JP4368044B2 - Anti-vibration structure of viaduct - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an anti-vibration structure for a viaduct, and more particularly to an anti-vibration structure for a viaduct that suppresses impact vibration generated at the beam end of an adjacent unit viaduct.
[0002]
[Prior art]
The conventional viaduct is constructed by continuously adjoining unit viaducts 50 as shown in the perspective view of FIG. The unit viaduct is independently constructed with a ramen structure composed of columns 51, beams 52 and slabs 53.
[0003]
The end portion 54 of each unit viaduct 50 is configured to secure an interval between adjacent slabs in order to relieve stress generated by expansion and contraction of the slab in the running direction due to temperature. However, in the case of roads, the rails are not installed.
[0004]
Since the conventional viaduct is configured as described above, the impact force generated at the end 54 of the unit viaduct 50 when the load of a passing train or vehicle suddenly changes and the cantilever between adjacent viaducts are supported. Many vibrations are generated by the resonance excited by the natural frequency of the beam portion 58.
[0005]
These vibrations have not been closely analyzed so far, but the present inventors have tried to analyze them, and for the first time, the actual frequency distribution constituting the vibration and its strength are revealed for the first time. It has become.
[0006]
FIG. 6 shows the power spectrum of the vibration generation state based on the above analysis results, taking as an example the case where the train travels on a viaduct at high speed.
[0007]
As shown in the figure, the pillars A to D show that vibrations are generated in each frequency region around 7 to 15 Hz, 17 to 22 Hz, and 30 Hz. In particular, the pillars arranged at the ends of the unit viaduct are shown. A and strut D have a high frequency component of 15 Hz or more, which is estimated to be due to impact loading due to the train approach, and a medium frequency component of 7 to 15 Hz due to resonance caused by the natural frequency of cantilever 58. It is clear that it is appearing.
[0008]
Since these vibrations are transmitted to the ground through each viaduct post, the surrounding ground may vibrate as the train travels, which may cause environmental problems.
[0009]
However, if the cantilever 58 is rigidly joined, temperature stress is generated in the viaduct due to expansion and contraction of the slab accompanying temperature change. Further, even if the tips of the cantilever portions 58 are pin-joined with each other, the natural frequency of the cantilever portions does not change, so that many vibrations are generated due to resonance of the cantilever portions 58.
[0010]
[Problems to be solved by the invention]
The present invention proposes a solution in view of the above situation, and it is an appropriate solution to specify the frequency of the factor and reduce the frequency by the simulation form constructed based on the analysis. We provide anti-vibration structures for viaducts that take measures.
[0011]
[Means for Solving the Problems]
The anti-vibration structure of the viaduct according to the present invention basically includes a unit viaduct composed of a ramen structure between a plurality of diameters and is continuously constructed by adjoining each other while maintaining a predetermined interval. Specifically, it is characterized in that a cylindrical body that is arranged in parallel with the axial center perpendicular to the horizontal direction intersecting with the beam direction is configured as a joint portion.
[0012]
As a result, the frequency of the viaduct, especially the high-order vibration generated due to the impact force generated at the end of the unit viaduct, can be greatly reduced due to abrupt transfer of the passing train or vehicle load. ing.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
The anti-vibration structure of the viaduct according to the present invention is adjacent to reduce the high-order vibration generated at the end of the unit viaduct due to the impact force generated when the load of the passing train or vehicle changes suddenly. Adjacent beams of the unit viaduct that are continuously formed are joined and integrated with each other.
[0014]
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In order to facilitate understanding, the same reference numerals are used to denote the same parts as those in the prior art.
[0015]
FIG. 1 is a perspective view of an embodiment showing a vibration isolation structure of a viaduct according to the present invention.
The viaduct vibration-proof structure according to the present invention is basically configured to suppress the vibration direction by mutually connecting the end portions 54 and 54 of each unit viaduct as shown in the partial sectional view of the drawing. In the present embodiment, the configuration of the joint portion 1 is formed as follows.
[0016]
The joint portion 1 for integrally joining the unit viaduct beams 52 to each other is arranged between the groove steels 2 and 2 disposed at the end portions 54 and 54 of each unit viaduct and the groove steels 2 and 2. It is composed of a hollow cylindrical steel pipe 3.
