JP2013091957A - Rail projection preventing device and slab track - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rail projection preventing device and a slab track which can prevent rail projection even when receiving a large rail axial force.SOLUTION: A rail projection preventing device 20 prevents projection of rails 5 in a slab track 1 where a filling layer 3 is provided on roadbed concrete 2, a track slab 4 is provided on the filling layer 3, and the rails 5 are fixed on the track slab 4. The rail projection preventing device 20 includes a fixing part 25 which is provided between the roadbed concrete 2 and the track slab 4 on both sides in a track width direction and fixed to the track slab 4, and an arm 26 which extends downward integrally from the fixing part 25. The inner wall surface of the arm 26 is brought into contact with a side surface 2a of the roadbed concrete 2 extending along a track longitudinal direction.

Description

  The present invention relates to a rail overhang prevention device and a slab type track.

  In order to prevent the rail from protruding in the direction perpendicular to the longitudinal direction of the rail and the buckling from occurring due to the increase in axial force accompanying the temperature rise, An expansion / contraction seam is installed at the joint portion of the rail to allow expansion / contraction of the rail and suppress an increase in rail axial force (see, for example, Patent Document 1).

  The expansion joint is composed of a receiving rail formed at the connection side end of the two rails to be connected, and a short tongler installed between the connection side ends of the two rails. The width of the head of the rail is made thinner as both ends of the rail in the longitudinal direction approach the tip, and the end of the receiving rail and the end of the tongrail are placed in contact with each other in the longitudinal direction of the rail. Configured.

On the other hand, the track includes a slab type track provided by providing a filling layer on the roadbed concrete, arranging a number of concrete track slabs on the filling layer, and fixing the rail directly to the track slab (for example, , See Patent Document 2).
And in a slab type track, the rail on the track slab may be connected via an expansion joint.

Japanese Patent No. 4054432 JP 2002-129503 A

  By the way, if a telescopic seam is installed in a slab type track, if a derailment occurs in the event of an earthquake, etc., the derailed train will break the telescopic seam when it passes through the telescopic seam, and the rail will fall apart, It can cause even greater excursions. Therefore, as a countermeasure against earthquakes, it is considered to remove the expansion joint and use a long rail in the slab type track.

  However, if you remove the expansion joint in the slab type track and fix the long rail to the track slab, there will be no part that escapes the expansion and contraction of the rail. The problem that occurs occurs. Therefore, unless this problem is solved, the removal of the expansion joint cannot be realized in the slab type track.

  Therefore, the present invention provides a rail overhang prevention device and a slab type track that can prevent the rail overhang even under a large rail axial force.

The present invention employs the following means in order to solve the above problems.
The invention according to claim 1 is characterized in that a filling layer is provided on a roadbed concrete, a track slab is provided on the filling layer, and a rail is fixed on the track slab. A fixing portion that is provided between the roadbed concrete and the track slab at both sides in the track width direction, and is fixed to either the roadbed concrete or the track slab, A rail overhang prevention device comprising: a pressing portion connected to a fixed portion and contacting a side surface extending along a track longitudinal direction in the other of the roadbed concrete and the track slab.

  The invention according to claim 2 is the invention according to claim 1, wherein the fixing portion is fixed to a side surface extending along the track longitudinal direction of the track slab by a bolt, and the pressing portion is integrated with the fixing portion. The arm has an arm extending downward from the fixing portion, and an inner wall surface of the arm abuts against a side surface extending along a track longitudinal direction of the roadbed concrete.

  The invention according to claim 3 is the invention according to claim 2, wherein the fixing portion and the side surface of the track slab, or the inner wall surface of the arm and the side surface of the roadbed concrete. And an adjustment plate.

  The invention according to claim 4 is the invention according to claim 1, wherein the fixing portion is fixed to the roadbed concrete by a bolt, and is arranged to face a side surface extending along a track longitudinal direction of the track slab. A screw hole that extends along a track width direction is provided in the support part, and the pressing part has a screw member that is screwed into the screw hole of the support part. It has a contact part which contact | abuts the side surface extended along the track | orbit longitudinal direction in the said track | orbit slab at the front-end | tip of a member.

