JP2016183468A - Structure and method for restraining track displacement - Google Patents

Structure and method for restraining track displacement Download PDF

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JP2016183468A
JP2016183468A JP2015063145A JP2015063145A JP2016183468A JP 2016183468 A JP2016183468 A JP 2016183468A JP 2015063145 A JP2015063145 A JP 2015063145A JP 2015063145 A JP2015063145 A JP 2015063145A JP 2016183468 A JP2016183468 A JP 2016183468A
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sleeper
ballast
roadbed
displacement suppression
track
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JP6367142B2 (en
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明 相川
Akira Aikawa
明 相川
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Railway Technical Research Institute
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Abstract

PROBLEM TO BE SOLVED: To provide a structure and a method for retraining track displacement that can restrain track displacement by ensuring integrity between a sleeper and a ballast layer.SOLUTION: A structure 10 for restraining track displacement restrains track displacement by mitigating jumping-up of a ballast 8a occurring when a load of a train 1 is removed suddenly after the train 1 passes over a track 4. An integrating member 11 integrates the ballast 8a with a sleeper 6 for restraining jumping-up of the ballast 8a occurring when the load of the train 1 that passes over the track 4 is removed suddenly. An insertion member 12 is inserted into a ballast 8. A connecting member 13 connects the insertion member 12 with the sleeper 6. The connecting member 13 is wound around and binds the sleeper 6 and the insertion member 12 such that the ballast 8a is sandwiched between the sleeper 6 and the insertion member 12, and gives prescribed tensile force among the sleeper, the insertion member, and the ballast 8a.SELECTED DRAWING: Figure 1

Description

この発明は、軌道変位を抑制する軌道変位抑制構造及び軌道変位抑制方法に関する。   The present invention relates to a track displacement suppression structure and a track displacement suppression method for suppressing track displacement.

バラスト軌道は、「軌道破壊」と呼ばれる不同沈下現象が避けられず、長期に亘る高頻度の補修作業が欠かせない。そのため、軌道破壊を低減できる対策工の開発を含めた長期的な維持管理のあり方が技術課題となっている。従来、バラスト層に劣化を発生させる原因となる車軸の通過頻度（平均周波数）は、在来線で4〜8Hz、新幹線（登録商標）で8〜12Hz程度のところにあり、従来の研究では概ね30Hz（〜50Hz）以下の周波数領域に着目して現場測定、載荷実験、数値解析が実施されてきた。バラスト軌道の劣化現象に関しては、まずは、これらの列車の重さに起因する低い周波数の荷重がバラスト層に加わる荷重の載荷時に、砕石が移動するものと考えられてきた。   A ballast track cannot avoid the phenomenon of uneven settlement called “track fracture”, and high-frequency repair work over a long period is indispensable. Therefore, the long-term maintenance management including the development of countermeasures that can reduce orbital fracture is a technical issue. Conventionally, the axle passing frequency (average frequency) that causes deterioration in the ballast layer is about 4 to 8 Hz for conventional lines and about 8 to 12 Hz for Shinkansen (registered trademark). On-site measurement, loading experiments, and numerical analysis have been carried out focusing on the frequency region below 30 Hz (~ 50 Hz). Regarding the deterioration phenomenon of the ballast track, first, it has been considered that the crushed stone moves when a load with a low frequency due to the weight of these trains is applied to the ballast layer.

そのため、長大な荷重が加わっても、バラストが押し流されず、荷重に耐えられるようにバラスト層を充填剤で固めたり、あるいは、載荷時の荷重を緩和するためにバラスト層の上面若しくは下面に弾性材を挟むなどの対策工が施工されてきた。従来の道床安定剤は、散布が適切になされるように粘度が調製された作業性に優れた一液湿気硬化型ウレタン樹脂などを道床に散布している（例えば、特許文献１参照）。このような従来の道床安定剤では、道床に散布されるとバラストの表面を伝わって三次元網目状に広がって硬化し、適度な可撓性をもって隣接したバラストを互いに結合一体化させて道床を強化させている。従来の有道床弾性まくらぎは、まくらぎ本体の底面に固定された合成ゴムからなる弾性マットと、この弾性マットの底面に固定された発泡ポリウレタンからなる遮断シートとを備えている（例えば、特許文献２参照）。このような従来の有道床弾性まくらぎでは、まくらぎ本体から伝達された振動を弾性マットによって吸収抑制し、弾性マットから伝達された振動を遮断シートによって吸収抑制し、軌道のばね定数を維持している。   Therefore, even if a large load is applied, the ballast is not washed away and the ballast layer is hardened with a filler so that it can withstand the load, or an elastic material is applied to the upper or lower surface of the ballast layer in order to reduce the load during loading. Measures such as pinching have been implemented. Conventional bed bed stabilizers are sprayed on the bed bed, such as a one-component moisture-curing urethane resin excellent in workability, whose viscosity has been adjusted so that spraying is appropriately performed (for example, see Patent Document 1). In such a conventional bed bed stabilizer, when spread on the bed bed, it spreads and hardens in a three-dimensional mesh shape along the surface of the ballast, and adjacent ballasts are joined and integrated with each other with appropriate flexibility. It is strengthening. A conventional bed-floor elastic sleeper includes an elastic mat made of synthetic rubber fixed to the bottom surface of the sleeper body and a blocking sheet made of polyurethane foam fixed to the bottom surface of the elastic mat (for example, a patent) Reference 2). In such a conventional bedded floor elastic sleeper, the vibration transmitted from the sleeper body is absorbed and suppressed by the elastic mat, and the vibration transmitted from the elastic mat is absorbed and suppressed by the shut-off sheet to maintain the spring constant of the track. ing.

特開2000-008303号公報JP 2000-008303 A

特開2010-255249号公報JP 2010-255249 A

従来の対策工は、いずれも列車が軌道上を通過するときに列車の荷重が加わる際のバラストの動きに着目して軌道破壊を防止している。しかし、バラスト層に劣化が発生するプロセス自体が未解明のままであり、いずれも十分な成果に至っていない。むしろ、対策工の効果に関する評価法自体も存在しないことから、これらの対策工に関して果たして効果があったのかどうかも把握できないのが現状である。また、従来の道床安定剤は、道床全体を硬化させる必要があるため軌道全体を大規模に改変する必要あるとともに、軌道の補修作業時に硬化状態の道床を元に戻す必要があり、作業負担が増加してしまう問題点がある。さらに、従来の有道床弾性まくらぎでは、道床に伝わる振動を低減してバラスト層の劣化を低減することがでるが、バラストの移動やバラスト層の不等沈下を十分に抑制することができない問題点がある。   All conventional countermeasures prevent the destruction of the track by paying attention to the movement of the ballast when the train load is applied when the train passes on the track. However, the process itself in which the ballast layer is deteriorated remains unclear, and none of the processes have achieved sufficient results. Rather, since there is no evaluation method for the effects of countermeasures, it is impossible to grasp whether these countermeasures were effective. In addition, conventional roadbed stabilizers need to harden the entire roadbed, so it is necessary to change the entire track on a large scale, and it is necessary to return the hardened roadbed to its original state during track repair work. There is a problem that increases. Furthermore, with the conventional bedded elastic sleeper, it is possible to reduce the vibrations transmitted to the roadbed and reduce the deterioration of the ballast layer, but it is not possible to sufficiently suppress the movement of the ballast and the uneven settlement of the ballast layer. There is a point.

この発明の課題は、まくらぎとバラスト層との一体性を確保することによって軌道変位を抑制することができる軌道変位抑制構造及び軌道変位抑制方法を提供することである。   The subject of this invention is providing the track | orbit displacement suppression structure and track | orbit displacement suppression method which can suppress a track | orbit displacement by ensuring the integrity of a sleeper and a ballast layer.

この発明は、以下に記載するような解決手段により、前記課題を解決する。
なお、この発明の実施形態に対応する符号を付して説明するが、この実施形態に限定するものではない。
請求項１の発明は、図１、図２、図４〜図１８、図２１〜図２３及び図２５に示すように、軌道変位を抑制する軌道変位抑制構造であって、軌道（４）上を通過する列車（１）の荷重が除荷されるときに発生する道床バラスト（８ａ）の跳ね上がりを抑制するために、この道床バラストとまくらぎ（６）とを一体化する一体化部材（１１）を備えることを特徴とする軌道変位抑制構造（１０）である。 The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
As shown in FIGS. 1, 2, 4 to 18, 21 to 23, and 25, the invention of claim 1 is a track displacement suppressing structure that suppresses track displacement, on the track (4). An integrated member (11) that integrates the ballast ballast and the sleeper (6) in order to suppress the jumping of the ballast ballast (8a) that occurs when the load of the train (1) passing through the train is unloaded. Orbital displacement suppression structure (10) characterized by comprising the following.

請求項２の発明は、請求項１に記載の軌道変位抑制構造において、図１、図２及び図４に示すように、前記一体化部材は、前記まくらぎを支持する道床（８）に挿入される挿入部材（１２）と、前記挿入部材と前記まくらぎとを連結する連結部材（１３）とを備えることを特徴とする軌道変位抑制構造である。   According to a second aspect of the present invention, in the orbital displacement suppressing structure according to the first aspect, as shown in FIGS. 1, 2, and 4, the integrated member is inserted into the road bed (8) that supports the sleeper. It is an orbital displacement suppression structure characterized by including the insertion member (12) and the connection member (13) which connect the insertion member and the sleeper.

請求項３の発明は、請求項２に記載の軌道変位抑制構造において、図５〜図７に示すように、前記まくらぎは、前記道床バラストに作用する衝撃を緩和する緩衝部材（６ａ）を底面に備える弾性まくらぎであり、前記連結部材は、前記弾性まくらぎと前記挿入部材とを連結することを特徴とする軌道変位抑制構造である。   According to a third aspect of the present invention, in the orbital displacement suppression structure according to the second aspect, as shown in FIGS. 5 to 7, the sleeper includes a buffer member (6 a) that reduces an impact acting on the roadbed ballast. An elastic sleeper provided on a bottom surface, wherein the connecting member connects the elastic sleeper and the insertion member.

請求項４の発明は、請求項１に記載の軌道変位抑制構造において、図８〜図１３に示すように、前記一体化部材は、前記道床バラストを収容する収容部材（１４）と、前記収容部材と前記まくらぎとを連結する連結部材（１５）とを備えることを特徴とする軌道変位抑制構造である。   According to a fourth aspect of the present invention, in the orbital displacement suppression structure according to the first aspect, as shown in FIGS. 8 to 13, the integrated member includes a housing member (14) that houses the road bed ballast, and the housing. An orbital displacement suppression structure comprising a connecting member (15) for connecting a member and the sleeper.

請求項５の発明は、請求項１又は請求項２に記載の軌道変位抑制構造において、図１４〜図１６に示すように、前記道床は、前記まくらぎを支持する道床（８）の沈下を抑制する高強度人工ブロック（１６）が前記道床バラストに混入されており、前記一体化部材は、前記高強度人工ブロックが混入された前記道床バラストと前記まくらぎとを一体化することを特徴とする軌道変位抑制構造である。   According to a fifth aspect of the present invention, in the orbital displacement suppression structure according to the first or second aspect, as shown in FIGS. 14 to 16, the roadbed is provided with a subsidence of the roadbed (8) that supports the sleepers. A high-strength artificial block (16) to be suppressed is mixed in the roadbed ballast, and the integrated member integrates the roadbed ballast mixed with the high-strength artificial block and the sleeper. It is the orbital displacement suppression structure that does.

請求項６の発明は、請求項１に記載の軌道変位抑制構造において、図１７〜図１９及び図２１に示すように、前記一体化部材は、前記まくらぎの両端部に装着される装着部材（１７）と、前記軌道を支持する路盤（９）と前記装着部材とを連結する連結部材（１９）とを備えることを特徴とする軌道変位抑制構造である。   According to a sixth aspect of the present invention, in the orbital displacement suppressing structure according to the first aspect, as shown in FIGS. 17 to 19 and 21, the integrated member is a mounting member (attached to both ends of the sleeper). 17) and a track base (9) for supporting the track and a connecting member (19) for connecting the mounting member.

請求項７の発明は、請求項１に記載の軌道変位抑制構造において、図２２、図２３及び図２５に示すように、前記一体化部材は、前記軌道を支持する路盤（９）と前記まくらぎとを連結する連結部材（２２）を備え、前記連結部材は、前記まくらぎと一体に製造されていることを特徴とする軌道変位抑制構造である。   According to a seventh aspect of the present invention, in the track displacement suppressing structure according to the first aspect, as shown in FIGS. 22, 23 and 25, the integrated member includes a roadbed (9) supporting the track and the pillow. It is provided with a connecting member (22) for connecting to the sleeper, and the connecting member is manufactured integrally with the sleeper.

請求項８の発明は、請求項１に記載の軌道変位抑制構造において、図２６及び図２７に示すように、前記一体化部材は、前記まくらぎを支持する道床（８）の表層の道床バラスト（８ａ）に挿入される複数の挿入部材（２４）を備え、前記複数の挿入部材は、前記まくらぎの底面から突出することを特徴とする軌道変位抑制構造である。   According to an eighth aspect of the present invention, in the orbital displacement suppressing structure according to the first aspect, as shown in FIGS. 26 and 27, the integrated member is a roadbed ballast on the surface layer of the roadbed (8) that supports the sleeper. (8a) includes a plurality of insertion members (24), wherein the plurality of insertion members protrude from the bottom surface of the sleeper.

請求項９の発明は、図３、図４、図７、図１０、図１３、図１６、図２１及び図２５に示すように、軌道変位を抑制する軌道変位抑制方法であって、軌道（４）上を通過する列車（１）の荷重が除荷されるときに発生する道床バラスト（８ａ）の跳ね上がりを抑制するために、この道床バラストとまくらぎとを一体化する一体化工程（＃１１０）を含むことを特徴とする軌道変位抑制方法（＃１００）である。   The invention of claim 9 is a trajectory displacement suppression method for suppressing trajectory displacement as shown in FIGS. 3, 4, 7, 10, 13, 16, 16, 21 and 25. 4) In order to suppress the jumping of the ballast ballast (8a) that occurs when the load of the train (1) passing above is unloaded, this step of integrating the ballast ballast and the sleeper (# 110), orbital displacement suppression method (# 100).

