JPS6233902A - Joint of road - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a road joint constructed at a joint portion of a road bridge.

(Prior Art) As for road joints, a blind area type is generally known in which joint paving is applied to the bridge surface paving to cover the gaps at the road joints. For example, page 5 of the Road Bridge Expansion Equipment Handbook published by the Japan Road Association describes a system in which waterproof joints are filled between the transoms of opposing deck slabs, paving is applied on top of the waterproof joints, and cutter joints are provided on top.

In the case of a conventional blind ground type joint, when it is first constructed, it does not generate noise or vibration even when a vehicle passes by, and is in an ideal condition for vehicle driving.

However, cracks that occur in the pavement spread approximately linearly in the direction of the road [11] due to the expansion and contraction of the slab and the immobility of the edges of the slab due to flexure. Alternatively, it may collapse, creating a wide groove across the entire width of the road.

(Object of the Invention) The present invention aims to prevent the cracks that occur in the pavement from becoming irregular in the blind area type joins 1 to 1, in other words, so that cracks that extend obliquely to the bridge axis direction occur. In addition to preventing cracks from interfering with the running of vehicles, the impact when vehicles pass is reduced to prevent cracks and crumbling of the pavement at cracked areas. The aim is to prevent the spread of

(Structure of the Invention) The present invention provides for a road paved to cover gaps at road joints, in which a crack eliminating material having a planar slope is buried in the pavement, and a bridge of this crack eliminating material is provided. A beveled edge portion that is oblique with respect to the bridge axis direction is formed on the axial end edge.

In this case, the crack elimination material increases the tensile strength of the pavement material at the buried position and deflects cracks to the outside in the bridge axis direction when excessive tensile force is applied to the pavement. Since the tensile strength of pavement changes rapidly at the boundary between the buried position and the non-buried position of the crack elimination material, the cracks mentioned above will occur around this boundary position, but crack elimination At the beveled edge of the material, cracks are induced to extend obliquely to the bridge axis.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

EXAMPLE 1 An example is shown in FIGS. 1-3. In the road joint shown in the cross section in Figure 1, 1 is the bridge body (slab) 2
, 2. Step-down parts 3, 3 with lowered upper surfaces are formed at the ends of the bridge bodies 2, 2, and a joint paving 6 covering the open space 1 with a bridge board 4 interposed between both step-down parts 3, 3 is installed on the floor. It is applied in succession to the upper surface pavement 7 of the plate. The bridge plate 4 is fixed to one bridge body 2 and is slidable on the lowered part 3 of the other bridge body 2. Note that the bridge plate does not necessarily need to be fixed on one side.

Then, a crack eliminating material 8 is embedded in the joint pavement 6. The crack eliminating material 8 of this example is plate-shaped, and as shown in FIG. The oblique edges 9 and 10 are directly connected to form a triangular wave shape. Connecting bars 11 and 11 are fixed to the upper and lower surfaces of the crack eliminating material 8, respectively, to strengthen the connection between the crack eliminating material 8 and the joint pavement 6.

In this case, the triangular wave formed by the beveled edges 9 and 10 has a protrusion amount T of 3 cm or more in the bridge axis direction A, and an interval W between adjacent protruding ends of 5 cm.
It is desirable to set it to cm or more. As a result, when an excessive tensile force is applied to the joint pavement 6 in the bridge axial direction A, as shown in FIG. It is induced at or near the portions 9 and 10. Therefore, the tire of a passing vehicle can move from the convex part 13 of one pavement part facing the crack 12 to the convex part 13 of the other pavement part without causing a substantial fall into the crack 12. , the load can be transferred and the vehicle can pass with almost no impact. Since the joint pavement 6 also receives almost no impact when a vehicle passes by, the paving material is prevented from collapsing from the upper end of the crack 12, and the crack 12 is prevented from expanding and the resulting deterioration in vehicle running performance. .

Next, to explain the protrusion amount T of the triangular wave due to the beveled edges 9 and 10 and the interval W between the protruding ends, firstly, the joint pavement 6 is formed by burying the crack eliminating material 8, so that the bridge axis of the buried portion is The tensile strength in the direction A becomes high, and the tensile strength changes rapidly at the boundary between the buried part and the unbuilt part of the crack eliminating material 8. Therefore, if an excessive tensile force is applied to the joint pavement 6 in the bridge axis direction A,
Tensile stress concentrates at the boundary position, causing cracks.