  The invention according to claim 5 is a slab type track in which a filling layer is provided on the roadbed concrete, a track slab is provided on the filling layer, and a rail is fixed on the track slab. The rail overhang prevention device according to any one of claims 1 to 4 is installed between the roadbed concrete and the track slab on both sides of the slab type track. is there.

According to the first aspect of the present invention, since the rail is fixed so as not to move in the rail overhang direction with respect to the track slab, there is no relative movement in the rail overhang direction between the rail and the track slab. Can move relative to the roadbed concrete in the horizontal direction, for example, the axial force of the rail on the track slab increases due to temperature rise, and if a force in the overhang direction is generated on the rail, this force is applied to the track slab. The track slab tries to move in the rail overhanging direction with respect to the roadbed concrete along with the rail, but the rail overhang prevention device is installed between the roadbed concrete and the track slab on both sides in the track width direction. The movement of the track slab in the rail overhanging direction with respect to the roadbed concrete can be prevented. As a result, in a slab type track that does not have an expansion joint, even if a large axial force that has not been able to withstand in the past is generated on the rail, the rail can be prevented from overhanging, and the rail can be prevented from buckling. it can.
In addition, since the pressing part of the rail overhang prevention device is only in contact with the side surface extending along the track longitudinal direction of the roadbed concrete or the track slab, it is installed on one side of the track width direction of the slab type track. Although the rail overhang prevention device cannot prevent the movement of the track slab from the side surface where the holding portion abuts in the direction in which the holding portion is separated, the rail overhang prevention device does not prevent the rail overhang prevention device in the track width direction of the slab type track. Since it is installed on both sides, the movement of the track slab relative to the roadbed concrete can be prevented in any direction along the track width direction.

  According to the invention which concerns on Claim 2, a rail overhang | projection prevention apparatus can be made into a very simple structure.

  According to the invention according to claim 3, by using the adjusting plate whose thickness is appropriately adjusted, the inner wall surface of the arm can be reliably brought into contact with the side surface of the roadbed concrete, and the installation work is facilitated. .

  According to the invention of claim 4, since the screw member of the pressing portion is screwed into the screw hole of the support portion in the fixed portion, the projecting dimension from the support portion of the contact portion can be easily adjusted. The contact portion of the pressing portion and the side surface of the track slab can be reliably brought into contact with each other, and installation work is facilitated.

  According to the invention which concerns on Claim 5, in the slab type | formula track | truck which is provided with a roadbed concrete, a filling layer, and a track slab and does not have an expansion joint in the rail on a track slab, the big axial force which was not able to endure conventionally is a rail. Even if this occurs, rail overhang and rail buckling can be prevented.

BRIEF DESCRIPTION OF THE DRAWINGS It is an external appearance perspective view of the slab type | formula track | truck provided with the rail overhang | projection prevention apparatus of Example 1 of this invention. It is a cross-sectional view of a slab gauge track of Example 1. It is sectional drawing of the rail overhang | projection prevention apparatus used for the slab type track | orbit of Example 1. FIG. It is a front view of the body of rail overhang prevention device of the first embodiment. It is a side view of the body of rail overhang prevention device of the first embodiment. It is a top view of the track slab used for the slab type track of Example 1. It is a front view of the track slab. It is a cross-sectional view of a slab gauge track of Example 2 of the present invention. It is sectional drawing of the rail overhang | projection prevention apparatus used for the slab type track | orbit of Example 2. FIG. It is an external perspective view of a rail overhang prevention device of the second embodiment. It is a front view of the body of rail overhang prevention device of the second embodiment. It is a plan view of the body of rail overhang prevention device of the second embodiment. It is drawing of the screw member of the rail overhang | projection prevention apparatus of Example 2, (A) is a front view, (B) is a left end view. It is a figure for demonstrating the experimental method for demonstrating the effect of the rail overhang | projection prevention apparatus of Example 1. FIG. It is a diagram for explaining the displacement measuring position and the load position in the experiment. It is a load / displacement graph which compares and shows the test result with respect to the slab type | formula track | truck provided with the rail overhang | projection prevention apparatus of Example 1, and the slab type track | truck not provided.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a rail overhang prevention device according to the present invention and a slab type track provided with the same will be described below with reference to the drawings of FIGS.

