JP2005264489A - Labor-saving track and its base course deformation preventing method - Google Patents

Labor-saving track and its base course deformation preventing method Download PDF

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JP2005264489A
JP2005264489A JP2004075992A JP2004075992A JP2005264489A JP 2005264489 A JP2005264489 A JP 2005264489A JP 2004075992 A JP2004075992 A JP 2004075992A JP 2004075992 A JP2004075992 A JP 2004075992A JP 2005264489 A JP2005264489 A JP 2005264489A
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roadbed
labor
water
drain pipe
pressure
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JP3987049B2 (en
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Katsumi Muramoto
勝己 村本
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Railway Technical Research Institute
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Abstract

<P>PROBLEM TO BE SOLVED: To prevent the occurrence of base course deformation in a labor-saving track in which a sleeper is supported by a grouting layer formed on a base course. <P>SOLUTION: A surface drainage layer 3 formed of nonwoven fabric is formed on the surface of the base course 2, and a drain pipe 8 is laid between the surface drainage layer 3 and a track side ditch 12. A check valve 10 is mounted to the drain pipe 8, and the drain pipe 8 is filled with water. Moisture in the surface of the base course 2 is thereby sucked by the surface drainage layer 3, then led into the drain pipe 8 by the principle of siphon and discharged to the track side ditch 12 via the check valve 10. Consequently, even if the base course 2 receives a train load, base course soil does not flow out. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、路盤上に形成されたてん充層によってまくらぎを支持する省力化軌道と、その省力化軌道の路盤変状防止方法に関するものである。   The present invention relates to a labor-saving track that supports a sleeper by a filling layer formed on a roadbed, and a roadbed deformation prevention method for the labor-saving track.

図４は従来の省力化軌道における路盤変状を示す断面図である。   FIG. 4 is a sectional view showing a roadbed deformation in a conventional labor-saving track.

この種の省力化軌道１においては、図４に示すように、列車荷重によって発生する路盤２の表面の水圧変動は多くとも１ｍ未満であって、その圧力自体で土を破壊するほど大きなものではない。しかし、てん充層５と路盤２との動的変位に位相差があったり、もともと隙間があったりするような箇所では、路盤２の泥土（以下、路盤土という。）の拘束圧が不足し、強度が極めて低くなるため、その程度の水圧変動であっても水みちがあれば流出してしまう。そして、路盤２の表面において、路盤土が流動化して流出した跡に空洞４が発生し、それが徐々に成長することにより、路盤変状が発生する。   In this kind of labor-saving track 1, as shown in FIG. 4, the water pressure fluctuation on the surface of the roadbed 2 caused by the train load is less than 1 m at most, and the pressure itself is not so large as to destroy the soil. Absent. However, in places where there is a phase difference in the dynamic displacement between the packed bed 5 and the roadbed 2 or where there is originally a gap, the restraint pressure of the mud of the roadbed 2 (hereinafter referred to as the roadbed soil) is insufficient. Because the strength is extremely low, even if the water pressure fluctuation is about that level, it will flow out if there is a water channel. Then, on the surface of the roadbed 2, a cavity 4 is generated in the trace where the roadbed soil is fluidized and flows out, and it gradually grows, whereby a roadbed deformation occurs.

従来、その対策としては、地下水を下げることにより、列車荷重による水圧変動を低減することが考えられる。これは、地下水を下げれば、路盤２の表面の含水比が低下し、路盤土が流動化しにくくなることと、路盤２の表面における土の間隙水圧が負になり、その反力として土粒子には拘束圧が作用するため、土の強度が増加することによるものである。   Conventionally, as a countermeasure, it is conceivable to reduce water pressure fluctuation due to train load by lowering groundwater. This is because if the groundwater is lowered, the water content ratio of the surface of the roadbed 2 is lowered, the roadbed soil becomes difficult to fluidize, and the pore water pressure of the soil on the surface of the roadbed 2 becomes negative. Is due to the increase in soil strength due to the restraint pressure.

