Train cable column structure

Abstract

To provide a train cable column structure that can be efficiently constructed with a simple structure, reduces the time required for construction, and is suitable for a rigid-frame structure.SOLUTION: A flangeless joint 100 is provided at a joint between two steel pipe columns 11 and 12 in a train cable column 10. The flangeless joint 100 comprises a reduced pipe section 13 formed at an upper end of a lower pipe 11, and an expanded pipe section 14 formed at a lower end of the upper pipe 12 which can be fitted to the reduced pipe section 13. The lower pipe 11 and the upper pipe 12 are joined together with axial force introduced into the train cable column 10 when the expanded pipe section 14 is fitted into the reduced pipe section 13.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a train pole structure. [Background technology]

[0002] Conventionally, overhead wires that supply power to trains are supported from above by brackets, and the brackets are supported by electric pole structures erected near the tracks and near the vehicle limit. As electric pole structures, there are known structures in which multiple electric poles are joined together by flange joints (see, for example, Patent Document 1). Patent Document 1 describes an electric pole constructed by welding flange plates to steel pipe poles and joining the flange plates of the joined steel pipe poles together with tensile joining bolts.

[0003] Incidentally, a train pole structure employs a portal-shaped rigid frame structure in which the upper ends of a train pole made by joining together a number of steel pipe poles in the axial direction and integrating them are joined together with a cross beam member (beam). In such rigid frame structures, a structure is known in which the pole and beam are connected by a connection structure in which both ends of the beam are bent at right angles toward the axial direction of the pole, the connection between the bent part and the upper end of the pole is covered with a sleeve, and the gap is filled with an adhesive, as shown in Patent Document 2, for example. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2014-20096 A [Patent Document 2] JP 2002-295420 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the case of a joint using a flange joint in an electric train pole structure as described in the above-mentioned Patent Document 1, when rebuilding an electric train pole, the work of constructing the foundation becomes a large-scale job, and there is a problem that the time required for construction increases. Furthermore, the work of erecting the pole after constructing the foundation is also carried out at night when trains are stopped, so a short construction period is required, and there is room for improvement in this respect.

[0006] Furthermore, when the electric train pole structure is a gate-shaped rigid frame structure as described in Patent Document 2, axial force fluctuations occur in the electric train pole structure, and therefore, there is a possibility that the joints may shift due to tensile force. If this method is applied to a rigid frame structure in which axial force fluctuations occur, there is a risk of excessive deformation occurring.

[0007] The present invention has been made in consideration of the above-mentioned problems, and has an object to provide an electric train pole structure which has a simple structure, can be efficiently constructed, can reduce the time required for construction, and is suitable for a rigid frame structure. [Means for solving the problem]

[0008] (1) A first aspect of the electric train pole structure of the present invention is an electric train pole structure supporting a railway overhead line, in which upper ends of an electric train pole formed by joining a plurality of steel pipe poles together in the pipe axial direction to form an integrated structure are joined with a beam member, and the electric train poles located at both ends are constructed as a rigid frame structure in which the beam member extends only on one side, and at least one joint portion among the joint portions of the plurality of steel pipe poles in the electric train pole is provided with a flangeless joint, and the flangeless joint includes a reduced pipe portion formed at the upper end of a lower pipe, and an expanded pipe portion formed at the lower end of an upper pipe and capable of fitting into the reduced pipe portion, and when the expanded pipe portion is fitted into the reduced pipe portion, the lower pipe and the upper pipe are joined together with an axial force being introduced into the electric train pole.

[0009] In the electric train pole structure according to the present invention, a flangeless joint is used for the joint between the steel pipe poles of the electric train pole, so the structure is simple and the time required for the joining work can be reduced. In particular, construction time can be significantly reduced compared to when a flange joint is used as in the past. In addition, flangeless joints have the characteristic that their resistance to slippage against axial force increases dramatically when a moment is applied. Therefore, by using flangeless joints that fit together an expanded section and a contracted section, it is possible to efficiently improve the pull-out resistance of electric railway pole structures that generate large cross-sectional forces, and to reduce the adverse effects of tensile forces.