<Example 1>
First, Embodiment 1 of the present invention will be described with reference to the drawings of FIGS.
FIG. 1 is an external perspective view of a slab type track in the first embodiment. In each figure, the arrow X indicates the rail laying direction of the slab track (hereinafter referred to as the track longitudinal direction), and the arrow Y indicates the track width direction of the slab track.

  In the slab type track 1, a roadbed concrete 2 that is integrally formed in the longitudinal direction of the track is installed on a soil roadbed (not shown), and cement, asphalt emulsion, and fine aggregate are mixed on the roadbed concrete 2. A filling layer 3 made of cement asphalt mortar (hereinafter abbreviated as mortar) is installed, a concrete track slab 4 is installed on the filling layer 3, and a rail 5 is mounted on the track slab 4 with a number of fixing devices 6. It is fixed by.

  The filling layer 3 has a predetermined length in the longitudinal direction of the track, and is arranged in a line along the longitudinal direction of the track with a slight gap between the filling layers 3 adjacent to each other. . The length of the filling layer 3 in the track width direction (hereinafter referred to as the lateral width of the filling layer 3) is slightly shorter than the length of the roadbed concrete 2 in the track width direction (hereinafter referred to as the lateral width of the roadbed concrete 2). Then, both end portions of the roadbed concrete 2 protrude slightly from both end portions of the filling layer 3 in the track width direction.

  The length of the track slab 4 in the track longitudinal direction is substantially the same as the length of the track layer longitudinal direction of the filling layer 3, and the ends of the track layer slab 4 in the track length direction are substantially coincident with each other. . The length of the track slab 4 in the track width direction (hereinafter referred to as the width of the track slab 4) is slightly shorter than the width of the filling layer 3, and the filling layer 3 from both ends of the track slab 4 in the track width direction in plan view. Both end portions in the orbit width direction protrude slightly.

  That is, as shown in FIG. 2, the lateral width of the filling layer 3 is shorter than the lateral width of the roadbed concrete 2 and longer than the lateral width of the track slab 4, and is a side surface extending along the track longitudinal direction of the roadbed concrete 2. 2a, the side surface 3a extending along the track longitudinal direction of the filling layer 3, and the side surface 4a extending along the track longitudinal direction of the track slab 4 are arranged stepwise.

  Further, between the filling layers 3 and 3 and the track slabs 4 and 4 adjacent to each other in the track longitudinal direction, a columnar protrusion 7 made of concrete standing integrally with the roadbed concrete 2 on the roadbed concrete 2 is provided. At the ends of the filling layer 3 and the track slab 4 in the track longitudinal direction, a recess 8 having a semicircular arc shape in plan view is formed so that the projection 7 can be inserted. Although not shown in FIG. 1, a resin is filled between the recess 8 and the protrusion 7.

6 is a plan view of one track slab 4, and FIG. 7 is a front view thereof. In the case of the track slab 4 of Example 1, the length in the track longitudinal direction is about 4.8 m, the lateral width is about 2.3 m, and the thickness is about 0.2 m.
A pair of screw holes 9 are provided on both side surfaces 4a extending along the track longitudinal direction of the track slab 4 at positions close to the ends in the longitudinal direction. This screw hole 9 is originally provided for attaching a jig for lifting the track slab 4 with a crane or the like. In the slab track 1 of the first embodiment, a rail overhang prevention device 20 described later is provided. It will also be used as a screw hole for fixing.

