JPH0464364B2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention is intended to reduce the loosening of the track bed that inevitably occurs when the track bed around the sleepers is vibrated and compacted using tie tampers or multiple tie tampers on railway tracks. The present invention relates to a compaction method for a bed under sleepers that can be compacted effectively.

(Prior Art) On railway tracks, uneven subsidence occurs in the longitudinal direction of the rail due to repeated loads from trains, causing deformation of the rail surface and hardening of the track bed that supports it.

In order to repair this, in the past, a "beater" was used to loosen the compacted roadbed, and more recently, a hand-held vibratory compaction device called a tyampa, or a large vibratory compaction machine called a multiple tyampa, was used to loosen the compacted trackbed and improve its granularity. The trackbed under the sleepers was rammed to correct the misalignment of the rail surface.

However, since the beater relies on input, it is difficult to obtain sufficient compaction force, whereas the titanpa or multiple titanpa is difficult to obtain sufficient compaction force to loosen the compacted bed and restore granularity. Although there is no problem in that it is possible to fluidize the granular materials that make up the track bed and make the supporting elasticity of the track bed uniform, it is not always possible to compact the track bed that has been brought into a fluidized state by vibration. No results have been obtained.

This means that the theoretical correction value for orbital deviation due to multiple titanpa is 0.2 to 0.3;
This can be estimated from the fact that only results of about 0.7 to 0.8 are obtained.

On the other hand, a method has been put into practical use in which vibration is applied to the rail using a device called a dynamic stabilizer immediately after work with multiple titanpas, and the propagated vibration allows the sleepers and trackbed to become ``familiar''. This method has problems in that the shape after adjustment cannot necessarily be fixed as is, and that it generates a lot of noise because it excites the rail.

Track deviations caused by repeated loads on trains are
This is an unavoidable problem in railways that use trackbeds, but as mentioned above, the conventional trackbed compaction method cannot compact the trackbed sufficiently, resulting in irregularities after leveling, and the theoretically expected leveling is not possible. No positive effect can be obtained.

(Problems to be Solved by the Invention) In view of the current situation, the present invention enables sufficiently effective compaction of the track bed compared to conventional methods, thereby effectively correcting track deviations and The object of the present invention is to provide a method for compacting a track bed that also makes it possible to reduce the progress of track deviation after correction.

(Means for solving the problem) Immediately after track bed compaction work, a loading plate is placed on the track bed between the sleepers with the sleeper positions fixed, and a static load is applied to the loading plate with vibration. The compacted trackbed area from between the sleepers to the area beyond the sleeper center line under the sleepers is re-fluidized and compacted using static pressure, and once the trackbed is compacted, vibrations are transmitted to the trackbed. stop and fix the compacted state of the road bed.

(Example) The present invention will be described according to an example shown in FIGS. 1 and 2.

In order to prevent uneven subsidence in the longitudinal direction of the rail after straightening the track, the sleeper position should be fixed, the compacted track bed should be loosened and the granularity should be restored.
The compacted track bed can be compacted to maximum density. In this case, the sleeper position cannot be fixed using conventional methods of applying vibration or loading through rails or sleepers. Therefore, it is conceivable to perform vibration compaction, which is used to compact the track bed at the end of sleepers, between the sleepers near the rail where conventional beater, tie tamper, or multiple tie tamper work is performed. The above purpose cannot be achieved unless this vibration compaction reaches below the sleepers.

In order to achieve this purpose, the positions of the sleepers 1, 1 are fixed directly or through the rails 10, and then, as shown in FIG. Place the track bed above 7 on sleepers 1 and 1.
The bed section 8 that surrounds the reflow state section 2 is brought into a fluid state by vibration to the area shown by the broken line 3 below the sleeper and beyond the center line of the cross section of the sleeper.
and 9 may form a wall and a floor by frictional force so as to be in a state that can sufficiently withstand the pressure for compacting the granular material in the fluidized state section 2. This state can be compared to the state in which granules that have lost their frictional force exist in a bottle, so it means that compaction can be performed as desired using a minute force.

