JP3850405B2 - Sleepers, roadbed tracks and construction girders - Google Patents

Description

  The present invention prevents, for example, the time at which the part connecting the sleeper and the longitudinal beam from fatigue breaks earlier than the time assumed at the time of design by repeatedly passing the train on the rail of the bedded floor track, The present invention relates to a technique for easily separating and reconnecting a sleeper and a vertical beam.

  2. Description of the Related Art Conventionally, a bedded track in which a roadbed is provided on a roadbed and sleepers and rails are arranged on the roadbed is known. As a structure of such a roadbed track, a sleeper is generally arranged on a roadbed formed on a roadbed, and a pair of rails are mounted on the roadbed in parallel at regular intervals. There are ballasts, slabs, and the like in the roadbed constituting such a roadbed track, which are selected in consideration of various conditions of the route. Among them, the ballast track bed using ballast such as gravel and crushed stone has been most well known. A roadbed using such a ballast has been adopted for many years because it reasonably supports the travel of heavy vehicles and is economically superior. In addition, ballasts such as gravel and crushed stone hold the sleepers firmly, distribute the load transmitted from the train via the rails and sleepers evenly to the roadbed, make the track elastic, and perform maintenance work such as compaction It has functions such as easy operation and good drainage of the orbit to prevent generation of mud and weeds.

Moreover, in this kind of roadbed track, the cross section is L-shaped, and there are two vertical beams arranged so as to cover the side surface and the upper surface of the sleeper, and the ends of the sleeper are joined. (For example, refer to Patent Document 1). That is, as illustrated in FIG. 5, a blind hole having a circular cross section is formed at the end of a PC (prestressed concrete) sleeper from the upper surface to the lower side, and the blind hole has a screw thread inside thereof. An insert member in which is formed is embedded. On the other hand, a bolt insertion hole communicating with the insert member is formed in a portion of the vertical beam that covers the upper surface of the sleeper. And the variable pad is distribute | arranged between the part which covers the upper surface and side surface of the sleeper in a vertical beam, and the upper surface and side surface of a sleeper. This variable pad is an unsaturated polyester resin or vinyl ester rubber formed in a flat bag made of a thin, air-permeable thin film material reinforced with polyester or the like with a nonwoven glass fiber nonwoven fabric. A filler that is a mixture of a fluid main agent made of synthetic resin such as modified resin, asphalt modified urethane resin, urethane modified vinyl ester resin, etc., and fluid curing agent mainly composed of synthetic resin such as methyl ethyl ketone peroxide. Stuffed. When this filler is injected into the bag body, the bag body expands, and the lower surface of the horizontal portion of the bag body is in close contact with the upper surface of the end of the sleeper, and the upper surface of the bag body is in close contact with the portion of the longitudinal beam that covers the upper surface of the sleeper To do. Subsequently, the filling material spreads to every corner of the bag body, and when the filling material oozes out from the whole bag body made of the nonwoven fabric, the filling material is stopped from being injected and allowed to stand and harden. Then, the filler that has oozed out of the bag and hardened adheres to the upper surface of the end of the sleeper and the upper surface of the sleeper in the vertical beam, and also covers the upper surface of the upper end of the sleeper and the upper surface of the sleeper in the vertical beam The gap between the two is intimately closed with a hardened filler. As a result, the portion of the longitudinal beam that covers the upper surface of the sleeper is bonded to the upper surface of the end portion of the sleeper via the variable pad. Furthermore, the bolster and the vertical beam are joined via the variable pad by screwing a bolt inserted through the bolt insertion hole of the vertical beam into the insert member of the sleeper. With such a configuration, it is possible to prevent rattling from occurring between the portion of the longitudinal beam that covers the upper surface of the sleeper and the upper surface of the end portion of the sleeper.
JP 11-81204 A (3rd, 4th, 5th pages, FIG. 4)