  The rail 5 laid on the track slab 4 is a long one (for example, 1000 m), and one rail 5 on each of the left and right is stretched over a number of track slabs 4. It is fixed to the track slabs 4 by the fixing device 6. The fixing device 6 is a well-known technique and is the same as that generally used in the related art, and thus description thereof is omitted.

  In the slab type track 1 configured as described above, the roadbed concrete 2 and the filling layer 3 and the filling layer 3 and the track slab 4 are in close contact with each other at the beginning of laying and do not relatively move in the horizontal direction. However, as the deterioration of these close contact portions progresses over time, relative movement in the horizontal direction becomes possible between the roadbed concrete 2 and the filling layer 3 and between the filling layer 3 and the track slab 4. On the other hand, since the rail 5 is firmly fixed to the track slab 4 by a large number of fixing devices 6, when a lateral load acts on the rail 5, the load is transmitted to the track slab 4, and in the unlikely event that a rail overhang occurs. The track slab 4 moves laterally with respect to the filling layer 3 together with the rail 5. That is, the rail 5 moves laterally with respect to the roadbed concrete 2.

  The conventional slab type track 1 resists a lateral load acting on the slab type track 1 by the connecting structure composed of the projection 7 and the recess 8 and the resin filled therebetween, and has a rail axial force of about 980 kN. The track slab 4 is designed so as not to move horizontally even when the sway acts, that is, no rail overhang occurs. This design standard is determined on the assumption that an expansion joint is provided.

Therefore, in the slab type track 1 of the first embodiment, the expansion joint is not used. If the expansion / contraction seam is not used, the rail 5 extends due to the temperature rise and the axial force of the rail increases, and if the upper limit of about 980 kN is exceeded, the track slab 4 moves horizontally, and the rail 5 overhangs or buckles. Will not be able to prevent.
Therefore, in the slab type track 1 of the first embodiment, as shown in FIGS. 1 and 2, the track slab 4 between the roadbed concrete 2 and the track slab 4 on both sides in the track width direction of the slab type track 1. Is provided with a rail overhang prevention device 20 that prevents the relative displacement of the roadbed concrete 2 in the track width direction.

A total of four rail overhang prevention devices 20 are provided on each side of the track width direction with respect to one track slab 4, and are arranged opposite to each other with the track slab 4 interposed therebetween. Yes.
A rail overhang prevention device 20 provided on the right side of the slab track 1 in the track width direction will be described with reference to FIGS. 3 to 5.
The rail overhang prevention device 20 includes an iron main body 21, a steel bolt 22, a steel spring washer 23, and an iron adjustment plate 24.

The main body 21 has an L-shaped cross section, and the upper side is a fixed portion 25 and the lower side is an arm (pressing portion) 26. The fixing portion 25 is formed with a pair of left and right through holes 27, and the pitch between the pair of through holes 27 is the same as the pitch between the pair of screw holes 9 provided in the side surface 4 a of the track slab 4. It has become.
The adjustment plate 24 has the same shape and the same dimensions as the end face of the fixing portion 25, and the adjustment plate 24 has a pair of through holes 28 having the same diameter as the through holes 27 of the fixing portion 25. They are provided at the same pitch as the through holes 27. Various kinds of adjustment plates 24 having different thicknesses are prepared in advance.

  The fixing portion 25 has an adjustment plate 24 interposed between the side surface 4 a of the track slab 4, and the bolt 22 is inserted into the through hole 27 of the fixing portion 25 and the through hole 28 of the adjustment plate 24, and the screw portion 22 a of the bolt 22. Is fixed to the side surface 4a of the track slab 4 by screwing into the screw holes 9 on the side surface 4a of the track slab 4. The length of the arm 26 is set in advance so that the lower end portion 29 of the arm 26 faces the side surface 2 a of the roadbed concrete 2 when the fixing portion 25 is fixed to the side surface 4 a of the track slab 4. Further, the thickness of the adjustment plate 24 is selected in advance so that the inner wall surface 29a of the lower end portion 29 of the arm 26 contacts the side surface 2a of the roadbed concrete 2 when the bolt 22 is tightened. In other words, the inner wall surface 29a of the arm 26 can be reliably brought into contact with the side surface 2a of the roadbed concrete 2 by using the adjustment plate 24 adjusted to an appropriate thickness.

