JP5770044B2 - Vibration reduction structure, vibration reduction structure construction method, vibration reduction structure removal method - Google Patents

Description

  The present invention relates to a vibration reduction structure such as a traffic road and a construction method of the vibration reduction structure.

  Measures against vibration and noise associated with the passage of vehicles are considered important along railway lines. As countermeasures such as this, (1) a sound insulation mat that encloses an antifreeze viscous liquid material is provided between the floor slab and the ballast, and the energy transmitted from the rail side to the floor slab side during the travel of the railway vehicle is reduced. There is one that attenuates to reduce noise (see, for example, Patent Document 1).

  In addition, (2) after covering the lower container body filled with tire chips, a cover cap layer is formed on the container, and a road foundation layer and a railway track are formed on the cover cap layer. Some of them reduce traffic vibrations emitted from trains and trains (see, for example, Patent Document 2). Further, (3) there is a method of arranging a sandbag in the ground and thereby damping the vibration (for example, see Patent Document 3).

JP 2008-208530 A JP 2008-133642 A Japanese Patent No. 3783029

  By the way, when constructing a traffic route such as a railroad rail on soft ground, a structure in which the soft ground is reinforced to ensure the roadbed supporting force and the roadbed is provided on the ground may be used. In the example shown in FIG. 8, the predetermined depth of the ground 101, which is a soft ground, is improved by a cement stabilization treatment method or the like in which the ground is solidified with cement or the like, and an improved body 103 having a predetermined thickness is formed. Then, the road bed 105 is constructed on the improved body 103, and the sleepers 107 are installed on the road bed 105. Further, a rail 109 is laid on the sleepers 107.

  However, although this method can improve the soft ground and ensure the roadbed support force, it does not consider vibration and noise. Even when a road such as a railroad of a railway is constructed on a soft ground, it is important to reduce vibration and noise associated with the passage of a vehicle such as a railway.

  The present invention has been made in view of the above-mentioned problems, and the object of the present invention is to take measures against noise and vibration such as traffic roads by a construction method having a vibration reducing function that can be applied even to soft ground. It is to provide a vibration reduction structure that can be implemented.

In order to achieve the above-mentioned object, the first invention is a traffic road vibration reducing structure for reducing vibration propagating to the surrounding ground, the planar reinforcing material disposed on the soft ground, A rigid reinforcement body comprising a cylindrical body attached in a lattice shape on the upper surface side of the planar reinforcing material, a flowable solidifying material filled in the cylindrical body, and a predetermined provided on the rigid reinforcement body A vibration reducing structure comprising a roadbed made of a crushed stone layer having a thickness.

The predetermined thickness is preferably 0.3 m or more.
In addition, said crushed stone layer is constructed by, for example, rolling crushed stone (Japanese Industrial Standard JIS A 5001).

  The cylinder includes a vertical cylinder and a transverse cylinder arranged to intersect the vertical cylinder, and a mechanical damping performance is provided on a contact surface between the vertical cylinder and the horizontal cylinder. A vibration-damping member such as a rubber mat having a high level or a polyethylene foam having a high mechanical shock-absorbing performance may be provided.

The vibration reduction structure of the first invention is provided, for example, below a railroad track, a road bed is provided on the crushed stone layer, a sleeper is provided above the road bed, and a pair of rails is provided on the sleeper. The upper cross beam structure is formed by the sleepers and the rails, and the cylinder includes a longitudinal cylinder and a transverse cylinder arranged to intersect the longitudinal cylinder, the transverse cylinder and the longitudinal A lower cross beam structure is formed by the cylindrical body.
At this time, the longitudinal cylinder is arranged along the traveling direction of the track, the transverse cylinder is arranged in a direction substantially perpendicular to the longitudinal cylinder, and the arrangement interval between the longitudinal cylinders is the length of the sleeper. It is desirable to set it below.
Moreover, it is preferable that the size of the lattice formed by the cylindrical body is set to about 2.0 m × 2.0 m or smaller.

2nd invention is the construction method of the vibration reduction structure of the traffic road which reduces the vibration propagated to the surrounding ground, Comprising: It attached to the upper surface side of the planar reinforcing material and the said planar reinforcing material in the grid | lattice form A step (a) of disposing a rigid reinforcing body comprising a cylindrical body and a fluidized solidified material filled in the cylindrical body on a soft ground; and a crushed stone having a predetermined thickness on the rigid reinforcing body. A step (b) of constructing a roadbed composed of layers, and a method of constructing a vibration reducing structure.