In this example, by making the boundary where the tensile stress is concentrated into a wave shape, a wave-shaped crack corresponding to this shape is formed. In order to form these wave-shaped cracks, when the tensile force is applied to the joint pavement 6, the pavement material of the buried part above and below (especially on one side) of the crack removal material 8 and the unreasonable without being partially dragged to the other side between the paving material and the other side.
It is necessary to ensure that both pavers are separated as much as possible.

The numerical values regarding the beveled edges 9 and 10 are for making the cracks wave-shaped, and when the protrusion amount T is less than 3 cm, the maximum height of the wave-shaped crack formed is also 3 cm.
It is less than c+n, and there is no big difference from a crack that extends substantially linearly. Also, the interval W between adjacent protruding ends is 5 c
When it is less than m, a part of the paving material on the non-buried part side tends to bite and be dragged by the paving material on the buried part side, and the cracks may not become wavy. The angle of inclination of the beveled edges 9 and 10 with respect to the bridge axis is preferably in the range of 15 to 75 degrees.

In other words, if the angle of inclination is less than 15 degrees, the deviation from 45 degrees, which tends to cause the largest shear stress due to tension, is large and the above-mentioned sticking is likely to occur. The amount of intrusion becomes almost the same as when the crack extends in a direction perpendicular to the bridge axis. Of course, when the above-mentioned interval W is increased, the above-mentioned inclination angle may be set outside the range of 15 to 75 degrees.

EXAMPLE 2 An example is shown in FIGS. 4 and 5. That is,
The bridge body 2 has no stepped portion, and the thickness of the paved portion 5 is substantially constant in the bridge axis direction A. The crack eliminating material 16 buried in the pavement portion 5 is made of a plate material having a large number of vertical through holes 17, as shown in FIG. Beveled edges 18 and 19 similar to those in the first embodiment are formed at the edges of the crack elimination material 16 in the bridge axis direction A.

In the case of this example, in the paved portion 5, the upper and lower paving materials are continuous through the through holes 17. Therefore, the bond between the crack eliminating material 16 and the pavement portion 5 can be strengthened without providing a separate bonding means as in the case of the first embodiment. As the crack eliminating material with holes as in this example, in addition to punching out an iron plate, wire mesh, expanded metal, etc. can also be used.

Next, another example regarding the crack eliminating material will be explained.

The edge of the crack elimination material 20 shown in FIG. 6 has a trapezoidal wave shape in which beveled edges 21 and 22 inclined in opposite directions with respect to the bridge axis are connected via an orthogonal edge 23 in a direction perpendicular to the bridge axis. The connecting lines 11.11 are provided on the upper and lower surfaces.

The edges of the crack eliminating material 25 shown in FIGS. 7 and 8 are oblique edges 26 and 27 that are inclined in opposite directions with respect to the bridge axis.
are directly connected, but the oblique edges on both sides of the crack eliminating material 25 are parallel to each other. Then, on both edges of the crack eliminating material 25, protrusions 28 and 2B are provided that protrude on one side and downward, respectively, and
Connecting lines +1. ,1
．． 1 is provided. The above-mentioned protrusions 28, 28 are provided with the purpose of making it easier to induce cracks extending diagonally with respect to the bridge axis, and are provided with the crack eliminating material shown in the previous Examples 1 and 2 and FIG. 6, or with the crack eliminating material shown in FIGS. It may also be provided on the crack removal material shown.

The edge of the crack elimination material 30 shown in FIGS. 9 and 10 is formed into a wave shape by connecting oblique edges 31 inclined in the same direction with respect to the bridge axis via a stepped part 32 in the bridge axis direction. It is. In the case of this example, the crack elimination material 30 is composed of trapezoidal unit members 33 connected in a direction perpendicular to the bridge axis, and a bolt-based connecting member is attached to the upper and lower surfaces of each unit member 33 to strengthen the connection with the pavement. 34.34 is fixed.

The edge of the crack eliminating material 35 shown in FIG. 11 is composed of a beveled edge 36, 37 inclined in opposite directions to the bridge axis and a perpendicular edge 38, similar to the edge of the crack eliminating material 35 shown in FIG. The edges on both sides of 35 are parallel to each other.

The edge of the crack eliminating material 40 shown in FIG. 12 consists of a beveled edge 41 and a step part 42, similar to the one in FIG. ing. The crack eliminating material 40 of this example is made up of parallelogram-shaped plate-like unit members 43 arranged side by side.

The edge of the crack eliminating material 45 shown in FIG. 13 is formed into a wavy shape with a series of sinusoidal oblique edges 46.

