced as compared with the case where the waveform shape between the waveform play provided on the road surface member is uniform.

  Actually, it is possible that the degree of effect obtained varies depending on the width of the tire and the corrugated shape between the road surface members, but on the other hand, the mechanism described above reduces the impact even if the degree is different. It can be said that it contributes to. Therefore, the present invention can also be applied to an expansion / contraction device in which a strip-shaped uneven portion that is thinner than the width of the tire is formed on a road surface member, such as an expansion / contraction device called a finger type. .

  In addition, the road surface member includes a pair of road surface members extending in the longitudinal direction of the seam of the road bridge, and the road surface member has a convex portion protruding toward the other side and a concave portion relatively recessed, and each convex portion The concave portions are alternately provided in the longitudinal direction of the seam, and the convex portions of one road surface member and the other road surface are formed so as to form a wavy gap extending between the road surface members and extending in the longitudinal direction of the seam. In the telescopic device of the road bridge joint portion where the concave portion of the member is opposed, each of the road surface members has a first convex portion and a second convex portion, each of which has a tip position relatively displaced in the longitudinal direction of the bridge. The first convex portion may form a first corrugated gap portion, and the second convex portion may form a second corrugated gap portion shifted from the first corrugated gap portion in the bridge length direction.

  As a result, the first and second convex portions as described above are formed on the road surface member, whereby the bending positions of the first and second corrugated gap portions are dispersed in the bridge length direction. Therefore, the probability that an impact is simultaneously applied to both the left and right wheels of the vehicle passing through the road joint portion is also reduced, and the probability that a large impact is applied to the vehicle and the average magnitude of the impact are reduced.

  Here, for example, the first and second convex portions may be formed in a trapezoidal shape.

In addition, each of them further comprises a pair of vertical plates extending in the longitudinal direction of the seam of the road bridge,
The said road surface member may comprise plate shape, and it may be provided in the upper end part of each vertical board, respectively, with a plate | board surface sideways.

  Each of the road surface members may include a pair of vertical plates extending in the longitudinal direction of the joint of the road bridge and having an upper end surface exposed to the road surface, and the road surface member may be constituted by the upper end surface of the vertical plate.

  Further, each of the pair of road surface members has a large convex portion group in which two large convex portions are provided adjacent to each other in the longitudinal direction of the joint of the road bridge, and a small convex portion provided between the large convex portion sets. Both road surface members are formed such that a repetitive pattern with the convex portions is formed, and the small convex portions on the other road surface member are opposed to the concave portions between the two large convex portions constituting the large convex portion set on one road surface member. May be arranged.

  Further, each road plate includes a pair of vertical plates extending in the longitudinal direction of the seam of the road bridge, the road surface member has a plate shape, and is provided with the plate surface sideways at the upper end portion of each vertical plate. In each pair of vertical plates, the vertical plate portion located below the large convex portion set of the road surface member protrudes toward the opposing vertical plate, and is located below the portion between the large convex portion sets of the road surface member. The vertical plate portion may be formed in a waveform that is recessed on the side opposite to the relatively opposing vertical plate side.

  The road surface member has a plate shape and is provided with the plate surface sideways, and a back-side convex portion protruding in a direction opposite to the play gap and a relatively concave back-side concave portion are formed on the road bridge. You may form alternately by the joint longitudinal direction.

  In addition, the gap may be formed in a shape along a periodic curve in which a plurality of periodic functions having different periods and amplitudes are combined.

  As described above, according to the present invention, the position of the tip portion is dispersed in the direction of travel of the vehicle, so that even when the impact of the wheel itself passing through the corrugated gap portion between the road surface members cannot be reduced, the left and right wheels can be reduced. At the same time, the probability that an impact is applied can be reduced, and therefore the probability that a maximum impact occurs can be reduced.

