WO1989000218A1 - Anti-vibration track structure to distribute train load - Google Patents

Anti-vibration track structure to distribute train load Download PDF

Info

Publication number
WO1989000218A1
WO1989000218A1 PCT/JP1987/000579 JP8700579W WO8900218A1 WO 1989000218 A1 WO1989000218 A1 WO 1989000218A1 JP 8700579 W JP8700579 W JP 8700579W WO 8900218 A1 WO8900218 A1 WO 8900218A1
Authority
WO
WIPO (PCT)
Prior art keywords
roadbed
gravel
vibration
train
ballast
Prior art date
Application number
PCT/JP1987/000579
Other languages
French (fr)
Japanese (ja)
Inventor
Noliyuky Nacano
Original Assignee
Noliyuky Nacano
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Noliyuky Nacano filed Critical Noliyuky Nacano
Priority to AU77840/87A priority Critical patent/AU7784087A/en
Publication of WO1989000218A1 publication Critical patent/WO1989000218A1/en

Links

Classifications

    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01BPERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/001Track with ballast

Definitions

  • the maintenance of the roadbed and the roadbed is reduced, and the low-vibration pollution and high-safety when passing through the train are significantly changed.
  • the structure of the conventional ballast track is drastically changed. That is the purpose of the present invention.
  • the track structure may have an intermediate characteristic between a soft ballast ballast that allows its own destruction against train load and an irritating slapping ballast that does not allow residual deformation. In terms of initial investment, maintenance costs, etc., they will be between the two, respectively, but aim for the minimum amount of the total amount of both. All of the components of the track structure will be the source of each vibration when passing through the train, but passively suppress each vibration to reduce the vibration on the entire track structure and its surroundings. By stabilizing the entire track structure, it is possible to save train maintenance and speed up train operation safely.
  • a track bed gravel is laid on the roadbed, and a rail and a ii tied tree are placed on the track bed.
  • the connection between the sleeper and the track bed gravel prevents the front, rear, left, and right sides of the sleeper from slipping.
  • T ' Since the train load can be said to be on the gravel bed immediately below the sleepers, it can only be indirectly transmitted to the road between the sleepers and the gravel, so the sleepers sink into the relative bed gravel and . ⁇ Road or road To prevent burial in the gravels, it is necessary to compact the gravels between the sleepers.
  • the derailment protection rail must be fastened to the crossties, but it can be fastened directly to the crossties as usual, or indirectly to the crossties using rails and sleepers. good. There is no need to lay a net sheet separately between the gravel and the roadbed.
  • ⁇ 1 Reduce the total sum of vibrations when passing a car, and contribute to reducing the pollution of railways.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Abstract

This invention relates to an anti-vibration track structure to distribute a train load. The present invention employs the advantages of a slab ballast for a conventional gravel ballast and improves comfort of passengers, rail road maintenance, prevention of public nuisances caused by vibration and safety at a reduced cost. The invention prevents the ties from being buried into the gravel ballast by use of a net or sheet to which tension is applied and designs a suitable shape of ties in order to distribute a train load more uniformly and widely throughout the ballast as a whole. The vibration is rapidly damped autonomically for each constitutent element of the track structure, thus stabilizing the track structure and reducing the destruction of the track resulting from a local heavy load or vibration. Public nuisances due to vibration caused by a passing train are reduced. Influences of external forces such as earthquakes on the rails are mitigated. The advantage of the railroad, that is, safe, high-speed mass transportation, can thus be improved further.