  The rail overhang prevention device 20 provided at the right end of the slab type track 1 configured as described above prevents the track slab 4 from moving leftward in FIG. can not be prevented from moving to the right in FIG. 3. However, as described above, since the rail overhang prevention device 20 is disposed at a position facing each other with the track slab 4 interposed therebetween with respect to one track slab 4, the track slab 4 is formed on the roadbed concrete 2. On the other hand, it is possible to prevent leftward movement and rightward movement. That is, the horizontal movement of the track slab 4 with respect to the roadbed concrete 2 can be prevented in any direction along the track width direction.

As a result, in the slab type track 1 having no expansion joint, even if a large axial force that could not be endured conventionally occurs in the rail 5, the horizontal movement of the track slab 4 can be prevented and the rail overhang can be prevented. It is also possible to prevent the rail from buckling.
The rail overhang prevention device 20 according to the first embodiment has a small number of parts and can be downsized.

  In the rail overhang prevention device 20 of the first embodiment, the rail overhang prevention device 20 is attached using the screw hole 9 for attaching the carrying jig originally formed in the track slab 4, so that the rail overhang prevention is newly added. There is no need to provide a screw hole for mounting the prevention device 20. Further, since the rail overhang prevention device 20 can be attached to the track slab 4 of the existing slab type track, the existing slab type track can be easily modified.

  When the rail axial force increases and a lateral load acts on the track slab 4, the inner wall surface 29 a of the lower end portion 29 of the arm 26 in the rail overhang prevention device 20 strongly presses the side surface 2 a of the roadbed concrete 2. . Here, if the inner wall surface 29a of the arm 26 is in surface contact with the side surface 2a of the roadbed concrete 2, load concentration does not occur and there is no problem, but the inner wall surface 29a of the iron arm 26 and the side surface 2a of the concrete roadbed concrete 2 are satisfactory. In reality, it is difficult to bring the two into contact with each other, and there is a case where both of them are in partial contact and cause load concentration. In order to prevent this, it is preferable to provide a rubber layer or a resin layer on the inner wall surface 29a of the arm 26. When the inner wall surface 29a of the arm 26 and the side surface 2a of the roadbed concrete 2 are brought into contact with each other via the rubber layer or the resin layer, the inner wall surface 29a of the arm 26 and the side surface 2a of the roadbed concrete 2 made of concrete face each other. It can be brought close to the contacted state, load concentration is less likely to occur, and damage to the side surface 2a of the roadbed concrete 2 can be prevented.

  Further, instead of providing a rubber layer or a resin layer on the inner wall surface 29a of the arm 26, an iron plate is attached to a portion of the side surface 2a of the roadbed concrete 2 that contacts the inner wall surface 29a of the arm 26 via a mortar, The iron plate and the inner wall surface 29a of the arm 26 may be in surface contact. This also makes it difficult for load concentration to occur at the contact portion, and damage to the side surface 2a of the roadbed concrete 2 can be prevented.

In the slab type track 1 of the first embodiment, a total of four rail overhang prevention devices 20 are provided for each track slab 4, two on each side in the track width direction. The number of rail overhang prevention devices 20 to be attached is not limited to this. The number of rail overhang prevention devices 20 attached can be changed according to the setting of the resistance to rail axial force. By increasing the number of rail overhang prevention devices 20 installed, the rail axial resistance is set to a large value. can do.
Further, the shape and size of the main body 21 of the rail overhang prevention device 20 and the size and number of the bolts 22 can be changed according to the magnitude of the rail-proof axial force.