  However, in the above-mentioned bedded track, the contact portion between the variable pad and the sleeper made of the filler may be peeled off for the following reason. That is, when a train travels on the rail of a bedded track as described above, the force that pushes down due to the weight of the train and the force that pushes down by releasing the push-down force after passing the train are in the opposite direction. And the force acting on the rail alternately act on the rail (hereinafter referred to as the vertical acting force). In addition, since the length and arrangement of the rail and the vertical beam are not usually the same, a force for expanding and contracting in the opposite direction acts on the difference between the temperature expansion and contraction of the rail and the temperature expansion and contraction of the vertical beam. This force is reversed in the daytime and at night and acts alternately (hereinafter referred to as the front-rear direction force). Then, when the train repeatedly passes on the rail of the bedded track as described above, if the above-described up and down and front-rear direction acting forces repeatedly act on the contact portion between the variable pad and the sleeper by the filler, this contact Since the values of tensile strength and shear strength at the portion are not so large, the close contact portion may be peeled off. Furthermore, if this close contact portion is peeled off, the force acting on the bolt becomes large, and there is a possibility that the time at which the bolt will fatigue breaks earlier than the initially assumed time.

  In addition, when it is necessary to remove the connection between the sleeper and the longitudinal beam, it is not easy to artificially peel off the contact portion, and even if it can be peeled off, the peeling surface of the sleeper or the longitudinal beam Re-bonding could only be performed after the remaining variable pad deposits had been removed.

  The present invention has been made in view of such a problem, and the purpose of the present invention is, for example, a portion where the sleeper and the vertical beam are connected by the train repeatedly passing on the rail of the bedded floor track. The purpose of this is to prevent the fatigue failure time from being earlier than the time assumed at the time of design, and to easily separate and reconnect the sleeper and the longitudinal beam.

A sleeper according to claim 1 made to solve the above-mentioned problem is a sleeper installed side by side on a roadbed provided on a roadbed , comprising: a concrete sleeper body, and A flange that protrudes from both ends in the longitudinal direction, a slip-off preventing portion that prevents the slipper itself from coming off from the sleeper body when embedded in the sleeper body, and a mounting part for attaching itself to the flange And a connecting portion for connecting the sleeper body and the heel portion by embedding the slip-off prevention portion in the sleeper body and attaching the attachment portion to the heel portion. It is characterized by.

  In the conventional bedded track, the vertical and longitudinal force generated when the train travels on the rail of the bedded track repeatedly acts on the sleeper body, so that the variable pad and sleeper made of filler can be used. In some cases, the close contact part of the film peeled off. Furthermore, when the above-described vertical acting force repeatedly acts on the close contact portion between the sleeper and the insert member, the close contact portion may peel off because the insert member and the sleeper are made of different materials. Then, the distance between the vertical beam and the sleeper is increased by the insert member moving in the direction of coming out of the blind hole of the sleeper by the above-described vertical and longitudinal acting forces. As a result, the bending moment acting on the bolt due to the acting force in the up and down and front and rear directions becomes larger as the insert member moves in the direction to escape from the blind hole of the sleeper, and the time when the bolt is fatigued is initially assumed. There was a risk of getting ahead of time. On the other hand, according to the present invention, the connecting portion (43: In this column, in order to facilitate understanding of the invention, the reference numerals used in the “Best Mode for Carrying Out the Invention” column are used as necessary. Is attached, but does not mean that the scope of claims is limited by this symbol.) Is prevented from coming off from the sleeper body when embedded in the sleeper body (41) (43a) And an attachment part (43b) for attaching to the collar part (42), the escape prevention part is embedded in the sleeper body, and the attachment part is attached to the collar part to attach the sleeper body and the collar part. Are connected. As a result, when the sleeper according to the present invention is applied to the bedded track (100), for example, the following operational effects can be obtained. That is, the sleepers (4) according to the present invention are arranged on the bedded track, and the flanges are connected to the pair of vertical beams (6) installed on the roadbed in the direction along the extending direction of the roadbed. 71) When the sleepers are connected by attaching them with nuts (72) or the like, the vertical and front / rear direction acting forces generated when the train travels on the rail (5) fixed on the sleepers Even if it repeatedly acts on the sleeper body, the connecting part is difficult to move in the direction in which the connection part comes off from the sleeper body by the slip-off preventing part. For this reason, the distance between the collar portion and the sleeper body is difficult to increase, and the bending moment acting on the connecting portion due to the acting force in the vertical and longitudinal directions is also difficult to increase. Therefore, it is possible to prevent the timing at which the connecting portion is fatigue-ruptured from being earlier than the timing assumed at the time of design, and to easily separate and reconnect the sleeper and the longitudinal beam.

