JPH0432882B2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a construction method for straightening track alignment disturbances caused by defective sections or removal of bed ballast, track maintenance, etc. in bedded tracks, and a method used in this construction method. This invention relates to a spacing material for adjustment.

As is well known, a track with bed is a roadbed made of natural ground, an embankment, a cut-out, a structure such as a viaduct, etc., where bed ballast such as crushed stone is laid down to a specified thickness, sleepers are arranged on this bed, and railroad ties are placed on top of it. It consists of two rails installed parallel to each other at regular intervals. In this bedded track, the track surface becomes uneven (vertical unevenness of the track surface) due to the train load caused by passing trains.
This occurs, and the track is maintained in order to straighten this uneven part into a predetermined shape. Even with such repeated track maintenance work, the shape of the track (linear), which should originally be on a smooth plane, is
As a result, unevenness occurs over a long section along the running direction over time.

Disturbances in the alignment of the track as described above worsen the riding comfort of trains, so it is said that particular attention must be paid to railways that are pursuing higher speeds and greater comfort in recent years. In order to maintain good riding comfort during high-speed train operation, the vertical radius (hereinafter referred to as vertical curve radius) of the locations where the slope of the track should be changed is R =
It is stipulated that it is necessary to secure a distance of 10,000m or more.

In order to correct the above-mentioned disturbances in the bedded track, there are two methods: one is the track lifting method, which lifts up the relatively low part of the track surface and brings it closer to the high part. There are two methods of lowering the orbit, which lower the orbital surface of the lower part of the vehicle and bring it closer to the orbital surface of the lower part. These two methods have losses depending on the raceway surface to be adjusted, and the adoption of each method is determined accordingly. In particular, since the track lifting method increases the track bed thickness and raises the track surface, there are places where this method cannot be used due to the installation limitations of structures such as tunnels and bridges. On the other hand, the track lowering method requires large-scale construction work, but there are limited limitations imposed by the structure.

The present inventors conducted various studies on the above-mentioned track lowering method performed during breaks in train operation, and found that
We came to the following findings.

That is, if the rail surface is simply moved down by reducing the track bed thickness and lowering the sleepers, a sudden step will occur on the rail surface at the boundary between the leveled section and the unleveled section. In order to avoid hindrance to train operation, the boundary needs to have a gentle slope. Therefore, one leveling operation always requires a mounting slope section, and in the next leveling operation, it is necessary to move down from the rail surface of this mounting slope section, and one leveling operation requires a slope section. The substantial raceway drop extension of is very short and inefficient.

Therefore, in order to efficiently lower the track surface without causing any hindrance to train operation, it is necessary to remove the trackbed ballast from each sleeper, ensure a predetermined trackbed thickness, and move the sleepers to a specified vertical position. position, and the upper surface of the rail must be maintained in the same position as before work. For this reason, it is necessary to insert a spacer between the sleeper and the rail to fix the rail so that it does not move. If this method can be used, even if the length of each work is short, the top surface of the rail remains unchanged from before the work, so there will be no problem with train operation. Therefore, if the work is carried out several times on all sections where the track surface needs to be lowered using the above method, and then the spacing materials of all work sections are removed in one operation, the train It will be possible to adjust the track to a predetermined alignment without disrupting the operation of the train. It was also found that using this method in combination with the well-known road bed replacement work would be advantageous from an economical and construction standpoint.

This invention has been made in view of the above findings. In other words, this invention uses the track lowering method for track bed replacement work to make linear alignment work economical and easy to carry out, and also to interpose spacing materials between sleepers and rails during construction. This makes it easier and safer for trains to run slowly during straightening work so that the rail alignment is not suddenly disrupted even during interruptions, and provides the perfect spacing material for use in this straightening work. It is something.

This invention will be explained in detail below.

FIGS. 1 and 2 show an embodiment of the spacing material according to the present invention. This spacing material 1 is placed on the upper surface of the sleeper 2, and receives the rail 3 at the upper surface of the center portion of the spacing material. The sleeper 2 shown above is a sleeper made of prestressed concrete used in railways such as the Shinkansen, and as is well known, the upper surface thereof has spring clips (rail fasteners) 4, 4 used for fastening the rails 3. Shoulder recesses 5, 5 are formed to prevent movement.