The predetermined thickness is preferably 0.3 m or more.
Further, the cylindrical body includes a vertical cylindrical body and a transverse cylindrical body disposed so as to intersect the vertical longitudinal cylindrical body, and a mechanical damping performance is provided on a contact surface between the upper and lower vertical cylindrical bodies and the transverse cylindrical body. A vibration-damping member such as a rubber mat having a high level or a polyethylene foam having a high mechanical shock-absorbing performance may be provided.

  When the vibration reducing structure is a temporary structure, the method for constructing the vibration reducing structure of the second invention further includes a step (c) of removing the crushed stone layer and the rigid reinforcing body, and the rigid reinforcing body. When removing, the rigid reinforcement is cut.

For example, the rigid reinforcement body is disposed below a railroad track, a road bed is provided on the crushed stone layer, a sleeper is provided above the road bed, a pair of rails is provided on the sleeper, and the sleepers and An upper cross beam structure is formed by the rail, and the cylinder includes a vertical cylinder and a transverse cylinder arranged to intersect the vertical cylinder, and the lower stage is formed by the transverse cylinder and the vertical cylinder. A well-girder structure is formed.
At this time, the longitudinal cylinder is arranged along the traveling direction of the track, the transverse cylinder is arranged in a direction substantially perpendicular to the longitudinal cylinder, and the arrangement interval between the longitudinal cylinders is the length of the sleeper. It is desirable to set it below.
Moreover, it is preferable that the size of the lattice formed by the cylindrical body is set to about 2.0 m × 2.0 m or smaller.
Further, the third invention is a vibration reduction structure for reducing vibrations propagating to the surrounding ground, and is arranged in a grid pattern on the upper surface side of the planar reinforcing material disposed on the ground. A vibration comprising: a mounted cylindrical body; a rigid reinforcing body made of a fluidized solidified material filled in the cylindrical body; and a crushed stone layer having a predetermined thickness provided on the rigid reinforcing body. In the reduction structure, the crushed stone layer and the rigid reinforcing body are removed, and the rigid reinforcing body is cut when the rigid reinforcing body is removed.

  With the above configuration, the rigid reinforcement body is arranged at the upper part of the ground, so that the load of the structure on the rigid reinforcement body can be widely spread to the ground through the cylindrical body filled with the fluidized solidifying material and the planar reinforcement material. Since it is supported in a distributed manner, the supporting force of the ground can be ensured even on soft ground, and the structure on the rigid reinforcement body can be made large in mass. For this reason, a structure with a large mass is shaken during vibration, and vibration energy is consumed. Since the edge of the rigid reinforcement body and the ground below it is cut, the upper layer of the rigid reinforcement body is in the lower part during vibration. It slides in the horizontal direction with respect to the ground, and part of the vibration energy is converted into frictional energy accompanying the sliding. For this reason, vibration energy propagating to the outside can be reduced.

In addition, the crushed stone layer on the upper part of the rigid reinforcing body is desirably 0.3 m or more in thickness, so that the vibration reducing effect can be exhibited by the rigid reinforcing body and the crushed stone layer on the upper part. When the thickness of the crushed stone layer is 0.7 m or more, a more remarkable vibration reducing effect appears.
In addition, a vibration damping member such as a rubber mat with high mechanical damping performance or polyethylene foam with high mechanical shock absorbing performance is arranged on the contact surface between the upper and lower vertical cylindrical bodies and the horizontal cylindrical body so Vibration energy can be absorbed during sliding of the cylindrical body, and ground vibration propagation to the periphery can be reduced.

  The vibration reduction structure can be applied as, for example, a lower structure of a railway track. In this case, an upper cross beam structure is formed by sleepers and rails. Further, the lower cross beam structure is formed by the transverse cylinder and the longitudinal cylinder. High support performance resulting from dispersion of the upper load by the upper and lower girder structures can be obtained, the mass of the track lower structure can be increased, and the vibration reduction effect by the rigid reinforcement can be enhanced. In addition, by setting the arrangement interval between the vertical cylinders to be less than the length of the sleepers, the stress that propagates when passing through the vehicle is shared by many vertical cylinders so that the load is widely distributed and the mass of the track substructure is increased. And the vibration reduction effect by a rigid reinforcement body can be heightened. Furthermore, even when the installation position of the rigid reinforcement body is deviated in a direction perpendicular to the rail axis direction, the upper load can be reliably dispersed by the longitudinal cylindrical body. From the above viewpoint, it is preferable that the size of the lattice is set to about 2.0 m × 2.0 m or smaller.