  In addition, when the sleeper and the vertical beam are joined via the variable pad as in the conventional case, the filler is injected into the bag body of the variable pad and then allowed to stand to cure the filler. Therefore, the construction was restricted by the weather. On the other hand, according to the present invention, the sleeper and the longitudinal beam are connected without using a filler, so that the construction is not restricted by the weather.

In addition, as a specific example of a connection part, a U-shaped dowel (43), a stud dowel (104), a hook (114), etc. can be considered.
In this case, it is conceivable that the slip prevention part is embedded in the sleeper body in the following posture. That is, it is conceivable that (a) the slip-off prevention part is embedded in the sleeper body from the upper and lower surfaces when it is installed side by side on the roadbed of the bedded track in the sleeper body. In this way, even if the acting force in the front-rear direction generated by the difference in temperature expansion and contraction between the rail and the vertical beam repeatedly acts on the sleeper body, the direction in which the acting force acts and the longitudinal direction of the slip-off preventing portion Are substantially perpendicular to each other, so that the acting force is unlikely to act in the direction in which the slip-off preventing portion is pulled out from the sleeper body. On the other hand, if the acting force in the vertical direction generated when the train travels on the rail of the bedded track repeatedly acts on the sleeper body, the direction in which the acting force acts and the longitudinal direction of the slip-off prevention part are almost the same direction Therefore, the acting force acts in the direction in which the slip-off preventing portion is pulled out from the sleeper body. In this case, the disconnection preventing portion prevents the connecting portion from moving in a direction in which the connection portion is detached from the sleeper body.

  In addition, (b) when the slip-off prevention part is installed side by side on the bedbed of the bedded track in the sleeper body, it is considered that it is embedded in the sleeper body from the front and back sides of the bedded track. . In this way, even if the above-described vertical acting force generated when the train travels on the rail of the bedded floor track repeatedly acts on the sleeper body, the direction in which the acting force acts and the slip prevention unit Since the longitudinal direction is substantially perpendicular to the longitudinal direction, the acting force is unlikely to act in the direction in which the slip-off preventing portion is pulled out of the sleeper body. On the other hand, when the above-mentioned front-rear direction acting force generated by the difference in temperature expansion and contraction between the rail and the longitudinal beam acts repeatedly on the sleeper body, the direction in which the acting force acts and the longitudinal direction of the slip-off prevention part are substantially the same direction. Therefore, the acting force acts in the direction in which the slip-off preventing portion is pulled out from the sleeper body. In this case, the disconnection preventing portion prevents the connecting portion from moving in a direction in which the connection portion is detached from the sleeper body.

  (C) It is conceivable that the slip-off preventing portion is embedded from the end face (41a, 41b) in the longitudinal direction of the sleeper body into the sleeper body (claim 2). In this way, even if the above-mentioned vertical and longitudinal acting forces generated when the train travels on the rail of the bedded floor track repeatedly act on the sleeper body, the direction in which those acting forces act and the slipping off. Since the longitudinal direction of the prevention part is substantially orthogonal, these acting forces are unlikely to act in the direction in which the removal prevention part comes out of the sleeper body. Therefore, as compared with the case of (A) or (B) described above, the disconnection preventing portion can make it difficult for the connecting portion to move in the direction in which the connecting portion comes out of the sleeper body.

  By the way, as a method of attaching the connecting portion to the flange portion, (d) it is conceivable to attach the attachment portion of the connecting portion to the flange portion by welding (claim 3). If it does in this way, a connection part can be firmly attached to a collar part.

  Further, (e) the connecting portion may be attached to the collar portion using a bolt and a nut. Specifically, as in claim 4, first, a connecting portion side bolt mounting hole (124 a) is provided in the mounting portion of the connecting portion (124) toward the inside, and a screw is provided inside the bolt mounting hole. Form a mountain. On the other hand, the hook side bolt through hole (123a) that communicates with the connecting portion side bolt mounting hole of the connecting portion when the connecting portion is attached is provided at a location where the connecting portion of the hook portion (123) is attached. Furthermore, it is conceivable that the connecting portion is attached to the flange portion by screwing a bolt (125) penetrating the flange side bolt through hole of the flange portion into the connecting portion side bolt mounting hole of the connecting portion. In this way, it is possible to easily separate the heel part from the sleeper body or attach the heel part to the sleeper body.