It is sectional drawing of the expansion-contraction apparatus of the road bridge joint part which concerns on Embodiment 1. FIG. It is a perspective view of the expansion-contraction apparatus which concerns on the same form. It is a perspective view showing joint member 10 concerning the form. It is a perspective view showing joint member 20 concerning the form. It is a top view of the expansion-contraction apparatus which concerns on the same form. FIG. 6 is a view taken along line VI-VI in FIG. 5. It is the VII-VII arrow line view of FIG. It is a VIII-VIII arrow directional view of FIG. It is the IX-IX line arrow directional view of FIG. It is a perspective view of the expansion-contraction apparatus of the road bridge joint part which concerns on the modification 1. FIG. It is a perspective view of the expansion-contraction apparatus of the road bridge joint part which concerns on the modification 2. FIG. It is a top view of the expansion-contraction apparatus of the road bridge joint part which concerns on the modification 3. FIG. It is a top view of the expansion-contraction apparatus of the road bridge joint part which concerns on the modification 4. FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In each of the following embodiments and modifications, components having functions similar to those of the other embodiments and the like are denoted by the same reference numerals and description thereof is omitted.

Embodiment 1
(Structure of telescopic device)
FIG. 1 shows a road bridge joint portion where a road bridge joint extension device 1 according to the present invention is installed. In the figure, 2 is a road bridge body (concrete slab or concrete girder), and 3 is pavement. The telescopic device 1 includes a pair of steel joint members 10 and 20 and a rubber seal plate 51 as main members. The telescopic device 1 is fixed to the road bridge main bodies 2 and 2 by placing post-cast concrete 5 and 5 on the notched step portions 4 and 4 formed at the ends of the road bridge main bodies 2 and 2 on both sides thereof. Has been.

  As shown in FIGS. 2 to 4, each of the joint members 10, 20 has a plate surface at the upper end of the vertical plates 11, 21 that bend in a wave shape and extend in the longitudinal direction of the road bridge joint (road bridge width direction). A horizontal road surface member 12, 22 is provided, and a gap 31 is formed between the road surface members 12, 22. Here, FIG. 4 shows a perspective view of the joint member 20 viewed from the posture of FIG.

  The above-mentioned vertical plates 11 and 21 are bent in a wave shape, and projecting walls 11 a (FIG. 3) and 21 a (FIG. 2, FIG. 2) projecting to the gap 31 side (the vertical plate 21 side or the vertical plate 11 side that face each other). 4) and relatively recessed recess walls 11d and 21d are provided. The convex walls 11a and 21a are composed of lower convex walls 11b and 21b and upper convex walls 11c and 21c that are offset from the vertical plates 21 and 11 facing the lower convex walls 11b and 21b. Has been. The lower convex wall 11b, 21b and the upper convex wall 11c, 21c are joined by welding, for example, but may be integrally formed. By adopting such an offset structure, the amount of overhang of the cantilever road surface members 12 and 22 can be kept small, while a space for providing a seal plate 51 described later is secured. A plurality of anchors 41 for fixing the joint members 10, 20 to the road bridge body 2 are provided on the rear surfaces of the vertical plates 11, 21 at intervals in the longitudinal direction of the road bridge joint.

  Although not particularly limited, the road surface members 12 and 22 each have a trapezoidal shape and are formed with large convex portions 12a and 22a and small convex portions 12b and 22b that protrude toward the facing road surface members 22 and 12, respectively. Yes. The large convex portions 12a, 22a are provided at the positions of the convex walls 11a, 21a of the vertical plates 11, 21, while the small convex portions 12b, 22b are at the positions of the concave walls 11d, 21d of the vertical plates 11, 21. Is provided. The large convex portion 12a is formed such that, for example, the protrusion amount with respect to the position of the concave wall 11d is larger than that of the small convex portion 12b. Similarly, the large convex portion 22a is formed such that, for example, the protrusion amount with respect to the position of the concave wall 21d is larger than that of the small convex portion 22b.

  The road surface member 12 is formed with a large concave portion 12c and a small concave portion 12d so as to face the large convex portion 22a and the small convex portion 22b of the road surface member 22, respectively. Similarly, a large concave portion 22c and a small concave portion 22d are formed in the road surface member 22 so as to face the large convex portion 12a and the small convex portion 12b of the road surface member 12, respectively. The gap 31 is formed between these irregularities so as to form a waveform.