<Example 2>
Next, a rail overhang prevention device and a slab type track in Embodiment 2 of the present invention will be described with reference to the drawings of FIGS.
The difference between the slab type track 1 of the second embodiment and that of the first embodiment is only the configuration of the rail overhang prevention device. Hereinafter, the differences will be mainly described, and the same constituent parts will be described with reference to FIG.

As shown in FIG. 8, the slab type track 1 of the second embodiment also has a roadbed concrete 2, a filling layer 3, and a track slab 4, like the slab type track 1 of the first embodiment. A rail 5 is fixed on the upper side of the rail by a fixing device 6 (see FIG. 1). The slab type track 1 of Example 2 also has no expansion joint.
In the slab type track 1 of the second embodiment, a rail overhang prevention device 40 is provided instead of the rail overhang prevention device 20 in the slab type track 1 of the first embodiment. That is, also in the case of the slab type track 1 of the second embodiment, as in the case of the first embodiment, two rail overhang prevention devices 40 are provided on each side of the track width direction with respect to one track slab 4, A total of four are provided, and are arranged to face each other with the track slab 4 interposed therebetween.

A rail overhang prevention device 40 provided on the right side of the slab type track 1 in the track width direction will be described with reference to FIGS.
The rail overhang prevention device 40 includes an iron fixing portion 41, a steel pressing member 42, and a steel lock nut 43.
The fixing portion 41 includes a base portion 44 and a column portion 45 that stands integrally from the center of the base portion 44. Through holes 46 are provided at four corners of the base portion 44, and anchor bolts 47 fixed to the horizontal portion 2 b of the roadbed concrete 2 are respectively inserted into the through holes 46, and nuts 48 are tightened to the anchor bolts 47. Thus, the fixing portion 41 is fixed to the roadbed concrete 2.

The upper end portion of the support column portion 45 is a support portion 49, and the height of the support column portion 45 is set so that the support portion 49 faces the side surface 4 a of the track slab 4. A screw hole 50 extending along the track width direction is formed through the support portion 49.
The holding member 42 includes a shaft portion 52 in which a male screw portion 51 is formed over substantially the entire length in the axial direction, a disc-shaped contact plate 53 formed integrally with one end of the shaft portion 52, and a shaft portion 52. It is comprised from the tool engaging part 54 formed in the other end of this, and chamfering both sides of radial direction.
The holding member 42 is disposed so that the contact plate 53 faces the side surface 4 a of the track slab 4, and the male screw portion 51 of the shaft portion 52 is screwed into the screw hole 50 of the column portion 45, so that the fixing portion 41 is fixed. It is attached.

  Rail overhang prevention device 40 is set as follows. The lock nut 43 is screwed into the male screw portion 51 in advance so as to be positioned between the support portion 49 and the contact plate 53. Then, a spanner or the like is engaged with the tool engaging portion 54 to rotate the pressing member 42, and the protrusion dimension of the contact plate 53 from the support portion 49 is adjusted, whereby the tip surface 53 a of the contact plate 53 is trajected. The slab 4 is brought into contact with the side surface 4a. After this adjustment is completed, the lock nut 43 is tightened so as to be in close contact with the support portion 49. As a result, the rail overhang prevention device 40 can be installed in a state where the front end surface 53 a of the contact plate 53 is in contact with the side surface 4 a of the track slab 4.

Also in the case of the rail overhang prevention device 40 according to the second embodiment, the rail overhang prevention device 40 provided only on one side in the track width direction of the slab type track 1 can prevent the horizontal movement of the track slab 4 with respect to the roadbed concrete 2. Only one direction in the width direction is possible.
However, since the rail overhang prevention device 40 is disposed at a position facing each other with respect to one track slab 4 with the track slab 4 interposed therebetween, the track slab 4 moves to the left with respect to the roadbed concrete 2. Can be prevented from moving to the right. That is, the horizontal movement of the track slab 4 with respect to the roadbed concrete 2 can be prevented in any direction along the track width direction.