  Furthermore, the vibration reducing structure of the present invention can be applied as a permanent structure or a temporary structure. Since the rigid reinforcing body can be cut and divided into small pieces to be removed and transported, the removal work can be performed easily and quickly. Since the rigid reinforcement can be removed by cutting, no problem of noise or dust occurs. Furthermore, since the planar reinforcing member and the cylindrical body have flexibility, they can be transported to the site in a folded or wound state, and can be spread and installed, so that transportation and construction work are also easy.

  ADVANTAGE OF THE INVENTION According to this invention, the vibration reduction structure etc. which can implement noise / vibration measures, such as a traffic road, applicable also to soft ground etc. can be provided.

Vertical sectional view of vibration reduction structure 1 The figure which shows the state which installed the rigid reinforcement body 5 in the natural ground 3 The figure which shows the construction method of the vibration reduction structure 1 Diagram showing vibration measurement status The figure which shows the calculation result of vibration level Diagram showing conditions of vibration experiment Figure showing the results of an excitation experiment Cross section of conventional traffic

  Hereinafter, embodiments of the vibration reducing structure and the like of the present invention will be described in detail based on the drawings.

[First Embodiment]
First, with reference to FIG. 1 and FIG. 2, the structure of the vibration reduction structure 1 which is the 1st Embodiment of this invention is demonstrated. FIG. 1 is a vertical sectional view showing the vibration reducing structure 1. FIG. 2 is a view showing a state in which the rigid reinforcing body 5 is installed on the natural ground 3. As shown in FIG. 1, the vibration reduction structure 1 of the present embodiment is applied to a railway track.

  As shown in FIG. 1, the vibration reduction structure 1 is disposed on a natural ground 3 and includes a rigid reinforcement body 5, a roadbed 13, and the like. The vibration reduction structure 1 is applied to the lower part of a railroad track. As shown in FIG. 1, a road bed 15, sleepers 17, rails 19, and the like are provided on the roadbed 13.

  As shown in FIG. 2 etc., the natural ground 3 is the ground below the excavation part 32 which excavated the ground 30 in the groove shape of predetermined depth, and is a soft ground in this embodiment.

  As shown in FIGS. 1 and 2, the rigid reinforcement body 5 is disposed on the natural ground 3. The rigid reinforcing body 5 includes a planar reinforcing material 7, a cylindrical body 9, a fluidized solidifying material 11, and the like. The rigid reinforcement body 5 is arrange | positioned by the width | variety matched with the width | variety of the excavation part 32, for example.

  The planar reinforcing material 7 is a planar member such as a water-permeable and flexible sheet or a net, and for example, a sheet of synthetic fiber woven fabric can be used.

  The cylindrical body 9 is arranged in a grid pattern on the upper surface of the planar reinforcing material 7. The cylindrical body 9 has flexibility, and for example, a cylindrical woven fabric of synthetic fibers is used. The cylindrical body 9 is attached and attached to the upper surface side of the planar reinforcing material 7 by a connecting member (not shown) such as a cord or a belt, for example, but may be sewn to the upper surface side of the planar reinforcing material 7 in advance.

  As shown in FIG. 2, the cylindrical body 9 includes a longitudinal cylindrical body 9a and a transverse cylindrical body 9b, which are arranged in a lattice shape. The vertical cylindrical body 9a is arranged along the traveling direction of the traffic path, that is, along the axial direction of the rail 19 shown in FIG. The transverse cylinder 9b is arranged in a direction substantially perpendicular to the longitudinal cylinder 9a in the horizontal plane, that is, in a direction substantially orthogonal to the axial direction of the rail 19 shown in FIG. In FIG. 2, the vertical cylinder 9 a is arranged so as to ride on the horizontal cylinder 9 b at the intersection of the vertical cylinder 9 a and the horizontal cylinder 9 b, but the horizontal cylinder 9 b is arranged so as to ride on the vertical cylinder 9 a. It may be. In these cases, the vertical cylindrical body 9a and the horizontal cylindrical body 9b slide with the vibration, but a rubber mat with high mechanical damping performance is provided on the contact surface between the vertical vertical cylindrical body 9a and the horizontal cylindrical body 9b. Alternatively, a vibration damping member (not shown) having a high vibration damping performance such as a polyethylene foam having a high mechanical shock absorbing performance may be disposed. In addition, you may connect the vertical cylinder 9a and the cross cylinder 9b so that internal space may connect in said cross | intersection part.