請求項１０の発明は、請求項９に記載の軌道変位抑制方法において、図４に示すように、前記一体化工程は、前記まくらぎを支持する道床（８）に挿入される挿入部材（１２）と前記まくらぎとを連結部材（１３）によって連結する工程を含むことを特徴とする軌道変位抑制方法である。   According to a tenth aspect of the present invention, in the orbital displacement suppression method according to the ninth aspect, as shown in FIG. 4, the integration step includes an insertion member (12) inserted into the road bed (8) that supports the sleeper. ) And the sleeper by a connecting member (13).

請求項１１の発明は、請求項１０に記載の軌道変位抑制方法において、図５〜図７に示すように、前記まくらぎは、前記道床バラストに作用する衝撃を緩和する緩衝部材（６ａ）を底面に備える弾性まくらぎであり、前記一体化工程は、前記弾性まくらぎと前記挿入部材とを連結する工程を含むことを特徴とする軌道変位抑制方法である。   According to an eleventh aspect of the present invention, in the orbital displacement suppression method according to the tenth aspect, as shown in FIGS. 5 to 7, the sleeper includes a buffer member (6 a) that reduces the impact acting on the road bed ballast. An elastic sleeper provided on a bottom surface, wherein the integration step includes a step of connecting the elastic sleeper and the insertion member.

請求項１２の発明は、請求項９に記載の軌道変位抑制方法において、図１０及び図１３に示すように、前記一体化工程は、前記道床バラストを収容する収容部材（１４）と前記まくらぎとを連結部材（１５）によって連結する工程を含むことを特徴とする軌道変位抑制方法である。   According to a twelfth aspect of the present invention, in the orbital displacement suppressing method according to the ninth aspect, as shown in FIGS. 10 and 13, the integration step includes a housing member (14) for housing the road bed ballast and the sleeper. And a connecting member (15).

請求項１３の発明は、請求項９又は請求項１０に記載の軌道変位抑制方法において、図１６に示すように、前記道床は、前記まくらぎを支持する道床（８）の沈下を抑制する高強度人工ブロック（１６）が前記道床バラストに混入されており、前記一体化工程は、前記高強度人工ブロックが混入された前記道床バラストと前記まくらぎとを一体化する工程を含むことを特徴とする軌道変位抑制方法である。   According to a thirteenth aspect of the present invention, in the trajectory displacement suppressing method according to the ninth or tenth aspect, as shown in FIG. 16, the roadbed is a high-level that suppresses the settlement of the roadbed (8) that supports the sleepers. A strength artificial block (16) is mixed in the roadbed ballast, and the integration step includes a step of integrating the roadbed ballast mixed with the high-strength artificial block and the sleeper. This is a method for suppressing orbital displacement.

請求項１４の発明は、請求項９に記載の軌道変位抑制方法において、図２１に示すように、前記一体化工程は、前記まくらぎの両端部に装着される装着部材（１７）と前記軌道を支持する路盤（９）とを連結部材（１９）によって連結する工程を含むことを特徴とする軌道変位抑制方法である。   According to a fourteenth aspect of the present invention, in the orbital displacement suppressing method according to the ninth aspect, as shown in FIG. 21, the integration step includes mounting members (17) mounted on both ends of the sleeper and the track. It is a track displacement suppression method characterized by including the process of connecting the roadbed (9) to support by a connection member (19).

請求項１５の発明は、請求項９に記載の軌道変位抑制方法において、図２５に示すように、前記一体化工程は、前記まくらぎと一体に製造されている連結部材（２２）によって、前記軌道を支持する路盤（９）とこのまくらぎとを連結する工程を含むことを特徴とする軌道変位抑制方法である。   According to a fifteenth aspect of the present invention, in the orbital displacement suppressing method according to the ninth aspect, as shown in FIG. 25, the integration step is performed by a connecting member (22) manufactured integrally with the sleeper. The track displacement suppressing method includes a step of connecting the roadbed (9) supporting the track and the sleeper.

請求項１６の発明は、請求項９に記載の軌道変位抑制方法において、図２９に示すように、前記一体化工程は、前記まくらぎを支持する道床（８）の表層の道床バラスト（８ａ）に前記まくらぎの底面から突出する複数の挿入部材（２４）を挿入する工程を含むことを特徴とする軌道変位抑制方法である。   According to a sixteenth aspect of the present invention, in the orbital displacement suppression method according to the ninth aspect, as shown in FIG. 29, the integration step includes a roadbed ballast (8a) on the surface layer of the roadbed (8) that supports the sleepers. The method includes a step of inserting a plurality of insertion members (24) protruding from the bottom surface of the sleeper.

この発明によると、まくらぎとバラスト層との一体性を確保することによって軌道変位を抑制することができる。   According to this invention, the orbital displacement can be suppressed by ensuring the integrity of the sleeper and the ballast layer.

この発明の第１実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す正面図である。It is a front view showing roughly a track provided with a track displacement control structure concerning a 1st embodiment of this invention. この発明の第１実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す側面図である。It is a side view which shows roughly the orbit provided with the orbital displacement suppression structure concerning a 1st embodiment of this invention. この発明の第１実施形態に係る軌道変位抑制方法の工程図である。It is process drawing of the track | orbit displacement suppression method which concerns on 1st Embodiment of this invention. この発明の第１実施形態に係る軌道変位抑制方法を説明するための模式図であり、（Ａ）は挿入部材を路盤上に設置した状態を示す正面図であり、（Ｂ）は挿入部材とまくらぎとを連結した状態を示す正面図である。It is a schematic diagram for demonstrating the track | orbit displacement suppression method which concerns on 1st Embodiment of this invention, (A) is a front view which shows the state which installed the insertion member on the roadbed, (B) is an insertion member and It is a front view which shows the state which connected the sleeper. この発明の第２実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す正面図である。It is a front view showing roughly a track provided with a track displacement control structure concerning a 2nd embodiment of this invention. この発明の第２実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す側面図である。It is a side view which shows roughly the track | orbit provided with the track | orbit displacement suppression structure which concerns on 2nd Embodiment of this invention. この発明の第２実施形態に係る軌道変位抑制方法を説明するための模式図である。It is a schematic diagram for demonstrating the track | orbit displacement suppression method which concerns on 2nd Embodiment of this invention. この発明の第３実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す正面図である。It is a front view showing roughly a track provided with a track displacement control structure concerning a 3rd embodiment of this invention. この発明の第３実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す側面図である。It is a side view which shows roughly the track | orbit provided with the track | orbit displacement suppression structure which concerns on 3rd Embodiment of this invention. この発明の第３実施形態に係る軌道変位抑制方法を説明するための模式図であり、（Ａ）は収容部材を路盤上に設置した状態を示す正面図であり、（Ｂ）は収容部材とまくらぎとを連結した状態を示す正面図である。It is a schematic diagram for demonstrating the track | orbit displacement suppression method which concerns on 3rd Embodiment of this invention, (A) is a front view which shows the state which installed the accommodating member on the roadbed, (B) is an accommodation member and It is a front view which shows the state which connected the sleeper. この発明の第４実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す正面図である。It is a front view showing roughly a track provided with a track displacement control structure concerning a 4th embodiment of this invention. この発明の第４実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す側面図である。It is a side view which shows roughly the track | orbit provided with the track | orbit displacement suppression structure which concerns on 4th Embodiment of this invention. この発明の第４実施形態に係る軌道変位抑制方法を説明するための模式図であり、（Ａ）は収容部材を路盤上に設置した状態を示す正面図であり、（Ｂ）は収容部材とまくらぎとを連結した状態を示す正面図である。It is a schematic diagram for demonstrating the track | orbit displacement suppression method which concerns on 4th Embodiment of this invention, (A) is a front view which shows the state which installed the accommodating member on the roadbed, (B) is an accommodation member and It is a front view which shows the state which connected the sleeper. この発明の第５実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す正面図である。It is a front view showing roughly a track provided with a track displacement control structure concerning a 5th embodiment of this invention. この発明の第５実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す側面図である。It is a side view which shows roughly the track | orbit provided with the track | orbit displacement suppression structure which concerns on 5th Embodiment of this invention. この発明の第５実施形態に係る軌道変位抑制方法を説明するための模式図であり、（Ａ）は挿入部材を路盤上に設置した状態を示す正面図であり、（Ｂ）は挿入部材とまくらぎとを連結した状態を示す正面図である。It is a schematic diagram for demonstrating the track | orbit displacement suppression method which concerns on 5th Embodiment of this invention, (A) is a front view which shows the state which installed the insertion member on the roadbed, (B) is an insertion member and It is a front view which shows the state which connected the sleeper. この発明の第６実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す正面図である。It is a front view showing roughly a track provided with a track displacement control structure concerning a 6th embodiment of this invention. この発明の第６実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す側面図である。It is a side view which shows roughly the track | orbit provided with the track | orbit displacement suppression structure which concerns on 6th Embodiment of this invention. 図１８のXIX部分を拡大して示す断面図である。It is sectional drawing which expands and shows the XIX part of FIG. 図１８のXX部分を拡大して示す断面図である。It is sectional drawing which expands and shows the XX part of FIG. この発明の第６実施形態に係る軌道変位抑制方法を説明するための模式図であり、（Ａ）は連結部材を路盤上に固定した状態を示す正面図であり、（Ｂ）は連結部材とまくらぎとを連結した状態を示す正面図である。It is a schematic diagram for demonstrating the track | orbit displacement suppression method which concerns on 6th Embodiment of this invention, (A) is a front view which shows the state which fixed the connection member on the roadbed, (B) is a connection member and It is a front view which shows the state which connected the sleeper. この発明の第７実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す正面図である。It is a front view showing roughly a track provided with a track displacement control structure concerning a 7th embodiment of this invention. この発明の第７実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す側面図である。It is a side view which shows roughly the track | orbit provided with the track | orbit displacement suppression structure which concerns on 7th Embodiment of this invention. 図２２のXXIV部分を拡大して示す断面図である。It is sectional drawing which expands and shows the XXIV part of FIG. この発明の第７実施形態に係る軌道変位抑制方法を説明するための模式図であり、（Ａ）は連結部材を路盤上に固定した状態を示す正面図であり、（Ｂ）は道床を敷設した状態を示す正面図である。It is a schematic diagram for demonstrating the track | orbit displacement suppression method which concerns on 7th Embodiment of this invention, (A) is a front view which shows the state which fixed the connection member on the roadbed, (B) lays the roadbed It is a front view which shows the state which carried out. この発明の第８実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す正面図である。It is a front view showing roughly a track provided with a track displacement control structure concerning an 8th embodiment of this invention. この発明の第８実施形態に係る軌道変位抑制構造を備える軌道を概略的に示す側面図である。It is a side view which shows roughly the track | orbit provided with the track | orbit displacement suppression structure which concerns on 8th Embodiment of this invention. 図２６のXXVIII部分を拡大して示す断面図である。It is sectional drawing which expands and shows the XXVIII part of FIG. この発明の第８実施形態に係る軌道変位抑制方法を説明するための模式図であり、（Ａ）は路盤上にバラストを散布した状態を示す正面図であり、（Ｂ）は道床上にまくらぎを設置した状態を示す正面図である。It is a schematic diagram for demonstrating the track | orbit displacement suppression method which concerns on 8th Embodiment of this invention, (A) is a front view which shows the state which scattered the ballast on the roadbed, (B) is a pillow on the roadbed It is a front view which shows the state which installed the screen.

（第１実施形態）
以下、図面を参照して、この発明の第１実施形態について詳しく説明する。
図１に示す列車１は、軌道４上を運転させる目的で組成された移動体である。列車１は、旅客を輸送するための旅客列車、貨物を輸送するための貨物列車、又は旅客列車と貨物列車とを併結して運転する混合列車などである。列車１は、１両又は複数両の車両１Ａによって編成されている。車両１Ａは、軌道４上を走行する鉄道車両である。車両１Ａは、電車、気動車、機関車、客車又は貨車などである。車両１Ａは、車体２と車輪３などを備えている。 (First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
A train 1 shown in FIG. 1 is a moving body that is composed for the purpose of operating on a track 4. The train 1 is a passenger train for transporting passengers, a freight train for transporting freight, or a mixed train that operates in combination with a passenger train and a freight train. The train 1 is formed by one or a plurality of vehicles 1A. The vehicle 1 </ b> A is a railway vehicle that travels on the track 4. The vehicle 1A is a train, a diesel car, a locomotive, a passenger car, a freight car, or the like. The vehicle 1A includes a vehicle body 2, wheels 3, and the like.

車体２は、乗客又は貨物を積載し輸送するための構造物である。車輪３は、左右一対のレール５とそれぞれ回転接触する部材である。車輪３は、図１に示すように、レール頭部の頭頂面と接触して摩擦抵抗を受ける踏面と、脱輪を防止するために車輪３の外周部に連続して形成されたフランジ面などを備えている。   The vehicle body 2 is a structure for loading and transporting passengers or cargo. The wheel 3 is a member that makes rotational contact with the pair of left and right rails 5. As shown in FIG. 1, the wheel 3 includes a tread surface that comes into contact with the top surface of the rail head and receives frictional resistance, a flange surface that is continuously formed on the outer peripheral portion of the wheel 3 to prevent wheel removal, and the like. It has.

図１及び図２に示す軌道４は、列車１が走行する通路（線路）である。軌道４は、レール５と、まくらぎ６と、レール締結装置７と、道床８などを備えている。図１及び図２に示す軌道４は、鉄道線路に敷設される一般的な軌道構造であり、主として道床バラスト８ａ、レール５及びまくらぎ６によって構成されているバラスト軌道である。   The track 4 shown in FIGS. 1 and 2 is a passage (track) on which the train 1 travels. The track 4 includes a rail 5, a sleeper 6, a rail fastening device 7, a road bed 8, and the like. The track 4 shown in FIGS. 1 and 2 is a general track structure laid on a railroad track, and is a ballast track mainly composed of a roadbed ballast 8a, rails 5 and sleepers 6.