  In addition, comparing (d) the method of attaching the connecting part of the connecting part to the flange part by welding and (e) the method of attaching the connecting part to the flange part using bolts and nuts, etc., the following advantages are obtained. There is a point. That is, in the method (d), the connecting portion can be firmly attached to the collar portion as compared with the method (e). In contrast to the fact that it is difficult to separate the heel from the sleeper body and attach the heel to the sleeper body in the method (d), in the method (e), the buttock is removed from the sleeper body. It is possible to easily separate or attach the collar to the sleeper body.

In addition, it is possible to use the above sleeper for a bedded track. Specifically, the above-mentioned bedded track (100) using the sleeper is installed side by side on the roadbed (3) provided on the roadbed (1) and on the roadbed. A sleeper (4) according to any one of claims 4 to 7, a pair of rails (5) attached to the plurality of sleepers, and a pair of vertical beams for connecting the plurality of sleepers ( 6), and the plurality of sleepers are connected to each other via the pair of vertical beams by attaching a pair of flanges (42) to each of the plurality of sleepers to the pair of vertical beams. It is characterized by that. As described above, according to the bedded track of the present invention, since the sleepers described above are used, it is possible to prevent the service life of the bedded track from being shortened.

The sleepers described above can be used for construction girders. Specifically, the sleeper (4) according to any one of claims 1 to 4 , wherein a plurality of construction girders (200) using the sleepers are installed side by side on the roadbed. A pair of main girders (201) as vertical beams for connecting the plurality of sleepers, and attaching a pair of flanges respectively provided to the plurality of sleepers to the pair of main girders. The plurality of sleepers are connected to each other through the pair of main girders. Thus, according to the construction girder of the present invention, since the sleeper described above is used, the useful life of the construction girder can be prevented from being shortened, and the construction girder can be easily constructed and disassembled.

  Embodiments to which the present invention is applied will be described below with reference to the drawings. Needless to say, the embodiments of the present invention are not limited to the following examples, and can take various forms as long as they belong to the technical scope of the present invention.

FIG. 1 is a cross-sectional view illustrating a configuration of a bedded track 100 according to the embodiment. Moreover, FIG. 2 is the top view (a) and front view (b) which show the sleeper of an Example.
[Description of the configuration of the bedded track 100]
As shown in FIG. 1, this roadbed track 100 is formed by laying a ballast 2 such as crushed stone on a roadbed 1 and compacting it so as to form a floor structure having a predetermined cross-sectional shape such as a trapezoid. And a plurality of sleepers 4 arranged side by side on the road bed 3 so that the longitudinal direction thereof is orthogonal to the extension direction of the road bed 3 (in FIG. 1, only one sleeper 4 is shown). And a pair of rails 5 fastened to the upper surfaces of the plurality of sleepers 4 along the extending direction of the road bed 3, and the extension of the road bed 3 in the vicinity of both ends of the plurality of sleepers 4. It is comprised from a pair of vertical beam 6 installed along the direction. In the following, in this roadbed track 100, one of the locations where both ends of the sleeper 4 are located with respect to the central portion will be referred to as “right side” and the other as “left side”.

[Description of sleeper 4 configuration]
As shown in FIGS. 2A and 2B, the sleeper 4 includes a sleeper body 41 and flange portions 42 attached to both ends of the sleeper body 41. Among these, the sleeper main body 41 is made of concrete such as prestressed concrete, and is formed in a prismatic shape. Of the surfaces of the sleeper main body 41, when the sleeper main body 41 is attached to the bedded track 100, the left side 41a, which is the surface facing the left side of the bedded track 100, and the surface facing the right side. The flange portions 42 are respectively attached to the right side surface 41b.

  Next, the structure of the flange part 42 attached with respect to the left side surface 41a is demonstrated. Since the structure of the flange portion 42 attached to the left side surface 41a is the same as the structure of the flange portion 42 attached to the right side surface 41b, the structure of the flange portion 42 attached to the right side surface 41b. The detailed description of is omitted.

  The flange portion 42 is a rectangular steel plate, and when the flange portion 42 is attached to the sleeper main body 41, the flange main body 42 a that is a central portion that fits the left side surface 41 a of the sleeper main body 41, and the sleeper main body 41 at that time It is comprised from the two attachment parts 42b which are the both wing | blade parts which do not fit in the left side surface 41a. The attachment portion 42b has two flange-side through holes 42c for attaching the attachment portion 42b to the longitudinal beam 6, and the direction along the longitudinal direction of the sleeper body 41 when the flange portion 42 is attached to the sleeper body 41. It is provided so that it may penetrate.