  The interval 27 at which the longitudinal cylinders 9a are arranged is set to the wheel interval of the vehicle traveling on the rail 19, that is, the length 21 or less of the sleeper 17 shown in FIG. Further, the interval 29 in which the transverse cylinders 9b are arranged is set larger than the interval 27 between the longitudinal cylinders 9a. In this embodiment, the distance 27 is about 1.0 m and the distance 29 is about 1.5 m. In setting the interval 27, the width of the excavation part 32 is taken into consideration, for example, the installation interval of the cylinders 9 arranged at the end part of the excavation part is not necessarily equal to the others.

  The fluidized solidifying material 11 is, for example, mortar, and solidifies after filling the inside of the cylindrical body 9. When the fluidized solidifying material 11 is solidified, the cylindrical body 9 has rigidity, and the load on the rigid reinforcing body 5 can be widely dispersed and transmitted to the natural ground 3 through the cylindrical body 9 and the planar reinforcing material 7. It becomes like this.

  The roadbed 13 is constructed on the rigid reinforcing body 5 with a predetermined thickness. The roadbed 13 is a crushed stone layer formed of crushed stone (Japanese Industrial Standard JIS A 5001) or the like compacted by rolling. The thickness is determined to be 0.3 m or more according to the purpose of vibration reduction. The thickness of the crushed stone layer will be described later. However, when the vibration reducing member is disposed, the thickness of the crushed stone layer can be less than 0.3 m.

  The road bed 15 is formed immediately above the roadbed 13. The roadbed 15 is constructed of crushed stone or gravel.

The sleepers 17 are installed on the upper part of the road bed 15.
A pair of rails 19 is installed on the upper surface of the sleepers 17 at a predetermined interval in a direction perpendicular to the rail axis direction on the horizontal plane.

  In the vibration reduction structure 1, a planar reinforcing member 7, a cylindrical body 9 (transverse cylindrical body 9 b, a vertical cylindrical body 9 a), a roadbed 13 (crushed stone), a roadbed 15, sleepers 17, and rails 19 are arranged in order from the bottom. The lower row girder structure 22b is formed by the body 9 (the transverse cylinder body 9b and the vertical cylinder body 9a), and the upper row girder structure 22a is formed by the sleepers 17 and the rails 19.

  Next, a track construction method to which the vibration reduction structure 1 is applied will be described with reference to FIGS.

In order to construct a trajectory to which the vibration reducing structure 1 is applied as shown in FIG. 1, first, as shown in FIG. 2, the ground 30 is excavated into a groove shape with a predetermined depth and width, and the excavation part 32 is formed. Form. The natural ground 3 below the excavation part 32 is a soft ground. Next, the planar reinforcing material 7 is laid on the bottom surface 31 of the excavation part 32. After that, the cylindrical body 9 is arranged in a grid pattern on the upper surface of the planar reinforcing material 7 and connected to the planar reinforcing material 7, and the fluidized solidifying material 11 is filled into the cylindrical body 9. A vibration damping member (not shown) having a high vibration damping performance such as a rubber mat may be disposed on the contact surface between the upper and lower vertical cylinders 9a and the transverse cylinder 9b constituting the cylinder 9.
FIG. 3A shows an example of a cross section showing this state.
The planar reinforcing member 7 and the cylindrical body 9 are composed of a highly flexible woven fabric or the like, and can be transported to the construction site in a folded or wound state, and can be expanded and arranged at the construction site. Installation is easy and can be done quickly.

  When the fluidized solidifying material 11 is filled into the cylindrical body 9 and a predetermined date and time elapses, and the solidification of the fluidized solidifying material 11 is completed, as shown in FIG. In addition, the roadbed 13 made of crushed stone or the like is constructed. Crushed stones are rolled and compacted.

  Then, as shown in FIG. 3C, the roadbed 15 is constructed on the roadbed 13 by crushed stone, gravel, etc., the sleepers 17 are installed on the upper part of the roadbed 15, and the rails 19 are laid on the sleepers 17. This state corresponds to FIG. When the vibration reduction structure 1 is applied to the main track, the construction of the vibration reduction structure 1 is completed in this way.

The vibration reduction structure 1 can also be applied to other temporary tracks and can be easily removed.
That is, when removing the vibration reducing structure 1, first, as shown in FIG. 3 (d), the rail 19, the sleepers 17, the road bed 15, and the roadbed 13 are removed. The roadbed 13 removes crushed stones.

  Then, as shown in FIG.3 (e), the rigid reinforcement body 5 is removed. The rigid reinforcing body 5 is cut, divided into small pieces and removed. Therefore, the rigid reinforcing body 5 can be easily and quickly removed, and noise and dust are not generated. And the conveyance etc. of the rigid reinforcement body 5 after removal are also easy. For example, when removing an improved body that has undergone cement stabilization treatment, it is necessary to crush it with a breaker or the like, and there is a problem that it takes time and costs, and noise and vibration are generated. As described above, it is advantageous in that it can be easily removed.

