JP3406704B2 - Railroad crossing pavement structure - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a level crossing pavement structure installed at a plane intersection between a railroad track and a road.

[0002]

2. Description of the Related Art At a level intersection where a railroad track and a road intersect, in order to facilitate road traffic, the track portion is raised to the level of road pavement with various paving materials, and the level crossing pavement is smoothly connected to the road pavement. Is installed. Railroad crossings are required to allow safe and smooth road traffic, and do not hinder train operation.

In the level crossing pavement, both train load and road load are applied, so that both track failure and pavement failure may occur. For this reason, railroad crossings require frequent track maintenance work. In the maintenance work of the track on the level crossing, the leveling pavement must be removed so that the track can be repaired, and the leveling pavement must be restored after the repair is completed.

As the level crossing pavement, floor board pavement, concrete block pavement, asphalt pavement, and articulated track pavement are generally used.

The floorboard pavement is one in which floorboards made of old sleepers and the like are arranged along the track direction and each floorboard is fixed to the sleepers with four-headed nails or the like, which has a relatively small traffic volume and a narrow width crossing. Has been adopted by. Although this pavement pavement is easy to remove and restore, the pavement may be artificially damaged during removal and restoration, and there is a problem with durability.

In concrete block pavement, concrete blocks are laid side by side at the railroad crossing, and guard rails along the rails are arranged inside the concrete block via a wooden cushioning material. This concrete block pavement has relatively high strength and has the advantage that it can withstand the load of automobiles sufficiently and that it can follow the unevenness of the rail surface due to the train load to some extent. . For this reason, it is most widely adopted.

However, since the concrete block, the guard rail, and the cushioning material must be combined, not only a high level of technical skill is required for processing and laying the material, but also a great deal of time and labor are required for removal and restoration. There is a problem. Moreover, since the wooden cushioning material is used, there is a problem in the abrasion resistance. Furthermore, the cushioning material may be damaged when pulling out the four-headed nail during removal, and there is a problem in durability. Since the cushioning material is expensive, there is also a problem of impairing economic efficiency.

[0008] Asphalt pavement is adopted when the railroad crossing pavement that was a concrete block pavement is removed and restored, and when the traffic volume of the level crossing of the concrete block pavement decreases or when the restoration time is restricted. First, the asphalt is filled after removing the concrete block part. It has a simple structure and has the advantage that there are no steps on the level crossing and the car can run smoothly.However, as the load on roads and trains increases, the asphalt surface cracks. Occurs, and the settlement is accelerated, so that there is a problem in durability. Also, once asphalt pavement is adopted,
In order to remove the asphalt pavement, the asphalt must be destroyed, and the destroyed asphalt cannot be reused, and there is a problem that the economy is impaired.

The articulated track pavement has a tense structure in which integrally molded concrete slabs having grooves for rails on the road surface are laid along the track direction and connected by steel rods. The rail is placed in the groove and fastened integrally with the concrete slab slab. Such an articulated track pavement
Compared with floor pavement, concrete block pavement, and asphalt pavement, it has the advantage of being extremely high in strength and requiring almost no repair work.

[0010]

Since the articulated track pavement has such advantages, it is frequently used for railroad crossings with a large amount of road traffic. However, in the case of new installation,
In addition to requiring special expertise, it is necessary to block vehicles for a long time, which is difficult to apply at railroad crossings with a large number of trains and road traffic. Also, while it is difficult to break, once it is damaged, it is difficult to repair it.
There is also a drawback that the initial investment amount is very large.

At present, the progress of track destruction is becoming a problem as the speed of trains increases. Another problem is that the destruction of tracks and railroad crossings is being promoted due to the increase in road traffic and the increase in road load due to the increase in size of vehicles accompanying the improvement of roads. For this reason, it is necessary to frequently carry out track maintenance and level crossing pavement maintenance, but on the other hand, due to an increase in road traffic, it is becoming difficult to carry out vehicle suspension for a long time.

The present invention solves such a problem, and its purpose is safe not only for level crossing passengers but also for train operation, high strength and durability, and removal and restoration. Can be carried out at low cost with a small number of people in a short time, and furthermore, the pavement surface is smooth,
It is to provide a level crossing pavement structure that allows smooth passage of roads.