Description

明細書 列車荷重を分散ざせた制震軌道構造。  Description A seismic control track structure in which train loads are distributed.
発明の詳細な説明 Detailed description of the invention
( 1 ) 発明の目的 道床と路盤の省保守化、 及び、 列車通過時の低振動公害化と高安全化を、 在来のバラス ト軌道の構造を大幅に変更 ¾:すに、 低費用で実現するのが本発明の目的で ろ。 列車荷重 に対して、 自らの破壊を許容する柔なバラスト道床と、 残留変形を許容しない翊なスラプ 道床との中間的特性を持たせた軌道構造であろ。 初期投資、 維持費等の点でも、 それぞれ 両者の中間的な金額になるが、 両者合計金額全体での最小 ίヒを狙つていろ。 軌道構造の構 成要素の全部が列車通過時に一つ一つの震動発生源にもなろが、 それぞれの震動を受動的 に抑えろ事で、 軌道樣造全体とその阇囲に及ぼす震動を軽減する。 軌道搆造全体の安定化 により省保守化と共に列車運転の高速化も安全に可能ならしめる。 (1) Purpose of the invention The maintenance of the roadbed and the roadbed is reduced, and the low-vibration pollution and high-safety when passing through the train are significantly changed. The structure of the conventional ballast track is drastically changed. That is the purpose of the present invention. The track structure may have an intermediate characteristic between a soft ballast ballast that allows its own destruction against train load and an irritating slapping ballast that does not allow residual deformation. In terms of initial investment, maintenance costs, etc., they will be between the two, respectively, but aim for the minimum amount of the total amount of both. All of the components of the track structure will be the source of each vibration when passing through the train, but passively suppress each vibration to reduce the vibration on the entire track structure and its surroundings. By stabilizing the entire track structure, it is possible to save train maintenance and speed up train operation safely.
( 2 ) 発明の構成 (2) Structure of the invention
½来のバラスト軌道では、 路盤上に道床砂利を敷き、 その上にレールと. ii 結ざれた^木 を置き、 枕木と道床砂利の嚙み合いにより枕木の前後左右のすれを防ぐ構造になつて'、、·ろ。 列車荷重が枕木直下の道床砂利に ί云えられろ で、 枕木同志に挟まれた部分の道^砂利 には間接的にしか伝達されない為、 枕木が相対的 道床砂利の中に沈んで 'ほく。 錄路か道 床砂利の中に埋没するのを防ぐ為に、 枕木同志に挟まれた部分の道床砂利を突き固めろ必 要がある。 又、 路盤上に盛ってある道床砂利:ま、 列車荷重と突き固めにより上面からだけ 圧力を受け、 法面が次第に崩落するので法面を締め固める' £·要もある。 通過列車 荷重 和が大きければ大きい程、 道床砂利の中への枕木の相対的な沈下量や道床砂利の法面の崩 壊量が大きくなり、 突き固めや締め固めの必要作業量が増大する。 新た な用紙 • 本発明では、 高張力材料で作られたネットゃシートで道床砂利を被覆すろ。 そ 被覆材 に高張力を掛け、 その上にレールと缔結された枕木を匱き、 列車通遏時の荷重分布が極小 となる枕木部分の付近で、枕木と被覆材とを結合し、枕木の道床砂利に対するずれを前後 左右だけでなく上下方向も防ぐ構造にする。枕木の前後左右動を防ぐ為には、 被覆材の教 力所から糸を出し、 その糸をまとめた物を、 レールと枕木の締結金具に引っ掛けるのも良 い。 又、 下面が平な枕木を使った場合に列車通過時の圧縮応力が極小となろ部分付近の枕 木下面を膨らま^る事で、 枕木と道床砂利との間で応力分布の均一化を計ると同時 ¾み 合いを良くし枕木の前後左右動を抑える事もできろ。 土路盤区間では道床砂利を散布する 前に、 土路盤上に高張力材料で作られたネットゃシ一トを展張レァンカを打って張力を持 た ¾:、 道床砂利から路盤に伝わる圧縮応力の分布を均一化さ *、 路盤破壤とそれに泮う噶 泥現象を抑止できる。 特に道床砂利と枕木の間にシートを挟んだ場合は、 軟弱な土路 上 における噴泥現象を根絶すると同時に融雪水散布によろ路盤浸食を防止できる。 In a conventional ballast track, a track bed gravel is laid on the roadbed, and a rail and a ii tied tree are placed on the track bed.The connection between the sleeper and the track bed gravel prevents the front, rear, left, and right sides of the sleeper from slipping. T ',. Since the train load can be said to be on the gravel bed immediately below the sleepers, it can only be indirectly transmitted to the road between the sleepers and the gravel, so the sleepers sink into the relative bed gravel and .錄 Road or road To prevent burial in the gravels, it is necessary to compact the gravels between the sleepers. In addition, the bedbed gravel piled up on the roadbed: Well, pressure is applied only from the upper surface due to the train load and compaction, and the slope gradually collapses, so it is necessary to compact the slope. The greater the sum of the passing train loads, the greater the relative settlement of the sleepers into the bedrock gravel and the greater the amount of collapse of the bedrock gravel, resulting in an increase in the amount of work required for compaction and compaction. New paper • In the present invention, the roadbed gravel is covered with a net sheet made of a high-strength material. A high tension is applied to the covering material, and a sleeper connected to the rail is laid thereon, and the sleeper and the covering material are joined near the sleeper portion where the load distribution during train