JP7414658B2 - How to repair existing rails - Google Patents

Description

The present invention relates to a method for repairing an existing rail.

When repairing the rails on which trains run, there is a method as shown in Patent Document 1, for example. This repair method involves cutting down the top surface of the concrete foundation, installing a formwork, and installing base plates, reinforcing bars, and anchors inside the formwork, and removing the rails and existing concrete foundation within the formwork. Grout is placed between the two. Grout has a flow value that allows it to self-flow when reinforcing bars and anchors are installed, and has strength equal to or higher than concrete, and is filled between the base plate and the concrete foundation.

Japanese Patent Application Publication No. 2015-71892

In the repair method of Patent Document 1, it takes a long time for the grout to harden. Normally, track repair work is often carried out during nighttime track closure hours, so if you try to secure enough time for the grout to harden, the amount of work that can be done in a day is limited. There was a problem that it was difficult to carry out construction efficiently.

From this point of view, it is an object of the present invention to provide a method for repairing existing rails that allows construction work to be carried out efficiently during nighttime line closing hours.

The present invention for solving the above problems is a method for repairing an existing rail in which a running layer is formed on track bed concrete laid on a bottom plate. Such a method for repairing an existing rail includes a removal step of removing the upper part of the existing rail, and a surface having a height equivalent to the surface height of the existing running layer on the upper part of the existing rail before installing the girder. a temporary lining installation step in which a temporary lining having a section is installed; and a support installation step in which a plurality of supports are installed at intervals in the extending direction of the existing rail on the existing rail whose upper part has been removed. and a girder installation step of bridging girder bodies whose upper surfaces serve as running surfaces over a plurality of the support bodies, and the removal step and the temporary lining installation step are performed multiple times during daytime railway operations. The removal step includes a first removal step of removing the existing rail in the part where the support is installed to form a recess, and a removal step of removing the existing rail between the recesses formed in the first removal step. a second removal step of removing the rail, the second removal step is performed after the support installation step or in parallel with the support installation step, and in the removal step, the track bed concrete is removed. The upper part of the existing rail is removed by After a block-shaped height adjusting material is installed between the installation position of the section and the installation position of the section, the temporary lining is covered .

According to the method for repairing an existing rail of the present invention, a running surface can be formed by spanning the girders installed in the girder installation process over the supports installed in the support installation process, so the construction speed can be increased. This allows construction work to be carried out efficiently during line closing hours at night. Additionally, if a temporary lining is installed to cover the support that is currently under construction, construction can be temporarily interrupted even before the girder is installed, allowing the repair work to proceed without disrupting train operations. Can be done. Furthermore, by installing a temporary lining, trains can run during daytime business hours. Therefore, the construction work can be carried out one by one during the line closing hours at night over several days.

Furthermore, in the temporary lining installation step, it is preferable that a temporary lining having a gate-shaped cross section be placed over the concrete track bed that is currently being constructed. According to such a method, it is possible to easily install a temporary lining of the same height as the existing rail.

Further, in the method for repairing an existing rail according to the present invention, it is preferable that in the temporary lining installation step, asphalt is laid on top of the temporary lining to form a running surface. According to such a method, continuity of the trajectory can be ensured.

Advantageous Effects of Invention According to the present invention, an excellent effect is achieved in that construction work can be efficiently carried out during line closing hours at night.

