JP2542273B2 - Bridge sleepers - Google Patents
Bridge sleepersInfo
- Publication number
- JP2542273B2 JP2542273B2 JP2136544A JP13654490A JP2542273B2 JP 2542273 B2 JP2542273 B2 JP 2542273B2 JP 2136544 A JP2136544 A JP 2136544A JP 13654490 A JP13654490 A JP 13654490A JP 2542273 B2 JP2542273 B2 JP 2542273B2
- Authority
- JP
- Japan
- Prior art keywords
- sleeper
- load receiving
- bridge
- width
- load
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Bridges Or Land Bridges (AREA)
Description
【発明の詳細な説明】 ＜産業上の利用分野＞ 本発明は橋桁式の軌道曲線部に使用する橋枕木に関す
るものである。The present invention relates to a bridge sleeper used in a bridge girder type track curve section.
＜従来の技術＞ 鉄道軌道においては、列車荷重に起因する漸次的な人
工的破壊が避けられず、列車荷重を路盤によく分散させ
ることが、当該人工的破壊を軽減し、軌道狂いを抑制す
るうえに不可欠であり、ひいては、保守点検工数の軽
減、軌道修正費の軽減、あるいは列車動揺の軽減等が可
能となる。<Prior art> In railway tracks, gradual artificial destruction due to train load is unavoidable, and it is necessary to disperse the train load well on the roadbed to reduce the artificial destruction and suppress track deviation. In addition, it is possible to reduce maintenance and inspection man-hours, reduce track correction costs, and reduce train sway.
鉄道軌道においては、通常、路盤上に道床を設け、該
道床上に所定の間隔で枕木を配置し、枕木上にレールを
支承させている。この軌道における輪重の支承状態は、
レールが車両を直接支持し、枕木がレールからの圧力を
道床に分布し、道床が枕木からの圧力を路盤に分布する
ことにあり、道床、路盤における圧力分布を分散させる
ほど、列車通過時の衝撃吸収、軌道狂いの発生防止に有
効である。In a railroad track, usually, a roadbed is provided on the roadbed, sleepers are arranged at predetermined intervals on the roadbed, and rails are supported on the sleepers. The bearing condition of the wheel load on this track is
The rail directly supports the vehicle, the sleepers distribute the pressure from the rail to the roadbed, and the roadbed distributes the pressure from the sleeper to the roadbed.The more the pressure distribution on the roadbed and the roadbed is distributed, the more It is effective in absorbing shock and preventing track deviation.
而るに、上記鉄道軌道においては、実際には、枕木間
でもレールが道床に接している。従って、力学的には、
はりの全長が連続した平面的な基礎のうえに支えられて
いることになり、上記輪重によるレールの枕下量ｙ、あ
るいは道床または枕木から受ける圧力ｐは、ほぼ次式 ｐ＝ky …… で与えられる（EIはレールの曲げ剛性、ｋはレール枕下
係数すなわち、レールが単位深さ枕下したときの反力係
数）。而して、輪重をＷ、輪重作用点をｘ＝Ｏとすれ
ば、ｘ＝０で 並びに ｘ→∞でｙ＝０の境界条件から、 ｙ＝Ae−βｘ（cosβｘ＋sinβｘ） …… ただし、 となり、従って、 となる。In the railroad track, however, the rail actually contacts the track even between the sleepers. Therefore, mechanically,
The total length of the beam is supported on a continuous flat foundation, and the rail down pillow amount y due to the wheel load or the pressure p received from the roadbed or sleepers is approximately It is given by p = ky ... (EI is the bending rigidity of the rail, and k is the rail pillow coefficient, that is, the reaction force coefficient when the rail is pillowed to a unit depth). Then, if the wheel load is W and the wheel load point is x = O, then x = 0 And From the boundary condition of y = 0 when x → ∞, y = Ae− βx (cosβx + sinβx) And therefore, Becomes
式において、Ｐがほぼ０になる位置をx1とすると、
輪重Ｗがｘ＝０を中心として-x1〜+x1の範囲内に分散さ
れることになる。In the formula, when the position where P is almost 0 is x 1 ,
Wheel load W is about the x = 0 - will be distributed in the range of x 1 ~ + x 1.