[0010] In addition, since the present invention is a flangeless joint, there is no outward protrusion from the outer circumferential surface of the steel pipe column as in a flange joint, so water does not accumulate in the flange portion and cause corrosion to progress quickly, thereby improving corrosion resistance. Furthermore, since flangeless joints do not have a rib welded structure that causes large stress concentration like flange joints, deterioration of fatigue performance is also suppressed. Furthermore, since flangeless joints are not joints that protrude radially outward like flange joints, it is possible to reduce the constraints of construction limits and increase the freedom of selection of installation locations.

[0011] (2) In a second aspect of the present invention, in the electric train pole structure of the first aspect, it is preferable that the flangeless joint has different diameter dimensions at the expanded portion and the reduced portion.

[0012] In this case, since the expanded and contracted sections have different diameters, it is possible to increase the resistance to slippage, and therefore it is possible to prevent excessive deformation even in a train pole structure with a rigid frame structure that does not have a fixing mechanism in the axial direction and is prone to axial displacement due to axial force fluctuations.

[0013] (3) A third aspect of the present invention is the electric train pole structure of the first or second aspect, characterized in that the flangeless joint has different thickness dimensions at the expanded portion and the contracted portion.

[0014] In the electric railway pole structure according to the present invention, the expanded and contracted sections have different thicknesses, which increases the resistance to slippage, and therefore prevents excessive deformation even in a rigid-frame electric railway pole structure that does not have a fixing mechanism in the axial direction and is prone to axial displacement due to axial force fluctuations.

[0015] (4) According to a fourth aspect of the present invention, in the electric train pole structure of any one of the first to third aspects, it is preferable that a compressive force equivalent to a maximum tensile force assumed in the design is preliminarily introduced into the flangeless joint.

[0016] In this case, when steel pipe poles are joined together using a flangeless joint, even if an external force acts on the electric railway pole structure, the tensile force acting on the electric railway pole can be prevented from causing the expanded portion of the flangeless joint to slip out of the contracted portion. In addition, by introducing an axial force (compressive force) in advance that exceeds the design axial force acting from the train line pole, the behavior after construction can be stabilized, and the expanded and contracted sections overlap and adhere to each other, increasing rigidity, making it possible to prevent permanent deformation in the pipe axis direction even when a large axial force is applied due to an earthquake or other force.

[0017] (5) A fifth aspect of the present invention may be characterized in that, in the electric train pole structure according to any one of the first to fourth aspects, the steel pipe pole is zinc-plated or alloy-plated.

[0018] In this case, the corrosion prevention effect of the steel pipe pole can be improved, and the durability of the electric train line pole structure can be improved. Effect of the Invention

[0019] According to the train line pole structure of the present invention, construction can be performed efficiently with a simple structure, the time required for construction can be reduced, and it is suitable for a rigid frame structure. [Brief description of the drawings]

[0020] [Figure 1]FIG. 1 is a front view showing an electric rail pole structure according to a first embodiment of the present invention. [Diagram 2] FIG. 2 is a side view of the electric rail pole structure shown in FIG. 1. [Diagram 3] FIG. 3 is a longitudinal sectional view of the flangeless joint shown in FIGS. 1 and 2. [Figure 4] FIG. 1 is a conceptual diagram of bending of a joint in a train line pole structure as viewed from the front. [Diagram 5] FIG. 1 is a conceptual diagram of bending of a joint in a train line pole structure as viewed from the side. [Figure 6] 5A, 5B, and 5C are cross-sectional views taken along line II, line II-II, and line III-III shown in FIG. 4, respectively. [Figure 7] FIG. 1 shows the results of an axial compression test. [Figure 8] FIG. 13 is a diagram showing the relationship between plate thickness difference and rigidity. [Figure 9] FIG. 11 is a front view showing a train pole structure according to a second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] Hereinafter, a train pole structure according to an embodiment of the present invention will be described with reference to the drawings.