FIG. 1 is a sectional view showing a repair structure for an existing rail according to an embodiment of the present invention. FIG. 1 is an enlarged sectional view of a main part showing a repair structure for an existing rail according to an embodiment of the present invention. FIG. 1 is a cross-sectional view of an existing rail repair structure according to an embodiment of the present invention taken along the running direction. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an enlarged perspective view of main parts showing a repair structure for an existing rail according to an embodiment of the present invention. (a) is a sectional view showing an existing rail, and (b) is a sectional view showing a state in which a part of the side wall of a drainage ditch is removed in a removal step of a method for repairing an existing rail according to an embodiment of the present invention. . (a) is a sectional view showing a state in which the running layer has been removed in the removal process of the existing rail repair method according to the embodiment of the present invention, and (b) is a sectional view showing the temporary lining installation process. It is a cross-sectional perspective view showing the state where temporary lining was installed. (a) is a sectional view showing a state in which trackbed concrete is partially removed to form a recess in the first removal step of the existing rail repair method according to the embodiment of the present invention, and (b) is a cross-sectional view showing a state in which a recess is formed by partially removing trackbed concrete ) is a cross-sectional view taken along the running direction, and (c) is a cross-sectional view showing the support body installation process. (a) is a sectional view showing a state in which a temporary lining is installed by laying a height adjustment material on top of track bed concrete in the temporary lining installation step of the method for repairing existing rails according to an embodiment of the present invention; b) is a sectional view of FIG. 9(a) taken along the running direction. (a) is a cross-sectional view showing the state in which the grooves in the trackbed concrete are removed in the second removal step of the method for repairing existing rails according to the embodiment of the present invention, and (b) is a cross-sectional view of FIG. 10(a) in the traveling direction. (c) is a cross-sectional view taken along the track, and (c) is a cross-sectional view showing a state in which the space between the concave portions of the track bed concrete has been further removed. (a) is a sectional view showing a state in which the girder is spanned over the support body and a temporary running path is formed on the girder body in the girder installation step of the method for repairing an existing rail according to an embodiment of the present invention; (b) 11(a) is a cross-sectional view taken along the running direction.

A repair structure and method for repairing an existing rail according to an embodiment of the present invention will be described with reference to the attached drawings. First, the configuration of the existing rail will be explained. FIG. 5(a) is a sectional view showing the existing rail. As shown in FIG. 5(a), the existing rail 1 of this embodiment is one on which a train (electric vehicle) equipped with rubber tire running wheels runs, and includes a concrete bottom plate (bottom plate) 2 and a concrete bottom plate 2. It includes a track bed concrete 3 laid on top and a running layer 4 laid on the track bed concrete 3. The concrete bottom slab 2 is a foundation part that supports the existing rail 1, and is formed to have a width wider than the train.

The trackbed concrete 3 has a rectangular cross section and is provided at a position where the rubber tire running wheels run. A pair of concrete trackbeds 3 are provided at intervals in the vehicle width direction, and the pair of left and right trackbed concretes 3, 3 extend along the traveling direction. The running layer 4 is a surface that the rubber tires come into contact with, and protects the upper surface of the concrete track bed 3. The running layer 4 is made of, for example, epoxy pavement. A guide rail 5 is provided at an intermediate portion in the vehicle width direction between the track bed concrete 3, 3. The guide rail 5 is sandwiched from both sides by a pair of guide wheels (not shown) provided on the vehicle, and safely and smoothly guides the vehicle in a predetermined direction. The guide rail 5 also serves as an electrical negative pole. Drainage channels 6a and 6b are formed on both left and right sides of the concrete track bed 3. The drainage grooves 6a and 6b are groove-shaped recesses formed on the surface of the concrete bottom slab 2. The groove width of the drainage groove 6a provided on the inside of the pair of trackbed concrete 3 is smaller than the groove width of the drainage groove 6b provided on the outside. Note that laying the trackbed concrete 3 on the bottom slab concrete 2 is just one example, and instead of the trackbed concrete 3, a steel plate may be laid.

Next, the repair structure of the existing rail 1 will be explained. FIG. 1 is a sectional view showing the repair structure of an existing rail according to this embodiment, FIG. 2 is an enlarged sectional view of the main part, FIG. 3 is a sectional view taken along the running direction, and FIG. 4 is an enlarged perspective view of the main part. It is a diagram. Note that FIG. 3 is a cross-sectional view taken along line AA in FIG. 4. The repair structure 7 for the existing rail 1 of this embodiment is formed by repairing the existing rail 1 that has deteriorated over time, and has higher durability than the existing rail 1. The repair structure 7 includes a support body 10 and a girder body 20, as shown in FIGS. 1 to 4.