而して、道床及び枕木が受ける圧力が小となり、道床
や枕木の変形を軽減でき、軌道狂いを抑制し得、補修頻
度を軽減できるのである。Thus, the pressure exerted on the base and sleepers becomes small, deformation of the base and sleepers can be reduced, track deviation can be suppressed, and repair frequency can be reduced.
＜解決しようとする課題＞ ところで、軌道曲線部においては、遠心力に対する車
輌バランスのために外軌側のレール高さを内軌側のレー
ル高さより高くする必要があり、従来、橋梁において
は、枕木を橋桁で支持し、外軌側の橋桁高さを内軌側の
橋桁高さよりも高くしている。 しかしながら、かかる
軌道構造においては、道床（バラスト道床）が存在せ
ず、バラスト道床による輪重圧力の分散緩和が行われ得
ないこと、枕木間でのレールと橋桁との間に間隙が存在
し枕木間での道床によるレール支承が行われ得ないこと
等のために、上記した道床使用の通常の軌道構造に較
べ、力学的に過酷な条件に曝される。<Problems to be solved> By the way, in the track curve portion, it is necessary to make the rail height on the outer gauge side higher than the rail height on the inner gauge side in order to balance the vehicle against centrifugal force. The sleepers are supported by the bridge girders, and the height of the bridge girders on the outer gauge side is higher than the height of the bridge girders on the inner gauge side. However, in such a track structure, there is no track bed (ballast track bed), and it is not possible to disperse and relieve the wheel load pressure by the ballast track bed, and there is a gap between the rail and the bridge girder between the sleepers. Because of the fact that rail support by the roadbed cannot be performed between the roadbeds, it is exposed to mechanically severer conditions than the above-described normal track structure using the roadbed.
従来、橋桁式軌道において、弾性枠内に硬化性樹脂含
浸グラウト材を有するパッドを橋桁上面に置き、その上
に枕木を所定の高さで配設し、樹脂を硬化させることに
より枕木を所定の高さで据え付けて硬化性樹脂の接着性
による据付け安定化や作業の容易化を図ることが提案さ
れているが（特公昭60−33921号公報）、この場合も、
バラスト道床の不存在による力学的過酷さは依然と存在
するほか、バラスト道床による輪重荷重の緩和がないこ
と、レール間での枕木の道床による支承がなく枕木と橋
桁との結着箇所に大きな曲げモーメントが作用すること
等のために、上記硬化性樹脂含浸グラウト材と橋桁との
密着界面が剥離し易く、接着による据付け安定性を長期
間保持し難い懸念もある。Conventionally, in a bridge girder type track, a pad having a curable resin-impregnated grout material in an elastic frame is placed on the bridge girder upper surface, a sleeper is arranged at a predetermined height on the pad, and the sleeper is fixed to a predetermined position by curing the resin. It has been proposed to install at a height so as to stabilize the installation and facilitate work by the adhesiveness of the curable resin (Japanese Patent Publication No. Sho 60-33921), but in this case as well,
The mechanical harshness due to the absence of the ballast track still exists, and there is no relief of the wheel load due to the ballast track, and there is no support for the railroad track between rails, and there is a large amount of tie between the sleeper and the bridge girder. Due to the action of a bending moment and the like, the adhesive interface between the curable resin-impregnated grout material and the bridge girder is likely to peel off, which may make it difficult to maintain the installation stability by adhesion for a long period of time.
本発明の目的は、橋桁式軌道でも輪重圧力を充分に分
散させ得て軌道狂いをよく抑制できる橋枕木を提供する
ことにある。An object of the present invention is to provide a bridge sleeper that can sufficiently disperse wheel load pressure even in a bridge girder type track and can suppress track deviation well.