[0022] (First embodiment) As shown in Fig. 1, the electric train pole structure 1 according to this embodiment supports railway overhead lines that supply power to trains, and has upper ends 10a, 10a of two electric train poles 10A, 10B formed by joining multiple (two in this embodiment) steel pipe poles 11, 12 together in the pipe axis direction to form an integrated structure, with the upper ends 10a, 10a of the electric train poles 10A, 10B joined together by a beam member 20, and the electric train poles 10A, 10B located at both ends are constructed as rigid frame structures with the beam member 20 extending only on one side, and support the railway overhead lines (not shown). The electric train pole 10 is erected near the vehicle limit near the tracks. In the electric train pole structure 1, the lower ends of the pair of electric train poles 10A, 10B are buried in the foundation ground.

[0023] The electric train pole 10 is provided with a flangeless joint 100 at the joint portion of two upper and lower steel pipe poles 11, 12. That is, the two steel pipe poles 11, 12 are joined by the flangeless joint 100, respectively. Here, the steel pipe pole 11 (hereinafter also referred to as the lower pipe) is disposed below the electric train line pole 10, with its lower portion buried in the foundation ground. The steel pipe pole 12 (hereinafter also referred to as the upper pipe) is disposed above the electric train line pole structure 1.

[0024] The electric train pole 10 is plated with zinc or alloy.

[0025] In this embodiment, an example is given in which a flangeless joint 100 is used in a joint portion for joining one steel pipe column 11, 12, but when joining three or more steel pipe columns, it is sufficient that a flangeless joint 100 is provided in at least one joint portion.

[0026] Here, the central axis of the electric train pole 10 (each steel pipe pole 11, 12) is referred to as the pipe axis O1, and the direction perpendicular to this pipe axis O1 is referred to as the radial direction. The electric train pole 10 is arranged so that the pipe axis O1 faces the up-down direction. The central axis of the beam member 20 is referred to as the beam axis O2. The beam axis O2 is perpendicular to the pipe axis O1 and parallel to the horizontal direction.

[0027] As shown in Fig. 3, the flangeless joint 100 includes a reduced tube section 13 formed by reducing the upper end of the lower pipe 11 in a tapered shape, and an expanded tube section 14 formed at the lower end of the upper pipe 12 and capable of fitting into the reduced tube section 13. When the upper pipe 12 is fitted into the lower pipe 11 from above, the lower pipe 11 and the upper pipe 12 are joined in a state in which an axial force P (corresponding to a compressive force described later) is introduced into the electric railway pole 10. More specifically, the lower pipe 11 and the upper pipe 12 are joined in a state in which a compressive force (axial force P) equivalent to the maximum tensile force F assumed in the design is introduced in advance into the electric railway pole 10.

[0028] The flangeless joint 100 has different diameters, that is, the expanded portion 14 and the contracted portion 13 have different diameters. Alternatively, the flangeless joint 100 may have different thicknesses, that is, the expanded portion 14 and the contracted portion 13 do not have different diameters.

[0029] 1 and 2, the manufacturing limit length of each steel pipe pole 11, 12 having a flangeless joint 100 is, for example, 7 m. If the total length of the steel pipe poles 11, 12 exceeds 12 m, the transportation cost increases, which is inappropriate.

[0030] As shown in Fig. 3, the flangeless joint 100 has a structure in which the expanded portion 14 of the upper pipe 12, which are joined in the vertical direction, is fitted into the contracted portion 13 of the lower pipe 11 to join them. The contracted portion 13 is formed in a tapered shape at the upper end portion of the lower pipe 11, gradually contracting from the straight portion 11b toward the upper end portion 11a. The expanded portion 14 is formed in a tapered shape at the lower end portion of the upper pipe 12, gradually expanding from the straight portion 12b toward the lower end portion 12a. In the flangeless joint 100, the expanded portion 14 and the contracted portion 13 overlap with a predetermined overlap length Lo, and are in close contact with each other in the overlap portion with the above-mentioned axial force P (compressive force) being introduced therein.

