JP3217932B2 - Rudder type sleeper and vehicle track - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pair of right and left vertical beams having a moderate bending rigidity having a low beam height in the longitudinal direction of a rail, and arranged to connect the vertical beams to each other at appropriate intervals in a direction perpendicular to the rail. The present invention relates to a ladder-shaped sleeper made of a joined material.

[0002]

2. Description of the Related Art FIG. 16 is a configuration diagram of a conventional ballast ballast type track using horizontal sleepers. Here, 4 is a rail, 6 is a ballast, 7 is a fastening device, and 8 is a sleeper. In the conventional ballast track type track, a monoblock or two-block horizontal sleeper 8 is arranged in a direction perpendicular to the rail to constitute a rail gage, and a train load or a load in a rail longitudinal direction or a direction perpendicular to the rail is supported by the ballast ballast 6. The structure is supported by friction, etc.

[0003] A conventional ballast track type track using horizontal sleepers is susceptible to repeated effects of train load, and thus tends to be out of track. As a result, the sway of the train increases, and the running stability and the riding comfort decrease. For this reason, it is necessary to always accurately grasp the state of the out-of-track, and to maintain or improve the place where the out-of-track occurs at any time.

[0004] However, these maintenance and improvement work still largely depends on human power, and particularly because the work is often performed at night and needs to be completed in a short time.
The labor and costs involved are enormous. In addition, the aging of workers engaged in maintenance work and the shortage of labor have become problems. Therefore, development of a track structure that can reduce maintenance work is desired.

[0005] Also, French Patent No. 76-22586.
No. 1993 proposes a relatively short vertical sleeper which is arranged along the longitudinal direction of the rail.

[0006]

In a conventional track using lateral sleepers, the track bed pressure locally increases due to intermittent support of the rails, and is greatly affected by the repetition of each axle due to the train load. Orbital disorder occurs. When the track deviation becomes large, the sway of the train increases, and the running stability and the riding comfort decrease. For this reason, there was a problem that maintenance work had to be performed at any time. Further, even in the case of the short vertical sleeper described in the above-mentioned patent publication, there are problems to be solved, such as how to maintain the track accuracy and how to make the pressure in the track bed uniform in the longitudinal direction of the rail. The present invention has been made in order to solve the above problems, by using a novel ladder type sleeper, to improve the dispersibility of the train load, to reduce track deviation due to repeated train load, Also, it is necessary to provide a sleeper that can reduce the maintenance work by reducing the track deviation by increasing the lateral resistance due to the continuous vertical beams against loads perpendicular to the rail such as lateral pressure. Aim. Furthermore, the ladder type sleeper has a continuous beam structure in the longitudinal direction of the rail, and the rails are continuously laid to continuously support the rail, so that ground vibration, wheel rolling noise, rail wavy wear, etc. It is an object of the present invention to provide a sleeper that reduces the number of sleepers, and to provide a vehicle track by coupling the sleeper with a rail.

[0007]