＜課題を解決するための手段＞ 本発明に係る橋枕木は、軌道両側の橋桁の少なくとも
一方に載置される合成木材製または天然木材製の荷重受
け材と該荷重受け材を介して橋桁間に傾斜状態で跨設さ
れる枕木本体とを有し、荷重受け材の巾を枕木本体巾の
1.4倍〜2.0倍としたことを特徴とする構成、若しくは軌
道両側の橋桁の少なくとも一方に載置される合成木材製
または天然木材製の荷重受け材と該荷重受け材を介して
橋桁間に傾斜状態で跨設される枕木本体とを有し、荷重
受け材上端の巾を枕木本体巾に等しくし、荷重受け材の
下端巾を枕木本体巾の1.4倍〜2.0倍としたことを特徴と
する構成であり、荷重受け材の巾を荷重受け材高さより
も大きくすることが好ましい。<Means for Solving the Problems> A bridge sleeper according to the present invention includes a load bearing member made of synthetic wood or natural wood placed on at least one of the bridge girders on both sides of the track, and between the bridge girders via the load bearing member. Has a sleeper body that is laid over in an inclined state, and the width of the load receiving material
A structure characterized by 1.4 times to 2.0 times, or a load bearing material made of synthetic wood or natural wood placed on at least one of the bridge girders on both sides of the track and an inclination between the bridge girders via the load bearing material The width of the upper end of the load receiving material is equal to the width of the main body of the sleeper, and the lower end width of the load receiving material is 1.4 to 2.0 times the width of the main body of the sleeper. It is preferable that the width of the load receiving member is larger than the height of the load receiving member.
＜実施例の説明＞ 以下、図面により本発明の実施例を説明する。<Description of Embodiments> Hereinafter, embodiments of the present invention will be described with reference to the drawings.
第１図Ａは本発明の枕木を用いた橋桁式軌道を示す斜
視図、第１図Ｂは同上軌道を示す正面図、第１図Ｃは同
上軌道を示す側面図である。第１図Ａ乃至第１図Ｃにお
いて、11・12は橋桁であり、橋桁の高さは同じである。
２は本発明に係る枕木であり、各橋桁上に載置される荷
重受け材21・22と、これらの荷重受け材を介して橋桁間
に跨設される枕木本体20とを有し、これらの間は一体化
してある。各荷重受け材21.22の巾W1は枕木本体20の巾W
2の1.4倍〜2.0倍としてある。また、一方の荷重受け材2
1の高さを他方の荷重受け材22の高さよりも高くしてあ
る。従って、枕木本体20は橋桁間に傾斜状態で跨設され
ている。３はフックボルトであり、第２図に示すよう
に、荷重受け材21・（22）並びに枕木本体20に挿通し、
フック部31を橋桁に係止し、ナット32の締付けによって
枕木を橋桁に固定している。４・４は枕木上に固定した
レールである。５はレール間に敷設した歩み板であり、
省略することもできる。上記枕木には、天然木材、或い
は合成木材、例えば、長手方向に連続の長繊維（例え
ば、ガラスロービング）に熱硬化樹脂発泡体（例えば、
硬質ウレタン樹脂）を含浸したものを使用でき、橋桁に
は、通常、鉄を使用する。FIG. 1A is a perspective view showing a bridge girder type track using the sleepers of the present invention, FIG. 1B is a front view showing the same track, and FIG. 1C is a side view showing the same track. In FIGS. 1A to 1C, 11 and 12 are bridge girders, and the heights of the bridge girders are the same.
2 is a sleeper according to the present invention, which has load bearing members 21 and 22 placed on each bridge girder, and a sleeper main body 20 spanned between the bridge girders via these load bearing members, The spaces are integrated. The width W 1 of each load bearing member 21.22 is the width W of the sleeper body 20.
It is 1.4 times to 2.0 times that of 2 . Also, one load receiving material 2
The height of 1 is made higher than the height of the other load receiving member 22. Therefore, the sleeper body 20 is laid across the bridge girders in an inclined state. Reference numeral 3 denotes a hook bolt, which is inserted into the load receiving members 21 (22) and the sleeper main body 20 as shown in FIG.