レール５は、列車１の車輪３を支持し案内してこの列車１を走行させる部材である。レール５は、図１に示すように、列車１の車輪３と接触するレール頭部と、まくらぎ６に取り付けられるレール底部（フランジ部）と、レール頭部とレール底部とを繋ぐレール腹部（ウェブ部）などを備えている。   The rail 5 is a member that supports and guides the wheels 3 of the train 1 to run the train 1. As shown in FIG. 1, the rail 5 includes a rail head portion that contacts the wheel 3 of the train 1, a rail bottom portion (flange portion) attached to the sleeper 6, and a rail abdomen portion that connects the rail head portion and the rail bottom portion ( Web section).

図１及び図２に示すまくらぎ６は、レール５を支持する支持体（支承体）である。まくらぎ６は、左右のレール５の間隔（軌間）を正確に保持するとともに、レール５から伝達される列車荷重を道床８に分散させるために、レール５と道床８との間に設置されている。まくらぎ６は、軌道４の一部を構成する軌道構成部材である。図１及び図２に示すまくらぎ６は、レール５に対して直角に並べて敷設される横まくらぎ（一般区間で使用される並まくらぎ）である。まくらぎ６は、例えば、緊張材として使用される鋼材（Prestressing Steel(PC))によってプレストレスが与えられたプレストレスコンクリート製まくらぎ（PCまくらぎ）である。まくらぎ６は、図２に示すように、レール５の長さ方向に所定の間隔をあけて配置されており、レール５を離散的に支持している。   The sleeper 6 shown in FIGS. 1 and 2 is a support (support) that supports the rail 5. The sleeper 6 is installed between the rail 5 and the road bed 8 in order to accurately maintain the distance (gauge) between the left and right rails 5 and to distribute the train load transmitted from the rail 5 to the road bed 8. Yes. The sleeper 6 is a track constituent member that constitutes a part of the track 4. A sleeper 6 shown in FIGS. 1 and 2 is a horizontal sleeper (parallel sleeper used in a general section) laid side by side with respect to the rail 5. The sleeper 6 is, for example, a prestressed concrete sleeper (PC sleeper) prestressed by a steel material (Prestressing Steel (PC)) used as a tension material. As shown in FIG. 2, the sleepers 6 are arranged at predetermined intervals in the length direction of the rail 5 and support the rail 5 discretely.

図１及び図２に示すレール締結装置７は、レール５をまくらぎ６に締結する装置である。レール締結装置７は、レール５とまくらぎ６との間に挿入されて車両走行時に発生する衝撃を緩和する軌道パッドと、レール５の底部上面を押さえ付けてまくらぎ６に締結するばねクリップなどを備えている。図１及び図２に示すレール締結装置７は、例えば、ばねクリップの弾性力によってレール５の底部を押圧して、このレール５をまくらぎ６に締結する線ばね式レール締結装置である。   A rail fastening device 7 shown in FIGS. 1 and 2 is a device for fastening the rail 5 to the sleeper 6. The rail fastening device 7 includes a track pad that is inserted between the rail 5 and the sleeper 6 to relieve an impact generated when the vehicle travels, and a spring clip that presses against the upper surface of the bottom of the rail 5 and fastens the sleeper 6. It has. The rail fastening device 7 shown in FIGS. 1 and 2 is a wire spring type rail fastening device that presses the bottom of the rail 5 by the elastic force of a spring clip and fastens the rail 5 to the sleeper 6, for example.

道床８は、まくらぎ６を支持する構造体である。道床８は、道床バラスト８ａを積層したバラスト層によって構成されたバラスト道床であり、路盤９に荷重を分散し伝達する。道床バラスト８ａは、まくらぎ６と路盤９との間に敷き詰められる砂利又は砕石などの粒状体である。道床バラスト８ａは、例えば、粒度範囲が19.1〜63.5mmの玄武岩などの岩石である。   The road bed 8 is a structure that supports the sleeper 6. The roadbed 8 is a ballast roadbed constituted by a ballast layer in which roadbed ballasts 8 a are stacked, and distributes and transmits a load to the roadbed 9. The roadbed ballast 8 a is a granular material such as gravel or crushed stone spread between the sleeper 6 and the roadbed 9. The roadbed ballast 8a is, for example, a rock such as a basalt having a particle size range of 19.1 to 63.5 mm.

路盤９は、軌道４を支持する基盤であり、軌道４上を列車１が通過するときの荷重を支持する構造物である。路盤９は、例えば、噴泥や凍上し難い良質な自然土若しくはクラッシャランを用いて十分に締め固めた砕石路盤（土路盤）、アスファルト混合物からなる上部路盤と砕石からなる下部路盤とから構成されたアスファルト路盤（強化路盤）、又は鉄筋コンクリート版及び粒度調整砕石によって構成されたコンクリート路盤などである。   The roadbed 9 is a base that supports the track 4, and is a structure that supports a load when the train 1 passes on the track 4. The roadbed 9 is composed of, for example, crushed stone roadbed (earth roadbed) sufficiently compacted using high-quality natural soil or crusheran that is hard to freeze up, an upper roadbed made of asphalt mixture, and a lower roadbed made of crushed stone. An asphalt roadbed (reinforced roadbed) or a concrete roadbed composed of a reinforced concrete plate and a particle size-adjusted crushed stone.

軌道変位抑制構造１０は、軌道変位を抑制する構造である。軌道変位抑制構造１０は、軌道４上を列車１が通過して列車１の荷重が急激に除荷されたときに発生する道床バラスト８ａの跳ね上がりを低減することによって軌道変位を抑制する。ここで、軌道変位（軌道不整(軌道狂い))とは、列車１の繰り返し通過などによって軌道４が徐々に変動しレール５の長さ方向の形状が変化する現象である。軌道変位は、例えば、軌道４上を列車１が通過するときにこの列車１の荷重が道床８に加わり、道床８が受けた荷重の繰り返しにより徐々に塑性変形することによって発生し、軌道４の経年的な沈下現象である軌道破壊の要因となる。軌道変位は、列車１の円滑な走行を阻害し、列車１の動揺による乗り心地の悪化、横圧の増加及び輪重抜け現象による脱線の危険性、著大輪重及び横圧による軌道材料の劣化などを発生させる。軌道変位抑制構造１０は、図１及び図２に示す一体化部材１１などを備えている。   The orbital displacement suppression structure 10 is a structure that suppresses orbital displacement. The track displacement suppression structure 10 suppresses track displacement by reducing the jump of the ballast ballast 8a that occurs when the train 1 passes over the track 4 and the load of the train 1 is suddenly unloaded. Here, the track displacement (track irregularity (track misalignment)) is a phenomenon in which the track 4 gradually fluctuates due to repeated passage of the train 1 and the shape of the rail 5 in the length direction changes. The track displacement is generated, for example, when a load of the train 1 is applied to the road bed 8 when the train 1 passes on the track 4 and is gradually plastically deformed by the repetition of the load received by the road bed 8. It becomes a factor of orbital destruction that is a secular subsidence phenomenon. The track displacement hinders the smooth running of the train 1, deteriorates the riding comfort due to the fluctuation of the train 1, the risk of derailment due to the increase in lateral pressure and the wheel load loss phenomenon, the deterioration of the track material due to the large wheel load and the lateral pressure. And so on. The track displacement suppression structure 10 includes an integrated member 11 shown in FIGS. 1 and 2.

一体化部材１１は、軌道４上を通過する列車１の荷重が除荷されるときに発生する道床バラスト８ａの跳ね上がりを抑制するために、この道床バラスト８ａとまくらぎ６とを一体化する部材である。一体化部材１１は、道床８を構成するバラスト層のうちバラスト上層を構成する上面の道床バラスト８ａをまくらぎ６の底面と一体化させることによって、軌道４上を通過する列車１の荷重が急激に除荷されたときに発生するこのバラスト層の上面の道床バラスト８ａの跳ね上がりを抑制する。一体化部材１１は、図１及び図２に示すように、挿入部材１２と連結部材１３などを備えている。一体化部材１１は、道床８と路盤９との間に挿入される挿入部材１２とまくらぎ６とを固定することによって、道床バラスト８ａとまくらぎ６とを一体化する。   The integrated member 11 is a member that integrates the roadbed ballast 8a and the sleeper 6 in order to suppress the jumping of the roadbed ballast 8a that occurs when the load of the train 1 passing on the track 4 is unloaded. It is. The integrated member 11 integrates the ballast ballast 8a on the upper surface constituting the ballast upper layer of the ballast layer constituting the roadbed 8 with the bottom surface of the sleeper 6 so that the load of the train 1 passing on the track 4 is suddenly increased. The ballast ballast 8a on the upper surface of the ballast layer, which is generated when the ballast is unloaded, is prevented from jumping up. As shown in FIGS. 1 and 2, the integrated member 11 includes an insertion member 12 and a connecting member 13. The integration member 11 unifies the road bed ballast 8 a and the sleeper 6 by fixing the insertion member 12 and the sleeper 6 inserted between the road bed 8 and the roadbed 9.

挿入部材１２は、道床８に挿入される部材である。挿入部材１２は、この挿入部材１２の上面とまくらぎ６の底面との間で道床バラスト８ａを挟み込むことによって、まくらぎ６と道床バラスト８ａとを一体化している。挿入部材１２は、例えば、剛性を有する鋼製又はコンクリート製の板状部材であり、まくらぎ６の幅及び長さと略同一の幅及び長さに形成されている。挿入部材１２は、路盤９内に浸透する雨水などを下方に排出可能なように複数の貫通孔を備えている。挿入部材１２は、まくらぎ６と路盤９との間に挿入されており、道床８を構成するバラスト層の下層に挿入されている。   The insertion member 12 is a member that is inserted into the road bed 8. The insertion member 12 integrates the sleeper 6 and the roadbed ballast 8 a by sandwiching the roadbed ballast 8 a between the upper surface of the insertion member 12 and the bottom surface of the sleeper 6. The insertion member 12 is a plate member made of steel or concrete having rigidity, for example, and is formed to have a width and length substantially the same as the width and length of the sleeper 6. The insertion member 12 includes a plurality of through holes so that rainwater or the like that permeates into the roadbed 9 can be discharged downward. The insertion member 12 is inserted between the sleeper 6 and the roadbed 9, and is inserted below the ballast layer constituting the road bed 8.

連結部材１３は、挿入部材１２とまくらぎ６との間に道床バラスト８ａを挟み込むように、この挿入部材１２とこのまくらぎ６とを連結する部材である。連結部材１３は、まくらぎ６と挿入部材１２とに巻き付けてこれらを結束しており、これらの間に所定の張力を付与している。連結部材１３は、挿入部材１２とまくらぎ６とを連結することによって、挿入部材１２とまくらぎ６との間で道床バラスト８ａを加圧し、道床バラスト８ａに垂直方向の加圧力を付与する。連結部材１３は、図１に示すように、まくらぎ６の一方の端部と挿入部材１２の一方の端部とを連結するとともに、まくらぎ６の他方の端部と挿入部材１２の他方の端部とを連結している。連結部材１３は、図１及び図２に示すように、線状部材１３ａと張力調整部材１３ｂなどを備えている。線状部材１３ａは、例えば、挿入部材１２とまくらぎ６とに巻き掛けられるワイヤなどである。張力調整部材１３ｂは、線状部材１３ａに作用する張力を調整する部材である。張力調整部材１３ｂは、例えば、まくらぎ６と挿入部材１２とに線状部材１３ａを巻き掛けた状態で、この線状部材１３ａの一方の端部と他方の端部との間に所定の張力を発生する張力調整ばねなどである。   The connecting member 13 is a member that connects the insertion member 12 and the sleeper 6 so that the roadbed ballast 8 a is sandwiched between the insertion member 12 and the sleeper 6. The connecting member 13 is wound around the sleeper 6 and the insertion member 12 to bind them, and a predetermined tension is applied between them. The connecting member 13 connects the insertion member 12 and the sleeper 6 to pressurize the road bed ballast 8a between the insertion member 12 and the sleeper 6, and apply a vertical pressure to the road bed ballast 8a. As shown in FIG. 1, the connecting member 13 connects one end of the sleeper 6 and one end of the insertion member 12, and connects the other end of the sleeper 6 and the other end of the insertion member 12. The end is connected. As shown in FIGS. 1 and 2, the connecting member 13 includes a linear member 13 a and a tension adjusting member 13 b. The linear member 13 a is, for example, a wire wound around the insertion member 12 and the sleeper 6. The tension adjusting member 13b is a member that adjusts the tension acting on the linear member 13a. For example, the tension adjusting member 13b has a predetermined tension between one end and the other end of the linear member 13a in a state where the linear member 13a is wound around the sleeper 6 and the insertion member 12. A tension adjusting spring that generates

次に、この発明の第１実施形態に係る軌道変位抑制構造の原理について説明する。
高感度の荷重センサを用いて、10kHz又は20kHzサンプリングによる高速かつ高感度の現場測定及び実物大模型載荷実験を実施すると、列車１の通過時に道床８に加わる荷重に関しては、列車１の車軸の通過頻度は低い周波数領域にあることが確認されている。しかし、実測した衝撃荷重を周波数成分に分けると、列車１の衝撃荷重は概ね数百Hzの高周波領域に存在し、20Hz以下のような低い周波数領域に衝撃荷重の振動成分が存在しないことが確認されている。また、従来、列車１の走行荷重と考えられていた概ね30Hz以下の低い周波数の道床バラスト８ａの挙動に関しては、列車１の荷重が加わる載荷時の動きではなく、列車１の荷重が急激に除荷される除荷時の急激な応力解放によることが確認されている。軌道変位の発生メカニズムを道床バラスト８ａの摩耗と道床８の沈下及び道床バラスト８ａの移動との２つに分けて考えると、道床バラスト８ａの摩耗の原因は、衝撃荷重の載荷時における道床バラスト８ａの接触部の稜角部での応力集中による。しかし、道床８の沈下及び道床バラスト８ａの移動の原因は、道床８を構成するバラスト層のうち表層の道床バラスト８ａが非拘束のままで急激に応力解放されたときに、道床８の急激な緩みや道床８の表層の道床バラスト８ａの上向きの跳ね上がり挙動による。 Next, the principle of the orbital displacement suppression structure according to the first embodiment of the present invention will be described.
When a high-speed and high-sensitivity field measurement and full-scale model loading experiment using 10kHz or 20kHz sampling is performed using a high-sensitivity load sensor, the load applied to the road bed 8 when passing through the train 1 passes through the axle of the train 1 It has been confirmed that the frequency is in a low frequency region. However, when the measured impact load is divided into frequency components, it is confirmed that the impact load of train 1 is generally in the high frequency range of several hundred Hz, and there is no vibration component of the impact load in the low frequency range of 20 Hz or less. Has been. Further, regarding the behavior of the roadbed ballast 8a having a low frequency of approximately 30 Hz or less, which has been conventionally considered as the traveling load of the train 1, the load of the train 1 is abruptly removed, not the movement at the time when the load of the train 1 is applied. It has been confirmed that this is due to rapid stress release during unloading. Considering the generation mechanism of the track displacement in two parts, wear of the roadbed ballast 8a, subsidence of the roadbed 8 and movement of the roadbed ballast 8a, the cause of the wear of the roadbed ballast 8a is the roadbed ballast 8a when the impact load is loaded. This is due to the stress concentration at the ridge corner of the contact area. However, the subsidence of the bed bed 8 and the movement of the bed bed ballast 8a are caused by the sudden movement of the bed bed 8 when the surface bed bed ballast 8a among the ballast layers constituting the bed bed 8 is suddenly released without being restrained. This is due to loosening or upward jumping behavior of the roadbed ballast 8a on the surface of the roadbed 8.