The edge of the crack elimination material 50 shown in FIG. 14 is formed into a wavy shape with beveled edges 51 and 52 that are inclined in opposite directions relative to the bridge axis and connected via a stepped portion 53 in the bridge axis direction. be. The crack eliminating material 50 of this example is made up of parallelogram unit members 54 arranged side by side.

The edge of the crack eliminating material 55 shown in FIG. 15 is formed by a beveled edge portion 56 that extends continuously in a straight line over the entire width of the road. The crack removal material 55 of this example is made up of two rows of qt members 57 arranged side by side, but it may also be planted as a single plate.

The crack eliminating material on each side has a beveled edge on both sides, but it is also possible to provide a beveled edge only on one side, that is, on the side where cracks are likely to occur.

Furthermore, the crack eliminating material is not limited to being made of metal, but may be made of any material such as plastic, concrete, cloth, etc. as long as it provides tensile strength to the pavement.

In addition, the above-mentioned Examples 1 and 2 relate to the joint of a steel bridge in which the deck slab on the steel girder is paved.・It goes without saying that it can also be applied to joints in girder bridges, steel deck bridges, etc., and joints between these road bridges and abutments.

(Effects of the Invention) According to the present invention, when an excessive tensile force is applied to the pavement at a road joint, cracks extending diagonally to the bridge axis can be induced. This prevents deterioration in vehicle running performance and the expansion of cracks, which were problems caused by cracks extending in the orthogonal direction.

[Brief explanation of the drawing]

The drawings show embodiments of the present invention; FIG. 1 is a longitudinal cross-sectional view of the joint of embodiment 1 in the bridge axis direction, FIG. 2 is a plan view of a crack eliminating material of the same embodiment, and FIG. FIG. 4 is a perspective view of a partially cutaway cross section showing the state of crack occurrence, FIG. 4 is a view similar to FIG. 1 in Example 2, FIG. 5 is a plan view of the crack eliminating material of the same example, and FIG. 6 , FIG. 7, FIG. 9, FIG. 11 to FIG. 15 are plan views showing other examples of the crack eliminating material, FIG. 8 is a sectional view taken along line R-B in FIG. 7, and FIG. C-C in the diagram
FIG. 1... Opening space, 2... Bridge body, 6... Joint 1
1 part pavement, 8゜16.20...Crack elimination material, 25.30.35...Crack elimination material, 40,
45.50...Crack elimination material, 9,10,1
8.19...Beveled edge, 21.22.26,27
．． 31...Beveled edge, 36°37.4 ], 4
6.5+, 52.56...Beveled edge, 12...
...Cracks, 15...Pavement, 23.38...
- Orthogonal edge, 32, 42, 53... step part. Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Beat

Claims (8)

[Claims] (1) In a road bridge where the pavement is applied to cover the gaps at the road joints, the pavement has a planar spread and is equipped with a crack eliminating material that eliminates cracks in the pavement outward in the axial direction of the bridge. A beveled edge portion is formed at the end of the crack removal material in the bridge axis direction, and the beveled edge portion extends obliquely to the bridge axis direction. Road joints characterized by inducing cracks. (2) The edge of the crack elimination material in the bridge axis direction is formed into a wavy shape by directly connecting oblique edge portions that are inclined in opposite directions with respect to the bridge axis direction. road joint. (3) The edge of the crack elimination material in the bridge axis direction is formed into a wavy shape by connecting oblique edges inclined in opposite directions to the bridge axis via edges perpendicular to the bridge axis. A road joint according to claim 1. (4) The edge of the crack elimination material in the bridge axis direction is formed in a wavy shape by connecting a plurality of oblique edges inclined in the same direction with respect to the bridge axis direction with a stepped part in the bridge axis direction. A road joint according to claim 1. (5) The road joint according to claim 1, wherein the edge of the crack elimination material in the bridge axis direction is formed in a wavy shape with a series of sinusoidal oblique edges. (6) The road joint according to claim 1, wherein the edge of the crack elimination material in the bridge axis direction is formed by a beveled edge that extends continuously in a straight line over the entire width of the road. (7) The wavy edge of the crack elimination material has a diagonal edge that protrudes 3 cm or more in the bridge axis direction, and the interval between adjacent protruding edges is 5 cm.
The road joint according to any one of claims 2 to 5, which has a diameter of cm or more. (8) The wavy edge of the crack elimination material has a diagonal edge that projects 3 cm or more in the bridge axis direction, and the interval between adjacent projecting ends is 5 cm.
5. The road joint according to any one of claims 2 to 4, wherein the angle of inclination of the beveled edge with respect to the bridge axis direction is 15 to 75 degrees.