The support bodies 10 are members that support the girder body 20, and are provided in plurality at intervals along the extending direction of the existing rail 1 (the running direction of the train). The support body 10 is made of H-shaped steel, and is arranged so that the flanges 12, 12 above and below the web 11 are horizontal, and the web 11 extends in the vehicle width direction. The support body 10 has a length equivalent to the width dimension of the trackbed concrete 3, and is arranged in the space where the trackbed concrete 3 existed. Specifically, the lower flange 12 is placed on the surface of the bottom slab concrete 2 exposed by removing the track bed concrete 3. The support body 10 is fixed to the bottom slab concrete 2 by an anchor member 13 inserted through a lower flange 12. Note that the support body 10 is not limited to H-shaped steel, and may be made of other members such as square steel or precast concrete.

The girder body 20 extends along the running direction of the train, and spans the plurality of support bodies 10, 10, . . . . The girder body 20 includes a girder member 21 and a running plate 22.

The girder member 21 is a member that spans over the supports 10, 10, and is made of a long steel member and has an H-shaped cross section. The beam member 21 includes a horizontal plate 23, a side wall plate 24, and a reinforcing plate 25, and has a so-called waffle structure. The horizontal plate 23 extends along the running direction of the train. The width dimension of the horizontal board 23 is equivalent to the width dimension of the track bed concrete 3. A bolt hole (not shown) is formed in the horizontal plate 23 at a position corresponding to a counterbore 31 (see FIG. 4), which will be described later. The shaft portion of a bolt 32 (see FIG. 4) for fixing the traveling plate 22 to the beam member 21 is inserted into the bolt hole. The shaft portion of the bolt 32 extends downward from the horizontal plate 23 through the bolt hole. The side wall plates 24 are provided at both ends of the horizontal plate 23 in the width direction. The side wall plate 24 is perpendicular to the horizontal plate 23 and extends vertically at the end of the horizontal plate 23. In other words, the beam member 21 has a groove 26a that opens upward and a groove 26a that opens downward. A groove portion 26b is provided.

The reinforcing plate 25 is a plate member located below the horizontal plate 23 and perpendicular to the horizontal plate 23, and extends along the vehicle width direction. That is, the reinforcing plate 25 is arranged so as to divide the lower groove portion 26b in the running direction. The reinforcing plate 25 has an upper edge connected to the horizontal plate 23, and both left and right end edges connected to the left and right side wall plates 24, respectively. The lower end of the reinforcing plate 25 is at the same height as the lower end of the side wall plate 24. The reinforcing plate 25 is disposed at a position corresponding to the support 10 and is installed on the top of the support 10. A reinforcing plate 25 installed on the upper part of the support body 10 is fixed to the upper flange 12 of the support body 10 via an L-shaped angle 27. Also between the reinforcing plates 25, 25 connected to the support body 10, other reinforcing plates 25 are arranged in parallel at equal intervals (see FIG. 3). Note that the girder material 21 is not limited to the waffle structure, and may be configured by, for example, arranging a plurality of H girders side by side in the width direction.

The running plate 22 is a plate-like member on which the rubber tire running wheels of the train run. The upper surface of the running plate is at the same height as the running surface of the existing rail 1 (the upper surface of the running layer 4), and the upper surface of the running plate 22 becomes the running surface of the train. The running plate 22 is installed in the groove portion 26a on the upper side of the beam member 21. The running plate 22 fits into the groove 26a on the upper side of the beam member 21 and is restrained. The running plate 22 is made of a precast concrete plate. Note that the running plate 22 is not limited to a concrete plate, and may be made of other materials such as a steel plate. The running plate 22 has a width larger than the width of the rubber tire, and extends a predetermined length in the running direction. A counterbore 31 is formed on the upper surface of the running plate 22. The counterbore 31 becomes a space in which the head of the bolt 32 is accommodated. The counterbore 31 is formed at both ends of the running plate 22 in the width direction at a predetermined interval in the running direction, so that the running wheels do not run on the counterbore 31. Note that the position of the counterbore 31 may be at a position where the running wheels run. A through hole (not shown) is formed in the bottom of the counterbore 31 and reaches the lower surface of the running plate. The shaft portion of the bolt 32 is inserted into the through hole.