図１及び図２に示す軌道変位抑制構造１０が存在しない場合には、まくらぎ６と道床バラスト８ａとが一体化されていない。このため、軌道４上を列車１が通過して列車１の荷重が急激に除荷されると、道床８の上層の道床バラスト８ａが非拘束のままで急激に応力が解放されて、道床８が急激に緩んだり道床バラスト８ａが跳ね上がったりする。その結果、道床８を構成するバラスト層の一体性が一瞬でなくなり、個々の道床バラスト８ａが単独で運動する。例えば、重力場で多数のボールを空に向かって投げ上げた状態と同じ状態になり、バラスト層が外力に対して全く抵抗力を有さない状態になる。特に、バラスト層の上面では衝撃荷重の載荷時の道床バラスト８ａの速度に比べて、衝撃荷重の除荷時の道床バラスト８ａの跳ね上がり速度が12倍にも達する。道床８の急激な緩みの発生や道床バラスト８ａの跳ね上がり現象に関して、力学の基礎に倣うと道床バラスト８ａに作用する加速度の大きさは質量に反比例する。列車１の荷重の除荷時に道床バラスト８ａ間の一体性や連続性がなくなることで、軽い道床バラスト８ａの単独の運動となり、加速度値は局所的に急増し大きな跳ね上がりを引き起こす。その結果、道床バラスト８ａの跳ね上がり現象によって道床８に不同沈下、道床バラスト８ａの移動や流動現象に繋がる。   When the track displacement suppression structure 10 shown in FIGS. 1 and 2 does not exist, the sleeper 6 and the roadbed ballast 8a are not integrated. For this reason, when the train 1 passes on the track 4 and the load of the train 1 is suddenly unloaded, the road bed ballast 8a in the upper layer of the road bed 8 remains unconstrained, and the stress is rapidly released, and the road bed 8 Suddenly loosens or the ballast ballast 8a jumps up. As a result, the integrity of the ballast layer constituting the road bed 8 is not instantaneous, and each road bed ballast 8a moves alone. For example, the state becomes the same as a state in which a large number of balls are thrown up toward the sky in a gravitational field, and the ballast layer does not have any resistance to external force. In particular, on the upper surface of the ballast layer, the jumping speed of the roadbed ballast 8a when the impact load is unloaded reaches 12 times the speed of the roadbed ballast 8a when the impact load is loaded. Regarding the occurrence of sudden loosening of the bed bed 8 and the phenomenon of the bed ballast 8a jumping up, the magnitude of the acceleration acting on the bed bed ballast 8a is inversely proportional to the mass when following the basics of mechanics. When the load of the train 1 is unloaded, the integrity or continuity between the roadbed ballasts 8a is lost, so that the light roadbed ballasts 8a move independently, and the acceleration value increases locally and causes a large jump. As a result, the phenomenon that the roadbed ballast 8a jumps up causes the sinking of the roadbed 8 and the movement or flow phenomenon of the roadbed ballast 8a.

一方、図１及び図２に示す軌道変位抑制構造１０が存在する場合には、まくらぎ６と道床バラスト８ａとが一体化されている。このため、まくらぎ６と道床バラスト８ａとに僅かに拘束力を加えることによって、道床８を構成するバラスト層の一体性が維持されるとともに、まくらぎ６と道床バラスト８ａとの一体性も維持される。その結果、道床バラスト８ａの移動を抑え、道床８の不同沈下現象の発生が抑えられる。現場測定及び実物大模型載荷実験によると、列車１の荷重の除荷時における道床バラスト８ａの跳ね上がり量は数mmであることが確認されている。このため、この数mm程度の道床バラスト８ａの変位を抑えるのに十分な非常に小さい拘束力又は結束力をまくらぎ６と道床バラスト８ａとに加えるだけで、道床８の上面の道床バラスト８ａの跳ね上がりが低減される。   On the other hand, when the track displacement suppression structure 10 shown in FIGS. 1 and 2 is present, the sleeper 6 and the roadbed ballast 8a are integrated. Therefore, by applying a slight restraint force to the sleeper 6 and the roadbed ballast 8a, the integrity of the ballast layer constituting the roadbed 8 is maintained, and the integrity of the sleeper 6 and the roadbed ballast 8a is also maintained. Is done. As a result, the movement of the roadbed ballast 8a is suppressed, and the occurrence of the uneven settlement phenomenon of the roadbed 8 is suppressed. According to on-site measurements and full-scale model loading experiments, it has been confirmed that the amount of jumping of the roadbed ballast 8a when the load of the train 1 is unloaded is several mm. For this reason, by applying a very small restraining force or binding force sufficient to suppress the displacement of the road bed ballast 8a of about several millimeters to the sleeper 6 and the road bed ballast 8a, the road bed ballast 8a on the upper surface of the road bed 8 can be formed. Bounce is reduced.

現場測定及び実物大模型載荷実験によると、軌道変位の主要因となる100Hz近傍に道床８の上下動の固有振動モードが存在することが確認されている。一方、大規模数値解析によると、まくらぎ６と道床バラスト８ａとを一体化した場合には、道床８の上下動の固有振動モードが200〜400Hzに上昇し、軌道変位の原因となる変位振幅の大きさが1/10〜1/20に低減し、軌道変位が根本的に低減されることが確認されている。   According to on-site measurements and full-scale model loading experiments, it has been confirmed that there is a natural vibration mode of vertical movement of the road bed 8 in the vicinity of 100 Hz, which is the main factor of the orbital displacement. On the other hand, according to the large-scale numerical analysis, when the sleeper 6 and the roadbed ballast 8a are integrated, the natural vibration mode of the vertical movement of the roadbed 8 rises to 200 to 400 Hz, and the displacement amplitude that causes the orbital displacement. It has been confirmed that orbital displacement is drastically reduced by 1/10 to 1/20.

次に、この発明の第１実施形態に係る軌道変位抑制方法について説明する。
図３に示す軌道変位抑制方法＃１００は、軌道変位を抑制する方法であり、一体化工程＃１１０を含む。一体化工程＃１１０は、図１に示す軌道４上を通過する列車１の荷重が除荷されるときに発生する道床バラスト８ａの跳ね上がりを抑制するために、この道床バラスト８ａとまくらぎ６とを一体化する工程である。一体化工程＃１１０は、道床８に挿入される挿入部材１２とまくらぎ６とを連結部材１３によって連結する工程を含む。 Next, the track displacement suppression method according to the first embodiment of the present invention will be described.
Orbital displacement suppression method # 100 shown in FIG. 3 is a method of suppressing orbital displacement and includes an integration step # 110. In the integration step # 110, the roadbed ballast 8a and the sleeper 6 are used to suppress the jumping of the roadbed ballast 8a that occurs when the load of the train 1 passing on the track 4 shown in FIG. It is the process of integrating. The integration step # 110 includes a step of connecting the insertion member 12 inserted into the road bed 8 and the sleeper 6 by the connecting member 13.

図４（Ａ）に示すように、軌道建設時又は軌道更新時に、路盤９の上面に挿入部材１２を設置するとともに連結部材１３を挿入部材１２に巻き掛ける。次に、図４（Ｂ）に示すように、路盤９上に道床バラスト８ａを積層するとともに挿入部材１２上にも道床バラスト８ａを積層して道床８が敷設される。次に、道床８上にまくらぎ６を設置し、連結部材１３をまくらぎ６に巻き掛けて連結部材１３の一方の端部と他方の端部とを緊締して、まくらぎ６と挿入部材１２とを連結部材１３によって所定の張力で連結する。その結果、まくらぎ６と挿入部材１２との間に道床バラスト８ａが挟み込まれて、まくらぎ６と道床バラスト８ａとが一体化される。   As shown in FIG. 4A, when the track is constructed or the track is updated, the insertion member 12 is installed on the upper surface of the roadbed 9 and the connecting member 13 is wound around the insertion member 12. Next, as shown in FIG. 4B, the roadbed ballast 8 a is stacked on the roadbed 9 and the roadbed ballast 8 a is also stacked on the insertion member 12 to lay the roadbed 8. Next, the sleeper 6 is installed on the road bed 8, the connecting member 13 is wrapped around the sleeper 6, and one end portion and the other end portion of the connecting member 13 are tightened, and the sleeper 6 and the insertion member 12 are connected to each other by a connecting member 13 with a predetermined tension. As a result, the roadbed ballast 8a is sandwiched between the sleeper 6 and the insertion member 12, and the sleeper 6 and the roadbed ballast 8a are integrated.

この発明の第１実施形態に係る軌道変位抑制構造及び軌道変位抑制方法には、以下に記載するような効果がある。
(1) この第１実施形態では、軌道４上を通過する列車１の荷重が除荷されるときに発生する道床バラスト８ａの跳ね上がりを抑制するために、この道床バラスト８ａとまくらぎ４とを一体化部材１１が一体化する。このため、簡単な構造によって道床バラスト８ａの跳ね上がりを大幅に抑制し低減することができる。その結果、バラスト層の一体性や連続性を維持することができるため、道床８に発生する不同沈下を抑止することができるとともに、道床バラスト８ａの流動現象を抑止することができる。 The orbital displacement suppression structure and the orbital displacement suppression method according to the first embodiment of the present invention have the following effects.
(1) In this first embodiment, in order to suppress the jumping of the roadbed ballast 8a that occurs when the load of the train 1 passing on the track 4 is unloaded, the roadbed ballast 8a and the sleeper 4 are The integrated member 11 is integrated. For this reason, the jumping of the roadbed ballast 8a can be significantly suppressed and reduced with a simple structure. As a result, since the integrity and continuity of the ballast layer can be maintained, it is possible to suppress the unsettled subsidence occurring in the road bed 8 and to suppress the flow phenomenon of the road bed ballast 8a.

(2) この第１実施形態では、まくらぎ６を支持する道床８に挿入部材１２を挿入し、挿入部材１２とまくらぎ６との間に道床バラスト８ａを挟み込むように、挿入部材１２とまくらぎ６とを連結部材１３が連結する。このため、まくらぎ６と挿入部材１２との間に道床バラスト８ａが挟み込まれて、道床８の表面の道床バラスト８ａとまくらぎ６の下面とが密着し、列車１の荷重が除荷されたときの道床バラスト８ａの跳ね上がりを容易に抑制することができる。その結果、従来の道床安定剤や従来の有道床弾性まくらぎのような対策工に比べて、道床８の表層の道床バラスト８ａとまくらぎ６とを一体化させるだけで軌道変位を簡単に抑制することができる。 (2) In this first embodiment, the insertion member 12 and the pillow are so inserted that the insertion member 12 is inserted into the road bed 8 that supports the sleeper 6 and that the ballast ballast 8a is sandwiched between the insertion member 12 and the sleeper 6. The connecting member 13 is connected to the frame 6. For this reason, the road bed ballast 8a is sandwiched between the sleeper 6 and the insertion member 12, the road bed ballast 8a on the surface of the road bed 8 and the lower surface of the sleeper 6 are in close contact, and the load of the train 1 is unloaded. It is possible to easily suppress the jumping of the roadbed ballast 8a. As a result, compared with conventional countermeasures such as conventional bed bed stabilizers and conventional bed bed elastic sleepers, orbital ballasts 8a and sleepers 6 are simply integrated with the bed bed ballasts 8a and sleepers 6 to easily suppress orbital displacement. be able to.

（第２実施形態）
以下では、図１及び図２に示す部分と同一の部分については、同一の番号を付して詳細な説明を省略する。
図５及び図６に示すまくらぎ６は、緩衝部材６ａを底面に備える弾性まくらぎである。まくらぎ６は、振動騒音の低減及び軌道保守の省力化を図ることを目的として設置される。図５及び図６に示すまくらぎ６は、例えば、有道床軌道で使用される有道床弾性まくらぎであり、列車１の通過時に発生する振動の低減するとともに道床バラスト８ａの微粒子化を防止する。 (Second Embodiment)
In the following, the same parts as those shown in FIGS. 1 and 2 are denoted by the same reference numerals, and detailed description thereof is omitted.
The sleeper 6 shown in FIGS. 5 and 6 is an elastic sleeper provided with a buffer member 6a on the bottom surface. The sleeper 6 is installed for the purpose of reducing vibration noise and saving labor for track maintenance. The sleeper 6 shown in FIGS. 5 and 6 is, for example, a bedded elastic sleeper used in a bedded track, which reduces vibration generated when the train 1 passes and prevents the roadbed ballast 8a from becoming fine particles. .

