JP2005232846A - Labor-saving track and method of constructing the same - Google Patents

Labor-saving track and method of constructing the same Download PDF

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JP2005232846A
JP2005232846A JP2004044415A JP2004044415A JP2005232846A JP 2005232846 A JP2005232846 A JP 2005232846A JP 2004044415 A JP2004044415 A JP 2004044415A JP 2004044415 A JP2004044415 A JP 2004044415A JP 2005232846 A JP2005232846 A JP 2005232846A
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roadbed
protective layer
labor
surface protective
saving track
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JP3987045B2 (en
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Katsumi Muramoto
勝己 村本
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Railway Technical Research Institute
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a labor-saving track which bears sleepers by a packed bed formed on a roadbed made of cohesive soil, wherein the roadbed is protected from occurrence of displacement. <P>SOLUTION: The labor-saving track is constructed by laying a roadbed surface protective layer 3 made of a high plastic material (high plastic cohesive soil such as industrial bentonite) with water-absorbing swelling properties, on a surface of the roadbed 2 in one body. The consistency characteristic Ic of the road surface protective layer 3 is set to 10 or less (desirably to 5 or less). Herein, the following relationship holds: Ic = 0.73 WL-Ip (WL: liquid limit, Ip: plasticity index). Further, a water pressure dispersing layer for dispersing water pressure generated by the load of a train, forward and backward, may be additionally laid on the roadbed surface protective layer 3. Thus, mud pumping from the surface of the roadbed 2 can be positively prevented, and cavity generation and cavity growth in the surface of the roadbed 2 are inhibited. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、特に粘性土からなる路盤上に形成されたてん充層によってまくらぎを支持する省力化軌道およびその施工方法に関するものである。   The present invention relates to a labor-saving track that supports sleepers by a packed bed formed on a roadbed made of cohesive soil, and a construction method thereof.

図４は従来の省力化軌道を示す断面図である。   FIG. 4 is a sectional view showing a conventional labor saving track.

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

従来、その対策としては、地下水を下げることにより、列車荷重による水圧変動を低減すること（以下、第１の路盤変状対策という。）や、路盤２の表面にゴムシート（図示せず）を施工して路盤変状の発生を阻止すること（以下、第２の路盤変状対策という。）が考えられる。   Conventionally, as countermeasures, groundwater is lowered to reduce fluctuations in water pressure due to train load (hereinafter referred to as first countermeasure against roadbed deformation), and a rubber sheet (not shown) is provided on the surface of the roadbed 2. It is conceivable to prevent the occurrence of roadbed deformation by construction (hereinafter referred to as second roadbed deformation countermeasure).

しかし、第１の路盤変状対策では、省力化軌道１の全線にわたって排水溝を設けるのは不可能であり、粘土層など水はけが悪い所では定量的に効果を保証することができないという欠点を伴う。   However, in the first countermeasure against roadbed deformation, it is impossible to provide drainage grooves along the entire line of the labor-saving track 1, and it is impossible to quantitatively guarantee the effect in places where drainage is poor, such as clay layers. Accompany.

また、第２の路盤変状対策では、ゴムシートが破損し、その破損箇所から噴泥する恐れがある。この場合、ゴムシートは路盤２と一体化しておらず、路盤２の表面の軟弱化を抑えることができないため、路盤２の表面に空洞４が発生して成長することとなる。その結果、路盤変状の発生を未然に防止することができない。   Moreover, in the 2nd roadbed deformation | transformation countermeasure, there exists a possibility that a rubber sheet may be damaged and a mud may be ejected from the damaged location. In this case, since the rubber sheet is not integrated with the roadbed 2 and the softening of the surface of the roadbed 2 cannot be suppressed, the cavity 4 is generated on the surface of the roadbed 2 and grows. As a result, the occurrence of roadbed deformation cannot be prevented in advance.