Next, a method for repairing the existing rail 1 shown in FIG. 5(a) (method for constructing the repaired structure 7) will be explained. The method for repairing the existing rail 1 according to the present embodiment is applied, for example, to construction work performed during line closing hours at night on a route where trains are running and in operation. This method of repairing the existing rail 1 includes a preparation process, a removal process, a temporary lining installation process, a support installation process, a girder installation process, a temporary running surface formation process, and the like.

The preparation process is a process of preparing for installing the temporary lining 50. In the existing rail 1, as shown in FIG. 5(a), drainage grooves 6a and 6b are formed on both the left and right sides of the track bed concrete 3. The drain groove 6a provided inside the trackbed concrete 3, 3 has a small groove width, and in this state, a temporary lining 50, which will be described later, cannot be installed therein. Therefore, in the preparation process, as shown in FIG. 5B, the side wall of the inner drain groove 6a is cut toward the center of the existing rail 1 to widen the groove width. The groove width of the drainage groove 6a is set to a width that allows the flange 52 (see FIG. 6(b)) of the temporary lining 50 to be installed. In addition, when the groove width of the outer drain groove 6b is smaller than the width of the flange part 52 of the temporary lining 50, the work of widening the groove width of the drain groove 6b is also performed. Note that depending on the structure of the temporary lining 50, the width of the drain 6 may vary, such as when the shape of the temporary lining 50 is matched to the groove width of the drain 6b, or when the temporary lining 50 is installed in a location other than the drain 6b. There may be cases where widening is not necessary.

The removal process is a process of removing the upper part of the existing rail 1. The removal process includes a running layer removal process, a first removal process, and a second removal process. The running layer removal process is a process of removing the running layer 4 (see FIG. 5). The first removal step is a step of removing the existing rail 1 in the portion where the support body 10 is installed to form the recess 15. The second removal process is a process of removing the existing rail 1 between the recesses 15, 15 formed in the first removal process.

In the removal process, as shown in FIG. 6(a), first, the running layer 4 is removed (running layer removal process). When the running layer 4 is removed, the upper end surface of the track bed concrete 3 is exposed. In this embodiment, the process is arranged so that one night's line closing time ends from the preparation process to the running layer removal process of the removal process, and when the removal of the running layer 4 is completed, the temporary lining installation process is performed. .

The temporary lining installation process is a process of installing the temporary lining 50 so that trains can run after the line is closed at night. The temporary lining installation process is performed not only at the timing exemplified in this embodiment but also as appropriate depending on the progress status of other processes. As shown in FIGS. 6(b) and 7, the temporary lining 50 includes a groove 51 having a gate-shaped cross section and a flange 52 formed at the lower end of the groove 51. The groove portion 51 has a gate-shaped cross section and a groove shape that opens downward. The groove portion 51 includes a surface portion 53 and a side wall portion 54 . The surface portion 53 is a portion that constitutes the upper end surface of the temporary lining 50, and extends along the traveling direction. The thickness of the surface portion 53 is equal to the thickness of the running layer 4. When the temporary lining 50 is installed at a predetermined position, the surface height of the surface portion 53 becomes equivalent to the surface height of the running layer 4 of the existing rail 1. The side wall portions 54 are provided in a pair on the left and right, and extend downward from both ends of the surface portion 53 in the width direction. The left and right side wall portions 54, 54 are parallel to each other. Note that the thickness of the surface portion 53 and the thickness of the running layer 4 do not necessarily have to be equal. In this case, a level difference occurs between the surface portion 53 and the running layer 4, but there is no problem as long as it does not hinder the running of the vehicle. Further, the temporary lining 50 is not limited to a gate-shaped cross section. Further, the shape of the temporary lining 50 is appropriately optimized depending on the presence/absence and arrangement of obstacles adjacent to the trackbed.

The collar portions 52 are provided in a pair on the left and right, and each protrudes outward from the lower end of the side wall portion 54. Bolt through holes 55, 55, . . . are formed in the flange portion 52 at predetermined intervals along the running direction. A bolt member 56 for fixing the temporary lining 50 to the bottom slab concrete 2 is inserted into the bolt through hole 55 .

