JP2022015214A - Repair structure and repair method of existing rails - Google Patents

Abstract

To provide a repair structure of existing rails capable of performing construction work swiftly and efficiently within the line closing time at night.SOLUTION: A repair structure 7 of an existing rail 1 in which a running layer 4 is formed on a roadbed concrete 3 includes: a pair of running board 10 each of which is provided in a space where the upper part of the roadbed concrete 3 and the running layer 4 existed; and anchor members 20 fixing the running plate 10 to the roadbed concrete 3. The running plate 10 is preferably constituted of a precast concrete board, a steel plate or a long glass fiber reinforced plastic foam of resin plywood. Further, it is preferable that a filling material 30 is placed between the upper end of the roadbed concrete 3 with the upper part removed and the running plate 10.SELECTED DRAWING: Figure 1

Description

The present invention relates to a repair structure and a repair method for an existing rail.

When repairing the rail on which the train travels, for example, there is a method as shown in Patent Document 1. In such a repair method, after the upper surface of the concrete foundation is scraped, the formwork is installed, and the base plate, reinforcing bars and anchors are arranged in the formwork, and the rail and the existing concrete foundation in the formwork. In between, it has a process of placing grout. The grout has a flow value that allows it to flow by itself with reinforcing bars and anchors arranged, and has a strength equal to or higher than that of concrete, and is filled between the base plate and the concrete foundation.

JP-A-2015-71892

In the repair method of Patent Document 1, it takes a lot of time for the grout to harden. Normally, rail repair work is often performed during the nighttime line closing time (line closing time), so if you try to secure the grout hardening time, the work that can be done in a day is limited. There was a problem that it was difficult to carry out the construction efficiently.

In addition, with the conventional repair methods, there are many cases where partial repair cannot be easily performed, and once the repair work is performed, it is often relatively wide-ranging and large-scale. Therefore, there is a problem that it is difficult to carry out the repair work efficiently and economically.

Furthermore, since there are few places in the subway line where dedicated material entrances are installed, the stairs and elevators at the station entrances and exits will be used to bring in materials. Since elevators are limited in size and weight, and stairs are transported manually, the size and weight of materials are limited, so there is a problem that it is difficult to efficiently carry in materials. In addition, there is a problem that it is difficult to efficiently perform the work because the materials are often unloaded and unloaded from the platform to the line manually.

From such a viewpoint, it is an object of the present invention to provide a repair structure and a repair method for an existing rail capable of efficiently performing construction within a nighttime line closing time.

The first invention for solving such a problem is a repair structure of an existing rail in which a running layer is formed on a roadbed concrete. The modified structure of the existing rail is characterized by including a traveling plate provided in the upper part of the trackbed concrete and the space where the traveling layer was present, and an anchor member for fixing the traveling plate to the trackbed concrete. And.

According to the modified structure of the existing rail of the present invention, the rail having a smooth surface can be installed at a predetermined height only by fixing the traveling plate with the anchor member, so that the construction speed is increased. Further, if a temporary lining is provided so as to cover the roadbed concrete in the middle of construction, the construction can be interrupted and the train can be run in the daytime even during the construction. Furthermore, by using a precast plate that is subdivided as a member and easy to replace, even partial repair can be easily performed. Therefore, it is possible to efficiently carry out the construction within the line closing time at night.

In the modified structure of the existing rail of the present invention, the traveling plate is preferably made of a precast concrete plate, a steel plate, or a glass long fiber reinforced plastic foam of a resin plywood. The glass long fiber reinforced plastic foam of resin plywood is a plastic foam made of a hard urethane resin reinforced with glass long fibers as inorganic fibers, and is called FFU (Fiber reinforced Foamed Urethane). With such a configuration, it becomes easy to install the traveling plate.

Further, in the modified structure of the existing rail of the present invention, it is preferable that the structure further provided with a filling material installed between the upper end of the roadbed concrete from which the upper portion has been removed and the traveling plate. According to such a configuration, the traveling plate on which the train travels can be supported by the filling material.

Further, in the modified structure of the existing rail of the present invention, it is preferable that the filling material is composed of a rubber pad. According to such a configuration, the curing time of the filling material is unnecessary, so that the construction time can be shortened.