これを確認するため、本発明者は、室内において既設線省力化軌道の路盤変状再現試験を行なった。その結果、列車荷重による路盤土流出量は、図３に示すように、路盤面からの水位が下がるほど低下することが明らかとなった。したがって、路盤２内の水位を下げることで路盤土の変状を防止することが可能となる。   In order to confirm this, the present inventor conducted a roadbed deformation reproduction test of the existing line labor-saving track in the room. As a result, it became clear that the roadbed soil runoff due to the train load decreases as the water level from the roadbed surface decreases as shown in FIG. Therefore, it is possible to prevent the deformation of the roadbed soil by lowering the water level in the roadbed 2.

しかし、透水性の低い粘性土からなる路盤２の場合、図５に示すように、路盤２に線路側溝１２が付設されていても、例えば雨期のごとく路盤２に常に水が供給されるような状況下では、路盤に動水勾配が発生し、路盤２の内部の水を速やかに線路側溝１２へ排出して水位を低下させるのは困難な場合が多い。したがって、線路側溝１２で観測される水位が路盤２の表面より十分に低くても、列車荷重によって路盤面が変状する恐れがある。   However, in the case of the roadbed 2 made of viscous soil having low water permeability, water is always supplied to the roadbed 2 as in the rainy season, for example, even if the roadside groove 12 is attached to the roadbed 2 as shown in FIG. Under circumstances, a dynamic water gradient is generated on the roadbed, and it is often difficult to quickly drain the water inside the roadbed 2 to the track side groove 12 to lower the water level. Therefore, even if the water level observed in the track-side groove 12 is sufficiently lower than the surface of the roadbed 2, the roadbed surface may be deformed by the train load.

また、透水性の低い粘性土からなる路盤２においては、水の動きが緩慢となるため、大量の降雨直後に、図６に示すように、路盤２の表面に局所飽和領域１４が発生することが少なくない。   In addition, in the roadbed 2 made of viscous soil with low water permeability, the movement of water becomes slow, so that a local saturated region 14 is generated on the surface of the roadbed 2 immediately after a large amount of rain as shown in FIG. There are many.

あるいは、バラスト９が貫入された部位では、その周辺の路盤土と比較して透水性が高いことから、図７に示すように、その部位に雨水が集中し、ウォーターポケットと呼ばれる局所飽和領域１４が路盤２の表面に生じることがある。   Alternatively, the portion where the ballast 9 has penetrated has higher water permeability than the surrounding roadbed soil. Therefore, as shown in FIG. 7, rainwater concentrates on the portion, and the local saturation region 14 called a water pocket is formed. May occur on the surface of the roadbed 2.

こうして路盤２の表面に局所飽和領域１４が発生した場合、図８に示すように、通常飽和領域から不飽和領域へ向けて水圧が正から負へ直線的に減少した後、局所飽和領域において水圧が負から正へ直線的に増加してから再び減少に転じるという折れ線形の水圧分布となる。そのため、線路側溝１２による路盤内水位低下が有効に作用しない場合が多い。したがって、線路側溝１２で観測される水位が路盤２の表面より十分に低くても、列車荷重によって路盤面が変状する危険性がある。   When the local saturated region 14 is generated on the surface of the roadbed 2 in this way, as shown in FIG. 8, the water pressure linearly decreases from positive to negative from the normal saturated region to the unsaturated region, and then the water pressure in the local saturated region. The water pressure distribution has a linear shape in which the pressure increases linearly from negative to positive and then decreases again. Therefore, in many cases, the water level drop in the roadbed due to the track-side groove 12 does not work effectively. Therefore, even if the water level observed in the track-side groove 12 is sufficiently lower than the surface of the roadbed 2, there is a risk that the roadbed surface will be deformed by the train load.

本発明は、このような事情に鑑み、路盤に動水勾配や局所飽和領域が発生しても、列車荷重による路盤変状を確実に防止することが可能な、省力化軌道およびその路盤変状防止方法を提供することを目的とする。   In view of such circumstances, the present invention is capable of reliably preventing roadbed deformation due to train load even when a hydrodynamic gradient or a local saturation region occurs on the roadbed, and its roadbed deformation. An object is to provide a prevention method.