[0013]

The railroad crossing pavement structure of the present invention comprises an inner rail fixing plate fixed in a state orthogonal to each sleeper at the central portion of each sleeper located between the widths of the railroad crossings, and each sleeper. A pair of outer rail fixing plates fixed to each sleeper in a state orthogonal to each sleeper, and fitted between the inner rail fixing plate and each rail, and the upper surface of the rail crossing At a level of the rail top surface, the inner rail paving member is fitted between the inner rail paving member and the pair of inner rail paving members supported on the sleepers so that the inner rail paving members are in contact with the respective rails. As described above, the inner track fixing plate removably mounted on the inner track fixing plate and the outer track fixing plates and the respective rails are fitted to each other, and the upper surface is the rail upper surface between the crossing widths. A pair of outer rail pavement members supported on the sleepers so as to be at the same level, and the outer rails. An outer track holding plate that is placed on a fixed plate and is detachably attached to each outer track fixing plate so that each outer track pavement member is in contact with a rail. By doing so, the above object is achieved.

The inner track pavement member has an inner track pavement upper plate whose upper surface is at the same level as the upper surface of the rail, and recesses formed on the sides of the inner track pavement member facing the sleepers and adjacent to the rails. The inner track paving middle plate integrally attached to the lower surface of the inner track paving upper plate so that the side portion between the rails enters between the head and the bottom of the rail, and is placed on each sleeper. As described above, the inner track paving lower plate is integrally attached to the lower surface of the inner track paving middle plate, and the outer track paving member has the upper surface at the same level as the rail upper surface. The outer rail paving top plate and recesses are formed in the side portions close to the rails facing the sleepers, and the side portions between the recesses are inserted so that the side portions enter between the head portion and the bottom portion of the rail. Multiple inner track pave outer plates integrally attached to the bottom surface of the track pave top plate, and on each sleeper It preferably has a plurality of outer 軌舗 instrumentation lower plate which is mounted integrally on the lower surface of the outer trajectories paving in plate as location.

Further, preferably, the inner track pavement upper plate, the inner track pavement middle plate and the inner track pavement lower plate of the inner track pavement member are made of fiber reinforced plastic, and the outer track pavement upper plate of the outer track pavement member. The outer track pavement middle plate and outer track pavement bottom plate are made of fiber reinforced plastic.

The fiber reinforced plastic is preferably a thermosetting resin foam reinforced with long fibers embedded in the longitudinal direction. The thermosetting resin foam preferably has a density of 0.6 to 1.0 g / cm ³ and a reinforcing filament content of 40 to 60% by weight. As the long fibers, both inorganic and organic substances can be used, but glass fibers are preferably used. The thermosetting resin foam is not particularly limited as long as it is a thermosetting resin capable of molding a hard resin foam, but a hard urethane resin or a hard polyester resin having foamability is given, It is particularly suitable.

Density 0.74, reinforcing long fiber content 50
The glass fiber reinforced hard urethane resin foam of weight% has a bending strength of 1200 kgf / cm ² and a bending Young's modulus of 9
It has a high strength of 50,000 kgf / cm ^2, and is particularly suitable for use in the level crossing pavement structure of the present invention.

Further, the inner track pavement upper plate of the inner track pavement member has a predetermined guard ring interval on the side surface close to the rail, and the inner track pavement exposed within the guard ring interval. It is preferable that a guard ring plate is arranged on the upper surface of the middle plate.

Furthermore, it is preferable that a guard rail is embedded in a corner between a side surface of the inner track pavement member adjacent to the rail and an upper surface adjacent to the side surface of the inner track pavement upper plate.

[0020]

In the railroad crossing pavement structure of the present invention, each outer rail pavement member and each inner rail fixing plate and each pair of outer rail fixing plates are fixed to each sleeper arranged within the width of the railroad crossing. The track paving member is fitted between each rail and each outer track fixing plate and each rail and each inner track fixing plate, and each outer track holding plate is attached to each outer track fixing plate, and the inner track holding plate is also attached. Is attached to the inner track fixing plate.

Each outer rail holding plate fixes each outer rail paving member in contact with each rail, and the inner rail holding plate fixes each inner rail paving member in contact with each rail.

When removing such a railroad crossing structure,
Each outer rail holding plate and inner rail holding plate is removed from each outer rail fixing plate and inner rail fixing plate. Thereby, each outer rail pavement member and each inner rail fixing member can be easily removed.

The inner rail paving middle plate of each inner rail paving member and the outer rail paving middle plate of each outer rail paving member enter between the head portion and the bottom portion of the rail, so that the rails are kept between the sleepers. It is supported at the bottom of the pavement member, and the support strength of each pavement member is improved. Each inner track pavement member and outer track pavement member,
By using the fiber reinforced plastic, the weight is significantly reduced and the workability is significantly improved.