congestion is minimal, and the sleeper is connected. Of the roadbed gravel will be prevented not only from front to back and left and right but also vertically. To prevent the crossties from moving back and forth and left and right, it is good to take out the thread from the training center of the covering material and hook the combined thread on the rail and the fastener of the sleeper. In addition, when using a sleeper with a flat underside, by expanding the underside of the sleeper near the part where the compressive stress when passing through the train is minimal, the stress distribution between the sleeper and the roadbed gravel is measured. At the same time, it is possible to improve the fit and suppress the horizontal movement of the sleeper. In the subgrade section, before spraying the subgrade gravel, the net sheet made of a high-strength material was stretched on the subgrade and struck with a wrench. Uniform distribution * can suppress subgrade soil and mud phenomenon. In particular, if a sheet is sandwiched between the gravel bed and the sleeper, the mud phenomena on soft soil roads can be eradicated and the roadbed erosion can be prevented by spraying snowmelt water.
枕木を通してかかる列車荷重を、枕木直下の道床砂利だけでなく、枕木同志に挟まれた 部分の道床砂利の上面や道床砂利の法面にも伝達さ ¾ろ。 列車荷重を、 道床砂利 W表面に できるだけ広く分散させる事で、 枕木の相対的な沈下を食い止め、 保線作業の大宗を占め る道床砂利突き固めの必要性を減少させる。 合わせて、 列車荷重を、 路盤上に盛ってあろ 道床砂利の法面にも伝達ざせ、 法面締め固めの必要性も減少させる。道床砂利を通して ί云 わる列車荷重が路盤にかける圧力をより均一に広く分散さ ¾路盤破壊 ¾軽減し、 路盤整正 の必要性も大幅に減少させられる。特に、 路盤からバラストへの噴泥を無くし、乗心地を 良くすると同時に、 バラストクリーニングを始めとした軌道樣造保守作業の省力化を計ろ。 全体として軌道破壌を最小限に食い止め、 保線作業の必要性を減少ざせられる。  The train load applied through the sleepers is transmitted not only to the bedrock gravel immediately below the sleepers, but also to the upper surface of the bedrock gravel between the sleepers and the slope of the bedrock gravel. By distributing the train load as widely as possible on the surface of the bedrock gravel W, the relative subsidence of the sleepers will be arrested and the need for compaction of the bedrock gravel, which will dominate track maintenance work, will be reduced. At the same time, the train load will be spread on the roadbed and transmitted to the slope of the roadbed gravel, reducing the need to compact the slope. The load imposed by the train load on the roadbed through the roadbed gravel is more evenly and widely dispersed, thereby reducing the roadbed destruction and greatly reducing the need for roadbed straightening. In particular, we will eliminate the mud from the roadbed to the ballast, improve riding comfort, and at the same time, save labor in track-type maintenance work, including ballast cleaning. As a whole, track breakage can be minimized and the need for track maintenance work can be reduced.
枕木の幅や長ざを大きくする事で、 枕木直下の道床砂利に加わろ圧力を小さくすろ事で、 同一の列車荷重がかかった場合の枕木沈下量を抑える事は、 ただ道床砂利の上〖こ枕木を並 ベただけでは、 枕木の応力一歪変形量の関係から、 限界があろ。 しかし、 本発明のように 列車通過時の荷重分布が極小となる枕木部分の付近で、枕木と被覆犲とを結合ざt、 莴に その付近の枕木と道床砂利に圧縮応力を与える事が可能であるから、 長尺枕木庾甩 より 保線省力化の効果が十分達成できろ。 一方、 列車通過時の荷重分布力極大となる枕木部分 の付近では、枕木と被覆材の応力伝達が少なくなるように、 苇に被覆材を下方に引張てお くのが良い。 尚、 列車通過時の荷重分布が極小となる枕木部分の付近では枕木を厚くし、 列車通過時の荷重分布が極小となろ枕木部分の付近では枕木を薄くすろのも、 長尺枕木使 た 用には有効であるが、 被覆材と枕木を結合すろ際に、 レールと平行の長手方向に桁 ί才を通 しておくのも良い。 いすれにしても、 枕木下面の応力分布を均一化する事て、 枕木直下の 砂利の空洞化を防ぎ、 タイタンビングの必要性を大幅に軽減できろ By increasing the width and length of the sleepers, and by reducing the pressure applied to the gravel under the sleepers and reducing the pressure, reducing the amount of sleepers subsidence when the same train load is applied is merely a matter of improving the gravel. There is no limit to just putting on this sleeper because of the relationship between stress and strain deformation of the sleeper. However, as in the present invention, it is possible to apply a compressive stress to the sleeper and the roadbed gravel in the vicinity of the sleeper where the load distribution at the time of passing through the train is minimized. Therefore, the effect of labor saving of track maintenance can be sufficiently