In the temporary lining installation process, a temporary lining 50 is placed over the concrete roadbed 3 that is currently under construction and from which the running layer 4 has been removed. Then, the collar portions 52 of the temporary lining 50 are placed in the drains 6a and 6b, respectively, and the surface portion 53 is placed on the upper end surface of the track bed concrete 3. Then, the temporary lining 50 is installed by screwing the bolt members 56 through the bolt through holes 55 toward the bottom surfaces of the drain grooves 6a, 6b. Since the thickness of the surface portion 53 is the same as that of the removed running layer 4, the surface height of the surface portion 53 is equivalent to the surface height of the running layer 4 of the existing rail 1.

When the railway service ends and the next line closing time begins, the temporary lining 50 is removed and the removal process continues (first removal process), as shown in FIGS. 8(a) and (b). . In the first removal step, the existing rail 1 is partially removed to form the recess 15. The recess 15 is formed by removing the entire height of the track bed concrete 3. In other words, the bottom surface of the recess 15 is formed by the surface of the bottom slab concrete 2. The recess 15 is formed by providing slits at both ends of the recess 15 using a cutter or the like, and then scraping the track bed concrete 3 between the slits. When forming the recess 15, parts of the drainage grooves 6a and 6b on both the left and right sides of the concrete trackbed 3 are also removed to the lower end of the concrete trackbed 3. Once the recess 15 is formed, a support installation process is performed.

The support body installation process is a process of installing the support body 10 on the bottom surface of the recess 15 (the existing rail 1 from which the upper part has been removed). The support body 10 is placed in the space (the recess 15) where the existing rail 1 existed. As shown in FIG. 8C, in the support installation step, the support 10 is fixed to the bottom surface of each recess 15 via the anchor member 13. That is, a plurality of supporting bodies 10 are arranged at intervals in the extending direction of the existing rail 1. When the support installation process is completed, a second temporary lining installation process is performed.

In the second temporary lining installation process, the height adjustment material 16 is installed on the support body 10, as shown in FIGS. 9(a) and 9(b). The height adjusting member 16 is made of a block-shaped member made of concrete, for example. The thickness dimension of the height adjustment material 16 is such that when the height adjustment material 16 is installed on the support 10, the top surface of the height adjustment material 16 is at the upper end height of the track bed concrete 3, that is, the temporary lining 50. The height is set to be the same as the height of the lower surface of the surface portion 53. After installing the height adjustment material 16, a temporary lining 50 is placed so as to cover the height adjustment material 16 and the trackbed concrete 3 between the recesses 15, 15. Then, the collar portions 52 of the temporary lining 50 are placed in the drains 6a and 6b, respectively, and the surface portion 53 is placed on the height adjustment material 16 and the trackbed concrete 3. Then, the temporary lining 50 is installed by screwing the bolt members 56 through the bolt through holes 55 toward the bottom surfaces of the drain grooves 6a, 6b.

When the railway service ends and the next line closing time begins, the temporary lining 50 is removed and a second removal process is performed, as shown in FIG. 10(a). The second removal step is a step of removing the trackbed concrete 3 (the upper part of the existing rail 1) between the adjacent recesses 15, 15. When removing the trackbed concrete 3, as shown in FIG. 10(b), slits are provided at a predetermined pitch using a cutter or the like to form blocks 3a, 3a, . . . between the slits. Thereafter, the blocks 3a between the slits are successively removed. The removal height of the trackbed concrete 3 is the entire trackbed concrete 3, and the bottom slab concrete 2 below the trackbed concrete 3 is exposed. Note that depending on the construction scale of the repaired structure, there may be an option to perform the running layer removal process, the first removal process, and the second removal process simultaneously without separating them.

Next, a girder installation process is performed. The girder installation process is a process in which the girder 20 is spanned over a plurality of supports 10, 10, . The girder installation process of this embodiment includes a girder installation process and a traveling plate installation process. The girder material installation process is a process in which the girder material 21 is laid over the supports 10, 10. The running plate installation process is a process of installing the running plate 22 on the girder 21.