  Next, a structure for attaching the flange portion 42 to the left side surface 41a will be described. Since the structure for attaching the flange portion 42 to the left side surface 41a and the structure for attaching the flange portion 42 to the right side surface 41b are configured symmetrically, the flange portion 42 is provided to the right side surface 41b. A detailed description of the mounting structure is omitted.

  Two dowels 43 are attached to the surface of the flange body 42a that faces the left side surface 41a of the sleeper body 41. The gibber 43 is configured by bending a deformed steel bar having a nominal diameter D16 defined in “JIS G3112 SD345” into a U shape (corresponding to a portion denoted by reference numeral 43a in FIG. 2A). The two end faces 43b are attached to the flange main body 42a by welding. Note that the U-shaped portion 43a of the dowel 43 corresponds to a “detachment prevention portion” in the claims, and the end face 43b of the dowel 43 corresponds to an “attachment portion” in the claims.

  The sleeper 4 as described above is manufactured as follows. That is, (1) the U-shaped portion 43 a of the dowel 43 attached to the flange portion 42 is positioned inside the mold for molding the sleeper body 41. (2) Pour liquid concrete, which is the material of the sleeper body 41, into the formwork. (3) The concrete poured into the mold is hardened, and the diver 43 is embedded in the sleeper body 41. Thus, the flange portion 42 is attached to the sleeper main body 41 via the gibber 43.

[Description of configuration of vertical beam 6]
By the way, the vertical beam 6 is comprised from the strip | belt-shaped steel plate. The vertical beams 6 are installed on both sides of the sleepers 4 arranged on the road bed 3 so as to be perpendicular to the road bed 3 and to face the flange portions 42 of the sleepers 4. Moreover, this vertical beam 6 is comprised as follows for every sleeper 4 which opposes. That is, the vertical beam 6 is provided with a vertical beam side through hole 61 that communicates with the flange side through hole 42 c of the flange portion 42 when arranged so as to contact the flange portion 42. The sleeper 4 and the vertical beam 6 are composed of a flat washer (not shown), a flange side through hole 42c of the flange portion 42, a vertical beam side through hole 61 of the vertical beam 6, and a bolt 71 penetrating through the flat washer. They are connected by attaching a nut 72 to the tip.

In addition, since the other structure of the bedded track 100 follows a well-known technique, detailed description is abbreviate | omitted.
[Description of the construction method of the bedded track 100]
Next, the method of constructing the roadbed track 100 of the present embodiment will be described separately for (a) when a new track is constructed and (b) when constructing an existing track.

(A) When a new track is to be constructed, the bedded track 100 is constructed as follows. The sleeper 4 and the longitudinal beam 6 are manufactured in advance.
(A-1) The ballast 2 is laid on the roadbed 1 to the lower surface of the sleeper 4 to be laid.

(I-2) The sleeper 4 is laid at a predetermined position on the road bed 3.
(I-3) The rail 5 is fastened on each sleeper 4 respectively.
(E4) The vertical beam 6 is attached to the sleeper 4. At this time, the flange side through hole 42 c provided in the flange portion 42 of the sleeper 4 and the vertical beam side through hole 61 provided in the vertical beam 6 are communicated. Then, a bolt is passed through the flange side through hole 42c and the vertical beam side through hole 61 that are communicated, and a nut is attached to the tip of the bolt.

(E5) Further, the ballast 2 is laid on the roadbed 1 to form the roadbed 3.
As described above, the roadbed track 100 is constructed when a track is newly installed.
(B) Next, in the case of an existing track, the bedded track 100 is constructed as follows. Note that the roadbed, ballast, roadbed, and rail in the conventional roadbed track have the same configuration as the roadbed track 100 of the present embodiment, and the same reference numerals as those of the roadbed track 100 of the present embodiment are used. The sleeper 4 and the vertical beam 6 are manufactured in advance.

  (B-1) In a conventional roadbed track, a section of more than 10 m in the longitudinal direction of the rail 5 is defined as one construction section. In this construction section, the ballast 2 near both sides of the sleeper is extended in the direction in which the roadbed 3 extends. Scrape out into a continuous groove.

(B-2) The conventional sleeper is released from the rail 5 and removed. As a result, the rail 5 in this construction section is brought into a floating state.
(B-3) The sleeper 4 is laid at a predetermined position on the road bed 3 and fastened to the rail 5.