The spacing member 1 is integrally molded from a metal material or the like, and the upper surface of the central rail support part (hereinafter referred to as the central support part) 6 is formed into a flat plate shape, and the upper surface of the central rail support part (hereinafter referred to as the central support part) is formed into a flat plate. This is the part on which the rail 2 is placed. Further, on the lower surfaces of both ends (hereinafter referred to as locking ends) 8, 8 of this spacer 1, locking protrusions 8a, 8a that engage with the shoulder recess 5 are provided, as shown in FIG. is formed. Locking recesses 8b, 8b having substantially the same shape as the shoulder recess 5 of the sleeper 2 are formed on the upper surfaces of the locking ends 8, 8, respectively. Further, through holes 10, 10 are bored in the connecting portions between each of the locking end portions 8 and the central support portion 5 so that a fastening bolt 9 can be inserted thereinto. In addition, the spacing member 1 formed in the above shape
A cushioning material 11 such as rubber is adhered to the entire lower surface of the housing. Therefore, even if this spacing member 1 is inserted between the sleeper 2 and the rail 3, the sleeper 2 will not be damaged.

Next, a method of attaching the spacer constructed as described above will be explained. First, the spacing member 1 is placed on the sleeper 2, and the rail 3 is placed on the center support portion 6 of the spacing member 1 via the track pad 7. Subsequently, the spring clips 4 are attached to the locking recesses 8b, 8b of the spacing member 1 via well-known spring holders 12, respectively. By means of the spring clips 4 and the fastening bolts 9, the spacing member 1 is fixed to the sleeper 2, and at the same time, the rail 3 is also fixed.

FIG. 3 shows another embodiment of the spacing member according to the present invention, and in the figure, parts common to those in FIGS. 1 and 2 are given the same reference numerals to simplify the explanation.
This spacing material 20 is molded in substantially the same shape as the spacing material 1 described above, except that its thickness is twice the thickness (25 mm) of the spacing material 1 of the first embodiment. , the action and effect are also the same. Note that the center support part 21 of the spacer 20 has a hollow structure in order to reduce the weight since the weight increases when the wall thickness is increased, and a partition wall 21a is provided at the center of the interior of the center support part 21 to prevent a decrease in strength. It was established. In addition, the reference numeral 22a in the figure indicates this spacing member 20.
The reference numeral 22b indicates a locking convex portion of the locking end portion 22 of FIG.

In each of the above-mentioned embodiments, the thickness of the spacer is two types, 25 mm and 50 mm, but it is not limited to these two types, and it is also possible to provide spacers with many different sizes as necessary.

Next, a linear straightening method for a bedded track according to the present invention, which is carried out using the spacing member having the above-mentioned configuration, will be explained.

As shown in Figure 4, linear defects (vertical curve radius R
Assume that the length of the area where there is a relatively steep undulation of less than 10,000 m is, for example, 400 m. Also, let H be the basic track bed thickness, and let h be the track bed thickness that exceeds this track bed thickness H. The maximum value of h is actually not limited to 50mm, but
Here, the following explanation will be made assuming that the maximum value of the road bed thickness h to be reduced is 50 mm. In addition, the code|symbol 30 in the figure shows a trackbed ballast, and 31 shows a roadbed.

First, as shown in FIG. 4a, all the old trackbed ballast 30 within the range that can be worked on at night between the passing of the last train and the passing of the first train is removed. Next, the sleepers 2 within the range from which the track bed ballast 30 has been removed are removed from the rail 3 while being held so that they do not fall, and as shown in FIG. A rail 3 is fixed to a sleeper 2 by interposing a spacing member 1 or 20.

Note that the spacing member 1 has a diameter of 25 mm as described above.
The spacing material 20 is designed to be used near the construction start point or in areas where the excess roadbed thickness h is small.
As mentioned above, it is molded to a thickness of 50 mm and is designed to be used in locations where the track bed thickness h is 50 mm or close to 50 mm, and which is further away from the construction start point.