本発明は、このような事情に鑑み、路盤の表面からの噴泥を確実に防ぎ、路盤の表面における空洞の発生・成長を阻止することにより、路盤変状の発生を未然に防止することが可能な省力化軌道およびその施工方法を提供することを目的とする。   In view of such circumstances, the present invention can prevent the occurrence of roadbed deformation by reliably preventing mud from the surface of the roadbed and preventing the generation and growth of cavities on the surface of the roadbed. An object is to provide a possible labor-saving track and its construction method.

まず、請求項１に係る発明は、路盤上に形成されたてん充層によってまくらぎを支持する省力化軌道において、高塑性材料からなる路盤表面保護層が前記路盤の表面に敷設されて一体化していることを特徴とする。
また、請求項２に係る発明は、前記路盤表面保護層は、吸水膨潤性を備えていることを特徴とする。
また、請求項３に係る発明は、前記路盤表面保護層は、コンシステンシー特性が１０以下であることを特徴とする。
また、請求項４に係る発明は、前記路盤表面保護層は、コンシステンシー特性が５以下であることを特徴とする。
また、請求項５に係る発明は、列車荷重によって発生する水圧を前後に分散する水圧分散層が前記路盤表面保護層に添設されていることを特徴とする。
また、請求項６に係る発明は、路盤上に形成されたてん充層によってまくらぎを支持する省力化軌道の施工方法であって、高塑性材料からなる路盤表面保護層を前記路盤の表面に敷設して一体化させ、前記路盤表面保護層上に前記てん充層を形成することを特徴とする。
また、請求項７に係る発明は、前記路盤表面保護層は、吸水膨潤性を備えていることを特徴とする。
また、請求項８に係る発明は、列車荷重によって発生する水圧を前後に分散する水圧分散層を前記路盤表面保護層に添設することを特徴とする。 First, in the invention according to claim 1, in a labor-saving track that supports sleepers by a filling layer formed on the roadbed, a roadbed surface protective layer made of a high plastic material is laid on the surface of the roadbed and integrated. It is characterized by.
The invention according to claim 2 is characterized in that the roadbed surface protective layer is provided with water-swelling property.
The invention according to claim 3 is characterized in that the road surface protective layer has a consistency characteristic of 10 or less.
The invention according to claim 4 is characterized in that the roadbed surface protective layer has a consistency characteristic of 5 or less.
Further, the invention according to claim 5 is characterized in that a water pressure dispersion layer for dispersing water pressure generated by a train load back and forth is attached to the roadbed surface protective layer.
The invention according to claim 6 is a method for constructing a labor-saving track that supports sleepers by a filling layer formed on a roadbed, and a roadbed surface protective layer made of a high plastic material is provided on the surface of the roadbed. It is laid and integrated, and the filling layer is formed on the roadbed surface protective layer.
The invention according to claim 7 is characterized in that the roadbed surface protective layer has a water-absorbing swellability.
The invention according to claim 8 is characterized in that a water pressure dispersion layer that disperses the water pressure generated by the train load back and forth is attached to the road surface protective layer.

本発明によれば、路盤の表面からの噴泥を確実に防ぎ、路盤の表面における空洞の発生・成長を阻止することが可能となる。したがって、路盤変状の発生を未然に防止することができる。   ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to prevent the mud from the surface of a roadbed reliably, and to prevent the generation | occurrence | production and growth of the cavity in the surface of a roadbed. Therefore, the occurrence of roadbed deformation can be prevented in advance.