  Next, an experimental result of vibration measurement in the trajectory to which the vibration reduction structure 1 is applied will be described. FIG. 4 is a diagram illustrating a measurement state of vibration. 4A shows a measurement situation in the region where the vibration reducing structure 1 is applied, and FIG. 4B shows a measurement situation in the region where the improved body 41 by the conventional cement stabilization process is applied. FIG.

  The area to which the vibration reducing structure 1 shown in FIG. 4A is applied and the area to which the improved body 41 shown in FIG. 4B are applied are sections along the same track, and in the rail interval direction. The width is almost the same. The ground below the vibration reducing structure 1 and the improved body 41 is a soft ground. The vibration measurement was performed at measurement points 23 and 37 below the home 24 having the same positional relationship with respect to both regions. In addition, the thickness of the road bed 15 below the sleepers 17 is 0.4 m, and a side groove 26 is located on the side of the road bed 15.

  In the region shown in FIG. 4A, the vibration reducing structure 1 is constructed immediately below the road bed 15 on which the rails 19 and the sleepers 17 are installed. The thickness of the roadbed 13 is 0.4 m, and the distance 25 between the measurement point 23 and the track (the center portion between the pair of rails 19) is 4.0 m.

  In the area shown in FIG. 4B, the improved body 41 is constructed immediately below the road bed 15 on which the rails 19 and the sleepers 17 are installed. The improved body 41 is constructed by a conventional cement stabilizing treatment worker. The thickness of the improved body 41 is 1.0 m, and the separation 39 between the measurement point 37 and the track is 4.0 m as described above.

Vibration was measured using an accelerometer and a data recorder at the measurement point 23 shown in FIG. 4A and the measurement point 37 shown in FIG. Then, the vibration acceleration level (VAL) is calculated by the following formula (1) from the effective value a (m / s ² ) of the vibration acceleration (vertical direction) measured by the accelerometer,
VAL = 20 log ₁₀ (a / a ₀ ) (1)
The vibration level (db) was calculated by performing human body sensory correction using a weighting coefficient (relative response) corresponding to human sensitivity for each frequency with respect to the vibration acceleration level (VAL). In Equation (1), a ₀ is a reference acceleration value, for example, a ₀ = 10 ⁻⁵ (m / s ² ).

FIG. 5 is a diagram illustrating a calculation result of the vibration level. The horizontal axis represents the vibration level value, and the vertical axis represents the frequency at which each vibration level was observed. The data 33 shows the results in the section where the rigid reinforcing body 5 (vibration reducing structure 1) is installed as shown in FIG. The data 35 shows the result in the section where the conventional improved body 41 is installed as shown in FIG.
From FIG. 5, in the region using the vibration reduction structure 1, the knowledge that the vibration reduction effect of 6 to 8 (db) is obtained on average is obtained compared to the region using the conventional improved body 41. It was.

Since the structure such as the roadbed 13 under the track has a large mass by using the vibration reduction structure 1, the structure having a large mass is shaken when passing through the vehicle, thereby consuming vibration energy. Further, since the edge of the rigid reinforcement body 5 and the ground below it are cut off, the upper layer of the rigid reinforcement body 5 slides in the horizontal direction with respect to the lower ground during vibration, and a part of the vibration energy is slid. It is converted into frictional energy accompanying movement. The above result can be considered to be due to the fact that the vibrational energy propagating to the outside is reduced for such reasons.
On the other hand, the improvement body 41 by a general cement stabilization process has a unit weight smaller than the crushed stone of the above-mentioned roadbed 13, etc., and tends to have a light structure under the track. In this respect, the vibration reduction structure 1 can obtain the mass of the lower structure necessary for vibration reduction with a relatively thin structure. In addition, since the improved body 41 is not completely cut off from the lower ground, it is considered that vibration energy is likely to propagate to the outside.

  As described above, in the vibration reduction structure 1 of the present embodiment, the rigidity reinforcing body 5 is disposed on the ground 3, so that even if the lower ground 3 is soft ground, The load can be dispersed and supported. In addition, since high support performance is obtained due to the dispersion of the upper load by the upper girder structure 22a and the lower girder structure 22b, the track lower structure such as the roadbed 13 can be made large in mass. Therefore, the structure having a large mass is shaken when passing through the vehicle, and energy related to vibration is consumed. Further, since the edge of the rigid reinforcing body 5 and the ground pile 3 below it is cut, the upper layer of the rigid reinforcing body 5 slides in the horizontal direction with respect to the lower ground pile 3 during vibration, and vibration energy Is converted into frictional energy accompanying sliding. For this reason, vibration energy propagating to the outside can be reduced.