achieved from long sleepers. On the other hand, in the vicinity of the crossties where the load distribution force becomes maximum when passing through the train, it is better to pull the cladding downward in order to reduce the stress transmission between the crossties and the cladding. A long sleeper was also used to make the sleepers thicker near the sleepers where the load distribution when passing through the train was minimal, and thinner near the sleepers where the load distribution when passing the train was minimal. Although it is effective for use, it is also good to pass a girder in the longitudinal direction parallel to the rail when joining the covering and the sleeper. In any case, the stress distribution on the underside of the sleepers should be uniform to prevent the gravel under the sleepers from hollowing out and greatly reduce the need for tie tamping.
ネットゃシートで道床砂利を被覆する方法に二通り考えられろ。  There are two ways to cover roadbed gravel with Net II sheet.
( I )—定区間の路盤に盛られる道床砂利全体の)!固全面を完全に被覆すろ方法。 スラフ' 軌道用の個々のスラァの代用になる。 被覆材に覆われた道床砂利全体の移動を防ぐには、 路盤から突起を出して被覆 と引つかかりを作っても良いし、 被覆 t才と路盤とを数力所で 締結しても良い。 事前に工場で道床砂利の一塊をネットゃシートて出来た被覆 ίすの袋の中 に入れて、 敷設現場に運ぶ。 クレーンで道床砂利が入った被?!材の袋を吊上けて、 數設ゃ 撒去を効率良く行なえる。 バラストクリーニングの際は、 ジャキ等で枕木とレールを持ち 上げて道床砂利が入った被覆材の袋全体 ¾交換する。 工場で内部のバラストを詰め替えら れるので均一な道床砂利厚が保証される。 尚、 二の場合は、 脱線防護軌条は枕木に留めな くてはならないが、 従来通り直接枕木と締結する他、 レールと枕木の締結具を利用して間 接的に枕木と締結しても良い。 道床砂利と路盤の間に別にネットゃシートを敷く必要がな くなる。  (I) —The whole of the bedrock gravel on the roadbed of a fixed section! A method of completely covering the entire solid surface. Substitute individual slurs for 'sluff' orbitals. In order to prevent the entire movement of the bedrock gravel covered by the covering material, a protrusion may be made from the roadbed to make the covering and catching, or the covering and the roadbed may be fastened at several places. . At the factory, a lump of roadbed gravel is placed in a netting bag made of net sheet and transported to the laying site in advance. Crane with gravel in the bed? ! Hanging a bag of material, it is possible to efficiently disperse a number of pieces. At the time of ballast cleaning, lift the sleepers and rails with a jack, etc., and replace the entire bag of covering material containing gravel on the roadbed. Since the internal ballast can be refilled at the factory, a uniform roadbed gravel thickness is guaranteed. In case (2), the derailment protection rail must be fastened to the crossties, but it can be fastened directly to the crossties as usual, or indirectly to the crossties using rails and sleepers. good. There is no need to lay a net sheet separately between the gravel and the roadbed.
( Π )道床砂利全体の上面や法面等一部の面だけを被覆すろ方法。 被覆材に張力を持たせ る為、 被覆材の端部にアンカを付ける。 枕木と被 ¾ί才の下の砂利を啗み合わせた後、 靖部 のアンカを路盤に打ち込み道床砂利全体の移動を防ぐ。 既設線路の改良には手軽な方式て ある。 線路の新設時や既設線路の大規模な改良時には、 道床砂利を散布する前に、 土路盤 上に ffi張力材料で作られたネットゃシートを展張しァン力を打つて張力を ίίた . 道床砂 利から路盤に伝わる圧縮応力の分布を均一化させる。 施行性を考!:して ( I ) の被覆材を 道床砂利の上下で分割した物だと考えて ¾良い。  (Iii) A method of covering only a part of the surface such as the top surface or slope of the entire roadbed gravel. Attach anchors to the ends of the cladding to provide tension to the cladding. After crossing the sleeper and the gravel under the child, the anchor of Yasbe is driven into the roadbed to prevent the entire bedrock gravel from moving. There is a simple method to improve the existing track. When a track was newly constructed or a large-scale improvement was made to an existing track, a net sheet made of ffi-tension material was spread on the soil bed and applied with a force to spread the tension before spreading the roadbed gravel. The distribution of compressive stress transmitted from the roadbed gravel to the roadbed is made uniform. Consider enforceability! : Then, it is good to think that the covering material of (I) is divided above and below the roadbed gravel.