The hook portion 31 is locked to the bridge girder and the sleeper is fixed to the bridge girder by tightening the nut 32. Numeral 4 is a rail fixed on the sleeper. 5 is a walking board laid between the rails,
It can be omitted. The sleepers include natural wood or synthetic wood, for example, continuous long fibers in the longitudinal direction (for example, glass roving) and thermosetting resin foam (for example,
Hard urethane resin) can be used for impregnation, and iron is usually used for the bridge girder.
上記において、レール４に輪重が作用すると、枕木本
体20及び荷重受け材21に圧縮応力が発生し、かかる応力
下、その輪重圧力が橋桁12に伝達される。この場合、第
１図Ｃに示すように荷重受け材21の上面に作用する圧縮
応力（圧力）をτ０、下面に作用する圧縮応力（圧力）
をτ１とすると、ほぼ W2τ０＝τ1W1 …… が成立し、ほぼ τ１＝W2τ0/W1…… となる。そして、前記したように、W2はW1の1/1.4〜1/2
であるから、荷重受け材21の下面に作用する圧力を荷重
受け材21の上面に作用する圧力のほぼ1/1.4〜1/2に低減
される。In the above, when wheel load acts on the rail 4, compressive stress is generated in the sleeper main body 20 and the load receiving member 21, and the wheel load pressure is transmitted to the bridge girder 12 under such stress. In this case, as shown in FIG. 1C, the compressive stress (pressure) acting on the upper surface of the load receiving member 21 is τ 0 , and the compressive stress (pressure) acting on the lower surface.
And is referred to as τ 1, almost W 2 τ 0 = τ 1 W 1 ...... is established, is almost τ 1 = W 2 τ 0 / W 1 ....... And, as mentioned above, W 2 is 1 / 1.4-1 / 2 of W 1.
Therefore, the pressure acting on the lower surface of the load receiving member 21 is reduced to about 1 / 1.4 to 1/2 of the pressure acting on the upper surface of the load receiving member 21.
従って、荷重受け材21によって、輪重圧力を分散させ
て荷重受け材21に作用する圧縮応力を緩和し得ると共に
荷重受け材21と橋桁12との接触界面に作用する圧力を緩
和し得る。而して、列車通過に伴い荷重受け材21に繰返
し作用する圧縮応力並びに繰返し接触圧力変動に対する
荷重受け材の疲労を充分に抑制でき、荷重受け材に安定
な道床としての作用を営まし得、軌道狂いの発生をよく
防止できる。Therefore, the load bearing member 21 can disperse the wheel load pressure to relieve the compressive stress acting on the load bearing member 21, and can relieve the pressure acting on the contact interface between the load bearing member 21 and the bridge girder 12. Thus, it is possible to sufficiently suppress the fatigue of the load bearing material against the compressive stress repeatedly acting on the load bearing material 21 as the train passes and the repeated contact pressure fluctuations, and it is possible to operate the load bearing material as a stable bed. It is possible to prevent the occurrence of deviation in the track.
本発明において、荷重受け材21の巾を枕木本体20の巾
の1.4倍〜2.0倍とした理由は、1.4倍以下では上記した
圧力分散の効果が不充分であり、2.0倍以上では、荷重
受け材間の衝突のために配置が困難となる。上記枕木本
体と荷重受け材とは予め一体化しておくことが取扱上便
利であり、その一体化には通常、接着剤、例えば、エポ
キシ系接着剤を使用するが、釘、大ネジ、ボルト・ナッ
ト等により一体化することもできる。更に、第３図に示
すように、枕木本体20に溝23を設け、この溝23に荷重受
け材21・（22）を嵌合することもできる。この嵌合と接
着、釘、木ネジまたはボルト・ナットとを併用すること
もできる。上記荷重受け材に合成木材を使用する場合、
枕木本体の長繊維の方向と荷重受け材の長繊維の方向と
を互に直角方向とすることが好ましい。また、荷重受け
材を合成木材製とする場合、多層構造とし、かつ互に下
上に接する層の長繊維の方向を互に直角方向とすること
ができる。荷重受け材の長さ（第２図において、ｌで示
す）は橋桁のプレート巾よりやや長くしてボルト挿通孔
30を確保する必要があり、通常、橋桁プレート巾の約1.