Means for Solving the Problems To achieve the above object, a first aspect of the present invention is to provide a vertical beam provided below a pair of rails in the longitudinal direction of the rails, and the vertical beams. It is connected to each other at a plurality of points at predetermined intervals along the longitudinal direction and is made of a steel material having a predetermined cross-sectional shape.
And the vertical beam is a pre-stressed
It is constituted by the strike concrete, and the joining material is the vertical
Located near the top and bottom of the beam to provide compressive stress
Are located between the main reinforcing steel
While being buried in the vertical beam with the length reaching both outer sides of the vertical beam.
It is characterized by having been established. A second aspect of the present invention is characterized in that, in the first aspect, the vertical beam and the rail are connected to each other at a plurality of positions along the longitudinal direction of the rail. Claim 3
According to claim 1 or 2, the cross section of the joining material is
It is a circular shape having a diameter smaller than the height of the vertical beam. According to a fourth aspect, in any one of the first to third aspects, a vertical load resistance plate is provided between the one vertical beam. A fifth aspect of the present invention is characterized in that, in the fourth aspect, a groove for inserting an end of the vertical load resistance plate is provided on an inner side surface of the pair of vertical beams in a vertical direction. . A sixth aspect of the present invention is characterized in that, in the fifth aspect, the groove is formed in a jig provided to project from a side surface of the pair of vertical beams. Claim 7 is Claim 1
In any one of 1 to 6, the vertical beam includes a ballast,
It is characterized by being laid on a track made of CA mortar, rubber, synthetic resin, or a combination thereof. An eighth aspect is characterized in that, in any one of the first to seventh aspects, the longitudinal beams adjacent in the longitudinal direction are tied to each other. Claim 9 relates to a vehicle track.
But, linked together at a plurality of locations at predetermined intervals along the longitudinal beams respectively provided toward the longitudinal direction of the rails on the lower side of the pair of rails, these longitudinal beams in the longitudinal direction
And a joining material made of a steel material having a predetermined cross-sectional shape.
The vertical beam is a prestressed
Is composed of Cree preparative said Tsugizai the top surface of the longitudinal beam
The primary supplement that is placed near and below the lower surface to provide compressive stress
It is located between strong steel materials,
The vertical beam and the rail have a length reaching both outer portions of the beam.
Are connected to each other at multiple points along the length of the rail
It is characterized by the following.

[0008]

The ladder-type sleeper of the above construction has a structure in which the vertical beams are continuously arranged in the longitudinal direction of the rail, so that the bending rigidity of the rail is increased, the dispersibility of the train load is improved, and the roadbed pressure is reduced. Can be smaller. As a result, it is possible to reduce track irregularities due to repeated train loads. Further, the concrete capacity per unit length in the rail longitudinal direction of the ladder type sleeper can be configured to be substantially equal to the same concrete capacity of the monoblock lateral sleeper. The sleeper according to the present invention uses a thin joint material such as a steel pipe or a square steel pipe, so that the joint material receives a very small bed floor reaction force. As a result, the change in track rigidity along the rail longitudinal direction is small, and The stress, such as bending and torsion, acting on the spliced material due to uneven support force can be greatly reduced. In addition, by using a thin joint, it is possible to insert between the PC steel strands, which are the main reinforcing steel members of the longitudinal beam, and to embed them sufficiently firmly in the middle between the fastening devices. The sleeper of the present invention can be applied in combination with a ballast, CA mortar, rubber, synthetic resin or the like. The sleeper according to the present invention enables a continuous track structure having a uniform track rigidity by binding longitudinal beams adjacent to each other in the rail longitudinal direction. The sleeper according to the present invention has a structure in which the vertical beams are arranged in the longitudinal direction of the rail, so that the rail can be continuously supported by continuously laying the track pads, and the ground vibration, the rolling noise of the wheels, and the wavy wear of the rail are also reduced. It is possible to reduce. The sleeper according to the present invention has a structure that enables installation of a vertical load resistance plate when a vertical load acts in the longitudinal direction of the rail, such as a movable section of a long rail, and the longitudinal resistance is insufficient. Things. The sleeper according to the present invention enables a track to be laid on a curve by a combination of a vertical beam shorter than usual and a fastening device having a required adjustment allowance. The sleeper according to the present invention makes it possible to raise the sleeper by a maintenance machine at an arbitrary position in the case of track deviation, to perform track maintenance work by compacting ballast, injecting crushed beans, injecting mortar, and the like. .
Since the vehicle track of the present invention has a structure in which the ladder-type sleeper and the rail having the above configuration are integrated, as a whole,
A gauge with high bending rigidity can be realized.

[0009]

FIG. 1 shows a first embodiment of the present invention.
FIG. 2 is a configuration diagram of a ladder type sleeper, and FIG.
FIG. 3 is a cross-sectional view taken along the line A, and FIG. 3 is a schematic diagram illustrating a distribution state of a bed pressure in a ladder type sleeper track structure and a distribution state of a bed pressure in a lateral sleeper track structure.
Here, 1 is a ladder-type sleeper, 2 is a vertical beam, 3 is a joining material for connecting these vertical beams 2 to each other, 4 is a rail, and 5 is interposed between the rail 4 and the vertical beam 2 to absorb vibration. Track pad (for example, an elastic material made of a rubber sheet), 6 is a ballast ballast in which a ladder type sleeper is embedded, 7 is a rail 4
A fastening device for fixing the beam to the longitudinal beam 2, a conventional horizontal sleeper 8,
10 is a wheel.