緩衝部材６ａは、道床バラスト８ａに作用する衝撃を緩和する部材である。緩衝部材６ａは、道床バラスト８ａとまくらぎ６との間に挟み込まれる。緩衝部材６ａは、例えば、ポリエチレン、発泡ポリウレタン、発泡ポリエチレン、合成ゴム、天然ゴム、ウレタンゴム又はスチレンゴムなどの弾性体であり、厚さが15mm程度であってまくらぎ６の底面に貼り付けられている。一体化部材１１は、道床バラスト８ａとまくらぎ６との間に緩衝部材６ａを挟み込んだ状態で、挿入部材１２とまくらぎ６とを一体化する。   The buffer member 6a is a member that alleviates the impact acting on the roadbed ballast 8a. The buffer member 6 a is sandwiched between the roadbed ballast 8 a and the sleeper 6. The buffer member 6 a is an elastic body such as polyethylene, foamed polyurethane, foamed polyethylene, synthetic rubber, natural rubber, urethane rubber or styrene rubber, and has a thickness of about 15 mm and is attached to the bottom surface of the sleeper 6. ing. The integrated member 11 integrates the insertion member 12 and the sleeper 6 in a state where the buffer member 6 a is sandwiched between the roadbed ballast 8 a and the sleeper 6.

次に、この発明の第２実施形態に係る軌道変位抑制方法について説明する。
図７に示す一体化工程＃１１０は、道床バラスト８ａに作用する衝撃を緩和する緩衝部材６ａを底面に有するまくらぎ６と挿入部材１２とを連結部材１３によって連結する工程を含む。図７（Ａ）に示すように、路盤９の上面に挿入部材１２を設置して連結部材１３を挿入部材１２に巻き掛け、路盤９上及び挿入部材１２上に道床バラスト８ａを積層して道床８が敷設される。次に、道床８上に設置したまくらぎ６に連結部材１３を巻き掛けて連結部材１３を緊締し、まくらぎ６と挿入部材１２とを連結部材１３によって所定の張力で連結する。その結果、まくらぎ６の緩衝部材６ａと挿入部材１２との間に道床バラスト８ａが挟み込まれて、まくらぎ６と道床バラスト８ａとが一体化される。 Next, a track displacement suppression method according to the second embodiment of the invention will be described.
The integration step # 110 shown in FIG. 7 includes a step of connecting the sleeper 6 having the cushioning member 6a on the bottom surface for mitigating the impact acting on the roadbed ballast 8a and the insertion member 12 by the connecting member 13. As shown in FIG. 7A, the insertion member 12 is installed on the upper surface of the roadbed 9 and the connecting member 13 is wound around the insertion member 12, and the roadbed ballast 8a is laminated on the roadbed 9 and the insertion member 12 to stack the roadbed. 8 is laid. Next, the connecting member 13 is wound around the sleeper 6 installed on the road bed 8 to tighten the connecting member 13, and the sleeper 6 and the insertion member 12 are connected by the connecting member 13 with a predetermined tension. As a result, the roadbed ballast 8a is sandwiched between the cushioning member 6a of the sleeper 6 and the insertion member 12, and the sleeper 6 and the roadbed ballast 8a are integrated.

この第２実施形態に係る軌道変位抑制構造及び軌道変位抑制方法には、第１実施形態の効果に加えて、以下に記載するような効果がある。
この第２実施形態では、道床バラスト８ａに作用する衝撃を緩和する緩衝部材６ａを底面に有するまくらぎ６と挿入部材１２とを連結部材１３が連結する。このため、列車１が軌道４上を通過するときに道床バラスト８ａに作用する衝撃荷重を緩衝部材６ａによって緩和することができるとともに、列車１の衝撃荷重が除荷されたときの道床バラスト８ａの跳ね上がりをより一層低減することができる。また、弾性まくらぎのような既存の対策工と併用して簡単に軌道変位を抑制することができる。 In addition to the effects of the first embodiment, the orbital displacement suppression structure and the orbital displacement suppression method according to the second embodiment have the following effects.
In the second embodiment, the connecting member 13 connects the sleeper 6 having the buffer member 6a on the bottom surface, which cushions the impact acting on the roadbed ballast 8a, and the insertion member 12. Therefore, the shock load acting on the road bed ballast 8a when the train 1 passes on the track 4 can be mitigated by the buffer member 6a, and the road bed ballast 8a when the shock load of the train 1 is unloaded. Bounce can be further reduced. Moreover, the track displacement can be easily suppressed in combination with existing countermeasures such as elastic sleepers.

（第３実施形態）
図８及び図９に示す一体化部材１１は、収容部材１４とまくらぎ６とを固定することによって、道床バラスト８ａとこのまくらぎ６とを一体化する。一体化部材１１は、収容部材１４と連結部材１５などを備えている。収容部材１４は、道床バラスト８ａを収容する部材である。収容部材１４は、例えば、可撓性を有する布製又はポリエチレン製の繊維材からなる土嚢袋のような袋体の内部に道床バラスト８ａを充填し収容している。収容部材１４は、まくらぎ６と路盤９との間に複数積み上げた状態で路盤９上に設置されている。 (Third embodiment)
The integrated member 11 shown in FIG.8 and FIG.9 unifies the roadbed ballast 8a and this sleeper 6 by fixing the accommodating member 14 and the sleeper 6. FIG. The integrated member 11 includes a housing member 14 and a connecting member 15. The accommodating member 14 is a member that accommodates the roadbed ballast 8a. The housing member 14 is filled with a roadbed ballast 8a in a bag body such as a sandbag bag made of a flexible cloth or polyethylene fiber material, for example. The accommodating member 14 is installed on the roadbed 9 in a state of being stacked between the sleeper 6 and the roadbed 9.

連結部材１５は、まくらぎ６と収容部材１４とを連結する部材である。連結部材１５は、まくらぎ６と収容部材１４とに巻き付けてこれらを結束しており、まくらぎ６と収容部材１４との間に所定の張力を付与している。連結部材１５は、図８及び図９に示すように、線状部材１５ａと張力調整部材１５ｂなどを備えている。線状部材１５ａは、例えば、収容部材１４とまくらぎ６とに巻き掛けられるワイヤなどである。張力調整部材１５ｂは、線状部材１５ａに作用する張力を調整する部材である。張力調整部材１５ｂは、例えば、まくらぎ６と収容部材１４とに線状部材１５ａを巻き掛けた状態で、この線状部材１５ａの一方の端部と他方の端部との間に所定の張力を発生する張力調整ばねなどである。   The connecting member 15 is a member that connects the sleeper 6 and the housing member 14. The connecting member 15 is wound around the sleeper 6 and the accommodation member 14 to bind them together, and a predetermined tension is applied between the sleeper 6 and the accommodation member 14. As shown in FIGS. 8 and 9, the connecting member 15 includes a linear member 15 a and a tension adjusting member 15 b. The linear member 15a is, for example, a wire wound around the accommodation member 14 and the sleeper 6. The tension adjusting member 15b is a member that adjusts the tension acting on the linear member 15a. The tension adjusting member 15b is, for example, a predetermined tension between one end and the other end of the linear member 15a in a state where the linear member 15a is wound around the sleeper 6 and the accommodating member 14. A tension adjusting spring that generates

次に、この発明の第３実施形態に係る軌道変位抑制方法について説明する。
図１０に示す一体化工程＃１１０は、道床バラスト８ａを収容する収容部材１４とまくらぎ６とを連結部材１５によって連結する工程を含む。図１０（Ａ）に示すように、軌道建設時又は軌道更新時に、道床バラスト８ａを充填した収容部材１４を路盤９の上面に積み上げた状態で設置するとともに連結部材１５を最下層の収容部材１４に巻き掛ける。次に、図１０（Ｂ）に示すように、路盤９上に道床バラスト８ａを散布するとともに最上層の収容部材１４上にも道床バラスト８ａを散布して道床８が敷設される。次に、道床８上にまくらぎ６を設置し、連結部材１５をまくらぎ６に巻き掛けて連結部材１５の一方の端部と他方の端部とを所定の張力になるまで緊締して、まくらぎ６と収容部材１４とを連結部材１５によって連結する。その結果、まくらぎ６と収容部材１４とが一体化されて、まくらぎ６と道床バラスト８ａとが一体化される。 Next, a track displacement suppression method according to a third embodiment of the invention will be described.
The integration step # 110 shown in FIG. 10 includes a step of connecting the accommodation member 14 that accommodates the roadbed ballast 8a and the sleeper 6 by the connection member 15. As shown in FIG. 10 (A), at the time of track construction or track renewal, the accommodation member 14 filled with the ballast ballast 8a is installed in a stacked state on the upper surface of the roadbed 9 and the connecting member 15 is placed on the lowermost accommodation member 14. Wrap around. Next, as shown in FIG. 10 (B), the roadbed ballast 8a is sprayed on the roadbed 9, and the roadbed ballast 8a is also sprayed on the uppermost housing member 14 so that the roadbed 8 is laid. Next, the sleeper 6 is installed on the road bed 8, the connecting member 15 is wrapped around the sleeper 6, and one end and the other end of the connecting member 15 are tightened to a predetermined tension. The sleeper 6 and the accommodating member 14 are connected by a connecting member 15. As a result, the sleeper 6 and the housing member 14 are integrated, and the sleeper 6 and the roadbed ballast 8a are integrated.

この第３実施形態に係る軌道変位抑制構造及び軌道変位抑制方法には、第１実施形態の効果に加えて、以下に記載するような効果がある。
この第３実施形態では、道床バラスト８ａを収容する収容部材１４とまくらぎ６とを連結部材１５が連結する。このため、収容部材１４内の道床バラスト８ａとまくらぎ６とが一体化し、列車１の荷重が除荷されたときの道床バラスト８ａの跳ね上がりを容易に抑制することができる。 In addition to the effects of the first embodiment, the orbital displacement suppression structure and the orbital displacement suppression method according to the third embodiment have the following effects.
In the third embodiment, the connecting member 15 connects the housing member 14 that houses the roadbed ballast 8a and the sleeper 6. For this reason, the roadbed ballast 8a in the accommodating member 14 and the sleeper 6 are integrated, and the jumping of the roadbed ballast 8a when the load of the train 1 is unloaded can be easily suppressed.

（第４実施形態）
図１１及び図１２に示す収容部材１４は、例えば、鋼線を枠状に形成した蛇籠、鋼製網又は型枠などの枠体の内部に道床バラスト８ａを充填し収容している。収容部材１４は、まくらぎ６と路盤９との間に挟み込まれるように路盤９上に設置されている。 (Fourth embodiment)
The accommodation member 14 shown in FIGS. 11 and 12 contains and accommodates a roadbed ballast 8a in a frame body such as a gabion, a steel net, or a formwork in which a steel wire is formed in a frame shape. The accommodating member 14 is installed on the roadbed 9 so as to be sandwiched between the sleeper 6 and the roadbed 9.

次に、この発明の第４実施形態に係る軌道変位抑制方法について説明する。
図１３に示す一体化工程＃１１０は、道床バラスト８ａを収容する収容部材１４とまくらぎ６とを連結部材１５によって連結する工程を含む。図１３（Ａ）に示すように、軌道建設時又は軌道更新時に、道床バラスト８ａを充填した収容部材１４を路盤９の上面に設置するとともに連結部材１５を収容部材１４に巻き掛ける。次に、路盤９上に道床バラスト８ａを散布するとともに収容部材１４上にも道床バラスト８ａを散布して道床８が敷設される。次に、道床８上にまくらぎ６を設置し、連結部材１５をまくらぎ６に巻き掛けて連結部材１５の一方の端部と他方の端部とを所定の張力になるまで緊締して、まくらぎ６と収容部材１４とを連結部材１５によって連結する。その結果、まくらぎ６と収容部材１４とが一体化されて、まくらぎ６と道床バラスト８ａとが一体化される。この第４実施形態には、第３実施形態と同様の効果がある。 Next, a track displacement suppression method according to the fourth embodiment of the present invention will be described.
The integration step # 110 shown in FIG. 13 includes a step of connecting the accommodation member 14 that accommodates the roadbed ballast 8a and the sleeper 6 by the connection member 15. As shown in FIG. 13A, when the track is constructed or the track is updated, the accommodation member 14 filled with the roadbed ballast 8a is installed on the upper surface of the roadbed 9 and the connecting member 15 is wound around the accommodation member 14. Next, the roadbed ballast 8 a is sprayed on the roadbed 9 and the roadbed ballast 8 a is also sprayed on the housing member 14 to lay the roadbed 8. Next, the sleeper 6 is installed on the road bed 8, the connecting member 15 is wrapped around the sleeper 6, and one end and the other end of the connecting member 15 are tightened to a predetermined tension. The sleeper 6 and the accommodating member 14 are connected by a connecting member 15. As a result, the sleeper 6 and the housing member 14 are integrated, and the sleeper 6 and the roadbed ballast 8a are integrated. The fourth embodiment has the same effect as the third embodiment.