5〜2.5倍であり、約2.0倍とすることが好ましい。荷重
受け材の下面には、第４図に示すように、橋桁のプレー
ト部に嵌合させるための切欠並びに溝24を設けることも
できる。In the present invention, the reason why the width of the load receiving member 21 is 1.4 times to 2.0 times the width of the sleeper main body 20 is that the effect of the pressure dispersion described above is insufficient at 1.4 times or less, and at 2.0 times or more, the load receiving Placement becomes difficult due to collision between materials. It is convenient in handling to integrate the sleeper body and the load receiving material in advance. Usually, an adhesive, for example, an epoxy adhesive is used for the integration, but nails, large screws, bolts, It can also be integrated with a nut or the like. Further, as shown in FIG. 3, it is possible to provide a groove 23 in the sleeper main body 20 and fit the load receiving members 21 (22) into the groove 23. This fitting can also be used in combination with adhesive, nails, wood screws or bolts and nuts. When using synthetic wood for the above load receiving material,
It is preferable that the direction of the long fibers of the sleeper main body and the direction of the long fibers of the load receiving material are perpendicular to each other. When the load receiving member is made of synthetic wood, it may have a multi-layer structure, and the long fibers of the layers in contact with each other may be perpendicular to each other. The length of the load receiving material (indicated by l in Fig. 2) is slightly longer than the plate width of the bridge girder, and the bolt insertion hole
It is necessary to secure 30 and usually about 1.
It is 5 to 2.5 times, preferably about 2.0 times. As shown in FIG. 4, the lower surface of the load receiving member may be provided with notches and grooves 24 for fitting with the plate portion of the bridge girder.
本発明に係る橋枕木においては、第５図に示すよう
に、枕木本体の外軌側にのみ荷重受け材21を設け、内軌
側は高さ調整用の溝25のみを設け、この溝25において橋
桁12に支持してもよい。また、第６図に示すように、内
軌側の高さ調整用に溝を設けずに、所定寸法だけ切断し
た水平面26で橋桁12に支持してもよい。また、第７図に
示すように、内軌側荷重受け材22の巾を枕木本体20の巾
に等しくしてもよい。上記外軌側荷重受け材の高さと巾
の関係は軸圧に対する安定性から定める必要があり、特
に、荷重受け材の高さが枕木本体の高さよりも大である
ときに重要となる。而して、第８図に示すように、軌道
のレールには、こう配区間の車両重量による平行成分、
動力車の力行または制動力、曲線通過時の転向時に生ず
る車輪の滑りによる摩擦力の平成成分等が軸力として作
用し、この軸力Ｈが荷重受け材21・22を転倒させようと
するモーメントM1（転倒支点はＡ）はM1＝（h1＋h2）Ｈ
であり、一方、輪重Ｆにより、上記転倒に抵抗するモー
メントM2は であり、転倒に対する安全率Ｓは、 であり、この安全率を高め、かつフックボルト（第１図
Ｂにおける３）の負担を軽くするために、W1はh1、h2よ
りも大きくすることが有効である。In the bridge sleeper according to the present invention, as shown in FIG. 5, the load bearing member 21 is provided only on the outer rail side of the sleeper body, and only the height adjusting groove 25 is provided on the inner rail side. The bridge girder 12 may be supported at. Further, as shown in FIG. 6, it is also possible to support the bridge girder 12 on a horizontal plane 26 cut by a predetermined size without providing a groove for height adjustment on the inner rail side. Further, as shown in FIG. 7, the width of the inner rail side load receiving member 22 may be equal to the width of the sleeper main body 20. It is necessary to determine the relationship between the height and width of the outer rail side load receiving member from the stability against axial pressure, and it is particularly important when the height of the load receiving member is larger than the height of the sleeper body. Then, as shown in FIG. 8, the rail of the track has a parallel component due to the vehicle weight in the gradient section,
The power running or braking force of the motor vehicle, the Heisei component of the frictional force due to wheel slippage that occurs when turning when passing a curve, etc. act as an axial force, and this axial force H causes the load receiving members 21 and 22 to fall. M 1 (the fall fulcrum is A) is M 1 = (h 1 + h 2 ) H
On the other hand, due to the wheel load F, the moment M 2 that resists the above-mentioned fall is And the safety factor S against a fall is Therefore, in order to increase the safety factor and reduce the load on the hook bolt (3 in FIG. 1B), it is effective to make W 1 larger than h 1 and h 2 .