[0017]
The grooved steels 2 and 2 are fitted into the ends of the beam 52, and are integrally joined to the steel pipe 3 by welding while protecting the beam ends. The shape of the grooved steel 2 is not limited to this, and a flat plate simply attached to the end of the beam 52 or one surface on the upper surface of the beam that receives an impact at the end of the beam 52 is arranged. L-shaped steel may be used, and has a structure that can be fixed integrally with a steel pipe or the like that functionally constitutes an elastic portion.
[0018]
A plurality of hollow cylindrical steel pipes 3 in the present embodiment are arranged in a row in a horizontal direction intersecting the beam 52 with the axis center being vertical. The hollow cylindrical steel pipe 3 disposed between the beam ends is rigid in the direction of the axial center corresponding to the vertical direction of the beam, but is weak in the traveling direction perpendicular to the hollow cylinder, and thus is crushed. Even the elasticity is demonstrated.
[0019]
For this reason, the beam can be expanded and contracted freely for movement in the extension direction, but the ends of the beam are integrated with each other for movement in the vertical direction of the beam. Vibration generated in the beam state is suppressed.
[0020]
The vibration suppression state achieved by this embodiment is shown in FIG. As shown in the figure, according to this, although the tendency of vibration suppression is not remarkable for the 7 to 15 Hz medium frequency component generated by the resonance caused by the natural frequency, the high frequency of 15 Hz or higher due to the impact loading due to the train approach. The components are almost completely reduced, and it is clearly shown that the improvement effect is great.
[0021]
In the present embodiment, an ordinary steel pipe is adopted as the elastic cylindrical body, but the form is not limited to the steel pipe, and the upper and lower sides of the beam are flexible while being flexible with respect to movement in the extension direction of the beam. Various structures can be employed as long as they exhibit a function that is rigid with respect to movement in the direction.
[0022]
FIG. 3 shows various embodiments for the elastic cylinder. In FIG. 3 (a), the elastic cylindrical body is formed in an elliptical shape so that the soft property with respect to the movement in the extension direction of the beam can be further emphasized. This form has a rhombus shape shown in FIG. 3 (b). The same applies to the case.
[0023]
On the other hand, in the example of FIG. 3C, the diameter of the above-mentioned elastic cylindrical body is made small, and this is overlapped in multiple layers, so that it is flexible against the movement of the beam in the extension direction. Therefore, it exhibits a function that is rigid with respect to vertical movement.
[0024]
In this embodiment, when applied to a road or the like, the connecting portion is formed in a state of being cut into small intervals, so that the connecting interval can be made narrower than that of a vehicle tire or the like. A function that does not generate an impact force is added to the vehicle traveling above.
[0025]
Thereby, in the embodiment according to the present invention, the vibration generated at the beam end is further reduced.
[0026]
FIG. 4 is a perspective view of another embodiment showing the vibration isolation structure of the viaduct according to the present invention. As is clear from the partial cross section shown in the figure, in the present embodiment, a joint is formed by an elastic plate that is arranged in parallel with a predetermined gap formed in the horizontal direction intersecting the beam direction, and both ends are combined. ing.
[0027]
The joint 5 in the present embodiment is composed of two elastic steel plates 6 and 6 facing each other.
[0028]
The elastic steel plate 6 includes a flat plate portion 7 attached to the end portion 54 of the beam 52 and curved portions 8 and 9 that are integrally formed continuously at both ends thereof and are inclined to the opposite beam side. The elastic steel plate 6 is fixed with the flat plate portion 7 facing in the horizontal direction intersecting the direction of the beam 52, and the end portions 10 of the curved portions 8, 9 abut each other in the curved direction and are spaced between the flat plate portions 7. Are integrally coupled with bolts 11.
[0029]
Thus, as in the above-described embodiment, the beam can be expanded and contracted freely by deformation of the curved portions 8 and 9 inclined to the beam side with respect to the movement in the extending direction of the beam, but with respect to the vertical movement of the beam. Since the ends of the beams are integrated with each other, the vibration generated in the cantilever state is suppressed.
[0030]
Accordingly, in the present embodiment as well, the high frequency component of 15 Hz or higher due to the impact loading generated by the train approach is completely reduced as in the data of the above embodiment.
[0031]
And construction of junction part 5 in this embodiment is performed in the following order.
That is, the elastic steel plate 6 is manufactured by placing the flat plate portion 7 and the curved portions 8 and 9 continuing at both ends thereof separately by pressing or the like, and anchor bolts for attaching the elastic steel plate are embedded in the beam end portion in advance. It is.