[0031] As shown in FIG. 1, the inside of the lower pipe 11 is filled with a solidification material (not shown) such as concrete. The solidification material is filled only in the base 11c that is installed on the foundation ground of the electric train pole 10. That is, the inside of the lower pipe 11 is filled with the solidification material in the region from the position directly below the contracted portion 13 to the foundation ground 3 (see FIG. 2). The foundation ground 3 may be a concrete foundation. In this case, the base 11c of the lower pipe 11 is fixed to the concrete foundation. The concrete foundation may be provided with a reaction receiver that receives a reaction force when an axial force P (compressive force) is applied to the flangeless joint 100.

[0032] 1, the beam member 20 constituting the horizontal portion may be, for example, a beam member made of a steel pipe or an H-shaped steel. The shape of the beam member 20 is not particularly limited, but may be, for example, a simple horizontal beam member, or a shape in which both ends are bent into a hook shape (described in the second embodiment described later).

[0033] The beam member 20 has both ends 20a integrally joined to the upper end 10a of the electric train pole 10 by fastening means such as bolting or welding. The joint between the beam member 20 and the upper end portion 10a of the electric rail pole 10 may be a flangeless joint.

[0034] Next, the design concept of the inventors who came up with the electric rail pole structure 1 in this embodiment will be specifically described. Fig. 4 is a conceptual diagram of bending of a joint in the electric train pole structure 1 of this embodiment as seen from the front. Fig. 5 is a conceptual diagram of bending of a joint in the electric train pole structure 1 of this embodiment as seen from the side. In Figs. 4 and 5, the two-dot chain lines indicate the bending work lines, and the colored areas indicate the distribution of moments. Figs. 6(a), (b), and (c) are cross-sectional views along line II, line II-II, and line III-III shown in Fig. 4, respectively. The cross-section along line II shows the moment distribution of the lower pipe 11, the cross-section along line II-II shows the moment distribution at the joint (flangeless joint 100) between the lower pipe 11 and the upper pipe 12, and the cross-section along line III-III shows the moment distribution of the upper pipe 12.

[0035] In the case of the flangeless joint 100 being a train pole structure 1 having a rigid frame structure as in the present embodiment, the axial force of the train pole 10 increases or decreases with an increase in the horizontal load in the direction perpendicular to the track (the direction of the beam axis O2 of the beam member 20) compared to the case where the flangeless joint 100 is applied to a single-pole train pole in which no axial force fluctuation occurs. For this reason, the applicability of the flangeless joint 100 to train poles 10 having a rigid frame structure was unclear. Moreover, as shown in Figs. 4 and 5, the flangeless joint 100 is often set near the center of the train pole 10 in the direction of the tube axis O1, but this part is near the moment inflection point of the rigid frame structure, and there is a possibility that the moment is always in a state close to zero. It was presumed that if an axial force fluctuation occurs in such a part where the moment is zero, the joint (flangeless joint 100) will shift or come loose when an upward tensile force F is applied.

[0036] In contrast, in this embodiment, the external force, sometimes seismic force, acting on the electric train pole structure 1 using the flangeless joint 100 is greater in the track parallel direction (the direction indicated by the symbol X1 in Figs. 4 and 5) than in the track perpendicular direction (the direction indicated by the symbol X2 in Figs. 4 and 5) (track parallel direction X1>track perpendicular direction X2). Also, as shown in Fig. 5, the distribution of the moment M1 generated by the seismic force in the track parallel direction X1 is a triangular distribution with the largest at the base, as in the case of a single column, so that the moment inflection point does not occur inside the column. In other words, when looking at the cross section, it is considered that the moment acts on the joint even near the inflection point in the track perpendicular direction (see Fig. 6(b)). Therefore, the inventors have found that there is almost no possibility of the flangeless joint 100, which is the joint, being displaced. When looking at the cross section, it is considered that the moment acts on the joint even near the column head, where the moment in the track parallel direction is close to zero (see Fig. 6(c)). Therefore, even if the flangeless joint 100 is used at the joint between the beam member 20 and the upper end portion 10a of the train pole 10, there is thought to be almost no possibility of misalignment occurring.

[0037] Table 1 shows the wall thickness (mm) of the lower tube 11 and the upper tube 12 in cases 1 to 4. Case 1 is a case where the lower tube 11 and the upper tube 12 have the same thickness. Cases 2 to 4 are cases where the lower tube 11 is thicker than the upper tube 12, and the wall thickness difference is 1.5 mm, 3.2 mm, and 1.8 mm, respectively.