Further, in the modified structure of the existing rail of the present invention, it is preferable that a counterbore for accommodating the end portion of the anchor member is formed on the surface of the traveling plate. According to such a configuration, since the anchor member does not protrude from the surface of the traveling plate, the anchor member can be installed even at the position where the wheels of the train travel.

The second invention for solving the above-mentioned problems is a method for repairing an existing rail in which a running layer is formed on a roadbed concrete. The method of repairing the existing rail includes a removal step of removing the upper part of the trackbed concrete and the traveling layer, and installing a traveling plate for fixing the traveling plate on the trackbed concrete from which the upper part has been removed via an anchor member. It is characterized by having a process.

According to the method for repairing an existing rail of the present invention, a rail having a smooth surface can be installed at a predetermined height only by fixing the traveling plate with an anchor member in the traveling plate installation process, so that the construction speed is increased. Further, if a temporary lining is provided so as to cover the roadbed concrete in the middle of construction with the upper part removed, the construction can be interrupted and the train can be run in the daytime even during the construction. Therefore, it is possible to efficiently carry out the construction within the line closing time at night.

In the method for repairing an existing rail of the present invention, it is preferable to further include a padding material installation step of installing a padding material between the upper end of the roadbed concrete from which the upper portion has been removed and the traveling plate. According to such a method, the traveling plate on which the train travels can be supported by the filling material.

Further, in the method for repairing an existing rail of the present invention, it is preferable to further include a height adjusting step for adjusting the height of the upper end surface of the roadbed concrete from which the upper portion has been removed before the traveling plate installation step. According to such a method, the traveling board can be installed directly on the roadbed concrete, so that it is not necessary to provide a filling material.

Further, in the method for repairing an existing rail of the present invention, a temporary lining having a surface portion having a surface height equal to the surface height of the existing running layer is installed above the roadbed concrete in the middle of construction. It is preferable to further provide an installation process. By providing a temporary lining, trains can be run during daytime business hours. Therefore, it is possible to proceed with the construction in sequence within the nighttime line closing time over several days.

Further, in the temporary lining installation step, it is preferable to cover the roadbed concrete in the middle of construction with a cross-section gate type temporary lining. According to such a method, a temporary lining at the same height as the existing rail can be easily installed.

Further, in the method for repairing an existing rail of the present invention, it is preferable to lay asphalt on the upper part of the temporary lining to make it a running surface in the temporary lining installation step. According to such a method, the continuity of the orbit can be ensured.

According to the present invention, it is possible to efficiently carry out the construction work within the line closing time at night, which is an excellent effect.

It is sectional drawing which showed the repair structure of the existing rail which concerns on embodiment of this invention. It is an enlarged sectional view of the main part which showed the repair structure of the existing rail which concerns on embodiment of this invention. (A) is a cross-sectional view showing an existing rail, and (b) is a cross-sectional view showing a state in which a part of the side wall of the drainage ditch is removed in the removing step of the method for repairing the existing rail according to the embodiment of the present invention. .. (A) is a cross-sectional view showing a state in which the traveling layer is removed in the removing step of the method for repairing the existing rail according to the embodiment of the present invention, and (b) is a cross-sectional view showing the temporary lining installation process. It is sectional drawing which showed the state which installed the temporary lining. (A) is a cross-sectional view showing a state in which the upper part of the roadbed concrete is removed in the removal process of the existing rail repair method according to the embodiment of the present invention, and (b) is laid on the upper part of the roadbed concrete in the temporary lining installation process. It is sectional drawing which showed the state which laid the sand and installed the temporary lining. (A) is a cross-sectional perspective view showing a traveling plate installation process of the method for repairing an existing rail according to an embodiment of the present invention, and (b) is a cross-sectional perspective view showing a padding material installation process. It is sectional drawing which showed the 1st modification of the repair structure of the existing rail which concerns on embodiment of this invention. It is sectional drawing which showed the 2nd modification of the repair structure of the existing rail which concerns on embodiment of this invention.