  Furthermore, the arrangement pattern of the said uneven | corrugated | grooved part longitudinal direction in each road surface member 12 and 22 is as follows. Here, FIG. 2 and the like show the concavo-convex pattern for one cycle, but in the following description, it is assumed that such a pattern is repeatedly arranged continuously. That is, as for the arrangement pattern of the concavo-convex portions of the joint members 10 and 20, the same pattern is continuously repeated. Specifically, for example, in the joint member 10 (or 20), two large convex portions (for example, large convex portions 12a and 12a) sandwich a small concave portion (for example, small concave portion 12d) in the longitudinal direction of the road bridge joint portion. They are arranged next to each other (hereinafter referred to as “large convex portion group”). Two large concave portions (for example, large concave portions 22c and 22c) are disposed between the two large convex portion sets, that is, between the large convex portions (for example, large convex portions 22a and 22a) closer to each other that constitute each large concave portion set. ) Between the small convex portions (for example, small convex portions 22b).

  Moreover, the large convex part 12a and the small convex part 12b in the road surface member 12 are arrange | positioned in the position facing the large recessed part 22c and the small recessed part 22d in the other road surface member 22, respectively. Similarly, the large convex portion 22a and the small convex portion 22b in the road surface member 22 are disposed at positions facing the large concave portion 12c and the small concave portion 12d in the other road surface member 12, respectively. By such an arrangement of the concavo-convex portions, the clearance 31 between the road surface members 12 and 22 has, for example, a waveform in which a plurality of periodic functions such as substantially sine curves having different periods and amplitudes are combined, In addition, the center position of the amplitude is formed so as to sequentially change along the longitudinal direction of the road bridge joint.

  That is, a bending gap is formed between a pair of road surface members extending in the longitudinal direction of the seam of the road bridge, and as the gap, a first corrugated gap extending and extending in the longitudinal direction of the seam, and a bridge from the first corrugated gap It has a configuration including a second corrugated gap portion that bends at a position shifted in the longitudinal direction and extends in the longitudinal direction of the joint.

  Each of the vertical plates 11 and 21 is provided with a shelf member 13 or a shelf member 23, and a seal plate 51 is spanned between the both shelf members 13 and 23. Specifically, a belt-like shelf member 13 having a constant width is joined to the lower end surface of the vertical plate 11 (see FIG. 3). On the other hand, the vertical plate 21 has a side edge shape along the corrugated shape of the vertical plate 21 at a position higher than the lower end of the side surface on the opposite road surface member 12 side, that is, different from the shelf member 13. Are joined (see FIG. 4). A portion of the shelf member 23 joined to the concave wall 21d of the vertical plate 21 is provided with a hanging portion 23b that hangs along the vertical plate 21 from the side edge of the horizontal portion 23a. It comes to be joined more firmly. That is, the shelf member 23 is formed in a shape obtained by cutting a part of the angle member along the corrugated shape of the vertical plate 21. Although not particularly limited, the shelf member 23 shown in FIG. 4 is formed by joining, for example, a member whose overall length is ½ of the total length of the vertical plate 21 for ease of manufacture. On the lower end surface of the vertical plate 21, a trapezoidal bottom plate 24 is provided only in a portion corresponding to the convex wall 21a.

  Both shelf members 13 and 23 are provided with bolt holes 13a and 23c for attaching a seal plate 51 as will be described later, and nuts 54 (see FIG. 1) are welded to the lower surface side.

  The seal plate 51 is laid so that the central portion of the seal plate 51 bulges downward from between the shelf members 13 and 23 and both side edges are in contact with the upper surfaces of the shelf members 13 and 23 (see FIG. 1). ). The joint members 10 and 20 are provided with a unit length (for example, a length of 1 to 3 m in the longitudinal direction of the seam) of the road bridge joints in the seam longitudinal direction, but the seal plate 51 has a sealing property. For improvement, it is formed by a rubber plate continuous over the entire length in the longitudinal direction of the joint of the road bridge joint. However, a plurality of rubber plates may be joined together. The side edge of the seal plate 51 is sandwiched between the shelf members 13 and 23 and the holding plates 52 and 53, and is fixed by fastening nuts 54 and bolts 55 welded to the lower surfaces of the shelf members 13 and 23. Has been.

  The side edges of the pressing plates 52 and 53 are bent upward to form upright portions 52a and 53a. In the space surrounded by the upright portions 52a and 53a of the holding plates 52 and 53, the side edges of the seal plate 51, the upper surfaces of the shelf members 13 and 23, and the side surfaces of the vertical plates 11 and 21, seal rubber 58, 59 (for example, silicon rubber) is filled. Thereby, the water stop of the whole between joint members 10 and 20 is raised. The standing portions 52a and 53a do not necessarily have to be formed. However, by forming the upright portions 52a and 53a, a large space for filling the seal rubbers 58 and 59 is secured, so that the water stoppage can be more reliably increased. .