[0038] [Table 1]

[0039] Fig. 7 shows the results of the axial compression test, and shows the load-displacement relationship with the zero load point aligned for the lower limit values ​​of the load-displacement relationship of four cases (cases 1 to 4) for each test specimen in order to eliminate the influence of frictional force. In Fig. 7, the horizontal axis is the axial displacement (mm) and the vertical axis is the load (kN) with the zero load point aligned. Fig. 8 shows the relationship between plate thickness difference and rigidity in four cases (cases 1 to 4). In Fig. 8, the horizontal axis is plate thickness difference (mm) and the vertical axis is rigidity (kN / mm).

[0040] As shown in Figure 7, it can be seen that the resistance to axial slippage of the electric railway pole is small in the flangeless joint of the same thickness in Case 1. Therefore, by adopting a joint structure with different thicknesses (or different diameters), the resistance to axial slippage is increased even when a large axial force fluctuation is applied when the acting moment is small.

[0041] As shown in Fig. 7, the maximum load value is largely determined by the dimensions of the upper tube 12. However, as shown in Fig. 8, it has been confirmed that for an upper tube 12 with the same thickness, the stiffness is not necessarily higher when the dimensions of the lower tube are larger in thickness. That is, in cases 2 and 4, high stiffness is obtained when the thickness difference is in the range of 1 to 2 mm.

[0042] In this way, since flangeless joints have the property that no slippage will occur when an axial force with an absolute value smaller than the axial force applied in advance is applied, introducing the axial force predicted by design in advance at the time of construction is an effective measure against axial force fluctuations.

[0043] Next, a construction method for the electric train pole structure 1 will be described with reference to the drawings. 1 and 2, the electric train pole 10 (lower pipe 11, upper pipe 12) and beam member 20 constituting the electric train pole structure 1 of this embodiment are carried to the site. First, the pair of lower pipes 11 are buried in the foundation ground 3 at predetermined positions. At this time, the base portion 11c of the lower pipe 11 is buried in the foundation ground 3 with the pipe axis O1 facing up and down and the reduced pipe portion 13 facing up.

[0044] Next, the upper and lower steel pipe columns 11, 12 are joined together by fitting the expanded portion 14 of the upper pipe 12 into the contracted portion 13 of the lower pipe 11 in the pipe axis O1 direction while introducing a predetermined axial force P (compressive force). The axial force P can be introduced, for example, by attaching a wire 4 (see FIG. 2) to the upper pipe 12 on the axial force introduction side and pulling the wire 4 with a hydraulic jack or the like (not shown).

[0045] After the two train line poles 10A, 10B are installed, a beam member 20 is installed so as to span the upper ends 10a of the train line poles 10A, 10B. The beam member 20 is fixed to each train line pole 10A, 10B, completing the installation of the train line pole structure 1.

[0046] According to the above-described electric train pole structure, the upper ends of the electric train pole 10, which is formed by joining two steel pipe poles 11, 12 together in the pipe axial direction and integrating them, are joined together by a beam member 20, and the electric train poles 10A, 10B located at both ends are constructed as a rigid frame structure in which the beam member 20 extends only on one side, and support a railway overhead line. The electric train pole structure 1 is provided with a flangeless joint 100 at the joint portion of the two steel pipe poles 11, 12 in the electric train pole 10. The flangeless joint 100 includes a reduced pipe portion 13 formed at the upper end of the lower pipe 11, and an expanded pipe portion 14 that can be fitted into the reduced pipe portion 13 and is formed at the lower end of the upper pipe 12. When the expanded pipe portion 14 is fitted into the reduced pipe portion 13, the lower pipe 11 and the upper pipe 12 are joined together in a state in which an axial force is introduced into the electric train pole 10.