The repair structure and the repair method of the existing rail according to the embodiment of the present invention will be described with reference to the attached drawings. First, the configuration of the existing rail will be described. FIG. 3A is a cross-sectional view showing an existing rail. As shown in FIG. 3A, the existing rail 1 of the present embodiment is for a train (electric vehicle) equipped with rubber tire traveling wheels to travel, and the roadbed concrete 3 laid on the bottom slab concrete 2. And a traveling layer 4 laid on the roadbed concrete 3. The bottom slab concrete 2 is a foundation portion that supports the existing rail 1, and has a width wider than that of the vehicle.

The roadbed concrete 3 has a rectangular cross section, and is provided at a position where the rubber tire traveling wheel travels. A pair of roadbed concrete 3 is provided at intervals in the vehicle width direction, and a pair of left and right roadbed concrete 3 and 3 extend along the traveling direction. The traveling layer 4 is a surface that the rubber tires come into contact with, and protects the upper surface of the roadbed concrete 3. The traveling layer 4 is made of, for example, epoxy pavement. A guide rail 5 is provided in the middle portion in the vehicle width direction between the roadbed concretes 3 and 3. The guide rail 5 is sandwiched from both sides by a pair of guide wheels (not shown) provided on the vehicle, and guides the vehicle safely and smoothly in a predetermined direction. The guide rail 5 also serves as a negative electrode for electricity. Drainage grooves 6a and 6b are formed on both the left and right sides of the roadbed concrete 3. The drainage grooves 6a and 6b are groove-shaped recesses formed on the surface of the bottom slab concrete 2. The groove width of the drainage ditch 6a provided inside the pair of roadbed concrete 3 is smaller than the groove width of the drainage ditch 6b provided on the outside. It should be noted that laying the roadbed concrete 3 on the bottom slab concrete 2 is an example, and a steel plate may be laid instead of the roadbed concrete 3.

Next, the repair structure of the existing rail 1 will be described. FIG. 1 is a cross-sectional view showing a repaired structure of an existing rail according to the present embodiment, and FIG. 2 is an enlarged cross-sectional view of a main part. The repair structure 7 of the existing rail 1 of the present embodiment is formed by repairing the existing rail 1 that has deteriorated over time, and has higher durability than the existing rail 1. As shown in FIGS. 1 and 2, the repair structure 7 includes a traveling plate 10, an anchor member 20, and a packing material 30.

The traveling plate 10 is a portion on which the rubber tire traveling wheels of the train travel. The running plate 10 is a plate-shaped member installed after the upper part of the roadbed concrete 3 of the existing rail 1 and the running layer 4 are removed in the repair work, and is in the space where the upper part of the roadbed concrete 3 and the running layer 4 existed. It is provided. The traveling plate 10 is made of a precast concrete plate. The traveling plate 10 has a width dimension larger than the width dimension of the rubber tire, and extends in the traveling direction by a predetermined length. A counterbore 11 is formed on the upper surface of the traveling plate 10. The counterbore 11 is formed at a position where the anchor member 20 is installed, and is a space in which the end portion (upper end portion) of the anchor member 20 and the fixing nut 22 are accommodated. The counterbore 11 is formed at both end edges in the width direction of the traveling plate 10 at predetermined intervals in the traveling direction so that the traveling wheel does not travel on the counterbore 11. The position of the counterbore 11 may be the position where the traveling wheel travels. A through hole 12 leading to the lower surface of the traveling plate is formed at the bottom of the counterbore 11. Anchor member 20 is inserted through the through hole 12.

The anchor member 20 is a member that fixes the running plate 10 to the roadbed concrete 3. The anchor member 20 is composed of a long bolt extending in the vertical direction. The lower portion of the anchor member 20 is immersed in the trackbed concrete 3, and the upper portion projects upward from the upper surface of the trackbed concrete 3. A plurality of anchor members 20 are provided at positions corresponding to the counterbore 11 of the traveling plate 10, and are arranged on both left and right edges of the roadbed concrete 3 at predetermined intervals in the traveling direction. The upper end portion of the anchor member 20 is arranged below the upper surface of the traveling plate 10 at a height accommodated inside the counterbore 11. A fixing nut 22 for fixing the traveling plate 10 and a height adjusting nut 21 for adjusting the installation height of the traveling plate 10 are screwed to the upper end portion of the anchor member 20. The height adjusting nut 21 is screwed to the lower side of the traveling plate 10 to support the traveling plate 10 from the lower side. The height adjusting nut 21 is screwed into the anchor member 20 before the running plate 10 is installed, and is installed at a desired height. The fixing nut 22 is screwed onto the upper end portion of the anchor member 20 above the height adjusting nut 21 and is arranged inside the counterbore 11 of the traveling plate 10. The fixing nut 22 is tightened so as to press the bottom surface of the counterbore 11 downward to fix the traveling plate 10.