After the spacing material 1 or 20 has been inserted, a new trackbed ballast 30 is placed under and around each sleeper 2.
Lay it down and compact it. In this way, even if the track bed ballast is replaced and the vertical position of the sleeper 2 is lowered, the spacer 1 or 2 between the sleeper 2 and the rail 3
Because the upper surface of the rail 3 is smooth at the boundary where it transitions from the unleveled section to the leveled section, even if construction is in progress, it will not interfere with the smooth passage of trains. do not have. The spacing material 1 or 20 of this embodiment includes sleepers 2 and rails 3.
It has a structure that allows it to be easily inserted between the two and to be easily attached and detached from both, which has the advantage that the work can be done easily and in a short time.

According to the above procedure, the trackbed ballast 30 is replaced and the spacing material 1 or 20 is inserted in all the construction sections (Fig. 4c).

When the lowering of the sleepers 2 in all construction zones is completed, all the spacing members 1 or 20 are removed, and the rail 3 is directly fixed to each sleeper 2 with spring clips 4 and fastening bolts 9 according to the specifications. That is, as shown in FIG. 4d, the track lowering work can be performed all at once over the entire construction section, and alignment defects in the track can be corrected.

In addition to the spacing material removal work on the final day, the track alignment will be finished into a smooth flat surface by compacting the track bed using multiple tampers.

The construction volume of the above construction is approximately 50m per day on average, and the total construction area is tentatively 400m to 500m.
Considering this, it will take 10 days to install the spacing materials, and 11 days if you include the removal of the spacing materials and tamping.

It is of great significance that during the construction period during which the spacing material 1 or 20 is inserted, it is possible to correct the track alignment while allowing trains to pass through the construction section at a slow speed.

As explained above, according to the linear straightening method of trackbed track of the present invention, a part of the trackbed ballast is removed to lower the vertical position of the sleepers without changing both the vertical and horizontal positions of the rail. It can firmly support the rails, so even if the track alignment is to be corrected over a long section,
There will be no hindrance to the passage of trains. Further, according to the spacing material for adjustment of the present invention, it is configured to be easily inserted between the sleeper and the rail, and to be easily attached to and detached from both, so that the above method can be carried out smoothly.

[Brief explanation of drawings]

Figures 1 and 2 show an embodiment of the spacing material according to the present invention. Figure 1 is a plan view of the spacing material placed on sleepers, and Figure 2 is a plan view of the spacer installed between the rail and the sleeper. 3 shows another embodiment of the spacing material according to the present invention, and FIG.
Figures c and d are for explaining the linear straightening construction method for a bedded track according to the present invention, and a, b, c, and d are cross-sectional views of the track under construction, respectively. 2...Sleeper, 3...Rail, 4...Spring clip (rail fastener), 5...Shoulder recess, 6,
21... Central support part, 8, 22... Locking end part, 8
a, 22a... Locking convex portion, 8b, 22b... Locking recess, 9... Fastening bolt, 10... Through hole, 1
1...Buffer material.

Claims (1)

[Scope of Claims] 1. A track with a bed is made by laying a predetermined thickness of road bed ballast such as gravel or crushed stone on the road bed, arranging sleepers on this road bed, and installing two rails in parallel at regular intervals on top of the sleepers. In the linear straightening method, which lowers a track with a track bed, which is performed when a vertical position shift occurs over time and the upward movement position exceeds a predetermined value, the track bed is After removing the trackbed ballast under each sleeper within the track area where the track needs to be lowered, the rail is placed in the up position before straightening work, and a predetermined thickness is placed between the sleeper and the rail. After inserting and securing the spacing material to the rail, a new trackbed ballast is laid to a specified thickness under and around each sleeper, and then all of the spacing material in the track area is removed and the rails throughout the same track area are A method of straightening a track with a track bed, which is characterized by lowering the track by lowering the track and fixing it to sleepers. 2. A central support part located at the center of the rail support of the sleeper and receiving the rail via a cushioning material, and a central support part formed integrally at both ends of this central support part, each of which is fixed to the shoulder recesses at both ends of the sleeper on the lower surface. and locking ends each having a locking recess on the upper surface for locking a rail fastener, and a fastening bolt for a fastening bolt is provided between the center support part and each locking end. A spacing material for adjusting the alignment of a bedded track, characterized by having a through hole formed therein.