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

省力化軌道１は、図１に示すように、粘性土からなる路盤２を有しており、路盤２の表面には、吸水膨潤性を備えた高塑性材料（例えば、工業用ベントナイトなどの高塑性粘性土）からなる路盤表面保護層３が敷設されて路盤２と一体化している。路盤表面保護層３の上側には、てん充層５が形成されており、てん充層５の上側には複数本のまくらぎ６が、図１紙面と直角な方向に沿って所定の間隔で配設されている。これらまくらぎ６の上側には２本一対のレール７が、図１紙面と直角な方向に延伸する形で載置されている。さらに、路盤表面保護層３の上側には多数個のバラスト９が、てん充層５およびまくらぎ６の周囲に敷設されている。   As shown in FIG. 1, the labor-saving track 1 has a roadbed 2 made of cohesive soil, and the surface of the roadbed 2 has a high plastic material (for example, industrial bentonite or the like) having water absorption swelling property. A roadbed surface protective layer 3 made of plastic clay) is laid and integrated with the roadbed 2. A filling layer 5 is formed on the upper side of the roadbed surface protective layer 3, and a plurality of sleepers 6 are provided on the upper side of the filling layer 5 at predetermined intervals along a direction perpendicular to the paper surface of FIG. 1. It is arranged. A pair of two rails 7 are placed on the sleepers 6 so as to extend in a direction perpendicular to the paper surface of FIG. Further, a large number of ballasts 9 are laid around the filling layer 5 and the sleepers 6 on the upper side of the roadbed surface protective layer 3.

このように、省力化軌道１においては、高塑性材料からなる路盤表面保護層３が路盤２の表面に密着して一体化しているので、路盤土が流動化して流出するのを防ぐことができる。また、この路盤表面保護層３は、てん充層５の動的変形と路盤土の動的変形との位相差を吸収するため、路盤２の表面に一時的にでも空洞が発生する事態を防止することができる。さらに、この路盤表面保護層３は吸水膨潤性を備えているので、万一、路盤土が流出して路盤２の表面に空洞が発生したとしても、路盤表面保護層３が吸水膨潤して空洞に充填されるので、空洞の成長を阻止することができる。これらの結果、路盤変状の発生を未然に防止することが可能となり、てん充層５の異常沈下などの不具合が生じる危険を回避することができる。   Thus, in the labor-saving track 1, since the roadbed surface protective layer 3 made of a high plastic material is in close contact with the surface of the roadbed 2, the roadbed soil can be prevented from fluidizing and flowing out. . In addition, this roadbed surface protective layer 3 absorbs the phase difference between the dynamic deformation of the packed bed 5 and the dynamic deformation of the roadbed soil, thereby preventing the occurrence of cavities on the surface of the roadbed 2 even temporarily. can do. Furthermore, since the roadbed surface protective layer 3 has water absorption swelling property, even if the roadbed soil flows out and a cavity is generated on the surface of the roadbed 2, the roadbed surface protective layer 3 absorbs water and swells. Therefore, the growth of the cavity can be prevented. As a result, it becomes possible to prevent the occurrence of roadbed deformation and to avoid the risk of problems such as abnormal subsidence of the packed bed 5.

上述した効果を確認するため、路盤表面保護層３のコンシステンシー（固さや流動性）を表す指数として、塑性指数Ipと液性限界WLにより、コンシステンシー特性IcをIc＝０．７３WL−Ipと定義した。例えば、これを日本統一土質分類に当てはめると、Ic≦１４．６が粘土、Ic≧１４．６がシルトとなる。そして、このコンシステンシー特性Icを−７〜１３の範囲内で変えたとき、列車荷重による路盤土の流出量がどのように変化するかを実験で求めた。   In order to confirm the above-described effect, the consistency characteristic Ic is Ic = 0.73 WL−Ip as an index indicating the consistency (hardness and fluidity) of the roadbed surface protective layer 3 according to the plasticity index Ip and the liquid limit WL. Defined. For example, if this is applied to the Japan unified soil classification, Ic ≦ 14.6 is clay and Ic ≧ 14.6 is silt. And when this consistency characteristic Ic was changed in the range of -7-13, it was calculated | required by experiment how the outflow amount of a roadbed soil by a train load changes.