  Further, between the vertical plates 11 and 21, there are provided a stuffing 56 supported on both sides of the lower surface of the shelf members 13 and 23, and a stuffing 57 supported by the stuffing 56. The road surface members 12 and 22 are in contact with the lower surfaces of the large convex portions 12a and 22a and the small convex portions 12b and 22b. The stuffing 56 is made of, for example, a relatively hard polystyrene material. The stuffing 57 is formed, for example, by solidifying a liquid rubber sealant. These paddings 56 and 57 are formed to have a width corresponding to the distance between the opposing vertical plates 11 and 21 when the width of the gap 31 is maximum in the free state, and when the width of the gap 31 is narrow, the vertical plates It is compressed to 11 and 21, and is shrunk.

  Next, the relationship between the arrangement of the bolts 55 for attaching the seal plate 51 to the shelf members 13 and 23 and the shape of the gap 31 will be described with reference to FIG. Here, in FIG. 5, for the sake of convenience, the paddings 56 and 57 are omitted, and the bolts 55 and the like are drawn with solid lines.

  The position of the bolt 55 is arranged at a position where a tightening operation can be performed from the gap 31. Note that the bolt 55 does not necessarily need to be completely in the region projected from directly above the gap 31 as long as the tool can be appropriately tightened even if the tool is slightly inclined. Therefore, even after the telescopic device 1 is fixed to the road bridge main bodies 2, 2, it is possible to easily replace the seal plate 51 without scooping the post-cast concrete 5.

  Further, as described above, the gap 31 is not a waveform having a constant amplitude in the longitudinal direction of the road bridge joint portion, but the amplitude of the gap is formed by forming the large and small uneven portions on the road surface members 12 and 22 as described above. The size and the center position of the amplitude are formed so as to change sequentially. For this reason, for example, the gap 31 formed between the small concave portion 12d of the road surface member 12 and the small convex portion 22b of the road surface member 22 may be located near the center of the amplitude in the waveform shape of one cycle or more of the gap 31. Become more. In such a case, the bolts 55 for attaching the seal plate 51 to any of the joint members 10 and 20 can be arranged at a relatively short interval. That is, for example, when the large protrusions 12a and 22a have a trapezoidal shape, when the bolts 55 are arranged so as not to be covered near the roots of the large protrusions 12a and 22a, the distance between the bolts 55 is Although it tends to be long, when the small convex portions 12b and 22b are formed as described above, it can be easily arranged at short intervals in the vicinity of the tip portion, so that as a whole, the seal plate 51 The adhesion to the shelf members 13 and 23 can be improved, and the water stoppage can be increased.

  As described above, the road surface members 12 and 22 are provided with large and small uneven portions (large convex portions 12a and 22a, small convex portions 12b and 22b, large concave portions 12c and 22c, and small concave portions 12d and 22d) to form a gap 31. Then, the position in the vehicle running direction (direction perpendicular to the longitudinal direction of the road bridge joint portion) of the gap 31 formed at the tip of the convex portion is dispersed at various positions depending on the size of the convex portion. Will be.

  Here, the impact applied to the vehicle is small when the tire is applied to both the road surface members 12 and 22 and the wheel load is gradually moved from one to the other, and becomes larger as the tire is moved in a short time. Therefore, when the convex portion has a trapezoidal shape as described above, it passes through the upper base (the tip of the convex portion) rather than the tire passing through the hypotenuse of the trapezoid. The impact is relatively greater.

  On the other hand, when the impact applied to the vehicle is applied to the left and right wheels at the same time, the magnitude of the instantaneous impact is smaller when applied at a timing shifted by one wheel.

  Therefore, if the road surface members 12 and 22 are formed with large and small uneven portions as in the present embodiment, and the tip positions of the convex portions are dispersed in the vehicle running direction, the probability that an impact is simultaneously applied to both the left and right wheels is low. Become. Therefore, compared with the case where the unevenness provided on the road surface member 12, that is, the waveform shape of the gap 31 is uniform, the probability that a large impact is applied to the vehicle and the average magnitude of the impact are reduced.