As shown in FIGS. 11(a) and 11(b), first, a girder installation step is performed. In the girder installation step, the girder 21 is installed on the support 10, and the position of the girder 21 is adjusted so that the web 11 and the reinforcing plate 25 of the girder 21 are on the same plane. Thereafter, the L-shaped angles 27, 27 are arranged so as to sandwich the reinforcing plate 25 therebetween. Then, the vertical plate of the L-shaped angle 27 is bolted to the reinforcing plate 25, and the horizontal plate of the L-shaped angle 27 is bolted to the upper flange 12 of the support body 10. As a result, the beam members 21 are fixed to the supports 10, 10, . . . . After the installation of the beam members 21 is completed, a temporary running surface forming process is performed.

The temporary running surface forming step is a step of forming a temporary running surface on the girder material 21. In the temporary running surface forming step, a running road is formed by laying asphalt in the grooves 26a above the girders 21 to form an asphalt pavement 30 instead of installing a temporary lining. The upper surface of the asphalt pavement 30 becomes a temporary running surface.

When the railway business ends and the next line closing time begins, the asphalt pavement 30 is removed and a running board installation process is performed. In the running plate installation step, as shown in FIGS. 1 to 4, the running plate 22 is placed in the upper groove portion 26a. The running plate 22 fits into the groove 26a and is restrained. Then, as shown in FIGS. 3 and 4, the bolt 32 is inserted through the counterbore 11, and the shaft portion of the bolt 32 is inserted into the through hole of the traveling plate 22 and the bolt hole of the beam member 21. Then, a nut is screwed onto the shaft portion of the bolt 32 extending downward and tightened. Thereby, the running plate 22 is fixed to the beam member 21. When the running plate installation process is completed, the repair work on the existing rail 1 is completed, and the upper surface of the running plate 22 becomes the running surface for the rubber tire running wheels.

In addition, in the method for repairing the existing rail 1 according to the present embodiment, depending on the situation, a dedicated winch and a carry-in track (slope/rail) for carrying in and out of various materials may be installed on the stairs at the end of the platform. , a special simple crane will be installed on the platform for the purpose of unloading and unloading materials from the platform to the line. Similarly, along the route, materials will be transported more efficiently using trolleys and trolleys.

In the repair structure 7 for the existing rail 1 of this embodiment, the girder 20 spanning the plurality of supports 10, 10, . Furthermore, since a gap can be provided between the supporting bodies 10, 10, the weight of the repaired structure 7 can be reduced.

The girder body 20 of this embodiment includes a girder member 21 and a running plate 22. In this way, the girder 21 and the traveling plate 22 can be installed in separate steps, making it easier to transport and install the members.

The girder member 21 is made of a steel plate with guaranteed rigidity, has an H-shaped cross section, and is provided with a plurality of reinforcing plates 25, so that it can increase its strength and ensure high durability over a long period of time.

Further, since the running plate 22 is made of a precast concrete plate, the surface (running surface) has high smoothness. Further, since the running path can be formed simply by installing the running plate 22 on the girder 21, unlike the conventional method, there is no need for hardening time of the grout material. Therefore, construction time can be significantly reduced. Furthermore, in this embodiment, since the counterbore 31 is formed on the surface of the running plate 22, the bolt 32 does not protrude from the surface of the running plate 22. Therefore, the bolt 32 can be installed even at a position where the wheels of a train run, and the position of the bolt 32 is not limited.

Furthermore, since the running plate 22 is laid in the groove 26a of the girder 21, the running plate 22 can be easily positioned and installed. Moreover, since the traveling plate 22 is fitted into and restrained by the groove portion 26a of the beam member 21, durability can be further increased.

According to the method for repairing the existing rail 1 of this embodiment, the repair structure 7 is formed by spanning the girder 20 over a plurality of supports 10, 10, . Therefore, the construction time can be shortened compared to the conventional case of hardening the grout material.

Furthermore, in this embodiment, even during construction, the temporary lining 50 can be provided above the existing rail 1 and the supports 10, 10, etc. before the girder 20 is installed, so that the train operation is not hindered. It is possible to proceed with the renovation work without having to come. Therefore, the construction work can be carried out sequentially during the line closing hours at night over several days, and the construction work can be carried out efficiently during the line closing hours at night.