[0024]

Embodiments of the present invention will now be described in detail with reference to the drawings.

FIG. 1 is a partially cutaway plan view showing an example of the level crossing pavement structure of the present invention, FIG. 2 is a sectional view taken along the line AA of FIG. 1, and FIG. 3 is a sectional view taken along the line BB of FIG. is there.

The railroad crossing pavement structure of the present invention is arranged in a railroad crossing provided with a predetermined width at the intersection of the track 60 and the road. The track 60 is configured by laying a pair of rails 62 in a state orthogonal to each sleeper 61 on a large number of sleepers 61 arranged in parallel with each other at a predetermined interval. The rail 62 has an outer rail side edge portion and an inner rail side edge portion of the bottom portion 62a fixed to the sleepers 61 by fasteners 64, respectively. Each fixture 64 is fixed to the tie plate 65 by a bolt 63,
Are stopped on the sleepers 61 by the dog nails 66.

The railroad crossing pavement structure includes a pair of outer railroad pavement members 10 arranged along the outer rail side of each rail 62 over the entire width of the railroad crossing, and each rail 62 along the inner rail side. Between the pair of inner track pavement members 20, the pair of outer track pavement fixing members 30 that fix each outer track pavement member 10 at the outer side of each outer track pavement member 10, and both inner track pavement members 20. Located on each inner track pavement member 20
And an inner rail fixing member 40 for fixing the inner portion of the.

FIG. 4 is an exploded perspective view of a main part of the railroad crossing pavement structure of the present invention. Each outer rail pavement member 10 has a rail 62
Outer track pavement upper plate 11 that covers the lateral side of the outer track side, flat outer track pavement intermediate plate 12 bonded to the lower surface of each outer track pavement upper plate 11, and sleepers within the railroad crossing width It has a plurality of outer track pavement lower plates 13 bonded to the lower surface of each outer track pavement intermediate plate 12 so as to face 61.

The outer track pavement upper plate 11, the outer track pavement middle plate 12, and each outer track pavement lower plate 13 of the outer track pavement member 10 are lightweight and high-strength fiber reinforced plastic (FRP) excellent in bending rigidity. And each of them is integrally bonded by an adhesive.

Specifically, the fiber reinforced plastic is a glass long fiber reinforced hard urethane resin foam having a density of 0.74 and a glass reinforced long fiber content of 50% by weight. Such a long glass fiber reinforced rigid urethane resin foam has a bending strength of 1200 kgf / cm ² and a bending Young's modulus of 90,000 kgf / cm ² ,
It is particularly suitable.

The upper surface of the outer track pavement upper plate 11 is at the same level as the upper surface of the head portion 62b of the rail 62 except for the side edge portion of the rail 62, and sand is attached to increase the friction coefficient. ing. Rail 62 of outer rail paving top plate 11
The side edge portion close to is inclined so that it becomes lower toward the rail 62 side, so that the wheels running on the rail 62 do not step on the outer track pavement upper plate 11. The dimension of the outer track pavement upper plate 11 in the width direction (the direction orthogonal to the rail 62) is slightly shorter than the dimension of the outer track pavement middle plate 12 in the width direction. The outer track pavement upper plate 11 is bonded to the upper surface of the outer track pavement intermediate plate 12 so that the upper surfaces of the side edge portions are exposed. And the outer gauge pavement top plate 1
The side surface close to the rail 62 of No. 1 is the head 6 of the rail 62.
It is in contact with the side surface of 2b.

On the side portions of the outer track pavement intermediate plate 12 close to the rails 62, the recessed portions 14 facing each sleeper 61 are cut out in a rectangular shape. Outer track pavement bottom plate 13
Are adhered to the recesses 14 provided in the outer track pavement intermediate plate 12 adjacent to the side portions on the far side of the rail 62, respectively, and the outer track pavement lower plate 13 is attached to the upper surface of each sleeper 61. Each is placed.

Recesses 14 provided in the outer track paving middle plate 12
Inside, a fixing member 64 on the outer rail side for fixing the bottom portion 62a of the rail 62 to each sleeper 61 and a bolt 63 are respectively located. Further, the side surface of the outer track paving middle plate 12 close to the rail 62 is in contact with the abdomen 62c of the rail 62.