尚、 噴泥現象が予想されろ路盤区間に対しては、 路盤と接すろ部分の道床砂利被覆材を シートにする必要があるが、 その部分の被覆材がネットであろ場合は、 路盤上に別のシー トを敷く必要がある。  For the roadbed section where the mud phenomenon is expected, it is necessary to form the sheet with the bedbed gravel covering material at the part in contact with the roadbed, but if the covering material at that part is a net, it will be placed on the roadbed. You need to spread another sheet.
又、 被覆材のネッ卜の目の大きさは、 ii!々の道床砂利の最小 より十分 d、ざくなくてな らない事は、 言うまでもない。 道床砂利は反復荷重により劣化し破壊され、 規定量より全 ί本の体積が収縮する。 崩れて被覆材のネットの目より小さな細粒となつた古パラス卜は, ネットの外か 吸い取って排除できる。 バラストクリーニングの際は、 一度アンカを抜き 被覆材をめくり上げて道床砂利を補給すれは良い。 道床砂利の量を少しだけ増やしたい時 新た な ^凝 は、 生石灰等の膨潤性物質を完全に包む透水性 ¾張力材料の小袋を、 ネットの目を通して 圧人し水をかける。 膨満性物質が嘭れ上がり小袋内部を潢たし ゾ卜か 外に:まみたざな い。 小袋は内部の膨 ffi圧力と表面張力が釣り合い球形となり、 外部からの菏重を ¾えろ。 特に、 シートで、道床砂利全面を覆ってしまう場合 、 水抜き ¾の穴を T面に^、 'ナても 良いが、 シートの中に溜まる水や空気の量とそれらの変動を有効に制御すれは、 路 n e わろ振動を更にー餍緩和する事も可能である。 刺えは . 列車荷重が起二す道床圧縮により シ一トの内側に溜まっている水や空気が移動すろ時の固有振動数を、 路盤の ¾π振動数に 一致ざ辻れば、 流体慣性力によろ制震効果 新待できる。 The size of the net of the coating material is ii! Needless to say, it must be d more than the minimum of each bedrock gravel. Roadbed gravel is degraded and destroyed by repeated loading, and the volume of all ί shrinks from the specified amount. Old pustules that have collapsed and become smaller than the mesh of the covering material can be removed by sucking them out of the net. For ballast cleaning, it is good to remove the anchor once, turn up the covering material, and replenish the roadbed gravel. When you want to increase the amount of roadbed gravel slightly, a new ^ In the case, a small bag of water-permeable ¾ tension material that completely wraps a swelling substance such as quicklime is pressed through a net and watered. The bloating substance rises and fills the inside of the pouch. The sachet has a spherical shape that balances the internal expansion pressure and surface tension, and allows for external load. In particular, if the sheet covers the entire surface of the roadbed gravel, the drain hole ^ may be placed on the T surface ^, ', but the amount of water and air accumulated in the sheet and their fluctuations are effectively controlled. It is possible to further alleviate the vibration of the road ne. If the natural frequency of water or air accumulated inside the sheet due to the train bed compression caused by the train load does not match the 盤 π frequency of the roadbed, the fluid inertia force Slightly damping effect New waiting is possible.
一般に、 構造物の内部に空洞を設け流体を人れておくと、 外部から震動が加わった時、 慣性力により、 外部からの震動を打ち消すょ に内部の流体は運動すろ。 空洞の形状.ヒ 体の粘弾性により决まる流体の固有振動数と.. その構造物自体の固有振動数が一致すれば 一番制震効果が大きい。 枕木、 道床、 路盤、 反ひ路盤を支持すろ墓礎攆造物等、 執 !S造 の構成要素の全てか震動要素であるから、 それそれの内部に流体を^めた空酒を設;ナ、 ¥1 車通過時の震動の總和を減少させ、 鉄道の低公害化に貢献すろ事ができろ。 又、 地震等 o 大きな外力か加わった場合も、 その動揺がかなり緩和ざれて. 軌道に伝達されるので、安 全性も向上すろ。 ざて、 道床砂利全 (本の被覆により、 長尺、 蝠広の枕木の有効性が増す辜 と、 道床砂利との噴み台いを良くし枕木下面の応力分布を一定にする為に '末下面の一部 の厚み *膨らま ろ事 、 既述したが、 大型枕木の使埒は、 枕木内 g こ流 f本を: た空酒 を設けろのにも都合が良い。 枕木の重量化自体も、 制震に都合が良い。 、 ¾覆されろ事 により道床砂利全体が一体となつた挙動をすろが、 この事も道床闪部:こ 体を た空^ を設け のに都 が良い。 尚、 スラブ道床を使った場合はコン リ一トスラフ^部に ί を溜めた空洞を設ければ良'、'。 路盤、 及ひ '路盤を支持する橋脚等の基礎構造物に対しても、 同様に、 内部に流体を溜めた空洞を設ければ良い。  Generally, if a cavity is provided inside a structure and fluid is kept inside, when an external vibration is applied, the internal fluid moves around to cancel the external vibration due to inertia. The shape of the cavity. If the natural frequency of the fluid, which is determined by the viscoelasticity of the human body, matches the natural frequency of the structure itself, the vibration damping effect is greatest. Since all of the components of the S-building, such as the sleepers, the roadbed, the roadbed, and the grave foundations that support the anti-basement, or the vibration elements, an empty liquor containing fluid is installed inside each of them. , ¥ 1 Reduce the total sum of vibrations when passing a car, and contribute to reducing the pollution of railways. Also, in the event of a large external force, such as an earthquake, the sway is considerably reduced. Since it is transmitted to the orbit, safety will be improved. In order to increase the