The filling material 30 is a member installed between the upper end of the roadbed concrete 3 from which the upper portion has been removed and the running plate 10. The filling material 30 is made of, for example, a grout material. The grout material is made of a mortar-based material or a synthetic resin. The grout material is filled in the gap between the roadbed concrete 3 and the running plate 10 through an injection hole (not shown) formed in the running plate 10.

Next, a method of repairing the existing rail 1 shown in FIG. 3A (a method of constructing and repairing the repair structure 7) will be described. The method of repairing the existing rail 1 of the present embodiment is applied to, for example, construction performed during the nighttime line closing time on a line where trains run and operate during the daytime. The repair method of the existing rail 1 includes a preparation process, a removal process, a temporary lining installation process, a traveling plate installation process, and a filling material installation process.

The preparatory step is a step of preparing for installing the temporary lining 50. In the existing rail 1, drainage grooves 6a and 6b are formed on both the left and right sides of the trackbed concrete 3 as shown in FIG. 3A. The drainage ditch 6a provided inside the roadbed concrete 3 and 3 has a small ditch width, and the temporary lining 50 described later cannot be installed in this state. Therefore, in the preparatory step, as shown in FIG. 3B, the side wall of the inner drainage groove 6a is cut toward the center side of the existing rail 1 to widen the groove width. The groove width of the drainage groove 6a is such that the flange portion 52 of the temporary lining 50 (see (b) in FIG. 4) can be installed. If the width of the outer drainage groove 6b is smaller than the width of the flange portion 52 of the temporary lining 50, the drainage groove 6b is also widened. Depending on the structure of the temporary lining 50, such as when the shape of the temporary lining 50 is matched to the groove width of the drainage groove 6b or when the temporary lining 50 is installed in a place other than the drainage groove 6b, the drainage groove 6 may be used. In some cases, widening is not necessary.

The removal step is a step of removing the upper part of the roadbed concrete 3 and the traveling layer 4. In the removal step, as shown in FIG. 4A, first, the traveling layer 4 (see FIG. 3) is removed. When the traveling layer 4 is removed, the upper end surface of the roadbed concrete 3 is exposed. In the present embodiment, the process is set so that the overnight line closing time ends from the preparation process to the removal of the traveling layer 4 in the removal process. Therefore, when the removal of the traveling layer 4 is completed, the temporary lining installation process is performed.

The temporary lining installation process is a process of installing the temporary lining 50 so that the train can run after the line closing time at night has passed. The temporary lining installation process is appropriately performed according to the progress of other processes. As shown in FIG. 4B and FIG. 5, the temporary lining 50 includes a groove portion 51 having a cross-sectional gate shape and a flange portion 52 formed at the lower end portion of the groove portion 51. The groove portion 51 has a cross-sectional gate shape and has a groove shape that opens downward. The groove portion 51 includes a surface portion 53 and a side wall portion 54. The surface portion 53 is a portion constituting the upper end surface of the temporary lining 50, and extends along the traveling direction. The thickness dimension of the surface portion 53 is equivalent to the thickness dimension of the traveling layer 4. When the temporary lining 50 is installed at a predetermined position, the surface height of the surface portion 53 becomes equal to the surface height of the traveling layer 4 of the existing rail 1. The side wall portions 54 are provided in pairs on the left and right, and extend downward from both ends in the width direction of the surface portion 53. The left and right side wall portions 54, 54 are parallel to each other. The thickness dimension of the surface portion 53 and the thickness dimension of the traveling layer 4 do not necessarily have to be the same. In this case, a step is generated between the surface portion 53 and the traveling layer 4, but there is no problem as long as the traveling of the vehicle is not hindered. Further, the temporary lining 50 is not limited to the cross-sectional gate type. Further, the temporary lining 50 appropriately optimizes the shape depending on the presence / absence and arrangement of obstacles adjacent to the track bed.