  (B-4) The vertical beam 6 is housed in a groove-like space formed near both sides of the sleeper 4. At this time, the flange side through hole 42 c provided in the flange portion 42 of the sleeper 4 and the vertical beam side through hole 61 provided in the vertical beam 6 are communicated. Then, a bolt is passed through the flange side through hole 42c and the vertical beam side through hole 61 that are communicated, and a nut is attached to the tip of the bolt.

(B-5) The ballast 2 is returned and compacted to a portion of the groove-like space formed near both sides of the sleeper 4 other than the portion where the vertical beam 6 is accommodated.
As described above, the bedded track 100 is constructed in the case of an existing track.

[Explanation of repeated loading test]
Next, the repeated loading test will be described. The present applicant assumes a case where the roadbed track 100 according to the present embodiment is applied to a business line having an average number of passing trains of 140 a day, and corresponds to the fatigue examination load of the Shinkansen for the roadbed track 100. A loading test in which a load of 180 kN was repeatedly applied was performed. As a result, when the above-described load was applied about 1 million times, the diver 43 connecting the sleeper body 41 and the flange portion 42 was broken. Accordingly, the service life of the bedded track 100 of the present embodiment is considered to be about 30 years considering the probability of occurrence of the fatigue examination load, which is considered to be practically acceptable. On the other hand, when the same test was performed on the bedded track described in Patent Document 1, when the above-described load was applied about 140,000 times, the bolt connecting the sleeper and the vertical beam was damaged. As a result, the service life of the bedded track was improved by about 7.5 times.

[effect]
Thus, according to the bedded floor track 100 of the present embodiment, the dive 43 of the sleeper 4 is embedded in the sleeper main body 41 and the end surface 43b is attached to the flange portion 42 by welding. The main body 41 and the flange portion 42 are connected. A plurality of such sleepers 4 are arranged on the road bed 3, and the sleepers 4 are connected to each other by attaching the flange portions 42 of the sleepers 4 to the pair of vertical beams 6 with bolts 71 and nuts 72. Yes. With such a structure, even if the acting force in the vertical and front-rear directions generated when the train travels on the rail 5 acts repeatedly on the sleeper 4, the direction in which these acting forces act and the longitudinal direction of the dowel 43 Are substantially perpendicular to each other, so that these acting forces are unlikely to act in the direction in which the diver 43 is removed from the sleeper body 41, and are difficult to move in the direction in which the diver 43 is removed from the sleeper body 41. Then, the distance between the flange portion 42 and the sleeper body 41 is not easily increased, and the bending moment acting on the dowel 43 is not easily increased. Therefore, it is possible to prevent the time at which the fatigue breakage of the diver 43 is earlier than the time assumed at the time of design, and to easily separate and reconnect the sleeper and the vertical beam. And it can prevent that the useful life of the bedded track 100 is shortened by this.

  In addition, when the sleeper and the vertical beam were joined via the variable pad as in the conventional case, the filler was allowed to stand after being injected into the bag body of the variable pad, and the filler was cured. The construction was limited by the weather. On the other hand, according to the bedded track 100 of the present embodiment, the sleeper 4 and the vertical beam 6 are connected without using a filler, so that the construction is not restricted by the weather.

[Another embodiment]
(1) In the above embodiment, the gibber 43 is embedded from the left side surface 41a and the right side surface 41b of the sleeper body 41 into the sleeper body 41. However, the present invention is not limited to this. You may make it embed | buy into the sleeper main body 41 from the other surface of the main body 41. FIG. For example, when the sleeper main body 41 is installed side by side on the road bed 3, the gibber 43 may be embedded in the sleeper main body 41 from the upper and lower surfaces. By doing so, even if the acting force in the front-rear direction generated by the difference in temperature expansion and contraction between the rail 5 and the longitudinal beam 6 acts repeatedly on the sleeper body 41, the direction in which the acting force acts and the longitudinal direction of the diver 43 Since the direction is substantially orthogonal, the acting force is unlikely to act in the direction in which the dowel 43 is removed from the sleeper body 41. On the other hand, when the acting force in the vertical direction generated when the train travels on the rail 5 repeatedly acts on the sleeper body 41, the direction in which the acting force acts and the longitudinal direction of the divel 43 become substantially the same direction. The acting force acts in a direction in which the dowel 43 is removed from the sleeper body 41. In this case, the portion of the diver 43 bent into a U shape prevents the diver 43 from moving in the direction in which it is removed from the sleeper body 41. Therefore, even if comprised in this way, there exists an effect similar to the said Example.