その結果、図２に示すように、路盤土の流出量は路盤表面保護層３のコンシステンシー特性Icに対して非常に敏感であることが判明した。すなわち、路盤表面保護層３のコンシステンシー特性Icが１３である場合、路盤土の流出量は１００ｇ強であった。これに対し、路盤表面保護層３のコンシステンシー特性Icが１２になると、路盤土の流出量が約２０ｇに、路盤表面保護層３のコンシステンシー特性Icが１０になると、路盤土の流出量が約５ｇにと急激に低下した。また、路盤表面保護層３のコンシステンシー特性Icが５以下では、路盤土の流出量がゼロになる結果が得られた。したがって、高塑性材料からなる路盤表面保護層３により、路盤土の流出量が大幅に削減され、特に路盤表面保護層３のコンシステンシー特性Icが５以下の場合、列車荷重レベルでは路盤２に変状を生じないことが明らかとなった。   As a result, as shown in FIG. 2, the outflow amount of the roadbed soil was found to be very sensitive to the consistency characteristic Ic of the roadbed surface protective layer 3. That is, when the consistency characteristic Ic of the roadbed surface protective layer 3 was 13, the outflow amount of the roadbed soil was over 100 g. On the other hand, when the consistency characteristic Ic of the roadbed surface protection layer 3 is 12, the outflow amount of the roadbed soil is about 20 g, and when the consistency characteristic Ic of the roadbed surface protection layer 3 is 10, the outflow amount of the roadbed soil is It dropped rapidly to about 5 g. Moreover, when the consistency characteristic Ic of the roadbed surface protective layer 3 was 5 or less, the result that the outflow amount of the roadbed soil became zero was obtained. Therefore, the roadbed surface protective layer 3 made of a high-plastic material significantly reduces the outflow amount of the roadbed soil. In particular, when the consistency characteristic Ic of the roadbed surface protective layer 3 is 5 or less, it changes to the roadbed 2 at the train load level. It became clear that no shape occurred.

また、とりわけ雨水が集中して恒常的に地下水位が高くなっている箇所（例えば、切土や素地など）においては、図３に示すように、路盤表面保護層３の上側（路盤表面保護層３とてん充層５との間）に水圧分散層８を敷設すれば、レール７上の列車走行に伴う列車荷重によって発生する水圧が前後に分散されるので、路盤変状低減効果を一層向上させることができる。   In particular, at locations where rainwater is concentrated and the groundwater level is constantly high (for example, cut or ground), as shown in FIG. 3, the upper side of the roadbed surface protective layer 3 (the roadbed surface protective layer). If the water pressure dispersion layer 8 is laid between 3 and the packed bed 5), the water pressure generated by the train load accompanying the train running on the rail 7 is dispersed back and forth, further improving the effect of reducing the roadbed deformation Can be made.

なお、上述の実施形態では、路盤表面保護層３の材料として、経済的に有利な工業用ベントナイトなどの高塑性粘性土を例示したが、所定のコンシステンシー特性Ic（例えば、５以下）を有する高塑性材料である限り、他の材料（例えば、現地発生土など）を路盤表面保護層３の材料に採用することも可能である。   In the above-described embodiment, the material of the roadbed surface protective layer 3 is exemplified by high-plastic cohesive soil such as economically advantageous industrial bentonite, but has a predetermined consistency characteristic Ic (for example, 5 or less). As long as it is a highly plastic material, other materials (for example, locally generated soil) can be used as the material of the roadbed surface protective layer 3.

また、路盤表面保護層３の形状は特に限定されず、例えば厚さ１０ｍｍ（乾燥時５ｍｍ）程度のシート状のものを用いても構わない。この場合、路盤表面保護層３の施工むら等の問題が生じにくい点で有利である。   Moreover, the shape of the roadbed surface protective layer 3 is not particularly limited, and for example, a sheet-like one having a thickness of about 10 mm (5 mm when dried) may be used. This is advantageous in that problems such as uneven construction of the roadbed surface protective layer 3 are less likely to occur.

本発明に係る省力化軌道の第１の実施形態を示す断面図である。It is sectional drawing which shows 1st Embodiment of the labor saving track | orbit concerning this invention. 路盤変状再現試験における路盤表面保護層のコンシステンシー特性と路盤土流出量との関係を示すグラフである。It is a graph which shows the relationship between the consistency characteristic of a roadbed surface protective layer in a roadbed deformation reproduction test, and a roadbed soil runoff amount. 本発明に係る省力化軌道の第２の実施形態を示す断面図である。It is sectional drawing which shows 2nd Embodiment of the labor saving track | orbit concerning this invention. 従来の省力化軌道を示す断面図である。It is sectional drawing which shows the conventional labor saving track.