まず、請求項１に係る発明は、路盤上に形成されたてん充層によってまくらぎを支持する省力化軌道において、前記路盤の表面の水分を吸い上げる表面排水層が当該路盤の表面に設けられ、前記表面排水層によって吸い上げられた水分を排出して前記路盤の表面の水圧を低下させる排水管が当該表面排水層に接続されていることを特徴とする。
また、請求項２に係る発明は、前記表面排水層は、水平方向の透水性を備えていることを特徴とする。
また、請求項３に係る発明は、前記表面排水層は、大気圧への開放が抑止されていることを特徴とする。
また、請求項４に係る発明は、前記排水管は、その内部に水が充満しているとともに、排出口が吸入口より低いことを特徴とする。
また、請求項５に係る発明は、前記排水管は、その内部空間を大気圧より低くする減圧手段を備えていることを特徴とする。
また、請求項６に係る発明は、前記減圧手段は、真空ポンプであることを特徴とする。
また、請求項７に係る発明は、前記排水管の最高点の水圧は、列車荷重による水圧変動値よりも低いことを特徴とする。
また、請求項８に係る発明は、前記排水管は、逆流防止弁を備えていることを特徴とする。
また、請求項９に係る発明は、路盤上に形成されたてん充層によってまくらぎを支持する省力化軌道の路盤変状防止方法であって、前記路盤の表面の水分を表面排水層で吸い上げる吸水工程と、この水分を排水管で排出して前記路盤の表面の水圧を低下させる減圧工程とを備えたことを特徴とする。
また、請求項１０に係る発明は、前記減圧工程において、サイホンの原理で水分を排出することを特徴とする。
また、請求項１１に係る発明は、前記減圧工程において、前記排水管の内部空間を大気圧より低くすることを特徴とする。 First, the invention according to claim 1 is a labor-saving track that supports sleepers by a filling layer formed on a roadbed, and a surface drainage layer that sucks up moisture on the surface of the roadbed is provided on the surface of the roadbed, A drainage pipe that discharges the water sucked up by the surface drainage layer and lowers the water pressure on the surface of the roadbed is connected to the surface drainage layer.
The invention according to claim 2 is characterized in that the surface drainage layer has water permeability in the horizontal direction.
The invention according to claim 3 is characterized in that the surface drainage layer is prevented from being released to atmospheric pressure.
The invention according to claim 4 is characterized in that the drainage pipe is filled with water and the discharge port is lower than the suction port.
Further, the invention according to claim 5 is characterized in that the drain pipe is provided with a pressure reducing means for lowering the internal space below atmospheric pressure.
The invention according to claim 6 is characterized in that the pressure reducing means is a vacuum pump.
The invention according to claim 7 is characterized in that the water pressure at the highest point of the drain pipe is lower than a water pressure fluctuation value due to a train load.
The invention according to claim 8 is characterized in that the drain pipe is provided with a backflow prevention valve.
The invention according to claim 9 is a method for preventing roadbed deformation of a labor-saving track that supports sleepers by means of a filling layer formed on the roadbed, and the surface drainage layer sucks up moisture on the surface of the roadbed. It is characterized by comprising a water absorption step and a pressure reduction step of discharging the water through a drain pipe to reduce the water pressure on the surface of the roadbed.
The invention according to claim 10 is characterized in that in the pressure reducing step, moisture is discharged on the principle of siphon.
The invention according to claim 11 is characterized in that, in the decompression step, the internal space of the drain pipe is made lower than atmospheric pressure.

本発明によれば、路盤の表面の水分は、表面排水層で吸い上げられた後、サイホンの原理により、排水管から排出される。その結果、路盤に動水勾配や局所飽和領域が発生しても、列車荷重による路盤変状を確実に防止することが可能となる。   According to the present invention, the moisture on the surface of the roadbed is sucked up by the surface drainage layer and then discharged from the drainage pipe according to the principle of siphon. As a result, even if a hydrodynamic gradient or a local saturation region occurs on the roadbed, it is possible to reliably prevent roadbed deformation due to train loads.