effectiveness of long and tomhiro sleepers due to the covering of the bed, and to improve the spouting of the bed bed gravel and to maintain a constant stress distribution on the underside of the sleepers, Thickness of the bottom part of the bottom * Inflated, as described above, the use of large sleepers is also convenient for installing g-style f-rows in the sleepers: empty sake. It is also convenient for seismic control, but it is also convenient to set up a space where the entire bedrock gravel is united due to being overturned. If a slab track is used, it is only necessary to provide a cavity that stores ί in the joint slab. ”Subbase, Oihi“ For substructures such as piers that support subbase, Similarly, a cavity containing a fluid may be provided inside.
(3) 発明の効果 列車の高頡度 {匕、 高速化にとって、 最大の難問の一つが、 軌道関^ 始 とした £.莓保 守作業量の増大てあろ。 この事が 、ックになって、 高速逞転が. に ¾立 す、 又、 長 大な保守間合確 ί呆の要請か 、 ¾1転が困難てあ η、 鉄道翰送の;'替在的競争力をそいて いた。 スラフ '軌道は、 確かに保守の手間が大幅に省けられろが、 安定した強固な路盤と正 新た 確なモルタル注入による位置決めが必要でるり、 教設が難しく初期投資額が過大になろ。 又、 激しい反射音による騒音問題や、 路盤不等沈下菌所で設置が困難でるろ等、 未解决の 諸問題もあり、 全面的な晋及には至っていないのが実情であろ。 (3) Effects of the Invention One of the biggest difficulties for high-grade trains and high-speed trains is the increase in the amount of work required to maintain the strawberries at the start of the track. This turned out to be a high-speed train, and it was difficult to make a long-term maintenance request. It was not competitive at all. Slough's track certainly saves a lot of maintenance, but it has a stable Positioning by accurate mortar injection is necessary, teaching is difficult, and initial investment will be excessive. In addition, there are various unresolved problems such as noise caused by intense reflections and difficulty in installation at the subgrade squatting subsidence bacterium.
本発明を用いれば、 道床砂利整正の省保守化が可能でるる。 又、 ^車荷重が路盤に分散 して伝達されろので、 大軸重と高速運転に因り発生すろ大きな衝撃荷重に対して相対 S3に 砂利道床厚が小さ L、とか路盤が軟弱でるるとか言うような場合は、 特に路盤破壊量の頭著 な減少が期待される等、 路盤維持の省力化に効果があろ。 更に、 振動公害防止にも¾果が ある。 この他、 高速走行中の列車が道床砂利を巻き上げろ事によって起きろ被害を絶; て き 。  By using the present invention, it is possible to reduce the maintenance of roadbed gravel. Also, since the vehicle load is dispersed and transmitted to the roadbed, it is said that the gravel road thickness is small L in the relative S3 and the roadbed is soft relative to the large shock load generated due to the large axle load and high speed operation. In such a case, a significant reduction in the amount of roadbed breakage is expected, and this will be effective in saving roadbed maintenance. Furthermore, vibration pollution prevention is also effective. In addition, a train running at high speed may cause damage by rolling up gravel on the roadbed.
故に、 本発明を軌道構造に採用すれば、 道床と路盤の省保守化で保線費, を削菽てきろ だけでなく、 列車通過時の低公害化と高安全化も同時に達成できる。  Therefore, if the present invention is applied to a track structure, not only can the maintenance of the track bed and the roadbed be reduced, so that the maintenance cost can be reduced, but also low pollution and high safety when passing through the train can be achieved at the same time.
今までこのような発想が出て来なかったのは、 繰り返し荷重に対してクリーブ歪が少な く耐久性があり、 溫度差による伸縮変形量が小ざく、 然も絶縁性がある高張力材料が、 安 く入手できなかった事が理由として挙げられよう。 しかし、 最近では、 種々のエンジニア リングプラスチイクス他、 そのような特性を有する様々なお钭が、 低簾、 豊富に供給ざれ ており、 十分実用化が可能である。 ¾断力に弱い高価な高張力 料は安Sな低張力材料で 包み F R Pにして使用するのが良い。  Until now, such ideas have not come to light because high tensile strength materials that have low cleave strain under repeated load, are durable, have a small amount of elastic deformation due to the difference in angle, and are naturally insulating. The reason was that it was not available at a low price. However, recently, various types of engineering plastics and other types of 钭 which have such characteristics have been supplied in low quantities and abundantly, and can be fully commercialized.高 価 It is good to wrap expensive high tension materials that are weak to shear force with FRP and wrap them in low-strength, low-strength materials.
新た な ^紙 New ^ Paper