Further, since the interval 27 between the longitudinal cylinders 9a is set to be equal to or less than the length 21 of the sleepers 17, the stress propagated from the sleepers 17 when passing through the railway vehicle is shared by many longitudinal cylinders 9a and the load is widely dispersed. The mass of the structure under the track can be increased, and the vibration reduction effect by the rigid reinforcement body 5 can be enhanced. Furthermore, even when the installation position of the rigid reinforcement body 5 is shifted in a direction perpendicular to the rail axis direction, the upper load can be reliably dispersed by the longitudinal cylindrical body 9a.
In this embodiment, the distance 27 is about 1.0 m and the distance 29 is about 1.5 m. The distance between the two is not limited to this, but in order to enhance the effect of vibration reduction or the like, the size of the lattice formed by the cylindrical body 9 should be about 2.0 m long × 2.0 m wide or smaller. desirable. This is because the weight of the track lower structure can be increased.

  Further, in the vibration reduction structure 1 of the present embodiment, vibration damping such as a rubber mat having a high mechanical damping performance or a polyethylene foam having a high mechanical damping performance is provided on the contact surface between the upper and lower vertical cylindrical bodies 9a and the transverse cylindrical body 9b. A vibration damping member having high performance can be arranged to absorb vibration energy and further reduce ground vibration propagation to the periphery.

  In addition, the rigid reinforcement body 5 can be transported to the construction site in a folded or wound state, and can be expanded and disposed on the construction site, so that the work of transportation and installation is easy and can be performed quickly. it can. Also, the removal work when the vibration reducing structure 1 is temporary can be performed by cutting and dividing the rigid reinforcing body 5, so that this can be easily and quickly performed. Carrying etc. is also easy. Therefore, installation and removal can be performed in a short period of time, and construction costs can be reduced. The improved body by the conventional cement stabilizer, etc. needs to be crushed by a breaker or the like at the time of removal, and there is a problem of generation of dust and noise, but the rigid reinforcing body 5 can be removed by cutting or the like. There is no problem.

  In the present embodiment, the case where the vibration reduction structure 1 is provided under the railroad track is illustrated, but the vibration reduction structure can also be applied to other traffic paths. For example, the present invention can be applied to a main road through which a vehicle such as an automobile passes or a temporary road. When applied to a road, the upper part of the road bed 15 is paved with asphalt or the like. Further, the present invention can be applied not only to a traffic route but also to a vibration reducing structure in a foundation structure of equipment that generates vibration.

  As a structure for reducing vibration when applied to a road, a longitudinal cylindrical body is disposed as a rigid reinforcing body on the upper surface side of the planar reinforcing material along the traveling direction of the vehicle, and the vertical cylindrical body is disposed above the longitudinal cylindrical body. A cross cylinder can be used in a direction substantially perpendicular to the direction. For example, the interval between the longitudinal cylinders is about 2.0 m, and the interval between the transverse cylinders is about 1.0 m. However, the interval between the cylinders can be changed as appropriate in consideration of the relationship between traffic volume and support performance.

  When the vibration reduction structure is applied to a road, it is confirmed by calculation that the amount of settlement on the road surface and the crack rate of asphalt are smaller than those in the case where the cement stabilization treatment is performed. As described above, on roads and tracks to which the vibration reducing structure is applied, it can be expected that the flatness of the road surface and the like is maintained with high performance, which also contributes to reduction of traffic vibration.

  In the present embodiment, the cylindrical body 9 of the rigid reinforcing body 5 includes a longitudinal cylindrical body 9 a disposed in a direction along the rail 19, and a transverse cylindrical body 9 b disposed in a direction substantially orthogonal to the rail 19. However, the installation direction of the cylindrical body 9 is not limited to that described above, and can be arbitrarily set according to the purpose of vibration reduction. For example, the cylindrical body 9 includes a first cylindrical body arranged at a predetermined angle with respect to the rail 19 and a second cylindrical body arranged at a predetermined angle with respect to the first cylindrical body. It is also possible to configure with a cylinder.

[Second Embodiment]
Next, as a second embodiment of the present invention, the vibration reduction structure 48 in which the rigid reinforcement body 5 and the crushed stone layer 51 are provided on the ground 50 which is a soft ground is formed. And the vibration experiment was performed about the vibration reduction structure 48, and the vibration measurement result was compared with the structure by a cement improved body. Hereinafter, this excitation experiment will be described with reference to FIGS. In addition, the same code | symbol is attached | subjected about the element which has the structure substantially the same as 1st Embodiment, and description is abbreviate | omitted.