本発明に係る橋枕木は上記したように、荷重受け材の
巾を枕木本体の巾よりも広くし、この荷重受け材により
輪重圧力を分散しつつ橋桁に伝搬することによって列車
通過時の衝撃を効果的に吸収するものであり、荷重受け
材における圧力の分布状態は概ね第１図Ｃの点線で示す
通りであって、この分布に応じ、第９図に示すように荷
重受け材21・（22）の上端を枕木本体20の巾に等しく
し、荷重受け材下端を枕木本体の巾より広くすることも
できる。As described above, the bridge sleepers according to the present invention have the width of the load receiving material wider than the width of the main body of the sleepers, and the load receiving material disperses the wheel load pressure and propagates to the bridge girder to cause an impact when passing through the train. Is effectively absorbed, and the pressure distribution in the load receiving member is approximately as shown by the dotted line in FIG. 1C, and according to this distribution, as shown in FIG. The upper end of (22) can be made equal to the width of the sleeper main body 20, and the lower end of the load receiving member can be made wider than the width of the sleeper main body.
＜発明の効果＞ 本発明に係る橋枕木は上述した通りの構成であり、荷
重受け材内で輪重圧力を充分に分散させ得、列車通過に
伴い荷重受け部材に繰返し作用する圧縮応力及び橋桁と
の接触界面に繰返し作用する圧力を充分に緩和し得、荷
重受け材の疲労を、その応力・圧力の緩和と合成木材ま
たは天然木材の優れた機械的強度のために充分に抑制し
て荷重受け材に充分に安定な道床としての機能を営まし
得る。<Effects of the Invention> The bridge sleeper according to the present invention has the configuration as described above, and can sufficiently disperse the wheel load pressure in the load bearing member, and compressive stress and bridge girder that repeatedly act on the load bearing member as the train passes. The pressure that repeatedly acts on the contact interface with can be sufficiently relaxed, and the fatigue of the load bearing material is sufficiently suppressed for the relaxation of the stress and pressure and the excellent mechanical strength of synthetic wood or natural wood. It can function as a stable ballast for the receiving material.
更に、列車通過に伴い枕木に繰返し作用する曲げモー
メントに対しても、枕木と橋桁との間に介在する荷重受
け材が合成木材または天然木材のために緩衝材として作
用し枕木に作用する曲げ応力が緩和されること、接着剤
固定に依存するところがなく、従って、接着面剥離によ
る枕木据付けの不安定化の問題がないこと等の点から
も、力学的な安定化を図り得る。In addition, even with respect to the bending moment that repeatedly acts on the sleepers as the train passes, the bending stress acting on the sleepers due to the load bearing material interposed between the sleepers and the bridge girder acting as a cushioning material for synthetic wood or natural wood. Can be relaxed, there is no point to rely on adhesive fixing, and therefore there is no problem of destabilizing sleeper installation due to peeling of the adhesive surface, etc., so that mechanical stabilization can be achieved.
従って、本発明に係る橋枕木によれば、橋桁式軌道で
あっても、軌道狂いの発生をよく抑制でき、補修頻度を
充分に低減できる。Therefore, according to the bridge sleeper of the present invention, the occurrence of track deviation can be well suppressed even in the bridge girder type track, and the repair frequency can be sufficiently reduced.
第１図Ａは本発明に係る枕木を使用した橋桁式軌道を示
す斜視図、第１図Ｂ並びに第１図Ｃはそれぞれ第１図Ａ
の正面図並びに側面図、第２図は第１図Ｂにおけるフッ
クボルト締付部の詳細を示す説明図、第３図、第４図、
第５図、第６図並びに第７図はそれぞれ本発明の別実施
例を示す説明図、第８図は本発明枕木における転倒安定
性を示す説明図、第９図は本発明の他の別実施例を示す
説明図である。 20……枕木本体、21・22……荷重受け材FIG. 1A is a perspective view showing a bridge girder type track using sleepers according to the present invention, and FIGS. 1B and 1C are respectively FIG. 1A.