The ladder type sleeper 1 of this embodiment has a pair of left and right long vertical beams 2 having a moderate bending rigidity that can be lifted up by a method similar to the conventional track maintenance.
The track structure is configured using a ladder-shaped sleeper made of a thin and durable joining material 3 arranged at predetermined intervals in a direction perpendicular to the rails to connect with each other . The vertical beam 2 has a relatively low cross-sectional structure in order to secure an appropriate bending rigidity. In addition, the rail 4 is fastened and supported on the upper surface of the vertical beam 2 to improve the dispersibility of the train load, thereby reducing track irregularities due to repeated train loads. The joining material 3 has a function of maintaining a rail interval by connecting a pair of left and right vertical beams 2.

In the conventional lateral sleeper track, the sleeper is merely a fulcrum of the rail 4, and the bending rigidity of the rail around an axis orthogonal to the rail is given only by the rail 4.
For this reason, the rail 4 is greatly deformed by the train load, which causes the train to sway. Ladder type sleeper 1
Has a structure in which the longitudinal beams 2 long in the longitudinal direction of the rails are arranged, and therefore can have bending rigidity as a composite beam of the longitudinal beams 2 and the rails 4. Therefore, it is possible to increase the bending rigidity of the rail to disperse the load, and to reduce the bed pressure per unit area. Further, in a direction (track width direction) perpendicular to the longitudinal direction of the rail on the plane on which the rail is laid, the longitudinal beam 2 and the ballast ballast 6 in which the longitudinal beam 2 is embedded are continuously in contact with the longitudinal direction of the rail. A large lateral resistance can be maintained, and the orbital deviation can be reduced.

FIG. 3 schematically shows the roadbed pressure distribution on the lower surface of the sleeper when a downward load is applied to the rail 4 and the sleepers 1 and 8 immediately below the wheels 10 as the vehicle passes. In the case of the ladder type sleeper 1, as shown in FIG. 3 (a), the load from the wheel 10 is supported by the entire composite beam including the vertical beam 2 and the rail 4.
While the concentration of the load on the portion directly below the wheel 10 is small, in the case of the horizontal sleeper 8, the load concentrates on the sleeper 8 immediately below the wheel 10, as shown in FIG.
Local rise is seen. As described above, by using the ladder type sleeper, the maximum value of the bed pressure is reduced, and the change of the bed pressure is moderated. In addition, the vibration acceleration of the ballast at the time of passage of the vehicle is significantly reduced. Therefore, it is possible to prevent the track from being broken or broken due to the wear of the ballast and the flow to the side.
FIG. 4 shows the result of analyzing the distribution of the pressure generated in the track bed due to the wheel load applied in the arrow direction in the figure in the longitudinal direction of the rail and the depth direction of the track bed. When a wheel load of 8 tons is applied, in the conventional lateral sleeper, as shown in FIG. 4 (a), an extreme increase in pressure is seen over a wide range immediately below the wheel, whereas in the case of the ladder type sleeper, In this case, it was confirmed that there was no local pressure rise as shown in FIG. Further, it was confirmed that the maximum value of the pressure in the track bed was about 1/2 of that of the conventional lateral sleeper in the ladder type sleeper of the present invention.

FIG. 5 shows a second embodiment of the present invention, and is a configuration diagram in the case where CA mortar is used as a roadbed material. Here, 1 is a ladder type sleeper, 2 is a vertical beam, 16
Is CA mortar. The ballast ballast is generally a ballast that tends to have uneven bearing capacity, whereas the ballast made of CA mortar, rubber, synthetic resin, or the like hardly causes uneven bearing capacity. In the second embodiment, a ladder-type sleeper can be laid on a roadbed made of CA mortar 16 as an alternative to a track slab or a large sleeper (wide sleeper). Similarly,
The ladder-type sleeper of the present invention can also be laid on a roadbed made of rubber, synthetic resin, or the like.