  (2) Further, for example, when the sleeper main body 41 is installed side by side on the road bed 3, the diver 43 may be embedded in the sleeper main body 41 from the front and rear surfaces. In this way, even if the acting force in the vertical direction generated when the train travels on the rail 5 repeatedly acts on the sleeper body, the direction in which the acting force acts and the longitudinal direction of the dowel 43 are almost the same. Since they are orthogonal to each other, the acting force is unlikely to act in the direction in which the diver 43 is removed from the sleeper body 41. On the other hand, when the acting force in the front-rear direction generated by the difference in temperature expansion and contraction between the rail 5 and the longitudinal beam 6 is repeatedly applied to the sleeper body 41, the direction in which the acting force acts and the longitudinal direction of the dowel 43 are substantially the same direction. Therefore, the acting force acts in the direction in which the gibber 43 comes out of the sleeper body 41. In this case, the portion of the diver 43 bent into a U shape prevents the diver 43 from moving in the direction in which it is removed from the sleeper body 41. Therefore, even if comprised in this way, there exists an effect similar to the said Example.

  (3) In the above embodiment, the sleeper main body 41 and the flange portion 42 are connected using the U-shaped gibber 43. However, the present invention is not limited to this, and the sleeper main body 41 and the flange portion 42 are firmly connected. Other configurations may be used as long as they are connected to the. For example, as illustrated in FIG. 3A, the sleeper main body 102 and the flange portion 103 may be coupled using a stud gibber 104. In this case, the stud dowel 104 may be attached to the flange portion 103 by welding, or may be fixed to the flange portion 103 with a bolt and a nut. Further, as illustrated in FIG. 3B, the sleeper main body 112 and the flange portion 113 may be coupled using a hook 114. In this case, the hook 114 may be attached to the flange portion 103 by welding, or may be fixed to the flange portion 103 with a bolt and a nut. Note that the stud gibber 104 and the hook 114 correspond to a connecting portion. Further, the tip end portion of the stud gibber 104 and the tip end portion of the hook 114 correspond to a drop prevention portion. Even if comprised in this way, there exists an effect similar to the said Example.

  (4) In the above-described embodiment, the diver 43 is attached to the flange part 42 by welding. However, the present invention is not limited to this, and the diver 43 may be attached to the flange part 42 by fastening with a bolt and a nut. Specifically, as illustrated in FIG. 3C, a bolt mounting hole 124a is provided from the end face of the U-shaped dowel 124 toward the inside thereof, and a screw thread is formed on the inner wall of the bolt mounting hole 124a. On the other hand, a flange-side bolt through-hole 123 a that communicates with the bolt mounting hole 124 a of the diver 124 when the diver 124 is attached is provided at a location where the diver 124 is attached in the flange portion 113. Furthermore, the bolt 125 which penetrated the flange side bolt through-hole 123a of the flange portion 123 is screwed into the bolt mounting hole 124a of the dowel 124, thereby attaching the dowel 124 to the flange portion 123. In this way, it is possible to easily separate the flange portion 123 from the sleeper body 41 or attach the flange portion 123 to the sleeper body 41.

  (5) In the above embodiment, the flange portion 42 is formed in a rectangular shape, but the present invention is not limited to this, and when the flange portion 42 is attached to the sleeper body 41, a portion that fits the left side surface 41a of the sleeper body 41; In this case, various shapes may be used as long as the shape includes a portion that does not fit to the left side surface 41a of the sleeper body 41. For example, the flange portion may be formed in an elliptical shape. Even if it does in this way, there exists an effect similar to the said Example.

  (6) In the sleeper 4 of the above embodiment, one flange portion 42 is attached to the end portion of the sleeper main body 41, but the present invention is not limited to this, and a plurality of flange portions are attached to the end portion of the sleeper main body 41. May be attached. As an example, a flange portion having a shape obtained by dividing the flange portion 103 illustrated in FIG. 3A into two parts is attached to the sleeper body 41 by the stud gibber 104. Even if comprised in this way, there exists an effect similar to the said Example.