以下、本発明の実施形態を図面に基づいて説明する。   Hereinafter, embodiments of the present invention will be described with reference to the drawings.

省力化軌道１は、図１に示すように、粘性土からなる路盤２を有しており、路盤２の表面には、不織布からなる表面排水層３が大気圧に開放されない状態で敷設されている。一般に省力化軌道１は気密性が高いため、表面排水層３を大気圧に開放しない状態に保つことは容易である。   As shown in FIG. 1, the labor-saving track 1 has a roadbed 2 made of cohesive soil, and a surface drainage layer 3 made of nonwoven fabric is laid on the surface of the roadbed 2 in a state where it is not opened to atmospheric pressure. Yes. In general, the labor-saving track 1 is highly airtight, so it is easy to keep the surface drainage layer 3 in a state where it is not opened to atmospheric pressure.

この表面排水層３の上側には、てん充層５が形成されており、てん充層５の上側には複数本のまくらぎ６が、図１紙面と直角な方向に沿って所定の間隔で配設されている。これらまくらぎ６の上側には２本一対のレール７が、図１紙面と直角な方向に延伸する形で載置されている。さらに、表面排水層３の上側には多数個のバラスト９が、てん充層５およびまくらぎ６の周囲に敷設されている。   On the upper side of the surface drainage layer 3, a filler layer 5 is formed, and on the upper side of the filler layer 5, a plurality of sleepers 6 are arranged at predetermined intervals along a direction perpendicular to the plane of FIG. It is arranged. A pair of two rails 7 are placed on the sleepers 6 so as to extend in a direction perpendicular to the paper surface of FIG. Furthermore, on the upper side of the surface drainage layer 3, a large number of ballasts 9 are laid around the packed bed 5 and the sleepers 6.

また、表面排水層３と線路側溝１２との間には、排水管８が架け渡されており、排水管８の排出口８ｂは吸入口８ａより低くなっている。この排水管８には、その吸入口８ａの近傍に逆流防止弁１０が取り付けられており、排水管８の内部は水が充満して飽和状態になっている。なお、排水管８の最高点の水圧は、列車荷重による水圧変動値よりも低くなっている。これは、排水管８を路盤２の表面から所定の高さ（例えば、３０ｃｍ）以下に配管することによって実現することができる。   Further, a drain pipe 8 is bridged between the surface drain layer 3 and the track side groove 12, and the discharge port 8b of the drain pipe 8 is lower than the suction port 8a. The drain pipe 8 is provided with a backflow prevention valve 10 in the vicinity of the suction port 8a, and the inside of the drain pipe 8 is filled with water and saturated. The water pressure at the highest point of the drain pipe 8 is lower than the water pressure fluctuation value due to the train load. This can be realized by piping the drain pipe 8 to a predetermined height (for example, 30 cm) or less from the surface of the roadbed 2.

省力化軌道１は以上のような構成を有するので、路盤２の表面に局所飽和領域１４が発生した場合、局所飽和領域１４内の水分は、表面排水層３で吸い上げられた後、サイホンの原理により、排水管８の吸入口８ａから排水管８内に導かれ、逆流防止弁１０を経て排水管８の排出口８ｂから線路側溝１２に排出される。このとき、表面排水層３は不織布から構成されているので、水平方向の透水性に優れる。したがって、表面排水層３内の水は、排水管８の吸入口８ａに素早く集められ、排水処理が円滑に行われる。   Since the labor-saving track 1 has the above-described configuration, when the local saturated region 14 is generated on the surface of the roadbed 2, the water in the local saturated region 14 is sucked up by the surface drainage layer 3 and then the principle of siphon Thus, the water is guided from the suction port 8a of the drain pipe 8 into the drain pipe 8, and is discharged from the discharge port 8b of the drain pipe 8 to the line side groove 12 through the backflow prevention valve 10. At this time, since the surface drainage layer 3 is comprised from the nonwoven fabric, it is excellent in the water permeability of a horizontal direction. Therefore, the water in the surface drainage layer 3 is quickly collected at the suction port 8a of the drainage pipe 8, and the drainage treatment is performed smoothly.