FIG. 6 shows a third embodiment of the present invention in which longitudinal beams of a ladder type sleeper adjacent to each other in the longitudinal direction of a rail are tied to each other to be continuous over a long length to form a continuous uniform track. FIG. Here, 1 is a ladder type sleeper, 2 is a vertical beam, 4 is a rail, and 5 is a track pad. In the ladder type sleeper 1 of the third embodiment,
A continuous uniform track structure having bending rigidity as a composite beam of the vertical beam 2 and the rail 4 is formed by binding the vertical beams 2 adjacent to each other in the longitudinal direction of the rail to be continuous over long lengths. be able to. Further, unlike the conventional horizontal sleeper which supports the rails 4 intermittently, the ladder type sleeper has the vertical beams 2 disposed therein, so that the rails 4 can be continuously supported by continuously laying the track pads 5. Therefore, the rail composed of the vertical beam 2 and the rail 4 has a uniform cross section, and it is possible to reduce ground vibration, rolling noise of wheels, wavy wear of the rail, and the like.

FIG. 7 shows a fourth embodiment of the present invention, in which a longitudinal load resistance plate is laid between a pair of right and left vertical beams of a ladder type sleeper. Here, 1 is a ladder type sleeper, 2 is a vertical beam, 4 is a rail, 6 is a ballast ballast, 11 is a vertical load resistance plate, and 12 is a groove-shaped mounting portion into which the vertical load resistance plate 11 is inserted. The sleeper according to this embodiment assumes a case in which the resistance to a longitudinal load in the longitudinal direction of the rail is insufficient in a movable section of a long rail or the like. That is, groove-shaped concave portions 12 penetrating in the vertical direction are provided at appropriate intervals on the side surfaces of the pair of left and right vertical beams 2, and both ends of the vertical load resistance plate 11 made of concrete or steel are inserted into the concave portions 12. Therefore, it is possible to increase the longitudinal resistance (resistance against movement of the rail in the longitudinal direction in the ballast). In the case shown, the vertical load resistance plate 11
Is set to a height substantially equal to the height of the vertical beam 2, but it is also possible to obtain a larger vertical resistance by further increasing the height. Further, since the vertical load resistance plate 11 is supported by simply being inserted into the concave portion 12 of the vertical beam 2 as described above, it contributes only to an increase in the vertical resistance force, and therefore, the structural characteristics of the ladder-type sleeper body. Vertical load resistance plate 1
1 has little effect. That is, the pressure distribution in the ballast roadbed is less affected by the presence of the vertical load resistance plate 11. Furthermore, by minimizing the gap between the vertical load resistance plate 11 and the concave portion 12,
It is possible to reliably exert resistance to minute displacement in the vertical direction.

Alternatively, the concave portions 12 may be provided at predetermined intervals in advance, and the vertical load resistance plate 11 may be inserted into only some of the concave portions 12 according to the required resistance. As described above, by providing the vertical load resistance plate 11 having a height substantially equal to the height of the vertical beam 2, the joining material 3 can be made circular, or a thin outer member having a necessary minimum rigidity and strength can be obtained. It is possible to compensate for a decrease in longitudinal resistance caused by setting the diameter. In other words, the longitudinal resistance can be supplemented by arbitrarily adding the longitudinal load resistance plate 11, so that there is no need to consider the longitudinal resistance when designing the joint 3. It should be noted that a vertical load resistance plate having a height larger than the height of the vertical beam 2 can be used in order to obtain a larger vertical resistance. In the case shown in the figure, since the concave portion 12 used as a groove into which the vertical load resistance plate 11 is inserted is provided on the inner side surface of the vertical beam 2, the cross section of the vertical beam 2 becomes asymmetric due to the presence of the concave portion 12. As a result, there is a possibility that the vertical beam 2 may be warped by applying a prestress. Therefore, it is desirable to take the following considerations to avoid this. That is, it is desirable that a concave portion having the same shape as the inner side surface is provided on the outer side surface of the vertical beam 2 to have a symmetrical cross section. In addition, vertical beam 2
The vertical and vertical load resistance plate 11
A jig provided with a groove into which the vertical load resistance plate 11 is inserted may be provided so as to protrude from the inner side surface of the vertical beam 2, and the vertical load resistance plate 11 may be inserted into this groove. In this case, it is not necessary to provide a concave portion at the mounting position of the vertical load resistance plate 11 on the vertical beam 2, and therefore, the cross-sectional shape of the vertical beam 2 can be made uniform.