(Construction method)
Next, the construction method of the expansion / contraction device for the road bridge joint will be described in the order of steps.
(1) The notch step 4 is formed by punching out the box at the end of the road bridge body 2 at the time of placing the concrete, or by excavating it afterwards (see FIG. 1).
(2) The joint members 10 and 20 are installed in a state where the clearance 31 has a predetermined size. In this installation, for example, the joint members 10, 20 are cross-attached to the upper surfaces of the joint members 10, 20. What is necessary is just to suspend 20.
(3) While appropriately connecting the reinforcing bars extending in the longitudinal direction of the road bridge joints to the anchors 41 of the joint members 10 and 20, the anchors 41 and appropriate portions of the reinforcing bars are connected to the existing reinforcing bars (floor arrangement of the road bridge main body 2). To the muscle).
(4) Placing the post-cast concrete 5 to the notch step 4 to the road surface height.
(5) Remove the reed from the joint members 10 and 20.
(6) As shown in FIG. 6 to FIG. 9, the seal plate 51 is bulged downward from between the two shelf members 13 and 23, and the side edges are the upper surfaces of the two shelf members 13 and 23. Is further laid down so as to be in contact with each other, further pressed by the pressing plates 52 and 53, and the bolts 55 are inserted into the bolt holes 13a and 23c, screwed into the nuts 54 welded to the lower surfaces of the shelf members 13 and 23, and fixed. .

  Specifically, for example, the bolt 55 appearing in the VI-VI cross section of FIG. 5 is formed between the small convex portion 12b of the road surface member 12 and the small concave portion 22d of the road surface member 22, as shown in FIG. For example, a box wrench can be inserted in the direction indicated by the arrows A and B from the gap 31 and tightened.

  Further, among the bolts 55 appearing in the section VII-VII in FIG. 5, the bolt 55 to be fastened to the shelf member 13 is, as shown in FIG. 7, from the clearance 31 between the large concave portion 12c and the large convex portion 22a, the arrow C It can be tightened in the direction indicated by. In FIG. 7, the bolt 55 to be fastened to the shelf member 23 is depicted as being covered by the large convex portion 22a of the road surface member 22, but the bolt 55 is actually shown in FIG. Since it is shifted from the cross-sectional position in the longitudinal direction of the road bridge joint, it can be tightened.

  Similarly, one of the bolts 55 appearing in the section VIII-VIII in FIG. 5 can be tightened in the direction indicated by the arrow D from the gap 31 between the large convex portion 12a and the large concave portion 22c, as shown in FIG. . The other bolt 55 can also be tightened at a position shifted in the longitudinal direction of the road bridge joint.

  Further, as shown in FIG. 9, the bolt appearing in the IX-IX cross section of FIG. 5 can be tightened in the direction indicated by the arrows E and F from the gap 31 between the small concave portion 12d and the small convex portion 22b.

In addition, it is not limited to attaching the seal plate 51 after the expansion device 1 is fixed by the post-cast concrete 5 as described above, but the post-cast concrete 5 is placed after the seal plate 51 is first attached by the bolt 55. It may be.
(7) After the seal rubbers 58 and 59 are filled between the side edge of the seal plate 51 and the vertical plates 11 and 21, the fillings 56 and 57 are packed between the vertical plates 11 and 21. Specifically, for example, after filling a filling 56 such as a polystyrene foam material, a liquid rubber sealant is injected and solidified to form the filling 57.
(8) When replacing the seal plate 51 after the construction, first, the fillings 56 and 57 are removed, and then the bolts 55 are loosened in the reverse order of the above (6), so that the old seal plate 51 is entirely or What is necessary is just to attach the new sealing board 51 by the same procedure, after removing partially. That is, the seal plate 51 can be easily replaced without scraping the post-cast concrete 5. Moreover, it can maintain the same water-stopping and reliability as the first construction.

-Modification 1-
In the first embodiment, the upper convex walls 11c and 21c in the convex walls 11a and 21a of the vertical plate 11 are provided at positions offset toward the vertical plates 21 and 11 facing the lower convex walls 11b and 21b. Although an example was shown, it is not restricted to this, For example, as shown in FIG. 10, you may form the upright convex part walls 11a and 21a up and down. That is, for example, when the conditions such that a sufficient space for attaching the seal plate 51 can be secured and the protruding amount of the road surface members 12 and 22 are within a range where sufficient strength can be maintained are satisfied, the flat protrusion as described above is satisfied. By forming the part walls 11a and 21a, the configuration can be simplified.