As a result, in the slab type track 1 having no expansion joint, even if a large axial force that could not be endured conventionally occurs in the rail 5, the horizontal movement of the track slab 4 can be prevented and the rail overhang can be prevented. It is also possible to prevent the rail from buckling.
Also in the case of the rail overhang prevention device 40 in the second embodiment, in order to suppress load concentration at the contact portion between the contact plate 53 and the side surface 4a of the track slab 4, a rubber layer or It is possible to provide a resin layer, or it is possible to attach an iron plate via a mortar to the portion of the side surface 4a of the track slab 4 where the tip surface 53a of the contact plate 53 contacts.

Also in the slab type track 1 of the second embodiment, the number of rail overhang prevention devices 20 attached to one track slab 4 is not limited to four. The number of rail overhang prevention devices 40 attached can be changed according to the setting of the resistance to rail axial force. By increasing the number of rail overhang prevention devices 20 installed, the rail axial resistance is set to a large value. can do.
Further, the shape and size of the fixing portion 41 of the rail overhang prevention device 40, the outer diameter of the pressing member 42, the outer diameter of the contact plate 53, and the like can be changed in accordance with the magnitude of the rail axial resistance. .

<Verification test>
A test was conducted to verify the effect of the rail overhang prevention device 20 of Example 1 described above.
As shown in FIG. 14, the verification test uses a slab type track including a roadbed concrete 2, a filling layer 3, and a track slab 4, and does not fill the resin between the protrusion 7 and the recess 8 of the track slab 4, The operation was performed without installing the rail 5 on the track slab 4. The track slab 4 used in the verification test is the same as the track slab 4 of the first embodiment, and has a total length of about 4.8 m, a width of about 2.3 m, and a thickness of about 0.2 m. did.

Further, in the verification test, as shown in FIG. 15, two rail overhang prevention devices 20 of Example 1 are installed only on one side in the track width direction, and each rail overhang prevention device 20 is a track of the track slab 4. It was carried out by installing it at a site close to each end in the longitudinal direction.
The main body 21 of the rail overhang prevention device 20 is made of JIS G3101 SS400, and the size of the main body 21 will be described with reference to FIGS. 4 and 5. The fixed portion 25 and the arm 26 have a width W of 220 mm and the fixed portion 25. The height H1 of the arm 26 is 150 mm, the thickness D1 of the fixing portion 25 is 125 mm, the height H2 of the arm 26 is 150 mm, and the thickness D2 of the arm 26 is 50 mm. The bolt 22 of the rail overhang prevention device 20 is M20.

In the verification test, instead of applying the rail axial force, a lateral load corresponding to the rail axial force is applied to the side surface 4a of the track slab 4, and the lateral load is applied as shown in FIGS. The rail slab 4 was applied in the horizontal direction along the track width direction to the side surface 4a on the side where the rail overhang prevention device 20 was installed. Specifically, a hydraulic jack 101 and a load cell 102 are arranged between the reaction wall 100 fixed to the roadbed concrete 2 so as not to move and the side surface 4a of the track slab 4, and a lateral load is applied by the hydraulic jack 101. Generated. Then, the generated lateral load (that is, the lateral load applied to the track slab 4) was detected by the load cell 102.
The operation points of the lateral load were set at two locations slightly outside the track longitudinal direction from the installation position of the rail overhang prevention device 20 so that the loads W1 and W2 at the respective operation points were not different.

In the verification test, the displacement of the track slab 4 in the track width direction relative to the roadbed concrete 2 was measured with respect to the lateral load applied to the track slab 4. As shown in FIG. 15, the measurement points of the displacement are positions a and b that face the laterally acting point.
In the verification test, the displacement at the two measurement points a and b was measured when the lateral load applied to the track slab 4 was gradually increased as described above.