FIG. 8 shows a fifth embodiment of the present invention. In the fifth embodiment, a ladder type sleeper having a vertical beam shorter than a normal vertical beam (shown in each of the above embodiments) and a required adjustment allowance such as a fastening device using a tie plate are used. By combination with the fastening device having
It corresponds to the curved section. Here, 1 is a ladder type sleeper, 2 is a vertical beam, 4 is a rail, and 7 is a fastening device. As described above, the ladder type sleeper having the vertical beam 2 shorter than the vertical beam used in the normal straight section and the fastening device 7 having a required adjustment allowance is bent and arranged along the curve, The gauge of the curved section can be configured.

FIG. 9 shows a specific example of a general fastening device. Reference numeral 20 denotes an insert vertically embedded in the vertical beam 2 made of concrete. The insert 20 has a support hole 21 substantially parallel to the rail 4, and a clip 22 is inserted into the support hole 21. The clip 22 functions as a spring by forming a steel bar into a shape as shown in the drawing.
In addition to being fixed to the vertical beam 2 via the “0”, the rail 4 is supported between the vertical beam 2 and the vertical beam 2. 23 is an insulating material. In this fastening device, in order to support the insert 20 buried in the vertical beam 2 at a required strength, the concrete constituting the vertical beam 2 has a predetermined value in the height direction and the width direction. Overlay thickness is required. Therefore, the minimum covering thickness required for supporting the insert 20 against the fastening force and the like, and the interval between the fastening devices (a pair) determined based on the width of the rail 4, and The minimum cross section of the longitudinal beam 2 is determined by this.

FIG. 10 is an explanatory view of the operation of carrying out the track maintenance work by the maintenance machine in the ladder type sleeper of the present invention. Here, 1 is a ladder type sleeper,
4 is a rail, 6 is a ballast ballast, 13 is a device above a gauge, 14 is a tamping device or a crushed stone injection device, 1
5 is a maintenance machine. Since the conventional sleeper has the sleepers intermittently arranged, the bending rigidity of the rail is given only by the rails 4 and the railing structure has a small bending rigidity. A ladder type sleeper using a vertical beam has a rail structure having a relatively large bending rigidity because the bending rigidity of the rail 4 and the vertical beam is added. In the case of a ballast ballast type track, the track is usually maintained by compacting the ballast ballast using mechanical force such as a multiple tie tamper. Raise the gauge by about 3 cm to perform compaction,
If the bending rigidity of the rail is too large, it becomes difficult to raise the rail with a maintenance machine. In the present invention, the vertical beam 2
To the optimum minimum cross-section, the bending rigidity of the composite beam composed of the vertical beam 2 and the rail 4 is minimized, and the railing structure having an appropriate bending rigidity is used. By raising it in this way, it is possible to perform track maintenance work such as compacting of the ballast, injecting crushed beans, and injecting mortar.

FIGS. 11 to 15 show a seventh embodiment of the structure of the connecting portion between the vertical beam 2 and the joining member 3. FIG.
The joining material 3 is made of a steel pipe and has a length substantially equal to the width of the ladder type sleeper 1 minus the required covering thickness at both ends. Further, in the longitudinal beam 2, a plurality of PC steel strands 32 for applying a prestress (compressive stress) are provided in parallel with each other along the length direction. A reinforcing bar 33 is provided in the direction. In the vicinity of the joint 3, in addition to the PC steel strand 32 and the reinforcing bar 33, a reinforcing bar 34 for further increasing the bonding force with the joint 3 is provided. The reinforcing bar 3
4 is formed in a bent shape so as to surround the joining material 3 from above and below the joining material 3. A spiral reinforcing bar 35 is provided in a portion of the joint 3 buried in the vertical beam 2 so as to increase the bonding strength between the joint 3 and the surrounding concrete. Further, a pipe 36 for inserting a cable or the like is embedded in the vertical beam 2. A spiral reinforcing bar 37 is provided around the pipe 36 so as to increase the bonding strength with concrete.