It is said that in order to fluidize the granular material forming the road bed, it is sufficient to apply a vibrational acceleration of about 7 m/s ² or more to the granular material.

Therefore, in order to achieve the above-mentioned purpose, it is important whether such vibration acceleration can be applied to the target range of the trackbed 2 as described above.

Experiments have shown that the distribution of vibrational acceleration within a granular material depends on the degree of close contact between the particles.

The compaction by the compaction device used in the conventional vibration compaction method described above relies on the compaction device's own weight, so even if the excitation force is increased, the acceleration will be 9.8 m/9.8 m / Beyond s ² ,
The device itself will fly up. Therefore, the road bed in a limited area near the compaction equipment is fluidized, and compaction is performed by the impact force of the fall.
The compaction force is not sufficient, and the compaction force is lost when it jumps up, so the compaction force for the fluidized part cannot be expected to exceed the weight of the roadbed.

In the present invention, the loading plate 4 is shown in FIGS. 1 and 2.
As shown in the figure, static pressure 5 is applied together with vibration, and by adjusting the magnitude of the static pressure, the bed particles are brought into close contact within the necessary range, and then vibration force 6 is applied, and the above-mentioned The bed particles in this range are fluidized by generating a vibration acceleration exceeding the above value, and the static isostatic pressure transmitted to the fluidized bed bed particles compacts them, reducing the vibration force or static loading. The transmission of the vibrational force 6 to the flow state section 2 is stopped by the reduction in . In this way,
The track bed portion up to the range indicated by the broken line 3 above the dot-dashed line 7 of the unconsolidated track bed portion 9 in FIG. 1 can be compacted to the maximum density.

In order to partially confirm the effects of the present invention, the inventor compacted the track bed between the sleepers using a conventional track bed compaction device. According to the results, the length of the loading plate 4 in the perpendicular direction to the sleepers is slightly narrower than the interval between the bottoms of the sleepers, and the length in the longitudinal direction of the sleepers is slightly shorter than the tamping width of the multiple tie pad. It has become clear that even in this test without static pressure loading, the initial settlement can be reduced by up to 1/2. Furthermore, according to the results of model experiments regarding the effect of static loading, it has become clear that the static pressure should be approximately 20 to 50 N/cm ² .

(Effects of the Invention) Conventional titanpas or multiple titanpas have no problems in that they can loosen the consolidation of the trackbed to restore granularity, and they can fluidize the granules in the trackbed to make the supporting elasticity of the trackbed uniform. However, since the fluidized granules cannot be compacted effectively, errors occur after straightening, and the theoretically expected straightening effect cannot be obtained. According to the present invention, however, Since the fluidized granular material in the trackbed area between the sleepers and the outside of the longitudinal center under both sleepers can be compacted at maximum density, a sufficient straightening effect can be achieved and the progression of track deviation can be prevented. , can be significantly reduced compared to the conventional method, so the technical effects of the present invention are remarkable compared to the conventional method.

[Brief explanation of the drawing]

FIG. 1 is a partially sectional front view showing an embodiment of the present invention, and FIG. 2 is a diagram showing a state in which vibration and static pressure are simultaneously applied in the present invention. 1...Sleepers, 2...Road bed, 4...Loading plate,
5... Static load, 6... Vibration force.

Claims (1)

[Claims] 1 Immediately after track bed tamping work, with the sleepers fixed in position, a loading plate is placed on the track bed between the sleepers, static loading is applied to the loading plate with vibration, and It is characterized by re-fluidizing the roadbed section that reaches below the sleeper and compacting it using static pressure, stopping the transmission of vibration to the roadbed in a compacted state, and fixing the compacted state of the roadbed. Compaction method for the bed under the sleepers.