[0047] In the electric train pole structure 1 according to this embodiment, the flangeless joint 100 is used at the joint between the steel pipe poles 11, 12 of the electric train pole 10, so the structure is simple and the time required for the joining work can be reduced. In particular, the construction time can be significantly reduced compared to when a flange joint is used as in the past. In addition, the flangeless joint 100 has the characteristic that the resistance to slippage against the axial force increases dramatically when a moment is applied. Therefore, by using the flangeless joint 100 that fits the expanded portion 14 and the contracted portion 13, it is possible to efficiently improve the strength of the electric railway pole structure 1, which generates a large cross-sectional force, and to reduce the adverse effects of the generated tensile force.

[0048] In addition, since the present embodiment is a flangeless joint 100, there is no outward protrusion from the outer peripheral surface of the steel pipe column as in a flange joint, so water does not accumulate in the flange portion and cause corrosion to progress quickly, thereby improving corrosion resistance. Furthermore, since the flangeless joint 100 does not have a rib welded structure that causes large stress concentration as in flange joints, deterioration of fatigue performance is also suppressed. Furthermore, because the flangeless joint 100 is not a joint that protrudes radially outward like a flange joint, it is possible to reduce the constraints of construction limits and increase the freedom of selection of the installation location.

[0049] Furthermore, in this embodiment, the flangeless joint 100 may have different diameters between the expanded portion 14 and the contracted portion 13. In this case, since the expanded portion 14 and the contracted portion 13 have different diameters, it is possible to increase the resistance to slippage. Therefore, even in the train pole structure 1 that does not have a fixing mechanism in the axial direction and has a rigid frame structure in which axial displacement due to axial force fluctuations is reduced, it is possible to suppress the occurrence of excessive deformation.

[0050] In this embodiment, the flangeless joint 100 may have different thickness dimensions for the expanded portion 14 and the contracted portion 13. In this case, since the expanded portion 14 and the contracted portion 13 have different thicknesses, it is possible to increase the resistance to slippage. Therefore, even in the train pole structure 1 that does not have a fixing mechanism in the axial direction and has a rigid frame structure in which axial displacement may occur due to axial force fluctuations, it is possible to suppress the occurrence of excessive deformation.

[0051] Furthermore, in this embodiment, a compressive force equivalent to the maximum tensile force assumed in the design is preliminarily introduced into the flangeless joint 100. Therefore, even if a moment acts on the electric railway pole structure 1 when the steel pipe poles 11, 12 are joined by the flangeless joint 100, the expanded portion 14 of the flangeless joint 100 can be prevented from slipping out of the contracted portion 13 due to the tensile force F acting on the electric railway pole 10. Furthermore, in this embodiment, by introducing in advance an axial force (compressive force) that exceeds the design axial force acting from the train line pole 10, it is possible to stabilize the behavior after construction, and since the expanded section 14 and the contracted section 13 overlap and come into close contact with each other, increasing the rigidity, it is possible to prevent permanent deformation in the pipe axis direction even when a large axial force is applied due to an earthquake force or the like.

[0052] In addition, in this embodiment, the steel pipe poles 11, 12 are zinc plated or alloy plated, so that the corrosion prevention effect of the steel pipe poles 11, 12 can be improved, and the durability of the electric train line pole structure 1 can be improved.

[0053] As described above, the electric rail pole structure 1 according to the present embodiment has a simple structure, can be efficiently constructed, and can reduce the time required for construction, making it suitable for a rigid frame structure.

[0054] Second embodiment As shown in FIG. 9, the electric train pole structure 1A of the second embodiment has a structure in which a beam member 20A having both ends bent into a hook shape is joined to upper ends 10a of two electric train poles 10A, 10B by flangeless joints 100B.

[0055] The beam member 20A is made of a pipe material. The beam member 20A has a beam body 21 extending in the direction of a beam axis O2, and bent pipes 22 curved from both end portions 21a of the beam body 21 in the perpendicular direction (the direction of the pipe axis O1 of the electric train pole 10).

[0056] A second flangeless joint 100B is provided at the joint between the upper pipe 12 and the bent pipe 22. That is, in the second embodiment, the lower pipe 11 and the upper pipe 12 are joined by the first flangeless joint 100A, and the upper pipe 12 and the beam member 20A are joined by the second flangeless joint 100B.