Further, the joining material 3 has a structure as shown in FIG. That is, ribs 38 projecting outward in the radial direction are provided on both sides of the joint 3 to mainly transmit the rotational force from the joint 3 into the concrete.
Small ribs 39 are provided on the upper and lower surfaces of the ribs 38 so as to transmit a longitudinal force from the joining material 3 to the concrete. Further, the vertical beam 2 is not provided at a position where the joining material 3 is arranged, and for example, a fastening device 7 as shown in FIG.
The insert 20 is embedded, but also around this insert, it is effective to arrange reinforcing bars in a spiral shape as in the case of the joining material 3 to increase the bonding force between the insert and the concrete. Also, for an insert (specifically, a pipe having an internal thread) used when connecting the vertical beam 2 to another vertical beam adjacent thereto, a spiral reinforcing bar is provided around the insert to form a concrete beam. It is desirable to increase the bonding strength of the slab. The length of the vertical beam 2 is set to, for example, about 12.
Set to 5 meters. Also insert (fastening device)
Is set to about 0.6 m, and the arrangement interval of the joint material 3 is set to about 2.5 m.

In the above-described embodiment, the stiffness and strength of the spliced material are made uniform in any direction by using a spliced material made of a pipe having a circular cross section. However, the stiffness and strength in a specific direction are increased. For the purpose, a square tubular shape or other cross-sectional shapes may be adopted.

[0023]

As described above, by using the ladder type sleeper according to the present invention, the bending rigidity of the rail is increased due to the structure in which the vertical beams are arranged in the longitudinal direction of the rail, and the train load is reduced. It is possible to improve the dispersibility, reduce the deviation of the track due to the repetition, and reduce the maintenance work. Further, in the direction perpendicular to the rails, the vertical beams increase the lateral resistance, so that it is possible to reduce track deviation and reduce maintenance work as in the vertical direction.
Furthermore, the longitudinal beams adjacent to each other like the long rail in the longitudinal direction of the rail are tied to each other to be continuous over a long length, thereby preventing the deterioration of the track at the discontinuous portion of the vertical beam, and in addition, the track pad Continuous laying is ground vibration, wheel rolling noise,
It is also possible to reduce corrugated abrasion of the rail. As a result, the input amount of the maintenance work on the track is greatly reduced, and it is possible to cope with the aging of the workers engaged in the maintenance work and the labor shortage. Further, with various types of ballast tracks such as CA mortar, rubber, synthetic resin, etc., it is possible to significantly reduce material and construction costs. In addition, since the vertical load resistance plate can be inserted into the groove formed on the inner side surface of the vertical beam, the vertical load resistance plate can be inserted into the groove as necessary, so that the rail length can be reduced. The resistance to the direction is increased, and the structural characteristics of the ladder type sleeper body are not affected.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a ladder type sleeper according to a first embodiment of the present invention.

FIG. 2 is a cross-sectional view taken along the line AA of FIG.

FIG. 3 is a schematic view of a distribution state of a bed pressure in a ladder type sleeper track structure of the first embodiment and a distribution state of a bed pressure in a lateral sleeper track structure.

FIG. 4 is a diagram illustrating an analysis result of a bed state pressure distribution state in the ladder type sleeper track structure of the first embodiment and a bed state pressure distribution state in a lateral sleeper track structure.

FIG. 5 shows a second embodiment of the present invention, wherein CA is added to the roadbed material.
It is a block diagram in case mortar is used.

FIG. 6 shows the third embodiment of the present invention and is a configuration diagram of a case where longitudinal beams adjacent to each other in the longitudinal direction of a rail of a ladder type sleeper are continuous.

FIG. 7 shows a fourth embodiment of the present invention, and is a configuration diagram when a vertical load resistance plate is installed between a pair of right and left vertical beams of a ladder type sleeper.