The test results of this demonstration test are shown in FIGS. 16 (A) and 16 (B). FIG. 16A is a load / displacement graph showing a test result obtained by measuring the displacement at the measurement point a when the lateral load is changed, and FIG. 16B is a test in which the displacement at the measurement point b is measured. It is a load / displacement graph which shows a result.
In FIGS. 16A and 16B, the increased load gradually decreases during t1 and t2 from the start of applying the load until reaching a certain displacement, but this is before the load is applied. In this initial state, there is a gap of slightly over 1 mm between the inner wall surface 29a of the arm 26 of the rail overhang prevention device 20 and the side surface 2a of the roadbed concrete 2, so this is a section required to eliminate this gap.

  From this test result, when the lateral load reaches about 180 kN, the substantial displacement amount of the track slab 4 with respect to the roadbed concrete 2 (the displacement amount obtained by subtracting the initial gap) is about 1.5 mm at the measurement point a. The measurement point b was about 2.2 mm. The amount of displacement is a value that is acceptable in actual railroad track.

Here, as a comparative example, FIG. 16C and FIG. 16D show test results obtained by performing the test using the same method as the demonstration test without installing the rail overhang prevention device 20. FIG. 16C is a load / displacement grab at the measurement point a, and FIG. 16D is a load / displacement graph at the measurement point b. According to this test result, in the comparative example in which the rail overhang prevention device 20 is not installed, the displacement increases indefinitely when the load reaches about 60 to 70 kN in both the measurement points a and b. In other words, this comparative example can only withstand a lateral load of up to about 60 kN. Even if it compares simply, it can be said that the slab type | formula track | truck 1 provided with the rail overhang | projection prevention apparatus 20 of Example 1 improved the lateral load-proof performance about 3 times compared with the comparative example.
Therefore, it has been proved that the rail overhang prevention device 20 of the present invention and the slab type track 1 including the same have an extremely large effect in improving the rail axial resistance.

DESCRIPTION OF SYMBOLS 1 Slab type | formula track 2 Subbase concrete 2a Side surface 3 Filling layer 4 Track slab 4a Side surface 5 Rail 20 Rail overhang prevention device 21 Main body 22 Bolt 24 Adjustment plate 25 Fixing part 26 Arm 29 Lower end part 29a Inner wall surface 40 Rail overhang prevention device 41 Fixing part 42 Holding member 49 Support portion 50 Screw hole 51 Male screw portion 53 Contact plate 53a Tip surface (contact portion)

Claims (5)

A filling layer is provided on the roadbed concrete, a track slab is provided on the filling layer, and a rail is fixed on the track slab.
A fixed portion that is provided between the roadbed concrete and the track slab at both sides in the track width direction, and fixed to either the roadbed concrete or the track slab;
A holding part connected to the fixed part and abutting on a side surface extending along a track longitudinal direction in the other of the roadbed concrete and the track slab;
A rail overhang prevention device comprising: The fixing portion is fixed by a bolt to a side surface extending along the track longitudinal direction of the track slab,
The pressing portion has an arm that is formed integrally with the fixing portion and extends downward from the fixing portion, and an inner wall surface of the arm abuts against a side surface extending along a track longitudinal direction in the roadbed concrete. The rail overhang prevention device according to claim 1.   The rail according to claim 2, further comprising an adjustment plate between the fixed portion and the side surface of the track slab, or between the inner wall surface of the arm and the side surface of the roadbed concrete. Overhang prevention device. The fixed portion is fixed to the roadbed concrete with a bolt, and has a support portion disposed to face a side surface extending along a track longitudinal direction in the track slab, and the support portion has a track width direction. A screw hole extending along,
The pressing portion has a screw member that is screwed into the screw hole of the support portion, and has a contact portion that contacts a side surface of the track slab extending along the track longitudinal direction at the tip of the screw member. The rail overhang prevention device according to claim 1. In the slab type track where a filling layer is provided on the roadbed concrete, a track slab is provided on the filling layer, and a rail is fixed on the track slab,
A rail overhang prevention device according to any one of claims 1 to 4 is installed between the roadbed concrete and the track slab on both sides in the track width direction. Formula orbit.

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