[0057] The first flangeless joint 100A has the same configuration as the flangeless joint 100 of the first embodiment described above. The second flangeless joint 100B includes a tube contraction section 15 in which the upper end of the upper pipe 12 is contracted in a tapered shape, and an expanded tube section 23 that can be fitted into the tube contraction section 15 and is formed at the lower end of the bent pipe 22 of the beam member 20A. When the bent pipe 22 is fitted into the upper pipe 12 from above, the upper pipe 12 and the bent pipe 22 are joined in a state in which an axial force P (compressive force) is introduced into the electric railway pole 10. More specifically, the upper pipe 12 and the bent pipe 22 are joined in a state in which a compressive force (axial force P) equivalent to the maximum tensile force F assumed in the design is introduced in advance.

[0058] In the electric train line pole structure 1A according to the second embodiment, the second flangeless joint 100B is used not only at the joint between the lower tube 11 and the upper tube 12 of the electric train line pole 10, but also at the joint between the upper tube 12 and the bent tube 22, so that the time required for the joining work between the electric train line pole 10 and the beam member 20A can also be reduced. In addition, since flangeless joints 100A, 100B are provided in two locations on a single train line pole 10, the strength of the train line pole structure 1, which is subject to large cross-sectional forces, can be more efficiently improved and the adverse effects of the generated tensile forces can be more reliably reduced.

[0059] While the embodiment of the electric train pole structure according to the present invention has been described above, the present invention is not limited to the above embodiment and can be modified as appropriate without departing from the spirit of the present invention.

[0060] For example, in the above embodiment, it is preferable that the flangeless joint 100 has different diameters, that is, the expanded section 14 and the contracted section 13 have different diameters, or different thicknesses, that is, the expanded section 14 and the contracted section 13 have different thicknesses, but this is not limited to this and the expanded section 14 and the contracted section 13 may have the same diameter and thickness.

[0061] In addition, in this embodiment, two train line poles 10 (10A, 10B) are joined by the beam member 20 to form a rigid frame structure, but the number of train line poles 10 is not limited to two, and three or more may be provided. In short, even if three or more train line poles 10 are provided, it is sufficient that the train line poles located at both ends have a cantilever-shaped rigid frame structure with a beam member extending only on one side.

[0062] Furthermore, within the scope of the present invention, the components in the above-described embodiments can be appropriately replaced with well-known components. [Explanation of symbols]

[0063] 1, 1A electric line pole structure 10, 10A, 10B Train pole 10a Upper end 11 Lower pipe 12 Upper Tube 13, 15 Retracted section 14 Expanded section 20, 20A Beam member 21 Beam body 22 Bent pipe 23 Expanded section 100, 100A, 100B flangeless fittings O1 tube shaft O2 beam axis P Axial force F Tensile force

Claims

1. A train pole structure for supporting railway overhead lines, comprising: a train pole formed by joining a plurality of steel pipe poles in an axial direction to form an integrated structure; upper ends of the train poles are joined together with a beam member; the train poles at both ends are constructed as rigid frame structures in which the beam member extends only on one side; and At least one joint portion among the joint portions of the plurality of steel pipe poles in the electric train line pole is provided with a flangeless joint, The flangeless joint comprises: a tube-reduced portion formed at an upper end of the lower tube; and an expanded portion formed at the lower end of the upper tube and capable of being fitted into the contracted portion. a train pole structure in which, when the expanded portion is fitted into the reduced portion, the lower pipe and the upper pipe are joined together in a state in which an axial force is applied to the train pole.

2. 2. The electric train pole structure according to claim 1, wherein the flangeless joint has a diameter dimension different between the expanded portion and the reduced portion.

3. 2. The electric train pole structure according to claim 1, wherein the flangeless joint has a thickness dimension different between the expanded portion and the reduced portion.

4. 2. The electric train pole structure according to claim 1, wherein a compressive force equivalent to a maximum tensile force assumed in the design is introduced into the flangeless joint in advance.

5. The electric train line pole structure according to any one of claims 1 to 4, wherein the steel pipe pole is zinc-plated or alloy-plated.

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