その結果、路盤２の表面の水圧が強制的に負圧となり、路盤２の表面における土の有効拘束圧が上がって強度が増大する。また、図２に示すように、軌道直下の静水圧分布が線路側溝１２の静水圧分布と一致することにより、路盤２内の局所的な水の移動がなくなる。そのため、路盤２が列車荷重を受けても、路盤土が流出しなくなり、路盤面が変状する事態を確実に防ぐことが可能となる。   As a result, the water pressure on the surface of the roadbed 2 becomes a negative pressure, and the effective restraining pressure of the soil on the surface of the roadbed 2 is increased to increase the strength. In addition, as shown in FIG. 2, when the hydrostatic pressure distribution just below the track coincides with the hydrostatic pressure distribution of the track side groove 12, local water movement in the roadbed 2 is eliminated. Therefore, even when the roadbed 2 receives a train load, it is possible to reliably prevent the roadbed soil from flowing out and the roadbed surface from being deformed.

一方、路盤２に動水勾配が発生した場合、路盤２内の水は、線路側溝１２に直接的に導かれて排出されることに加えて、サイホンの原理で表面排水層３および排水管８を経由して線路側溝１２に導かれる形で排出される。その結果、路盤２内の水分を２つの排水路で速やかに線路側溝１２へ排出して水位を低下させることが容易となる。したがって、線路側溝１２で観測される水位が路盤２の表面より十分に低ければ、列車荷重によって路盤面が変状する事態を確実に防ぐことができる。   On the other hand, when a dynamic gradient occurs in the roadbed 2, the water in the roadbed 2 is guided directly to the track-side groove 12 and discharged, and in addition to the surface drainage layer 3 and the drainage pipe 8 by the siphon principle. It is discharged in the form of being guided to the line side groove 12 via. As a result, it becomes easy to quickly drain the water in the roadbed 2 to the track side groove 12 through the two drainage channels to lower the water level. Therefore, if the water level observed in the track side groove 12 is sufficiently lower than the surface of the roadbed 2, it is possible to reliably prevent the roadbed surface from being deformed by the train load.

なお、路盤２内の水位が低下すると、排水管８の内部が不飽和状態になる場合があるが、その場合でも、列車荷重や降雨によって再び路盤２の表面の水圧が上昇すれば、排水管８内に自動的に水が供給される。したがって、上述したサイホンの原理による排水機構は、必要なときには確実に作動することが保証される。   If the water level in the roadbed 2 decreases, the inside of the drainage pipe 8 may become unsaturated. Even in this case, if the water pressure on the surface of the roadbed 2 rises again due to train load or rainfall, the drainage pipe Water is automatically supplied into the inside 8. Therefore, it is ensured that the drainage mechanism based on the siphon principle described above operates reliably when necessary.

また、逆流防止弁１０は簡易的な真空ポンプとして機能するので、上述したサイホンの原理による排水は効率的に行われる。すなわち、路盤２が列車荷重を受けて沈下すると、路盤２内に正の水圧が発生し、水分が排水管８を経て流出する。そして、列車通過後に路盤２の変形が弾性回復するときには、排水管８には逆流防止弁１０が取り付けられているので、水や空気が排水管８を逆流することはなく、そのため路盤２内の圧力が低下することになる。   Moreover, since the backflow prevention valve 10 functions as a simple vacuum pump, drainage based on the above-described siphon principle is performed efficiently. That is, when the roadbed 2 sinks under a train load, a positive water pressure is generated in the roadbed 2, and moisture flows out through the drain pipe 8. And when the deformation of the roadbed 2 recovers elastically after passing through the train, since the backflow prevention valve 10 is attached to the drainage pipe 8, water and air will not flow back through the drainage pipe 8. The pressure will drop.