Claims

特許請求の範囲 高張力をかけたネットゃシ一トを、道床砂利と枕木の間や道床砂利と路盤の間に挟み、 道床と路盤にできろだけ広く均一に列車荷重を分散ざせる事。 枕木、道床、 路盤、 及ひ路 盤を支持する基礎搆造物等、 軌道構造の構成要素のそれぞれに流体慣性力を利用した震動 减少機構を設けろ事。  Claims A high tension applied net sheet is sandwiched between roadbed gravel and sleepers or between roadbed gravel and roadbed to spread the train load as widely and evenly as possible on the roadbed and roadbed. Install a vibration-reducing mechanism that uses fluid inertia for each of the components of the track structure, such as sleepers, roadbeds, roadbeds, and foundation structures that support the roadbed.
新た な ^紙 New ^ Paper
PCT/JP1987/000579 1987-07-07 1987-07-31 Anti-vibration track structure to distribute train load WO1989000218A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU77840/87A AU7784087A (en) 1987-07-07 1987-07-31 Anti-vibration track structure to distribute train load

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP62/167938 1987-07-07
JP16793887 1987-07-07

Publications (1)

Publication Number Publication Date
WO1989000218A1 true WO1989000218A1 (en) 1989-01-12

Family

ID=15858836

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP1987/000579 WO1989000218A1 (en) 1987-07-07 1987-07-31 Anti-vibration track structure to distribute train load

Country Status (1)