（第５実施形態）
図１４及び図１５に示す道床８は、高強度人工ブロック１６が道床バラスト８ａに混入されている。一体化部材１１は、高強度人工ブロック１６が混入された道床バラスト８ａとまくらぎ６とを一体化する。高強度人工ブロック１６は、道床８の沈下を抑制する部材である。高強度人工ブロック１６は、道床バラスト８ａと混合されて道床バラスト８ａとともに道床８を構成する。高強度人工ブロック１６は、道床バラスト８ａとは異質の特性を持つ特定形状の構造体である。高強度人工ブロック１６は、例えば、軟鉄、銅、アルミニウムなどの金属材料、炭化物、窒化物などのセラミックス材料、石英などの岩石鉱物系材料、炭素、ガラス系材料、ABS樹脂、アラミド繊維などの合成樹脂材料又はこれらの組み合わせを含有するセメントコンクリートからなる高強度繊維含有コンクリート（高強度繊維補強ブロック）である。高強度人工ブロック１６は、道床バラスト８ａと同程度の大きさで縦横が50〜60mm程度の立方体である。高強度人工ブロック１６は、道床バラスト８ａの摩耗を低減することによって道床８の沈下を抑制する。 (Fifth embodiment)
In the road bed 8 shown in FIGS. 14 and 15, a high-strength artificial block 16 is mixed in the road bed ballast 8a. The integrated member 11 integrates the roadbed ballast 8 a mixed with the high-strength artificial block 16 and the sleeper 6. The high-strength artificial block 16 is a member that suppresses the settlement of the road bed 8. The high-strength artificial block 16 is mixed with the roadbed ballast 8a to form the roadbed 8 together with the roadbed ballast 8a. The high-strength artificial block 16 is a specific-shaped structure having characteristics different from those of the roadbed ballast 8a. The high-strength artificial block 16 is composed of, for example, a metal material such as soft iron, copper, or aluminum, a ceramic material such as carbide or nitride, a rock mineral material such as quartz, carbon, a glass material, ABS resin, or aramid fiber. A high-strength fiber-containing concrete (high-strength fiber-reinforced block) made of cement concrete containing a resin material or a combination thereof. The high-strength artificial block 16 is a cube having the same size as the roadbed ballast 8a and a length and width of about 50 to 60 mm. The high-strength artificial block 16 suppresses the subsidence of the road bed 8 by reducing the wear of the road bed ballast 8a.

次に、この発明の第５実施形態に係る軌道変位抑制方法について説明する。
図１６に示す一体化工程＃１１０は、道床８の沈下を抑制する高強度人工ブロック１６が混入された道床バラスト８ａとまくらぎ６とを一体化する工程を含む。図１６（Ａ）に示すように、軌道建設時又は軌道更新時に、路盤９の上面に挿入部材１２を設置するとともに連結部材１３を挿入部材１２に巻き掛ける。次に、図４（Ｂ）に示すように、高強度人工ブロック１６が混合された道床バラスト８ａを路盤９上に散布するとともに挿入部材１２上にも散布して道床８が敷設される。次に、道床８上にまくらぎ６を設置し、連結部材１３をまくらぎ６に巻き掛けて連結部材１３の一方の端部と他方の端部とを緊締して、まくらぎ６と挿入部材１２とを連結部材１３によって所定の張力で連結する。その結果、まくらぎ６と挿入部材１２との間に、高強度人工ブロック１６が混合された道床バラスト８ａが挟み込まれて、まくらぎ６と道床バラスト８ａとが一体化される。 Next, a track displacement suppression method according to a fifth embodiment of the invention will be described.
The integration step # 110 shown in FIG. 16 includes a step of integrating the roadbed ballast 8a mixed with the high-strength artificial block 16 that suppresses the settlement of the roadbed 8 and the sleeper 6. As shown in FIG. 16A, when the track is constructed or the track is updated, the insertion member 12 is installed on the upper surface of the roadbed 9 and the connecting member 13 is wound around the insertion member 12. Next, as shown in FIG. 4 (B), the roadbed ballast 8a mixed with the high-strength artificial block 16 is spread on the roadbed 9 and also on the insertion member 12, and the roadbed 8 is laid. Next, the sleeper 6 is installed on the road bed 8, the connecting member 13 is wrapped around the sleeper 6, and one end portion and the other end portion of the connecting member 13 are tightened, and the sleeper 6 and the insertion member 12 are connected to each other by a connecting member 13 with a predetermined tension. As a result, the roadbed ballast 8a mixed with the high-strength artificial block 16 is sandwiched between the sleeper 6 and the insertion member 12, and the sleeper 6 and the roadbed ballast 8a are integrated.

この発明の第５実施形態には、第１実施形態の効果に加えて、以下に記載するような効果がある。
この第５実施形態では、道床８の沈下を抑制する高強度人工ブロック１６が道床バラスト８ａに混入されており、この高強度人工ブロック１６が混入された道床バラスト８ａとまくらぎ６とを一体化部材１１が一体化する。このため、バラスト層の摩耗を低減することができるとともに、道床バラスト８ａの跳ね返り挙動を抑止することができる。 The fifth embodiment of the present invention has the effects described below in addition to the effects of the first embodiment.
In the fifth embodiment, a high-strength artificial block 16 that suppresses settlement of the road bed 8 is mixed in the road bed ballast 8a, and the road bed ballast 8a mixed with the high-strength artificial block 16 and the sleeper 6 are integrated. The member 11 is integrated. For this reason, the wear of the ballast layer can be reduced and the rebound behavior of the roadbed ballast 8a can be suppressed.

（第６実施形態）
図１７及び図１８に示す一体化部材１１は、まくらぎ６の両端部に装着される連結部材１９を路盤９に固定することによって、道床バラスト８ａとまくらぎ６とを一体化する。一体化部材１１は、図１７〜図１９に示す装着部材１７と、図１９に示す固定部材１８と、図１７〜図２０に示す連結部材１９と、図１９に示す締結部材２０と、図２０に示す固定部材２１などを備えている。 (Sixth embodiment)
The integrated member 11 shown in FIGS. 17 and 18 integrates the roadbed ballast 8 a and the sleeper 6 by fixing the connecting members 19 attached to both ends of the sleeper 6 to the roadbed 9. The integrated member 11 includes a mounting member 17 shown in FIGS. 17 to 19, a fixing member 18 shown in FIG. 19, a connecting member 19 shown in FIGS. 17 to 20, a fastening member 20 shown in FIG. The fixing member 21 shown in FIG.

図１７〜図１９に示す装着部材１７は、まくらぎ６の両端部に装着される部材である。装着部材１７は、例えば、まくらぎ６の両端部に着脱自在に取り付けられる鋼板などの板状部材である。装着部材１７は、図１９に示す挿入部１７ａなどを備えている。挿入部１７ａは、連結部材１９を挿入する部分である。挿入部１７ａは、外観が円筒状の部材である。挿入部１７ａは、連結部材１９が傾斜した状態で装着部材１７に固定されるように、この挿入部１７ａの中心線が略45°斜めに交差するように装着部材１７の表面に溶接などによって固定されている。   The mounting member 17 shown in FIGS. 17 to 19 is a member that is mounted on both ends of the sleeper 6. The mounting member 17 is a plate-like member such as a steel plate that is detachably attached to both ends of the sleeper 6, for example. The mounting member 17 includes an insertion portion 17a shown in FIG. The insertion part 17a is a part into which the connecting member 19 is inserted. The insertion portion 17a is a member having a cylindrical appearance. The insertion portion 17a is fixed to the surface of the mounting member 17 by welding or the like so that the center line of the insertion portion 17a crosses at an angle of approximately 45 ° so that the connecting member 19 is fixed to the mounting member 17 in a tilted state. Has been.

図１９に示す固定部材１８は、装着部材１７をまくらぎ６に固定する部材である。固定部材１８は、図１９に示すように、装着部材１７の貫通孔に挿入されてまくらぎ６に形成された穴に固定されるアンカーボルト１８ａと、このアンカーボルト１８ａの雄ねじ部に装着されるナット１８ｂなどを備えている。   A fixing member 18 shown in FIG. 19 is a member that fixes the mounting member 17 to the sleeper 6. As shown in FIG. 19, the fixing member 18 is attached to an anchor bolt 18 a that is inserted into a through hole of the attachment member 17 and is fixed to a hole formed in the sleeper 6, and a male screw portion of the anchor bolt 18 a. A nut 18b and the like are provided.

図１７〜図２０に示す連結部材１９は、装着部材１７と路盤９とを連結する部材である。連結部材１９は、図１８及び図１９に示すように、上端部がＸ字状に交差するように配置されており、上端部が装着部材１７に着脱自在に固定されており、下端部が路盤９に固定されている。連結部材１９は、まくらぎ６と路盤９との間に道床８を挟み込むように所定の張力が付与されており、締結部材２０によって張力調整が可能なように着脱自在に緊締されている。連結部材１９は、例えば、母材であるコンクリート層２１ａに定着される長さ50cm程度のアンカーボルトなどの軸状部材である。連結部材１９は、図１９に示すように、上端部に雄ねじ部１９ａを備えている。   A connecting member 19 shown in FIGS. 17 to 20 is a member that connects the mounting member 17 and the roadbed 9. As shown in FIGS. 18 and 19, the connecting member 19 is disposed so that the upper end portion intersects in an X shape, the upper end portion is detachably fixed to the mounting member 17, and the lower end portion is the roadbed. 9 is fixed. The connecting member 19 is given a predetermined tension so as to sandwich the road bed 8 between the sleeper 6 and the roadbed 9, and is detachably tightened by a fastening member 20 so that the tension can be adjusted. The connecting member 19 is, for example, an axial member such as an anchor bolt having a length of about 50 cm that is fixed to the concrete layer 21a as a base material. As shown in FIG. 19, the connecting member 19 includes a male screw portion 19 a at the upper end portion.

図１９に示す締結部材２０は、連結部材１９を装着部材１７に締結する部材である。締結部材２０は、連結部材１９の雄ねじ部１９ａと噛み合う雌ねじ部を有するナット２０ａを備えている。図２０に示す固定部材２１は、連結部材１９を路盤９に固定する部材である。固定部材２１は、コンクリート層２１ａと、穴部２１ｂと、接着剤層２１ｃなどを備えている。コンクリート層２１ａは、路盤９に形成されたコンクリート硬化部である。コンクリート層２１ａは、路盤９が砕石路盤又はアスファルト路盤の場合にはこの路盤９の一部にコンクリートを打設して形成された部分であり、路盤９がコンクリート路盤の場合にはこのコンクリート路盤の一部である。穴部２１ｂは、コンクリート層２１ａに形成された凹部である。穴部２１ｂは、コンクリート層２１ａに所定の深さで斜めに削孔されている。接着剤層２１ｃは、連結部材１９の下端部と穴部２１ｂとに間に接着剤を充填して形成される部分である。   A fastening member 20 shown in FIG. 19 is a member that fastens the connecting member 19 to the mounting member 17. The fastening member 20 includes a nut 20 a having a female screw portion that meshes with the male screw portion 19 a of the connecting member 19. A fixing member 21 shown in FIG. 20 is a member that fixes the connecting member 19 to the roadbed 9. The fixing member 21 includes a concrete layer 21a, a hole 21b, an adhesive layer 21c, and the like. The concrete layer 21 a is a hardened concrete portion formed on the roadbed 9. The concrete layer 21a is a portion formed by placing concrete on a part of the roadbed 9 when the roadbed 9 is a crushed stone roadbed or an asphalt roadbed, and when the roadbed 9 is a concrete roadbed, It is a part. The hole 21b is a recess formed in the concrete layer 21a. The hole 21b is drilled obliquely at a predetermined depth in the concrete layer 21a. The adhesive layer 21c is a portion formed by filling an adhesive between the lower end portion of the connecting member 19 and the hole portion 21b.

次に、この発明の第６実施形態に係る軌道変位抑制方法について説明する。
図２１に示す一体化工程＃１１０は、まくらぎ６の両端部に装着される装着部材１７と路盤９とを連結部材１９によって連結する工程を含む。図２１（Ａ）に示すように、軌道建設時又は軌道更新時に、路盤９の上面にコンクリート層２１ａを形成しこのコンクリート層２１ａに所定の深さの穴部２１ｂを形成し、連結部材１９の下端部をこの穴部２１ｂに挿入し接着剤層２１ｃによって固定する。次に、図２１（Ｂ）に示すように、路盤９上に道床バラスト８ａを散布して道床８が敷設されて、道床８上にまくらぎ６を設置する。次に、連結部材１９の上端部を装着部材１７に固定部材２１によって所定の締め付け力になるまで締結して、連結部材１９を装着部材１７に連結するとともに、装着部材１７を固定部材１８によってまくらぎ６の両端部に固定する。その結果、まくらぎ６と路盤９とが一体化されて、まくらぎ６と道床バラスト８ａとが一体化される。 Next, the track displacement suppression method according to the sixth embodiment of the invention will be described.
The integration step # 110 shown in FIG. 21 includes a step of connecting the mounting member 17 and the roadbed 9 attached to both ends of the sleeper 6 by the connecting member 19. As shown in FIG. 21A, at the time of track construction or track renewal, a concrete layer 21a is formed on the upper surface of the roadbed 9, and a hole 21b having a predetermined depth is formed on the concrete layer 21a. The lower end is inserted into the hole 21b and fixed by the adhesive layer 21c. Next, as shown in FIG. 21B, the roadbed ballast 8 a is sprayed on the roadbed 9 to lay the roadbed 8, and the sleepers 6 are installed on the roadbed 8. Next, the upper end of the connecting member 19 is fastened to the mounting member 17 by the fixing member 21 until a predetermined tightening force is reached, the connecting member 19 is connected to the mounting member 17, and the mounting member 17 is pillowed by the fixing member 18. Fasten to both ends of As a result, the sleeper 6 and the roadbed 9 are integrated, and the sleeper 6 and the roadbed ballast 8a are integrated.

この発明の第６実施形態には、第１実施形態の効果に加えて、以下に記載するような効果がある。
この第６実施形態では、まくらぎ６の両端部に装着部材１７を装着し、軌道４を支持する路盤９と装着部材１７とを連結部材１９が連結する。このため、連結部材１９を固定するための貫通孔などをまくらぎ６に形成するような手間のかかる加工が不要になり、既存のまくらぎ６の端部に装着部材１７を固定し、路盤９とまくらぎ６とを連結部材１９によって連結するだけで、軌道４の変位を抑制することができる。 The sixth embodiment of the present invention has the following effects in addition to the effects of the first embodiment.
In the sixth embodiment, mounting members 17 are mounted on both ends of the sleeper 6, and a connecting member 19 connects the roadbed 9 that supports the track 4 and the mounting member 17. This eliminates the need for laborious processing such as forming a through-hole or the like for fixing the connecting member 19 in the sleeper 6, and fixing the mounting member 17 to the end of the existing sleeper 6. The displacement of the track 4 can be suppressed only by connecting the sleeper 6 with the connecting member 19.