  (7) Although the sleeper 4 is applied to the bedded track 100 in the above embodiment, the sleeper 4 may be used for the construction beam 200. Specifically, as shown in FIG. 4, the construction girder 200 using the sleepers 4 includes a plurality of sleepers 4 installed side by side, and a pair of rails 5 fastened to the upper surfaces of the plurality of sleepers 4. And a pair of main girders 201 as vertical beams installed in the vicinity of both end portions of the plurality of sleepers 4. Among these, since the structure of the sleeper 4 has already been described in the above embodiment, detailed description thereof is omitted here. On the other hand, the main beam 201 is configured as follows for each of the facing sleepers 4. That is, the main girder 201 is provided with a main girder-side through hole (not shown) that communicates with the flange-side through hole 42c of the flange portion 42 when arranged so as to contact the flange portion 42. The sleeper 4 and the main girder 201 are attached with nuts at the ends of bolts that pass through the plain washer, the flange side through hole 42c of the flange portion 42, the main girder side through hole of the main girder 201, and the plain washer in order. It is connected by.

  According to the construction girder 200 thus configured, the sleeper 4 described above is used, so that it is possible to prevent the useful life from being shortened.

It is sectional drawing which shows the structure of the bedded track | orbit of an Example. It is the top view (a) which shows the sleeper of an Example, and a front view (b). (a) is a top view which shows another example (1) of a sleeper, (b) is a top view which shows another example (2) of a sleeper, (c) is a flange part, a dowel, It is a top view which shows another Example of the structure which connects. It is sectional drawing which shows the structure which used the sleeper of the Example for the construction girder. It is sectional drawing which shows the structure of the conventional bedded track | orbit.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Roadbed, 2 ... Ballast, 3 ... Roadbed, 4,101,111 ... Sleeper, 5 ... Rail, 6 ... Longitudinal beam, 41, 102, 112 ... Sleeper body, 41a ... Left side, 41b ... Right side, 42, 103, 113, 123 ... flange portion, 42a ... flange body, 42b ... mounting portion, 42c, 123a ... flange-side through-hole, 43, 124 ... gibel, 43a ... U-shaped portion in the gibel 43, 43b ... gibel 43 End surface of 71, bolt, 72, nut, 104, stud gibber, 114, hook, 124a, bolt mounting hole

Claims (6)

A sleeper installed side by side on the roadbed so that its longitudinal direction is perpendicular to the direction of extension of the roadbed provided on the roadbed,
A concrete sleeper body,
A collar that protrudes from both ends in the longitudinal direction of the sleeper body;
A detachment preventing portion that prevents the detachment from being removed from the sleeper main body when embedded in the sleeper main body, and an attachment portion for attaching to the collar portion, and the detachment prevention portion is embedded in the sleeper main body. And, by attaching the attachment part to the collar part, a connection part for coupling the sleeper body and the collar part,
A sleeper characterized by comprising. The sleeper according to claim 1,
The sleeper is embedded in the sleeper body from an end face in the longitudinal direction of the sleeper body. In the sleeper according to claim 1 or claim 2,
The sleeper is characterized in that the attachment part is attached to the collar part by welding. In the sleeper according to claim 1 or 2,
The mounting portion is provided with a connecting portion side bolt mounting hole toward the inside thereof, and a thread is formed inside the connecting portion side bolt mounting hole.
On the other hand, at the portion where the connecting portion is attached in the flange portion, a flange-side bolt through hole communicating with the connecting portion-side bolt mounting hole when the connecting portion is attached is provided,
Furthermore, the sleeper is characterized in that the connecting part is attached to the collar part by screwing a bolt penetrating the collar part side bolt through hole into the connecting part side bolt mounting hole. A roadbed provided on the roadbed;
A plurality of sleepers according to any one of claims 1 to 4, which are installed side by side on the road bed,
A pair of rails attached to the plurality of sleepers;
A pair of longitudinal beams for connecting the plurality of sleepers;
The plurality of sleepers are connected to each other via the pair of vertical beams by attaching a pair of flanges respectively provided to the plurality of sleepers to the pair of vertical beams. Roadbed trajectory. A plurality of sleepers according to any one of claims 1 to 4, which are installed side by side on the road bed,
A pair of main beams as longitudinal beams for connecting the plurality of sleepers;
The plurality of sleepers are connected to each other via the pair of main girders by attaching a pair of flanges respectively provided to the plurality of sleepers to the pair of main girders. digit.

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