On the lower surface of the outer rail paving middle plate 12, each recess 14 is formed.
Locking members 15 extending along the rails 62 in a state of being installed in between are attached. Each locking member 15
Extend downward from the lower surface of the outer track paving middle plate 12 and are bent toward the rail 62.
An outer rail side edge portion of the bottom portion 62a in 2 is fitted and locked.

Each outer rail fixing member 30 is an outer rail paving member 10.
And a pair of outer track fixing plates 31 arranged in an orthogonal state to each sleeper 61 on each sleeper 61 within the width of the railroad crossing on the outside of each of the outer track paving middle plate 12 and the outer track pavement lower plate 13. , And an outer rail holding plate 32 arranged on each outer rail fixing plate 31. Each outer rail fixing plate 31 and each outer rail presser plate 32 is made of fiber-reinforced plastic that is excellent in bending rigidity and is lightweight and has high strength, and each has a length equal to the width of the railroad crossing. ing.

The fiber-reinforced plastic is specifically a long glass fiber reinforced rigid urethane resin foam having a density of 0.74 and a glass reinforcing long fiber content of 50% by weight. Such a long glass fiber reinforced rigid urethane resin foam has a bending strength of 1200 kgf / cm ² and a bending Young's modulus of 90,000 kgf / cm ² ,
It is particularly suitable.

The thickness of the outer rail fixing plate 31 is equal to that of the outer rail pavement member 1.
The total thickness of the outer track paving middle plate 12 and the outer track paving lower plate 13 is equal to 0, and the upper surface of the outer track fixing plate 31 is slightly lower than the upper surface of the outer track paving middle plate 12. ing. The outer rail fixing plate 31 is fixed to each sleeper 61 within the width of the railroad crossing by embedded bolts 33.

The outer rail holding plate 32 placed on each outer rail fixing plate 31 is in a state in which the side portion extends from the upper surface of the outer rail fixing plate 31 to the outer rail paving member 10 side. The side portion of the outer rail holding plate 32 is placed on the outer side edge portion of the outer rail paving middle plate 12 of the outer rail paving member 10. Then, the side surface of the outer track holding plate 32 contacts the side surface of the outer track pavement upper plate 11, and the outer track pavement upper plate 11 contacts the head portion 62b of the rail 62 to position the entire outer track pavement member 10. is doing. In such a state, the outer rail presser plate 3
2, a plurality of coach screws 34 are detachably attached to a portion between the sleepers 61 in the width, and are detachably fixed to the outer rail fixing plate 31.

FIG. 5 is an exploded perspective view of a main part of the railroad crossing pavement structure of the present invention. Each inner track pavement member 20 corresponds to the outer track pavement member 1
As with 0, the top surface of the inner rail paving top plate 2 has a top surface that is at the same level as the top surface of the rail 62 and covers the inside of each rail 62.
1, a flat plate-shaped inner track paving middle plate 22 adhered to the lower surface of each inner track paving upper plate 21, and a lower surface of each inner track paving middle plate 22 corresponding to each sleeper 61 in the crossing width. And a plurality of inner rail pavement lower plates 23.

The inner track pavement upper plate 21, the inner track pavement middle plate 22, and each inner track pavement lower plate 23 of the inner track pavement member 20 have excellent bending rigidity, and are lightweight and high-strength fiber reinforced plastic. And is integrally bonded with an adhesive.

Specifically, the fiber reinforced plastic is a glass long fiber reinforced rigid urethane resin foam having a density of 0.74 and a glass reinforced long fiber content of 50% by weight. Such a long glass fiber reinforced rigid urethane resin foam has a bending strength of 1200 kgf / cm ² and a bending Young's modulus of 90,000 kgf / cm ² ,
It is particularly suitable.

The inner rail pavement upper plate 21 is in a state where each end in the longitudinal direction extends from the width of the railroad crossing and is positioned on the adjacent sleeper 61, and the portion extending from the width of the railroad crossing is The side portion on the rail 62 side is notched obliquely inward.

Sand is attached to the upper surface of the inner rail pavement upper plate 21 in order to increase the coefficient of friction. Inner track pavement upper plate 21
The dimension in the width direction (direction orthogonal to the rail 62) is slightly shorter than the dimension in the width direction of the inner track paving intermediate plate 22,
The side surface of the inner track paving upper plate 21 close to the rail 62 is entirely suitable as the head 62b of the rail 62 so that the upper surfaces of the side edges in the width direction of the inner track paving middle plate 22 are exposed. There is a guard ring interval.