符号の説明Explanation of symbols

１……省力化軌道
２……路盤
３……路盤表面保護層
４……空洞
５……てん充層
６……まくらぎ
７……レール
８……水圧分散層
９……バラスト 1 ... Labor-saving track 2 ... Roadbed 3 ... Roadbed surface protective layer 4 ... Cavity 5 ... Tensile layer 6 ... Sleeper 7 ... Rail 8 ... Water pressure dispersion layer 9 ... Ballast

Claims (8)

路盤上に形成されたてん充層によってまくらぎを支持する省力化軌道において、
高塑性材料からなる路盤表面保護層が前記路盤の表面に敷設されて一体化していることを特徴とする省力化軌道。 In a labor-saving orbit that supports sleepers by means of a packed bed formed on the roadbed,
A labor-saving track characterized in that a roadbed surface protective layer made of a high plastic material is laid and integrated on the surface of the roadbed. 前記路盤表面保護層は、吸水膨潤性を備えていることを特徴とする請求項１記載の省力化軌道。   The labor-saving track according to claim 1, wherein the roadbed surface protective layer has a water absorption swelling property. 前記路盤表面保護層は、コンシステンシー特性が１０以下であることを特徴とする請求項１又は２に記載の省力化軌道。   The labor-saving track according to claim 1 or 2, wherein the road surface protective layer has a consistency characteristic of 10 or less. 前記路盤表面保護層は、コンシステンシー特性が５以下であることを特徴とする請求項１又は２に記載の省力化軌道。   The labor-saving track according to claim 1 or 2, wherein the road surface protective layer has a consistency characteristic of 5 or less. 列車荷重によって発生する水圧を前後に分散する水圧分散層が前記路盤表面保護層に添設されていることを特徴とする請求項１乃至４のいずれかに記載の省力化軌道。   The labor-saving track according to any one of claims 1 to 4, wherein a water pressure dispersion layer that disperses the water pressure generated by the train load in the front-rear direction is attached to the roadbed surface protective layer. 路盤上に形成されたてん充層によってまくらぎを支持する省力化軌道の施工方法であって、
高塑性材料からなる路盤表面保護層を前記路盤の表面に敷設して一体化させ、
前記路盤表面保護層上に前記てん充層を形成することを特徴とする、省力化軌道の施工方法。 A labor-saving track construction method that supports sleepers by means of a filling layer formed on the roadbed,
A roadbed surface protective layer made of a high plastic material is laid and integrated on the surface of the roadbed,
A method for constructing a labor-saving track, wherein the filling layer is formed on the roadbed surface protective layer. 前記路盤表面保護層は、吸水膨潤性を備えていることを特徴とする、請求項６記載の省力化軌道の施工方法。   The labor-saving track construction method according to claim 6, wherein the roadbed surface protective layer is provided with water-absorbing swellability. 列車荷重によって発生する水圧を前後に分散する水圧分散層を前記路盤表面保護層に添設することを特徴とする、請求項６又は７に記載の省力化軌道の施工方法。
The construction method of a labor-saving track according to claim 6 or 7, wherein a water pressure dispersion layer for dispersing water pressure generated by a train load back and forth is attached to the roadbed surface protective layer.
JP2004044415A 2004-02-20 2004-02-20 Labor-saving track and construction method Expired - Fee Related JP3987045B2 (en)

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CN102352692B (en) * 2011-11-07 2013-06-19 中联重科股份有限公司 Concrete pouring device and concrete distributing device thereof
CN112523008A (en) * 2020-11-26 2021-03-19 广西柳州钢铁集团有限公司 Slurry-water isolation stone ballast track bed and construction method thereof

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