なお、排水管８に真空ポンプなどの減圧手段（図示せず）を接続し、排水管８の内部空間を機械的に大気圧より低くするようにしてもよい。   A pressure reducing means (not shown) such as a vacuum pump may be connected to the drain pipe 8 to mechanically lower the internal space of the drain pipe 8 below atmospheric pressure.

なお、上述の実施形態においては、不織布からなる表面排水層３を敷設した場合について説明したが、表面排水層３としては、路盤２の表面の水分を吸い上げることができる限り、不織布以外の材質（例えば、ジオシンセティクスを用いた排水材、或いは砂層など）を採用することも可能である。   In addition, in the above-mentioned embodiment, although the case where the surface drainage layer 3 which consists of a nonwoven fabric was laid was demonstrated, as the surface drainage layer 3, as long as the water | moisture content of the surface of the roadbed 2 can be sucked up, materials other than a nonwoven fabric ( For example, a drainage material using geosynthetics or a sand layer may be employed.

本発明に係る省力化軌道の一実施形態を示す断面図である。It is sectional drawing which shows one Embodiment of the labor saving track | orbit concerning this invention. 局所飽和領域のない地盤の間隙水圧分布を示す概念図である。It is a conceptual diagram which shows the pore water pressure distribution of the ground without a local saturation area | region. 路盤面からの水位と路盤土流出量との関係を表すグラフである。It is a graph showing the relationship between the water level from a roadbed surface, and a roadbed soil runoff. 従来の省力化軌道における路盤変状を示す断面図である。It is sectional drawing which shows the roadbed deformation | transformation in the conventional labor saving track. 従来の省力化軌道における路盤内部の水分布の第１例を示す断面図である。It is sectional drawing which shows the 1st example of the water distribution inside a roadbed in the conventional labor saving track. 従来の省力化軌道における路盤内部の水分布の第２例を示す断面図である。It is sectional drawing which shows the 2nd example of the water distribution inside a roadbed in the conventional labor saving track. 従来の省力化軌道における路盤内部の水分布の第３例を示す断面図である。It is sectional drawing which shows the 3rd example of the water distribution inside a roadbed in the conventional labor saving track. 局所飽和領域のある地盤の間隙水圧分布を示す概念図である。It is a conceptual diagram which shows the pore water pressure distribution of the ground with a local saturation area | region.

符号の説明Explanation of symbols

１……省力化軌道
２……路盤
３……表面排水層
４……空洞
５……てん充層
６……まくらぎ
７……レール
８……排水管
８ａ……吸入口
８ｂ……排出口
９……バラスト
１０……逆流防止弁
１２……線路側溝 1 ... Labor-saving track 2 ... Subbase 3 ... Surface drainage layer 4 ... Cavity 5 ... Tensile layer 6 ... Sleeper 7 ... Rail 8 ... Drainage pipe 8a ... Suction port 8b ... Discharge port 9 …… Ballast 10 …… Backflow prevention valve 12 …… Line side groove

Claims (11)