（第７実施形態）
図２２及び図２３に示す一体化部材１１は、まくらぎ６と一体に製造される連結部材２２を路盤９に固定することによって、道床バラスト８ａとまくらぎ６とを一体化する。一体化部材１１は、図２２〜図２４に示す連結部材２２と図２４に示す固定部材２３などを備えている。連結部材２２は、まくらぎ６と路盤９とを連結する部材である。連結部材２２は、まくらぎ６と一体に製造されており、まくらぎ６の製造段階でまくらぎ６に予め埋設されてまくらぎ６と一体化されている。連結部材２２は、例えば、母材であるコンクリート層２１ａに定着される長さ50cm程度のアンカーボルトなどの軸状部材である。連結部材２２は、まくらぎ６の下面の両端部から突出するように配置されており、上端部がまくらぎ６に埋設されて固定されており、下端部が路盤９に固定されている。 (Seventh embodiment)
The integrated member 11 shown in FIGS. 22 and 23 integrates the roadbed ballast 8 a and the sleeper 6 by fixing the connecting member 22 manufactured integrally with the sleeper 6 to the roadbed 9. The integrated member 11 includes a connecting member 22 shown in FIGS. 22 to 24, a fixing member 23 shown in FIG. The connecting member 22 is a member that connects the sleeper 6 and the roadbed 9. The connecting member 22 is manufactured integrally with the sleeper 6, and is embedded in the sleeper 6 in advance at the manufacturing stage of the sleeper 6 and integrated with the sleeper 6. The connecting member 22 is, for example, an axial member such as an anchor bolt having a length of about 50 cm that is fixed to the concrete layer 21a as a base material. The connecting member 22 is disposed so as to protrude from both ends of the lower surface of the sleeper 6, the upper end portion is embedded and fixed in the sleeper 6, and the lower end portion is fixed to the roadbed 9.

図２４に示す固定部材２３は、連結部材２２を路盤９に固定する部材である。固定部材２３は、コンクリート層２３ａと、穴部２３ｂと、接着剤層２３ｃなどを備えている。コンクリート層２３ａは、路盤９に形成されたコンクリート硬化部である。コンクリート層２３ａは、路盤９が砕石路盤又はアスファルト路盤の場合にはこの路盤９の一部にコンクリートを打設して形成された部分であり、路盤９がコンクリート路盤の場合にはこのコンクリート路盤の一部である。穴部２３ｂは、コンクリート層２３ａに形成された凹部である。穴部２３ｂは、コンクリート層２３ａに所定の深さで垂直に削孔されている。接着剤層２３ｃは、連結部材２２の下端部と穴部２３ｂとに間に接着剤を充填して形成される部分である。   The fixing member 23 shown in FIG. 24 is a member that fixes the connecting member 22 to the roadbed 9. The fixing member 23 includes a concrete layer 23a, a hole 23b, an adhesive layer 23c, and the like. The concrete layer 23 a is a concrete hardened portion formed on the roadbed 9. The concrete layer 23a is a portion formed by placing concrete on a part of the roadbed 9 when the roadbed 9 is a crushed stone roadbed or an asphalt roadbed, and when the roadbed 9 is a concrete roadbed, It is a part. The hole 23b is a recess formed in the concrete layer 23a. The hole 23b is drilled perpendicularly to the concrete layer 23a with a predetermined depth. The adhesive layer 23c is a portion formed by filling an adhesive between the lower end portion of the connecting member 22 and the hole portion 23b.

次に、この発明の第７実施形態に係る軌道変位抑制方法について説明する。
図２５に示す一体化工程＃１１０は、まくらぎ６と一体に製造されている連結部材２２によって、路盤９とまくらぎ６とを連結する工程を含む。図２５（Ａ）に示すように、軌道建設時又は軌道更新時に、路盤９の上面にコンクリート層２３ａを形成しこのコンクリート層２３ａに所定の深さの穴部２３ｂを形成し、連結部材２２の下端部をこの穴部２３ｂに挿入し接着剤層２３ｃによって固定する。次に、図２５（Ｂ）に示すように、路盤９上に道床バラスト８ａを散布して道床８が敷設されて、道床８上にまくらぎ６を設置される。その結果、まくらぎ６と路盤９とが一体化されて、まくらぎ６と道床バラスト８ａとが一体化される。 Next, a track displacement suppression method according to a seventh embodiment of the invention will be described.
The integration step # 110 shown in FIG. 25 includes a step of connecting the roadbed 9 and the sleeper 6 with the connecting member 22 manufactured integrally with the sleeper 6. As shown in FIG. 25A, at the time of track construction or track renewal, a concrete layer 23a is formed on the upper surface of the roadbed 9, and a hole 23b having a predetermined depth is formed on the concrete layer 23a. The lower end is inserted into the hole 23b and fixed by the adhesive layer 23c. Next, as shown in FIG. 25 (B), the roadbed ballast 8 a is sprayed on the roadbed 9, the roadbed 8 is laid, and the sleepers 6 are installed on the roadbed 8. As a result, the sleeper 6 and the roadbed 9 are integrated, and the sleeper 6 and the roadbed ballast 8a are integrated.

この発明の第７実施形態には、第１実施形態の効果に加えて、以下に記載するような効果がある。
この第７実施形態では、軌道４を支持する路盤９とまくらぎ４とを連結部材２２が連結し、この連結部材２２がまくらぎ４と一体に製造されている。このため、予め連結部材２２をまくらぎ６と一体に製造しておき、路盤９とまくらぎ６とを連結部材２２によって連結するだけで、軌道４の変位を抑制することができる。 The seventh embodiment of the present invention has the effects described below in addition to the effects of the first embodiment.
In the seventh embodiment, a connecting member 22 connects the roadbed 9 supporting the track 4 and the sleeper 4, and the connecting member 22 is manufactured integrally with the sleeper 4. For this reason, the displacement of the track | orbit 4 can be suppressed only by manufacturing the connection member 22 integrally with the sleeper 6 previously, and connecting the roadbed 9 and the sleeper 6 with the connection member 22. FIG.

（第８実施形態）
図２６及び図２７に示す一体化部材１１は、まくらぎ６の底面から突出する挿入部材２４を道床８の表層の道床バラスト８ａに挿入することによって、道床８の表層の道床バラスト８ａとまくらぎ６とを一体化する。一体化部材１１は、図２６〜図２８に示す挿入部材２４などを備えている。挿入部材２４は、まくらぎ６を支持する道床８の表層の道床バラスト８ａに挿入される部材である。挿入部材２４は、まくらぎ６の底面から突出しており、まくらぎ６の底面に櫛状に形成されている。挿入部材２４は、まくらぎ６と一体に製造されており、まくらぎ６の製造段階でまくらぎ６に予め埋設されてまくらぎ６と一体化されている。連結部材２２は、例えば、200〜300mm程度の長さであり、300mm程度の一定の間隔をあけて複数本配置されている。連結部材２２は、例えば、異形鉄筋又は異形アンカーボルトのような鋼材又は硬質のガラス繊維材などからなる軸状部材である。
連結部材２２は、図２９に示すように、抜け止め部２２ａを備えている。 (Eighth embodiment)
The integrated member 11 shown in FIGS. 26 and 27 inserts an insertion member 24 projecting from the bottom surface of the sleeper 6 into the surface of the roadbed ballast 8a of the roadbed 8, so that the surface of the roadbed ballast 8a and the sleeper of the surface of the roadbed 8 are combined. 6 is integrated. The integrated member 11 includes an insertion member 24 shown in FIGS. The insertion member 24 is a member that is inserted into the road bed ballast 8 a on the surface layer of the road bed 8 that supports the sleeper 6. The insertion member 24 protrudes from the bottom surface of the sleeper 6 and is formed in a comb shape on the bottom surface of the sleeper 6. The insertion member 24 is manufactured integrally with the sleeper 6, and is embedded in the sleeper 6 in advance at the manufacturing stage of the sleeper 6 and integrated with the sleeper 6. For example, the connecting member 22 has a length of about 200 to 300 mm, and a plurality of the connecting members 22 are arranged at a constant interval of about 300 mm. The connecting member 22 is a shaft-like member made of, for example, a steel material such as a deformed reinforcing bar or a deformed anchor bolt, or a hard glass fiber material.
As shown in FIG. 29, the connecting member 22 includes a retaining portion 22a.

図２９に示す抜け止め部２２ａは、道床８の表層の道床バラスト８ａから挿入部材２２が抜け出すのを防止する部分である。抜け止め部２２ａは、挿入部材２２の長さ方向に所定の間隔をあけてこの挿入部材２２の外周面に一体に形成されており、挿入部材２２の引抜を防止する凹凸部である。抜け止め部２２ａは、道床８の表層の道床バラスト８ａに挿入部材２２が差し込まれたときに、隣接する挿入部材２２間に道床バラスト８ａを挟み込むことによって道床バラスト８ａを加圧し、道床バラスト８ａに水平方向の加圧力を付与する。   The retaining portion 22a shown in FIG. 29 is a portion that prevents the insertion member 22 from slipping out of the roadbed ballast 8a on the surface layer of the roadbed 8. The retaining portion 22 a is an uneven portion that is integrally formed on the outer peripheral surface of the insertion member 22 at a predetermined interval in the length direction of the insertion member 22 and prevents the insertion member 22 from being pulled out. The retaining portion 22a pressurizes the road bed ballast 8a by sandwiching the road bed ballast 8a between the adjacent insertion members 22 when the insertion member 22 is inserted into the road bed ballast 8a of the surface layer of the road bed 8, and the road bed ballast 8a. Apply horizontal pressure.

次に、この発明の第８実施形態に係る軌道変位抑制方法について説明する。
図２９に示す一体化工程＃１１０は、道床８の表層の道床バラスト８ａにまくらぎ６の底面から突出する複数の挿入部材２４を挿入する工程を含む。図２９（Ａ）に示すように、軌道建設時又は軌道更新時に、路盤９の上面に道床バラスト８ａを散布する。次に、図２９（Ｂ）に示すように、表層の道床バラスト８ａに挿入部材２４を差し込むように道床バラスト８ａの上面にまくらぎ６を設置する。次に、まくらぎ６の下方に道床バラスト８ａをつき入れるつき固め作業を実施する。その結果、周囲の道床バラスト８ａのつき固めによって挿入部材２２の抜け止め部２２ａと道床バラスト８ａとが密着してこれらの間に大きな抵抗力が発生する。また、列車１の通過時に道床８に作用する載荷重などによって挿入部材２２間の道床バラスト８ａに横圧が作用し、道床バラスト８ａが挿入部材２２によって挟み込まれて締め付けられる。その結果、道床８の表層の道床バラスト８ａと挿入部材２２とが一体化されて、表層の道床バラスト８ａとまくらぎ６とが一体化される。 Next, a track displacement suppression method according to the eighth embodiment of the invention will be described.
The integration step # 110 shown in FIG. 29 includes a step of inserting a plurality of insertion members 24 protruding from the bottom surface of the sleeper 6 into the roadbed ballast 8a on the surface layer of the roadbed 8. As shown in FIG. 29A, the roadbed ballast 8a is sprayed on the upper surface of the roadbed 9 when the track is constructed or the track is updated. Next, as shown in FIG. 29B, the sleepers 6 are installed on the upper surface of the road bed ballast 8a so that the insertion member 24 is inserted into the surface road bed ballast 8a. Next, a dampening operation is performed in which the roadbed ballast 8 a is attached below the sleeper 6. As a result, the retaining portion 22a of the insertion member 22 and the roadbed ballast 8a are brought into close contact with each other by the compaction of the surrounding roadbed ballast 8a, and a large resistance force is generated between them. Further, a lateral pressure acts on the roadbed ballast 8a between the insertion members 22 due to a load applied to the roadbed 8 when the train 1 passes, and the roadbed ballast 8a is sandwiched between the insertion members 22 and tightened. As a result, the roadbed ballast 8a on the surface layer of the roadbed 8 and the insertion member 22 are integrated, and the roadbed ballast 8a on the surface layer and the sleeper 6 are integrated.

この発明の第８実施形態には、第１実施形態の効果に加えて、以下に記載するような効果がある。
この第８実施形態では、道床８の表層の道床バラスト８ａに複数の挿入部材２４が挿入されており、この複数の挿入部材２４がまくらぎ６の底面から突出している。このため、道床８の表層の道床バラスト８ａに挿入部材２４を挿入するだけで、表層の道床バラスト８ａがまくらぎ６と一体化されて、表層の道床バラスト８ａが跳ね上がるのを防止することができる。また、第１実施形態〜第７実施形態に比べて構造が簡単になり、施工の手間がかからず施工時間を短縮することができ低コスト化を図ることができる。 The eighth embodiment of the present invention has the following effects in addition to the effects of the first embodiment.
In the eighth embodiment, a plurality of insertion members 24 are inserted into the road bed ballast 8 a on the surface of the road bed 8, and the plurality of insertion members 24 protrude from the bottom surface of the sleeper 6. For this reason, it is possible to prevent the surface roadbed ballast 8a from jumping up by integrating the surface roadbed ballast 8a with the sleeper 6 simply by inserting the insertion member 24 into the surface roadbed ballast 8a of the roadbed 8. . In addition, the structure is simplified compared to the first to seventh embodiments, and the construction time is not required, so that the construction time can be shortened and the cost can be reduced.