-Modification 2-
Further, as shown in FIG. 11, the vertical plates 11 and 21 may be configured by flat straight walls 11 e and 21 e that extend over the entire length of the road bridge joint in the longitudinal direction. That is, the strength and rigidity are reduced as compared with the case where the vertical plates 11 and 21 have a corrugated shape, but if the required specifications are still satisfied, the configuration can be greatly simplified.

  In addition, in order to compensate for the strength decrease due to the increase in the amount of overhang of the road surface members 12, 22, a reinforcing plate 61 extending between the vertical plates 11, 21 and the road surface members 12, 22 may be provided.

-Modification 3-
The road surface members 12 and 22 are not limited to projecting from the vertical plates 11 and 21 only to the facing road surface members 22 and 12 respectively, but also projecting to the opposite side to the road surface members 22 and 12 as shown in FIG. The sections 12e and 22e may be overhanged so that the vertical plates 11 and 21 and the road surface members 12 and 22 have a T-shaped cross section. In this way, the road surface members 12 and 22 are projected to the opposite side to the road surface members 22 and 12 to widen the width of the road surface members 12 and 22 so that the large convex portions 12a and 22a are on the road surface members 22 and 12 side. Even if the cantilever-like protrusion amount is increased, it is possible to easily withstand the wheel load applied to the large convex portions 12a and 22a.

  Here, the road surface members 12 and 22 may be projected so that the side edge on the opposite side to the road surface members 22 and 12 is linear, but in the case of projecting like the convex portions 12e and 22e, Post-cast concrete 5 (see FIG. 1) can be placed from both sides of the convex portions 12e and 22e, and a concrete compactor can be applied from both sides of the convex portions 12e and 22e. It is possible to increase the strength of the post-cast concrete 5 by turning the cast concrete 5 to the bottom surfaces of the convex portions 12e and 22e to every corner and sufficiently rotating the cast concrete 5 to the back surfaces of the vertical plates 11 and 21. In addition, even if the upper surface of the post-cast concrete 5 is slightly worn due to crushing, the running performance of the vehicle is not greatly reduced.

-Modification 4-
The road surface members 12 and 22 are not limited to plate-like members as described above, and the upper end surfaces of the vertical plates 11 and 21 may constitute the road surface members 12 and 22 as shown in FIG. Good. In the example of the figure, the vertical plates 11 and 21 have the same large convex portions 12a and 22a, small convex portions 12b and 22b, large concave portions 12c and 22c, and small concave portions 12d and 22d as described in the first embodiment. It is formed by being bent into a corrugated shape corresponding to. The bottom plates 14 and 24 are joined to the lower end surfaces of the vertical plates 11 and 21. Then, post-cast concrete is placed on the back side of each of the vertical plates 11 and 21, and the upper end surfaces of the vertical plates 11 and 21 are exposed to the road surface, whereby the road surface members 12 and 22 are configured. Even in such a configuration, the effect of improving the running performance due to the deviation of the tip positions of the convex portions can be obtained similarly.

1 Telescopic device
2 road bridge body
3 Paving
4 Notch steps
5 Post-cast concrete
10,20 Joint member
11, 21 Vertical plate
11a, 21a Convex wall
11b, 21b Lower convex wall
11c, 21c Upper convex wall
11d, 21d recessed wall
11e, 21e straight wall
12,22 Road surface member
12a, 22a Large convex part
12b, 22b Small convex part
12c, 22c large recess
12d, 22d small recess
12e, 22e Convex part
13,23 Shelf member
13a, 23c Bolt hole
23a Horizontal part
23b hanging part
24 Bottom plate
31 Yuma
41 Anchor
51 Seal plate
52, 53 Presser plate
54 Nut
55 volts
56,57 Stuffing
58, 59 Seal rubber
61 Reinforcing plate
62 Shelf member

Claims (1)

In the expansion / contraction device of the road bridge joint portion in which a bending space is formed between a pair of road surface members extending in the longitudinal direction of the seam of the road bridge,
The gap includes a first corrugated gap portion that bends and extends in the longitudinal direction of the joint, and a second corrugated gap portion that bends and extends in the longitudinal direction of the joint at a position shifted in the bridge length direction from the first corrugated gap portion. Telescopic device for road bridge joints.

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