6 (a) to 6 (b) are diagrams showing the conditions under which the vibration experiment was performed.
FIG. 6A shows the condition A in which the ground reinforcement 50 is excavated by 0.7 m and the rigidity reinforcing body 5 is installed, and the crushed stone layer 51 is disposed on the upper portion thereof in the same manner as the roadbed 13 to form the vibration reduction structure 48. Indicates. The crushed stone thickness of the crushed stone layer 51 is 0.3 m. As the crushed stone, regenerated crushed stone RC-40 having a particle size of 0 to 40 mm was used.
The condition B shown in FIG. 6B is the vibration reducing structure 48 similar to the condition A, but the crushed stone thickness of the crushed stone layer 51 is different, and the condition B is 0.7 m.
FIG. 6C shows a condition C in which an empty groove 52 is formed around the vibration reduction structure 48 of the condition B shown in FIG. The air groove 52 is a side groove for digging, and has a depth of 0.7 m from the ground surface.

FIG. 6D shows a condition D in which the improvement body 53 similar to the above-described improvement bodies 41 and 103 is provided in the natural ground 50. The thickness of the improved body 53 is 0.5 m.
FIG. 6E shows a condition E in which a crushed stone layer 51 having a crushed stone thickness of 0.2 m is provided on the improvement body 53 having a thickness of 0.5 m, which is the condition D.
In addition, the planes of the vibration reduction structure 48 and the improved body 53 in the conditions A to E have a size of 3.0 m in length and 4.0 m in width, and in the rigid reinforcing body 5, the cylinder 9 has a length of 1.0 m × width 2. It is arranged in a grid of 0.0 m. These horizontal directions correspond to the horizontal directions in the figure.
FIG. 6F shows a condition F that is a natural ground 50 in which the vibration reduction structure 48 and the improved body 53 are not provided. In the vibration experiment, the same vibration is applied to the condition of the natural ground 50 alone for comparison. I am conducting an experiment.

6 (a) to 6 (f), the central portion of the plane is the excitation point 61, and the excitation frequency is changed with a constant excitation force at the excitation point 61 at the excitation point 61. Vibration was applied, and the speed was measured with a speedometer installed at a measurement point 63 that was 7.0 m away from the excitation point 61, and the displacement response at the measurement point 63 was obtained therefrom.
The results are shown in FIG. Each data of FIG. 7 takes the average value of the displacement response for 100 waves that are vibrated 100 times for the conditions A to F of FIGS. 6A to 6F in the above procedure. The displacement response ratio with respect to the result of the condition F (displacement response of each condition A to F ÷ displacement response of the condition F) is taken.

  From the figure, in a frequency band of about 3 to 10 Hz where human vibration sensitivity is particularly high for vertical vibration, vibration reduction effect for condition F (without countermeasures) under condition A (rigid reinforcement + crushed stone thickness 0.3 m) In condition B (rigid reinforcement + crushed stone thickness 0.7 m) and condition C (rigid reinforcement + crushed stone thickness 0.7 m + empty groove), in a frequency band around 3 to 20 Hz where human vibration sensitivity is high, A vibration reducing effect appears with respect to condition F, condition D (improved body 0.5 m), and condition E (improved body 0.5 m + crushed stone thickness 0.2 m).

  Thus, from the viewpoint of vibration reduction, it is desirable to provide a crushed stone layer having a crushed stone thickness of 0.3 m or more above the rigid reinforcement body 5. When the crushed stone thickness is 0.7 m or more, a more remarkable vibration reducing effect is obtained. It turns out that it is obtained. However, as described above, when the above-described vibration damping member or the like is disposed on the rigid reinforcing member 5, it is conceivable to make the crushed stone thickness thinner.

  As mentioned above, although embodiment of this invention was described referring an accompanying drawing, the technical scope of this invention is not influenced by embodiment mentioned above. It is obvious for those skilled in the art that various modifications or modifications can be conceived within the scope of the technical idea described in the claims. It is understood that it belongs.