（他の実施形態）
この発明は、以上説明した実施形態に限定するものではなく、以下に記載するように種々の変形又は変更が可能であり、これらもこの発明の範囲内である。
(1) この第１実施形態、第２実施形態、第４実施形態及び第５実施形態では、道床８と路盤９との間に挿入部材１２を挿入する場合を例に挙げて説明したが、挿入部材１２の挿入箇所を限定するものではない。例えば、道床８の表層の道床バラスト８ａがまくらぎ６と挿入部材１２との間に挟み込まれるように、挿入部材１２を道床８内に挿入することもできる。また、この第３実施形態及び第４実施形態では、まくらぎ６と路盤９との間の全ての道床バラスト８ａを収容部材１４内に収容する場合を例に挙げて説明したが、このような収容方法に限定するものではない。例えば、道床８の表層のバラスト８ａのみを収容部材１４に収容することもできる。さらに、この第１実施形態〜第５実施形態では、連結部材１３，１５の張力調整部材１３ｂ，１５ｂが張力調整ばねである場合を例に挙げて説明したが、張力調整ばね以外にターンバックルなどの張力調整部材によってワイヤの張力を調整することもできる。 (Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In the first embodiment, the second embodiment, the fourth embodiment, and the fifth embodiment, the case where the insertion member 12 is inserted between the road bed 8 and the roadbed 9 has been described as an example. The insertion location of the insertion member 12 is not limited. For example, the insertion member 12 can be inserted into the road bed 8 so that the road bed ballast 8 a on the surface layer of the road bed 8 is sandwiched between the sleeper 6 and the insertion member 12. Moreover, in this 3rd Embodiment and 4th Embodiment, although the case where all the roadbed ballasts 8a between the sleeper 6 and the roadbed 9 were accommodated in the accommodating member 14 was mentioned as an example, such a case was demonstrated. It is not limited to the accommodation method. For example, only the surface ballast 8 a of the road bed 8 can be accommodated in the accommodating member 14. Furthermore, in the first to fifth embodiments, the case where the tension adjusting members 13b and 15b of the connecting members 13 and 15 are tension adjusting springs has been described as an example. However, in addition to the tension adjusting spring, a turnbuckle or the like is used. The tension of the wire can be adjusted by the tension adjusting member.

(2) この第３実施形態では、まくらぎ４と路盤９との間に収容部材１４を３つ積み重ねて設置する場合を例に挙げて説明したが、収容部材１４の積層数を３つに限定するものではない。例えば、道床８の厚さに応じて収容部材１４を任意の個数設置することもできる。また、この第４実施形態では、まくらぎ４と路盤９との間に収容部材１４を１つ設置する場合を例に挙げて説明したが、収容部材１４の設置個数を１つに限定するものではない。例えば、道床８の厚さに応じて収容部材１４を複数個積み重ねて設置することもできる。さらに、この第６実施形態では、連結部材１９が所定の張力を発生するように装着部材１７と連結部材１９とを締結部材２０によって締結する場合を例に挙げて説明したが、連結部材１９が所定の張力を発生するように連結部材１９と装着部材１７とを溶接などによって固定することもできる。 (2) In the third embodiment, the case where three housing members 14 are stacked and installed between the sleeper 4 and the roadbed 9 has been described as an example, but the number of housing members 14 stacked is three. It is not limited. For example, an arbitrary number of accommodating members 14 can be installed according to the thickness of the road bed 8. Moreover, in this 4th Embodiment, although the case where one accommodating member 14 was installed between the sleeper 4 and the roadbed 9 was described as an example, the number of installed accommodating members 14 is limited to one. is not. For example, a plurality of housing members 14 can be stacked and installed according to the thickness of the road bed 8. Further, in the sixth embodiment, the case where the mounting member 17 and the connecting member 19 are fastened by the fastening member 20 so that the connecting member 19 generates a predetermined tension has been described as an example. The connecting member 19 and the mounting member 17 can also be fixed by welding or the like so as to generate a predetermined tension.

１ 列車
１Ａ 車両
２ 車両
３ 車輪
４ 軌道
５ レール
６ まくらぎ
６ａ 緩衝部材
７ レール締結装置
８ 道床
８ａ 道床バラスト
９ 路盤
１０ 軌道変位抑制構造
１１ 一体化部材
１２ 挿入部材
１３ 連結部材
１３ａ 線状部材
１３ｂ 張力調整部材
１４ 収容部材
１５ 連結部材
１５ａ 線状部材
１５ｂ 張力調整部材
１６ 高強度人工ブロック
１７ 装着部材
１７ａ 挿入部
１８ 固定部材
１８ａ アンカーボルト
１８ｂ ナット
１９ 連結部材
１９ａ 雄ねじ部
２０ 締結部材
２０ａ ナット
２１ 固定部材
２１ａ コンクリート層
２１ｂ 穴部
２１ｃ 接着剤層
２２ 連結部材
２３ 固定部材
２３ａ コンクリート層
２３ｂ 穴部
２３ｃ 接着剤層
２４ 挿入部材
２４ａ 抜け止め部 1 train 1A vehicle 2 vehicle 3 wheel 4 track 5 rail 6 sleeper 6a cushioning member 7 rail fastening device 8 roadbed 8a roadbed ballast 9 roadbed 10 track displacement suppression structure 11 integrated member 12 insertion member 13 connecting member 13a linear member 13b tension Adjusting member 14 Housing member 15 Connecting member 15a Linear member 15b Tension adjusting member 16 High-strength artificial block 17 Mounting member 17a Inserting portion 18 Fixing member 18a Anchor bolt 18b Nut 19 Connecting member 19a Male thread portion 20 Fastening member 20a Nut 21 Fixing member 21a Concrete layer 21b Hole 21c Adhesive layer 22 Connection member 23 Fixing member 23a Concrete layer 23b Hole 23c Adhesive layer 24 Insertion member 24a Retaining part

Claims (16)

軌道変位を抑制する軌道変位抑制構造であって、
軌道上を通過する列車の荷重が除荷されるときに発生する道床バラストの跳ね上がりを抑制するために、この道床バラストとまくらぎとを一体化する一体化部材を備えること、
を特徴とする軌道変位抑制構造。 An orbital displacement suppression structure that suppresses orbital displacement,
In order to suppress the jumping of the ballast ballast that occurs when the load of the train passing on the track is unloaded, an integrated member that integrates the ballast ballast and the sleeper is provided.
Orbital displacement suppression structure characterized by 請求項１に記載の軌道変位抑制構造において、
前記一体化部材は、
前記まくらぎを支持する道床に挿入される挿入部材と、
前記挿入部材と前記まくらぎとの間に前記道床バラストを挟み込むように、この挿入部材とこのまくらぎとを連結する連結部材とを備えること、
を特徴とする軌道変位抑制構造。 In the orbital displacement suppression structure according to claim 1,
The integrated member is
An insertion member to be inserted into the road bed supporting the sleeper;
A connecting member for connecting the insertion member and the sleeper so as to sandwich the roadbed ballast between the insertion member and the sleeper;
Orbital displacement suppression structure characterized by 請求項２に記載の軌道変位抑制構造において、
前記まくらぎは、前記道床バラストに作用する衝撃を緩和する緩衝部材を底面に備える弾性まくらぎであり、
前記連結部材は、前記弾性まくらぎと前記挿入部材とを連結すること、
を特徴とする軌道変位抑制構造。 In the orbital displacement suppression structure according to claim 2,
The sleeper is an elastic sleeper provided with a cushioning member on a bottom surface for relaxing an impact acting on the road bed ballast,
The connecting member connects the elastic sleeper and the insertion member;
Orbital displacement suppression structure characterized by 請求項１に記載の軌道変位抑制構造において、
前記一体化部材は、
前記道床バラストを収容する収容部材と、
前記収容部材と前記まくらぎとを連結する連結部材とを備えること、
を特徴とする軌道変位抑制構造。 In the orbital displacement suppression structure according to claim 1,
The integrated member is
A housing member for housing the roadbed ballast;
A connecting member that connects the housing member and the sleeper;
Orbital displacement suppression structure characterized by 請求項１又は請求項２に記載の軌道変位抑制構造において、
前記道床は、前記まくらぎを支持する道床の沈下を抑制する高強度人工ブロックが前記道床バラストに混入されており、
前記一体化部材は、前記高強度人工ブロックが混入された前記道床バラストと前記まくらぎとを一体化すること、
を特徴とする軌道変位抑制構造。 In the orbital displacement suppression structure according to claim 1 or 2,
The road bed is mixed with a high-strength artificial block that suppresses the settlement of the road bed that supports the sleeper,
The integrated member integrates the road bed ballast mixed with the high-strength artificial block and the sleeper;
Orbital displacement suppression structure characterized by 請求項１に記載の軌道変位抑制構造において、
前記一体化部材は、
前記まくらぎの両端部に装着される装着部材と、
前記軌道を支持する路盤と前記装着部材とを連結する連結部材とを備えること、
を特徴とする軌道変位抑制構造。 In the orbital displacement suppression structure according to claim 1,
The integrated member is
A mounting member mounted on both ends of the sleeper;
Comprising a connecting member that connects the roadbed that supports the track and the mounting member;
Orbital displacement suppression structure characterized by 請求項１に記載の軌道変位抑制構造において、
前記一体化部材は、前記軌道を支持する路盤と前記まくらぎとを連結する連結部材を備え、
前記連結部材は、前記まくらぎと一体に製造されていること、
を特徴とする軌道変位抑制構造。 In the orbital displacement suppression structure according to claim 1,
The integrated member includes a connecting member that connects the roadbed supporting the track and the sleeper,
The connecting member is manufactured integrally with the sleeper;
Orbital displacement suppression structure characterized by 請求項１に記載の軌道変位抑制構造において、
前記一体化部材は、前記まくらぎを支持する道床の表層の道床バラストに挿入される複数の挿入部材を備えること、
前記複数の挿入部材は、前記まくらぎの底面から突出すること、
を特徴とする軌道変位抑制構造。 In the orbital displacement suppression structure according to claim 1,
The integrated member includes a plurality of insertion members that are inserted into a road bed ballast on the surface layer of the road bed that supports the sleeper;
The plurality of insertion members project from the bottom surface of the sleeper;
Orbital displacement suppression structure characterized by 軌道変位を抑制する軌道変位抑制方法であって、
軌道上を通過する列車の荷重が除荷されるときに発生する道床バラストの跳ね上がりを抑制するために、この道床バラストとまくらぎとを一体化する一体化工程を含むこと、
を特徴とする軌道変位抑制方法。 A method for suppressing orbital displacement that suppresses orbital displacement,
Including an integration step of integrating the roadbed ballast and the sleeper to suppress the jumping of the roadbed ballast that occurs when the load of the train passing on the track is unloaded;
Orbital displacement suppression method characterized by the above. 請求項９に記載の軌道変位抑制方法において、
前記一体化工程は、前記まくらぎを支持する道床に挿入される挿入部材と前記まくらぎとの間に前記道床バラストを挟み込むように、この挿入部材とこのまくらぎとを連結部材によって連結する工程を含むこと、
を特徴とする軌道変位抑制方法。 The trajectory displacement suppression method according to claim 9,
In the integration step, the insertion member and the sleeper are connected by a connecting member so that the ballast ballast is sandwiched between the insertion member inserted into the road bed supporting the sleeper and the sleeper. Including,
Orbital displacement suppression method characterized by the above. 請求項１０に記載の軌道変位抑制方法において、
前記まくらぎは、前記道床バラストに作用する衝撃を緩和する緩衝部材を底面に備える弾性まくらぎであり、
前記一体化工程は、前記弾性まくらぎと前記挿入部材とを連結する工程を含むこと、
を特徴とする軌道変位抑制方法。 The trajectory displacement suppression method according to claim 10,
The sleeper is an elastic sleeper provided with a cushioning member on a bottom surface for relaxing an impact acting on the road bed ballast,
The integration step includes a step of connecting the elastic sleeper and the insertion member;
Orbital displacement suppression method characterized by the above. 請求項９に記載の軌道変位抑制方法において、
前記一体化工程は、前記道床バラストを収容する収容部材と前記まくらぎとを連結部材によって連結する工程を含むこと、
を特徴とする軌道変位抑制方法。 The trajectory displacement suppression method according to claim 9,
The integration step includes a step of connecting the accommodation member for accommodating the road bed ballast and the sleeper by a connection member;
Orbital displacement suppression method characterized by the above. 請求項９又は請求項１０に記載の軌道変位抑制方法において、
前記道床は、前記まくらぎを支持する道床の沈下を抑制する高強度人工ブロックが前記道床バラストに混入されており、
前記一体化工程は、前記高強度人工ブロックが混入された前記道床バラストと前記まくらぎとを一体化する工程を含むこと、
を特徴とする軌道変位抑制方法。 In the trajectory displacement suppression method according to claim 9 or claim 10,
The road bed is mixed with a high-strength artificial block that suppresses the settlement of the road bed that supports the sleeper,
The integration step includes a step of integrating the roadbed ballast mixed with the high-strength artificial block and the sleeper;
Orbital displacement suppression method characterized by the above. 請求項９に記載の軌道変位抑制方法において、
前記一体化工程は、前記まくらぎの両端部に装着される装着部材と前記軌道を支持する路盤とを連結部材によって連結する工程を含むこと、
を特徴とする軌道変位抑制方法。 The trajectory displacement suppression method according to claim 9,
The integration step includes a step of connecting a mounting member mounted on both ends of the sleeper and a roadbed supporting the track by a connecting member;
Orbital displacement suppression method characterized by the above. 請求項９に記載の軌道変位抑制方法において、
前記一体化工程は、前記まくらぎと一体に製造されている連結部材によって、前記軌道を支持する路盤とこのまくらぎとを連結する工程を含むこと、
を特徴とする軌道変位抑制方法。 The trajectory displacement suppression method according to claim 9,
The integration step includes a step of connecting the roadbed supporting the track and the sleeper by a connecting member manufactured integrally with the sleeper.
Orbital displacement suppression method characterized by the above. 請求項９に記載の軌道変位抑制方法において、
前記一体化工程は、前記まくらぎを支持する道床の表層の道床バラストに前記まくらぎの底面から突出する複数の挿入部材を挿入する工程を含むこと、
を特徴とする軌道変位抑制方法。 The trajectory displacement suppression method according to claim 9,
The integration step includes a step of inserting a plurality of insertion members projecting from a bottom surface of the sleeper into a road bed ballast on a surface layer of the road bed supporting the sleeper;
Orbital displacement suppression method characterized by the above.
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