Furthermore, in this embodiment, even after the girder 21 is installed, a temporary running path can be formed by forming the asphalt pavement 30 in the groove portion 26a of the girder 21. Therefore, construction work can be carried out even more efficiently during the line closing hours at night. Furthermore, since the asphalt can be easily laid and removed, the construction effort will not increase significantly.

Furthermore, the removal process is divided into a first removal process and a second removal process, and the supports 10 are sequentially installed after the recesses 15 are formed. Installation can be done quickly. Therefore, the overall construction speed becomes faster.

Since the temporary lining 50 and the asphalt pavement 30 have a surface portion with the same height as the surface height of the existing running layer 4, the existing rail 1 before construction and the temporary lining 50 or asphalt pavement 30 during construction are different from each other. Even if new rails (running plates 22) after construction are mixed in the extension direction, the vehicle can run smoothly.

Although the embodiments for carrying out the present invention have been described above, the present invention is not intended to be limited to the above-described embodiments, and design changes can be made as appropriate without departing from the spirit of the present invention. For example, in the embodiment described above, the entire track bed concrete 3 between the adjacent support bodies 10, 10 is removed, but the present invention is not limited to this. Only the upper part of the trackbed concrete 3 may be removed so as not to interfere with the girder 20 spanned over the supports 10, 10, . With such a configuration, the effort and time of the second removal process can be shortened, and the construction speed can be further increased.

Further, in the embodiment, the second removal step of removing the track bed concrete 3 between the recesses 15, 15 is performed after the support installation step, but it may be performed in parallel with the support installation step. In this way, the construction time can be further shortened.

Further, in the embodiment, the traveling plate 10 is made of a precast concrete plate, but the present invention is not limited to this. The running plate 10 may be made of a steel plate or a plurality of resin-made glass fiber reinforced plastic foams (FFU: Fiber reinforced Foamed Urethane). FFU is constructed by reinforcing a plastic foam made of hard urethane resin with long glass fibers as inorganic fibers, and examples include Eslon Neo Lumber FFU (manufactured by Sekisui Chemical Co., Ltd.). The running plate 10 with high strength and precision can also be obtained by using a steel plate or FFU. Furthermore, since worn running plates, deteriorated girders 21, and support bodies 10 can be replaced independently, maintenance becomes easier.

1 Existing rail 2 Concrete bottom slab (bottom plate)
3 Road bed concrete 4 Running layer 7 Repair structure 10 Support body 15 Recessed part 20 Girder body 21 Girder material 22 Running plate 26a Groove part 50 Temporary lining

Claims (4)

A method for repairing an existing rail in which a running layer is formed on a concrete track bed laid on a bottom plate, the method comprising:
a removal step of removing the upper part of the existing rail;
A temporary lining installation step of installing a temporary lining having a surface portion with a height equivalent to the surface height of the existing running layer on the top of the existing rail before girder installation;
a support installation step of installing a plurality of supports at intervals in the extending direction of the existing rail on the existing rail from which the upper part has been removed;
a girder body installation step of bridging a girder body whose upper surface serves as a running surface over a plurality of the supporting bodies;
The removal process and the temporary lining installation process are performed multiple times during daytime railway operations,
The removal step includes a first removal step of removing the existing rail in the part where the support is installed to form a recess, and a removal step of removing the existing rail between the recesses formed in the first removal step. and a second removal step of removing, the second removal step being performed after the support installation step or in parallel with the support installation step,
In the removal step, the upper part of the existing rail is removed by scraping the track bed concrete,
In the temporary lining installation step after the first removal step, a block-shaped height is formed between the support installed in the recess formed in the removal step and the installation position of the surface part of the temporary lining. After installing the height adjustment material, cover with the temporary lining.
A method for repairing existing rails characterized by the following. The method for repairing an existing rail according to claim 1 , wherein in the removal step, slits are provided in the trackbed concrete at a predetermined pitch, and then the trackbed concrete is removed by cutting between the slits. 2. The method for repairing an existing rail according to claim 1 , wherein in the temporary lining installation step, a temporary lining with a gate-shaped cross section is placed over the concrete track bed that is currently being constructed. The method for repairing an existing rail according to any one of claims 1 to 3, wherein in the temporary lining installation step, asphalt is laid on top of the temporary lining to form a running surface.

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