And FIG. 2 is an explanatory view showing details of the hook bolt tightening portion in FIG. 1B, FIG. 3, FIG.
5, 6 and 7 are explanatory views showing another embodiment of the present invention, FIG. 8 is an explanatory view showing the fall stability of the sleeper of the present invention, and FIG. 9 is another example of the present invention. It is explanatory drawing which shows an Example. 20 …… sleeper body, 21 ・ 22 …… load receiving material
───────────────────────────────────────────────────── フロントページの続き (72)発明者 工藤 幸一 香川県高松市昭和町２丁目５番５―12号 (72)発明者 近藤 孝信 滋賀県栗太郡栗東町安養寺５丁目８番32 号 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Koichi Kudo, 2-5-5-12 Showa-cho, Takamatsu-shi, Kagawa (72) Takanobu Kondo 5-32-32, Anyoji, Ritto-cho, Kurita-gun, Shiga
Claims (3)
れる合成木材製または天然木材製の荷重受け材と該荷重
受け材を介して橋桁間に傾斜状態で跨設される枕木本体
とを有し、荷重受け材の巾を枕木本体巾の1.4倍〜2.0倍
としたことを特徴とする橋枕木。1. A load receiving member made of synthetic wood or natural wood, which is placed on at least one of the bridge girders on both sides of the track, and a sleeper main body which is laid in an inclined state between the bridge girders via the load receiving member. A bridge sleeper characterized in that the width of the load receiving material is 1.4 to 2.0 times the width of the main body of the sleeper.
れる合成木材製または天然木材製の荷重受け材と該荷重
受け材を介して橋桁間に傾斜状態で跨設される枕木本体
とを有し、荷重受け材上端の巾を枕木本体巾に等しく
し、荷重受け材の下端巾を枕木本体巾の1.4倍〜2.0倍と
したことを特徴とする橋枕木。2. A load receiving material made of synthetic wood or natural wood, which is placed on at least one of the bridge girders on both sides of the track, and a sleeper main body which is laid across the bridge girders in an inclined state via the load receiving material. A bridge sleeper characterized in that the width of the upper end of the load receiving material is made equal to the width of the main body of the sleeper, and the lower end width of the load receiving material is 1.4 to 2.0 times the width of the main body of the sleeper.
受け材の巾を荷重受け材高さよりも大きくしたことを特
徴とする橋枕木。3. A bridge sleeper according to claim 1 or 2, wherein the width of the load receiving member is larger than the height of the load receiving member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2136544A JP2542273B2 (en) | 1990-05-25 | 1990-05-25 | Bridge sleepers |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2136544A JP2542273B2 (en) | 1990-05-25 | 1990-05-25 | Bridge sleepers |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0430001A JPH0430001A (en) | 1992-02-03 |
| JP2542273B2 true JP2542273B2 (en) | 1996-10-09 |
Family
ID=15177684
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2136544A Expired - Fee Related JP2542273B2 (en) | 1990-05-25 | 1990-05-25 | Bridge sleepers |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2542273B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0646001U (en) * | 1992-11-26 | 1994-06-24 | 積水化学工業株式会社 | Sleepers |
| CN114687386B (en) * | 2020-12-28 | 2023-04-07 | 中铁二院工程集团有限责任公司 | Method for determining allowable bearing capacity of railway subgrade |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6033921A (en) * | 1983-08-05 | 1985-02-21 | Mitsubishi Heavy Ind Ltd | Pulling device for oil fence |
-
1990
- 1990-05-25 JP JP2136544A patent/JP2542273B2/en not_active Expired - Fee Related
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6033921A (en) * | 1983-08-05 | 1985-02-21 | Mitsubishi Heavy Ind Ltd | Pulling device for oil fence |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0430001A (en) | 1992-02-03 |
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