[0032]
Accordingly, the elastic steel plate 6 is attached in such a manner that the elastic steel plate 6 is first placed in a state in which the curved portions 8 and 9 are inclined to the opposite beam side, and the flat plate portion 7 is intersected with the beam direction at each end portion 54. It sticks in the direction of.
[0033]
Next, the unit viaducts are integrally coupled to each other by joining with the bolts 11 while abutting the end portions 10 of the bending portions 8 and 9 in the bending direction.
[0034]
As is clear from the above detailed description, the structure of the joint portion in the present embodiment is the same as that of the above embodiment in terms of the mechanism, so that it is mutually However, the cantilever beams are restrained from being vibrated because they are integrated with each other for the vertical movement of the beams.
[0035]
In the above embodiment, the position where the unit viaducts are integrally joined at the joint has been described as the middle of each unit viaduct, but in order to further suppress vertical vibration at the joint, It is also possible to provide reinforcing struts that support the beams on both sides, and to form a joint portion in the vicinity of the struts that support one unit viaduct.
[0036]
As described above, the vibration isolation structure of the viaduct according to the present invention has a structure in which independent unit viaducts composed of a ramen structure between a plurality of diameters are continuously arranged adjacent to each other while maintaining a predetermined interval. 15Hz or more generated due to the impact force generated at the end of the unit viaduct due to the rapid transfer of the train load passing through the bridge. A significant reduction effect has been established with respect to the higher-order frequencies.
[0037]
As described above, the vibration isolation structure of the high bridge according to the present invention has been described in detail based on the embodiment. However, the present invention is not limited to the above embodiment, and in the high bridge constructed continuously adjacent to each other. As a matter of course, various modifications can be made without departing from the spirit of the invention in which adjacent unit viaduct beams are joined and integrated.
[0038]
【The invention's effect】
The anti-vibration structure of the viaduct according to the present invention is composed of a unit viaduct composed of a ramen structure between a plurality of diameters, and continuously adjacent to each other while maintaining a predetermined interval. Since they are integrated, the effect of greatly improving the reduction of the vibration frequency in the viaduct, particularly in the higher order, is exhibited.
[0039]
The anti-vibration structure of the viaduct according to the present invention is the above-described anti-vibration structure of the via- bridge, wherein the joint portion is composed of an elastic cylindrical body arranged in parallel with the axis in the horizontal direction intersecting the beam direction. In addition to the above-described effects, the simple construction using simple structural members has the effect of reducing costs by manufacturing inexpensively and shortening the construction period.
[0040]
The anti-vibration structure of the viaduct according to the present invention is an elastic plate body in which, in the above-described anti-vibration structure of the via-bridge, a predetermined gap is formed in the horizontal direction intersecting the beam direction and arranged in parallel, and both ends are combined. In addition to the above-described effects, the simple structure member is used to produce an inexpensive product and reduce costs.
[Brief description of the drawings]
FIG. 1 is a perspective view of an embodiment showing an anti-vibration structure of a viaduct according to the present invention for joining ends of unit viaducts. FIG. 2 is a power spectrum diagram for each reduced frequency in the embodiment of FIG. 3 is another embodiment of the elastic cylinder in the embodiment of FIG. 1. FIG. 4 is a cross-sectional side view of another embodiment showing the vibration isolating structure of the present invention for joining the ends of unit viaducts. [Figure 5] Side sectional view showing a conventional viaduct [Figure 6] Power spectrum diagram for each frequency in a conventional viaduct [Explanation of symbols]
1 joint, 2 channel steel, 3 cylindrical steel pipe, 5 joint,
6 elastic steel plate, 7 flat plate portion, 8, 9 curved portion, 10 end portion,
11 volts,
50 unit viaduct, 51 struts, 52 beams, 53 slabs,
54 unit viaduct end, 55 spacing between adjacent beams, 56 rails,
57 gap between adjacent slabs, 58 cantilever,

Claims (1)

A unit viaduct composed of a ramen structure between a plurality of diameters is a viaduct that is continuously formed adjacent to each other while maintaining a predetermined interval,
Hollow cylindrical steel pipes arranged between beam ends by joining adjacent beams together with cylindrical bodies arranged parallel to each other in the horizontal direction perpendicular to the beam direction. Is a viaduct vibration-proof structure characterized in that it is rigid in the axial direction corresponding to the vertical direction of the beam and weak in the running direction perpendicular to the hollow cylindrical body .

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