FIG. 8 shows a fifth embodiment of the present invention, and is a configuration diagram when the ladder-type sleeper of the present invention is applied to a curved section.

FIG. 9 is a cross-sectional view showing a specific example of a general fastening device.

FIG. 10 shows the sixth embodiment of the present invention, and is an explanatory view in the case where a track is lifted by a maintenance machine to perform track maintenance work.

FIG. 11 shows a seventh embodiment of the present invention and is a plan view showing an arrangement of reinforcing steel materials in a ladder type sleeper.

FIG. 12 is an enlarged view of a joint portion with a joining material in FIG. 11;

FIG. 13 is a sectional view taken along line BB of FIG.

14 is a sectional view taken along the line CC in FIG.

FIG. 15 is a perspective view showing an appearance of the joining material of FIG. 11;

FIG. 16 is a configuration diagram of a ballast track structure using a conventional horizontal sleeper.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Ladder type sleeper 2 Vertical beam 3 Splicing material 4 Rail 5 Track pad 6 Roadbed ballast 7 Fastening device 8 Lateral sleeper 9 Roadbed pressure 10 Wheel 11 Vertical load resistance plate 12 Depression 13 Track piercing device 14 Tumbling device or pea crushed stone blowing device 15 Maintenance machine 16 CA mortar 20 Insert 21 Support hole 22 Clip 23 Insulation material 32 PC steel strand 33 Reinforcing bar 34 Reinforcing bar 35 Reinforcing bar 36 Pipe 37 Reinforcing bar 38 Rib 39 Small rib

Continuation of the front page (72) Inventor Hiromi Inoue 2-8-8 Hikaricho, Kokubunji-shi, Tokyo 38 Within the Railway Technical Research Institute (56) References JP-A-48-65605 (JP, A) JP-A-36 -18403 (JP, B1) (58) Field surveyed (Int. Cl. ⁷ , DB name) E01B 3/00

Claims (9)

(57) [Claims] 1. A which coupled together at a plurality of positions and longitudinal beams respectively provided, these longitudinal beams along its longitudinal direction at predetermined intervals toward the longitudinal direction of the rails on the lower side of the pair of rails A joint made of a steel material having a predetermined cross-sectional shape.
And the vertical beam is a prestressed
It is composed of concrete, and the joining material is
The primary, which is located near the top surface and near the bottom surface to provide compressive force
It is located between the reinforcing steel materials, while crossing these,
Buried in the longitudinal beam with a length reaching both outer sides of the longitudinal beam
A ladder-type sleeper characterized by the following. 2. The sleeper according to claim 1, wherein the vertical beam and the rail are connected to each other at a plurality of positions along a longitudinal direction of the rail. 3. The sleeper according to claim 1, wherein a cross section of the joining material is a circle having a diameter smaller than a height of the vertical beam. 4. A sleeper according to claim 1, wherein a longitudinal load resistance plate is provided between said one longitudinal beam. 5. A groove according to claim 4, wherein a groove for inserting an end of said longitudinal load resistance plate is provided on an inner side surface of said pair of longitudinal beams. Ladder type sleeper. 6. The sleeper according to claim 5, wherein the groove is formed in a jig provided so as to protrude from a side surface of the pair of vertical beams. 7. The vertical beam according to claim 1, wherein the vertical beam is laid on a roadbed made of ballast, CA mortar, rubber, synthetic resin, or a combination thereof. Ladder type sleeper. 8. The sleeper according to claim 1, wherein the longitudinal beams adjacent to each other in the longitudinal direction are tied to each other. 9. those connected to one another at a plurality of positions and longitudinal beams respectively provided toward the longitudinal direction of the rails on the lower side of the pair of rails, these longitudinal beams at predetermined intervals along the longitudinal direction A joint made of a steel material having a predetermined cross-sectional shape.
And the vertical beam is a prestressed
It is composed of concrete, and the joining material is on the upper surface of the vertical beam.
Main reinforcement located near and below the surface to provide compressive force
It is located between the steel members and intersects these,
The longitudinal beam and the rail have a length reaching the side,
That they are connected to each other at multiple points along the length of the
Vehicle trajectory to be considered.