Country Link
WO (1) WO1989000218A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111516762A (en) * 2019-02-04 2020-08-11 曼卡车和巴士欧洲股份公司 Vehicle, preferably a commercial vehicle, with a lattice frame

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4911768Y1 (en) * 1969-03-15 1974-03-22
JPS5528691U (en) * 1978-08-16 1980-02-25
JPS5532856A (en) * 1978-08-31 1980-03-07 Ono Ietatsu Crosstie
JPS55172402U (en) * 1980-05-24 1980-12-10
JPS55172401U (en) * 1980-05-24 1980-12-10
JPS58153203U (en) * 1982-04-02 1983-10-13 日本国有鉄道 Roadbed gravel scattering prevention device
JPS591701U (en) * 1982-06-28 1984-01-07 財団法人鉄道総合技術研究所 Roadbed gravel scattering prevention device
JPS60181401U (en) * 1984-05-14 1985-12-02 シ−アイ化成株式会社 Ballast track bounce prevention structure

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4911768Y1 (en) * 1969-03-15 1974-03-22
JPS5528691U (en) * 1978-08-16 1980-02-25
JPS5532856A (en) * 1978-08-31 1980-03-07 Ono Ietatsu Crosstie
JPS55172402U (en) * 1980-05-24 1980-12-10
JPS55172401U (en) * 1980-05-24 1980-12-10
JPS58153203U (en) * 1982-04-02 1983-10-13 日本国有鉄道 Roadbed gravel scattering prevention device
JPS591701U (en) * 1982-06-28 1984-01-07 財団法人鉄道総合技術研究所 Roadbed gravel scattering prevention device
JPS60181401U (en) * 1984-05-14 1985-12-02 シ−アイ化成株式会社 Ballast track bounce prevention structure

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111516762A (en) * 2019-02-04 2020-08-11 曼卡车和巴士欧洲股份公司 Vehicle, preferably a commercial vehicle, with a lattice frame

Similar Documents

Publication Publication Date Title
CN107740339B (en) Rigidity-enhanced bridge head structure for managing bridge head jumping of operation road and construction method
WO2019237678A1 (en) Structure of rigid frame bridge having abutments and construction method therefor
CN110904823B (en) Bridge head bump treatment construction structure and construction method in high soft soil filling area
CN103382704A (en) Unbonded prestress and steel plate-concrete combined reinforcement structure for box girder or T-shaped girder
DE19503220A1 (en) System for ballastless permanent way of rail track
CN111945510B (en) Self-adaptive environment-friendly prevention and control construction method and device for bump at bridge head
JP3925856B2 (en) Sleeper and sleeper height adjustment method
CN108547209A (en) A kind of single hole precast hollow slab jointless bridge and its construction method
CN100552135C (en) Concrete-pouring method for double-block type ballastless track
WO1989000218A1 (en) Anti-vibration track structure to distribute train load
DE4411833A1 (en) Noise-damped tramway track
CN208151831U (en) A kind of single hole precast hollow slab jointless bridge
CN109537393B (en) Municipal works road laying structure
CN209053119U (en) A kind of combined earthquake-resistant cantilever retaining wall
CN109235154A (en) Railway high-filled embankment vertically in iris type box-structure
CN205934628U (en) Cast -in -place baffle foam concrete light embankment structure of no conical slope
CN108486964A (en) Reinforcement formula vibration damping railroad embankment structure
CN209066195U (en) Railway high-filled embankment vertically in iris type box-structure
CN209066196U (en) Railway high-filled embankment box-structure
CN202323563U (en) Post-tensioned prestressed rail composite plate
JP3361254B2 (en) Tracked floor track structure and method for vibration isolation of tracked floor track
CN205688354U (en) Continuous beam external prestressing vibration damping pre-embedded device
CN105926392B (en) For weakening interactional pellet type retaining wall structure between roadbed
NL1009311C2 (en) Railway track construction - has track supported on load distributing layer resting on top of low density foundation layer, preferably comprising a composite material or expanded polystyrene hard foam
CN204875494U (en) Scalable abutment of plain type suitable for bridge

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AT AU BB BG BR CH DE DK FI GB HU JP KR LK LU MC MG MW NL NO RO SD SE SU US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE BJ CF CG CH CM DE FR GA GB IT LU ML MR NL SE SN TD TG

REG Reference to national code

Ref country code: DE

Ref legal event code: 8642