The flange portions 52 are provided in pairs on the left and right, and project outward from the lower ends of the side wall portions 54, respectively. Bolt through holes 55, 55 ... Are formed in the flange portion 52 at predetermined intervals along the traveling direction. A bolt member 56 for fixing the temporary lining 50 to the bottom slab concrete 2 is inserted into the bolt through hole 55.

In the temporary lining installation process, the temporary lining 50 is put on the roadbed concrete 3 in the middle of construction from which the traveling layer 4 has been removed. Then, the flange portion 52 of the temporary lining 50 is arranged in the drainage ditches 6a and 6b, respectively, and the surface portion 53 is placed on the upper end surface of the roadbed concrete 3. Then, the temporary lining 50 is installed by driving the bolt member 56 from the bolt through hole 55 toward the bottom surface of the drainage grooves 6a and 6b. Since the thickness dimension of the surface portion 53 is the same as that of the removed running layer 4, the surface height of the surface portion 53 is equal to the surface height of the running layer 4 of the existing rail 1.

When the daytime railway business is completed and the next line closing time starts, the temporary lining 50 is removed and the removal process is continued as shown in FIG. 6 (a). Here, the upper end of the roadbed concrete 3 is removed. The upper end of the roadbed concrete 3 is removed by using a cutter or the like to provide slits at a predetermined pitch and then chipping between the slits. The removal height of the roadbed concrete 3 is set to be larger than the thickness dimension of the traveling plate 10. In the present embodiment, the process is set so that the removal work of the upper end portion of the roadbed concrete 3 is completed within the overnight line closing time. When the removal process is completed, the second temporary lining installation process is performed.

In the second temporary lining installation step, as shown in FIG. 6B, sand is laid in the space where the upper end portion of the roadbed concrete 3 was present. The paving sand 60 is laid to the height of the upper end of the roadbed concrete 3 before the upper end is removed, that is, to the height of the lower surface of the surface portion 53 of the temporary lining 50. After that, the temporary lining 50 is put on the roadbed concrete 3 in the middle of construction where the sand 60 is laid. Then, the flange portion 52 of the temporary lining 50 is arranged in the drainage ditches 6a and 6b, respectively, and the surface portion 53 is placed on the paving sand 60. Then, the temporary lining 50 is installed by driving the bolt member 56 from the bolt through hole 55 toward the bottom surface of the drainage grooves 6a and 6b.

When the daytime railway business is completed and the next line closing time starts, the temporary lining 50 is removed and the running board installation process is performed as shown in FIG. 7 (a). The traveling plate installation step is a step of fixing the traveling plate 10 on the roadbed concrete 3 from which the upper portion has been removed via the anchor member 20. In the traveling plate installation process, first, the anchor member 20 is planted at the upper end of the roadbed concrete 3. The anchor member 20 is installed at a position corresponding to the counterbore 11 of the traveling plate 10. The anchor member 20 is installed so that the upper end is at a height located inside the counterbore 11. A height adjusting nut 21 is screwed into the anchor member 20. The height position of the height adjusting nut 21 is adjusted so that the upper surface of the traveling plate 10 is at the same height as the traveling surface of the existing rail 1. After that, the traveling plate 10 is placed on the height adjusting nut 21 while the anchor member 20 is inserted through the through hole 12 of the traveling plate 10, and the traveling plate 10 is arranged above the roadbed concrete 3. Then, the fixing nut 22 is screwed into the upper end portion of the anchor member 20, and the traveling plate 10 is fixed between the height adjusting nut 21 and the fixing nut 22.

Next, the filling material installation process is performed. The filling material installation step is a step of installing the filling material 30 in the gap between the roadbed concrete 3 and the running plate 10. In the filling material installation step of the present embodiment, the grout material is injected as the filling material 30. The grout material is injected by installing formwork (not shown) on the left and right sides of the roadbed concrete 3 and the traveling plate 10 and through an injection hole (not shown) provided in the traveling plate 10. When the grout material is hardened, the repair work of the existing rail 1 is completed. Since the gap between the roadbed concrete 3 and the running plate 10 is small, the hardening time of the grout material can be short.