DESCRIPTION OF SYMBOLS 1, 48 ......... Vibration reduction structure 3, 50, 101 ...... Ground mountain 5 ......... Rigid reinforcement 7 ......... Planar reinforcement 9 ......... Cylinder 9a ......... Vertical cylinder 9b ... ... Cross cylinder 11 ......... Fluidity solidified material 13 ......... Subbase 15, 105 ......... Road bed 17, 107 ......... Sleeve 19, 109 ......... Rail 22a, 22b ......... Wider structure 26, 52 ... ...... Gutter 27, 29 ......... Interval 30 ......... Ground 31 ......... Bottom 32 ......... Drilling part 41, 53, 103 ......... Improved body 51 ......... Crumble layer

Claims (13)

It is a vibration reduction structure for traffic roads that reduces the vibration that propagates to the surrounding ground,
Rigidity composed of a planar reinforcing material, a cylindrical body attached in a lattice shape on the upper surface side of the planar reinforcing material, and a fluidized solidified material filled in the cylindrical body, which is disposed on the soft ground A reinforcement,
A roadbed made of a crushed stone layer of a predetermined thickness provided on the rigid reinforcement body,
A vibration reduction structure comprising:   The vibration reducing structure according to claim 1, wherein the predetermined thickness is 0.3 m or more. The cylindrical body includes a vertical cylindrical body, and a transverse cylindrical body arranged to intersect with the vertical cylindrical body,
3. The vibration reduction structure according to claim 1, wherein a vibration damping member is disposed on a contact surface between the upper and lower longitudinal cylinders and the transverse cylinder. Provided below the railroad track, a roadbed is provided on the crushed stone layer,
A sleeper is provided above the roadbed, and a pair of rails are provided on the sleeper, and an upper well structure is formed by the sleepers and the rails.
The tubular body includes a longitudinal tubular body and a transverse tubular body disposed so as to intersect the longitudinal tubular body, and a lower cross beam structure is formed by the transverse tubular body and the longitudinal tubular body. The vibration reduction structure according to any one of claims 1 to 3. The vertical cylinder is arranged along the traveling direction of the track, and the transverse cylinder is arranged in a direction substantially perpendicular to the vertical cylinder,
The vibration reduction structure according to claim 4, wherein an arrangement interval between the longitudinal cylinders is set to be equal to or less than a length of the sleepers.   The vibration reducing structure according to any one of claims 1 to 5, wherein a size of a lattice formed by the cylindrical body is set to about 2.0 m x 2.0 m or smaller. A method for constructing a vibration reduction structure for a traffic road that reduces vibration propagating to surrounding ground,
A rigid reinforcing body comprising a planar reinforcing material, a cylindrical body attached in a lattice shape on the upper surface side of the planar reinforcing material, and a fluidized solidified material filled in the cylindrical body, on a soft ground Placing step (a);
A step (b) of constructing a roadbed made of a crushed stone layer having a predetermined thickness on the rigid reinforcing body;
The construction method of the vibration reduction structure characterized by comprising.   The method for constructing a vibration reducing structure according to claim 7, wherein the predetermined thickness is 0.3 m or more. The cylindrical body includes a vertical cylindrical body, and a transverse cylindrical body arranged to intersect with the vertical cylindrical body,
9. The method for constructing a vibration reduction structure according to claim 7, wherein a vibration damping member is disposed on a contact surface between the upper and lower longitudinal cylinders and the transverse cylinder. The rigid reinforcement is disposed below a railroad track, and a roadbed is provided on the crushed stone layer,
A sleeper is provided above the roadbed, and a pair of rails are provided on the sleeper, and an upper well structure is formed by the sleepers and the rails.
The tubular body includes a longitudinal tubular body and a transverse tubular body disposed so as to intersect the longitudinal tubular body, and a lower cross beam structure is formed by the transverse tubular body and the longitudinal tubular body. The construction method of the vibration reduction structure according to any one of claims 7 to 9 . The vertical cylinder is arranged along the traveling direction of the track, and the transverse cylinder is arranged in a direction substantially perpendicular to the vertical cylinder,
The arrangement interval between the vertical cylinder is how to build a vibration reduction structure according to claim 1 0, characterized in that it is set to be equal to or less than the length of the sleepers. The vibration reduction structure according to any one of claims 7 to 11, wherein a size of a lattice formed by the cylindrical body is set to about 2.0 m x 2.0 m or less. How to build. It is a vibration reduction structure that reduces the vibration that propagates to the surrounding ground,
Rigid reinforcement composed of a planar reinforcing material, a cylindrical body attached in a grid pattern on the upper surface side of the planar reinforcing material, and a fluidized solidified material filled in the cylindrical body, disposed on the ground Body,
A crushed stone layer of a predetermined thickness provided on the rigid reinforcement;
About the vibration reduction structure comprising
Removing the crushed stone layer and the rigid reinforcing body,
A method for removing a vibration reducing structure, wherein the rigidity reinforcing body is cut when the rigidity reinforcing body is removed.

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