路盤上に形成されたてん充層によってまくらぎを支持する省力化軌道において、
前記路盤の表面の水分を吸い上げる表面排水層が当該路盤の表面に設けられ、
前記表面排水層によって吸い上げられた水分を排出して前記路盤の表面の水圧を低下させる排水管が当該表面排水層に接続されていることを特徴とする省力化軌道。 In a labor-saving orbit that supports sleepers by means of a packed bed formed on the roadbed,
A surface drainage layer that sucks up moisture on the surface of the roadbed is provided on the surface of the roadbed,
A labor-saving trajectory, characterized in that a drain pipe for discharging the water sucked up by the surface drainage layer and reducing the water pressure on the surface of the roadbed is connected to the surface drainage layer. 前記表面排水層は、水平方向の透水性を備えていることを特徴とする請求項１に記載の省力化軌道。   The labor-saving track according to claim 1, wherein the surface drainage layer has water permeability in a horizontal direction. 前記表面排水層は、大気圧への開放が抑止されていることを特徴とする請求項１又は２に記載の省力化軌道。   The labor-saving track according to claim 1 or 2, wherein the surface drainage layer is prevented from being released to atmospheric pressure. 前記排水管は、その内部に水が充満しているとともに、排出口が吸入口より低いことを特徴とする請求項１乃至３のいずれかに記載の省力化軌道。   The labor-saving track according to any one of claims 1 to 3, wherein the drain pipe is filled with water and has a lower discharge port than the suction port. 前記排水管は、その内部空間を大気圧より低くする減圧手段を備えていることを特徴とする請求項１乃至４のいずれかに記載の省力化軌道。   The labor-saving track according to any one of claims 1 to 4, wherein the drain pipe is provided with a pressure reducing means for lowering the internal space below atmospheric pressure. 前記減圧手段は、真空ポンプであることを特徴とする請求項５に記載の省力化軌道。   The labor-saving track according to claim 5, wherein the decompression unit is a vacuum pump. 前記排水管の最高点の水圧は、列車荷重による水圧変動値よりも低いことを特徴とする請求項１乃至６のいずれかに記載の省力化軌道。   The labor-saving track according to any one of claims 1 to 6, wherein a water pressure at the highest point of the drain pipe is lower than a water pressure fluctuation value due to a train load. 前記排水管は、逆流防止弁を備えていることを特徴とする請求項１乃至７のいずれかに記載の省力化軌道。   The labor-saving track according to any one of claims 1 to 7, wherein the drain pipe includes a backflow prevention valve. 路盤上に形成されたてん充層によってまくらぎを支持する省力化軌道の路盤変状防止方法であって、
前記路盤の表面の水分を表面排水層で吸い上げる吸水工程と、
この水分を排水管で排出して前記路盤の表面の水圧を低下させる減圧工程と
を備えたことを特徴とする、省力化軌道の路盤変状防止方法。 A method for preventing deformation of a roadbed of a labor-saving track that supports sleepers by means of a filling layer formed on the roadbed,
A water absorption step of sucking up moisture on the surface of the roadbed with a surface drainage layer;
A pressure-reducing step of draining the moisture through a drain pipe to reduce the water pressure on the surface of the roadbed, and a roadbed deformation prevention method for a labor-saving track. 前記減圧工程において、サイホンの原理で水分を排出することを特徴とする、請求項９に記載の省力化軌道の路盤変状防止方法。   The method according to claim 9, wherein in the pressure reducing step, moisture is discharged by a siphon principle. 前記減圧工程において、前記排水管の内部空間を大気圧より低くすることを特徴とする、請求項９に記載の省力化軌道の路盤変状防止方法。
The method for preventing deformation of a roadbed according to claim 9, wherein the internal space of the drain pipe is made lower than atmospheric pressure in the pressure reducing step.
JP2004075992A 2004-03-17 2004-03-17 Labor-saving track and method for preventing deformation of roadbed Expired - Fee Related JP3987049B2 (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007247356A (en) * 2006-03-20 2007-09-27 Railway Technical Res Inst Repairing method of settled ground
KR100769226B1 (en) 2007-06-01 2007-10-24 주식회사 삼안 A draining railroad crossing gate
CN111663374A (en) * 2020-06-16 2020-09-15 安徽博晟亿电力科技有限公司 Drainage roadbed capable of preventing railway fill road shoulder from sliding crack and production process thereof
CN112965378A (en) * 2021-02-05 2021-06-15 中山大学 High-speed railway foundation deformation self-adaptive control system and method

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007247356A (en) * 2006-03-20 2007-09-27 Railway Technical Res Inst Repairing method of settled ground
KR100769226B1 (en) 2007-06-01 2007-10-24 주식회사 삼안 A draining railroad crossing gate
CN111663374A (en) * 2020-06-16 2020-09-15 安徽博晟亿电力科技有限公司 Drainage roadbed capable of preventing railway fill road shoulder from sliding crack and production process thereof
CN112965378A (en) * 2021-02-05 2021-06-15 中山大学 High-speed railway foundation deformation self-adaptive control system and method
CN112965378B (en) * 2021-02-05 2022-02-11 中山大学 High-speed railway foundation deformation self-adaptive control system and method

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