In the method of repairing the existing rail 1 according to the present embodiment, depending on the situation, a dedicated winch for carrying in / out various materials, a carry-in runway (slope / rail) may be installed on the stairs at the end of the platform. , Install a dedicated simple crane on the platform for the purpose of unloading and unloading materials from the platform to the line. Similarly, on the route, the efficiency of material transportation will be improved by transporting materials using trucks and trolleys.

In the refurbished structure 7 of the existing rail 1 of the present embodiment, the running plate 10 is made of a precast concrete plate, so that the surface (running surface) is smooth. Further, by adjusting the screwing height of the height adjusting nut 21, the traveling plate 10 can be easily installed at a desired height. As described above, according to the repair structure 7 of the existing rail 1 of the present embodiment, the rail having a smooth surface can be formed at a predetermined height and the construction speed can be obtained only by fixing the traveling plate 10 to the anchor member 20. Becomes faster. Further, since the traveling plate 10 is precast, the accuracy is high.

Further, in the present embodiment, since the filling material 30 is filled between the upper end of the roadbed concrete 3 from which the upper portion has been removed and the traveling plate 10, the entire traveling plate 10 can be supported. Therefore, the load of the traveling plate 10 on which the train travels can be dispersed and supported. Further, since the height of the traveling plate 10 can be adjusted in a state where there is a space below, the height adjustment becomes easy.

Further, in the present embodiment, since the counterbore 11 is formed on the surface of the traveling plate 10, the anchor member 20 and the fixing nut 22 do not protrude from the surface of the traveling plate 10. Therefore, the anchor member 20 can be installed even at the position where the wheels of the train travel, and the position of the anchor member 20 is not limited.

According to the method of repairing the existing rail 1 of the present embodiment, since only the upper end portion of the trackbed concrete 3 is removed, the construction time can be shortened as compared with the case of removing the entire trackbed concrete. Further, in the traveling plate installation process, the rail having a smooth surface can be installed at a predetermined height only by fixing the traveling plate 10 with the anchor member 20, so that the construction speed is increased.

In particular, according to the method of repairing the existing rail 1 of the present embodiment, since the temporary lining 50 is provided on the roadbed concrete 3 in the middle of construction, the construction is interrupted even during the construction and during the daytime business hours. You can run the train. Therefore, it is possible to proceed with the construction sequentially within the night line closing time over several days, and it is possible to efficiently carry out the construction within the night line closing time.

Further, since the temporary lining 50 having a cross-sectional gate type is used, the temporary rail can be easily installed only by covering the roadbed concrete 3 in the middle of construction with the temporary lining 50. Further, since the surface portion 53 of the temporary lining 50 has the same height as the existing rail 1, the existing rail 1 before the construction, the temporary lining 50 during the construction, and the new rail (running plate 10) after the construction are used. Can be smoothly run even when the rails are mixed in the extension direction.

Although the embodiment for carrying out the present invention has been described above, the present invention is not limited to the above-described embodiment, and the design can be appropriately changed without departing from the spirit of the present invention. For example, in the above embodiment, the filling material 30 is made of a grout material, but is not limited thereto. As shown in FIG. 8, the filling material 30 may be made of another material such as a rubber pad 31. In this case, the rubber pad 31 is provided with a through hole 32 through which the anchor member 20 is inserted.

The installation work of the rubber pad 31 is performed after the anchor member 20 is installed in the traveling plate installation process and before the traveling plate 10 is installed. Specifically, in the padding material installation process, dry mortar or the like is laid on the installation surface on the roadbed concrete 3, uneven treatment of the chipped surface and rough height adjustment of the installation surface are performed, and then the rubber pad 31 The rubber pad 31 is installed while the anchor member 20 is inserted into the through hole 32 of the above. After that, the traveling plate 10 is installed on the rubber pad 31, and the fixing nut 22 is screwed into the upper end portion of the anchor member 20 to fix the traveling plate 10. At this time, by adjusting the tightening amount of the fixing nut 22, the amount of compression of the rubber pad 31 by the traveling plate 10 is adjusted, and the final height of the traveling plate 10 is adjusted. According to such a configuration, the time for installing the filling material can be shortened as compared with the above-described embodiment because the installation of the formwork and the curing time of the filling material are not required.

Further, in the above-described embodiment, the filling material 30 is provided between the roadbed concrete 3 and the running plate 10, but the present invention is not limited to this. As shown in FIG. 9, the traveling plate 10 may be installed directly on the roadbed concrete 3 without providing the padding material. In this case, after the removal step, the height adjusting step of the roadbed concrete 3 is performed. In the height adjusting step, the height of the upper end surface of the roadbed concrete 3 whose upper part has been removed in the removing step is adjusted. This height adjustment is performed so that the height of the upper surface of the traveling plate 10 installed on the roadbed concrete 3 becomes equal to the height of the traveling surface of the existing rail 1. Further, the upper surface of the roadbed concrete 3 is formed flat. Then, in the traveling plate installation process, the traveling plate 10 is placed directly on the roadbed concrete 3, and the fixing nut 22 is screwed into the upper end portion of the anchor member 20 to fix the traveling plate 10. According to such a configuration, since the filling material installation process is omitted, the construction time can be shortened in the entire construction.

Further, in the above embodiment, the traveling plate 10 is composed of a precast concrete plate, but the traveling plate 10 is not limited to this. The traveling plate 10 may be made of a steel plate or a plurality of resin-made long glass fiber reinforced plastic foams (FFU: Fiber reinforced Foamed Urethane). The FFU is configured by reinforcing a plastic foam made of a rigid urethane resin with long glass fibers as inorganic fibers, and examples thereof include Eslon Neolumbar FFU (manufactured by Sekisui Chemical Co., Ltd.). A running plate 10 having high strength and accuracy can be obtained by using a steel plate or FFU. Further, since the worn running plate, the deteriorated girder member 21, and the bearing 10 can be replaced independently, maintenance becomes easy.

1 Existing rail 3 Roadbed concrete 4 Running layer 7 Repair structure 10 Running board 11 Counterbore 20 Anchor member 30 Filling material 31 Rubber pad 50 Temporary lining 51 Groove 52 Flange 53 Surface 54 Side wall

Claims (11)

It is a repair structure of the existing rail with a running layer formed on the roadbed concrete.
An existing rail repair structure comprising a traveling plate provided in the upper part of the roadbed concrete and the space where the traveling layer was present, and an anchor member for fixing the traveling plate to the roadbed concrete. The modified structure of the existing rail according to claim 1, wherein the traveling plate is made of a precast concrete plate, a steel plate, or a glass long fiber reinforced plastic foam of a resin plywood. The refurbished structure of an existing rail according to claim 1, further comprising a filling material installed between the upper end of the roadbed concrete from which the upper portion has been removed and the traveling board. The modified structure of the existing rail according to claim 3, wherein the filling material is composed of a rubber pad. The existing rail according to any one of claims 1 to 4, wherein a counterbore for accommodating an end portion of the anchor member is formed on the surface of the traveling plate. Construction. It is a method of repairing an existing rail with a running layer formed on the roadbed concrete.
A removal process for removing the upper part of the roadbed concrete and the traveling layer,
A method for repairing an existing rail, which comprises a traveling plate installation process for fixing a traveling plate via an anchor member on the roadbed concrete from which the upper part has been removed. The method for repairing an existing rail according to claim 6, further comprising an interstitial material installation process for installing an interstitial material between the upper end of the roadbed concrete from which the upper portion has been removed and the traveling plate. The method for repairing an existing rail according to claim 6, further comprising a height adjusting step for adjusting the height of the upper end surface of the roadbed concrete from which the upper portion has been removed before the running plate installation step. A claim is characterized in that a temporary lining installation process for installing a temporary lining having a surface portion having a height equal to the surface height of the existing running layer is further provided above the roadbed concrete in the middle of construction. The method for repairing an existing rail according to any one of claims 6 to 8. The method for repairing an existing rail according to claim 9, wherein in the temporary lining installation step, a temporary lining with a cross-section gate is covered with the roadbed concrete in the middle of construction. The method for repairing an existing rail according to claim 9 or 10, wherein in the temporary lining installation step, asphalt is laid on the upper portion of the temporary lining to form a running surface.

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