On the side of the inner rail paving middle plate 22 on the rail 62 side, a concave portion 24 is cut out in a rectangular shape corresponding to each sleeper 61.
Are formed respectively. The inner track paving lower plate 23 is adhered to the lower surface of each recess 24 of the inner track paving intermediate plate 22 on the far side of the rail 62, and each inner track paving lower plate 23 is placed on the sleeper 61. It is in the state of being

Guard rails 27 made of chevron steel are provided at the corners between the side surfaces of the inner track pavement upper plate 21 adjacent to the rails 62 and the upper surface continuous with the side faces. Are provided over the entire longitudinal direction of the. Each guard rail 27 is an inner track pavement upper plate 21.
The side surface and the upper surface are embedded in the inner rail paving upper plate 21 so as to be at the same level.
Each guard rail 27 is attached to the inner track paving upper plate 21 by bolts 28 that penetrate the inner track paving upper plate 21 and the inner track paving middle plate 22 between the adjacent sleepers 61. Each guard rail 27 is provided along the side surface of the inner track pavement upper plate 21 adjacent to the rail 62, and therefore,
The ends extending from the width of the railroad crossing are inclined so that they approach each other.

The inner track paving middle plate 22 exposed from between the side surface of the inner track paving upper plate 21 near the rail 62 and the rail 62.
A wheel guard plate 26 made of fiber reinforced plastic is bonded to the upper surface of the.

The fiber reinforced plastic is specifically a long glass fiber reinforced rigid urethane resin foam having a density of 0.74 and a glass reinforced long fiber content of 50% by weight. Such a long glass fiber reinforced rigid urethane resin foam has a bending strength of 1200 kgf / cm ² and a bending Young's modulus of 90,000 kgf / cm ² ,
It is particularly suitable.

The wheel guard plate 26 is attached to the inner rail paving member 20. The wheel guard plate 26 is designed to prevent the inner track paving intermediate plate 22 from being damaged by the wheels traveling on the rail 62.
The side edge portion on the side enters below the head portion 62b of the rail 62. Further, the wheel guard plate 26 is inserted over each of the recesses 24 in a erected state.

Recesses 24 provided in the inner rail paving middle plate 12
Inside, a fixing member 64 and a bolt 63 for fixing the side edge portion on the inner rail side of the bottom portion 62a of the rail 62 to each sleeper 61.
Are located respectively. Further, the side surface of the outer track paving middle plate 12 close to the rail 62 has a bottom portion 6 of the rail 62.
It is located on the side edge of the inner rail side of 2a.

Each recess 24 is formed on the lower surface of the inner rail paving intermediate plate 22.
Locking members 25 extending along the rails 62 in a state of being installed in between are attached. Each locking member 25
Extend downward from the lower surface of the inner rail paving middle plate 22 and are bent toward the rail 62.
2, the side edge portion of the bottom portion 62a on the outer rail side is the sleeper 61.
It is locked in between.

The inner rail fixing member 40 is disposed on the central portion of each sleeper 61 in a state orthogonal to the respective sleepers 61, and the inner rail fixing plate 4 is provided.
1 and an inner rail holding plate 42 arranged on the inner rail fixing plate 41 with the same length. The inner rail fixing plate 41 and the inner rail pressing plate 42 are each made of fiber reinforced plastic.

The fiber-reinforced plastic is specifically a long glass fiber-reinforced hard urethane resin foam having a density of 0.74 and a glass reinforcing long fiber content of 50% by weight. Such a long glass fiber reinforced rigid urethane resin foam has a bending strength of 1200 kgf / cm ² and a bending Young's modulus of 90,000 kgf / cm ² ,
It is particularly suitable.

Each of the inner rail fixing plates 41 has a length equal to the width of the railroad crossing, and is fixed to each sleeper 61 in the width of the railroad crossing by embedded bolts 43. The inner rail fixing plate 41 is spaced from the inner rail paving middle plate 22 and the inner rail paving lower plate 23 of the inner rail paving members 20 arranged on the respective sides at appropriate intervals.

The inner rail presser plate 42 arranged on the inner rail fixing plate 41 is longer than the width of the railroad crossing, and each end extends from the width of the railroad crossing and is placed on each of the adjacent sleepers 61. positioned. On the lower surface of the inner rail fixing plate 41, leg portions 45 that fit into the gap formed between the inner rail paving intermediate plate 22 and the inner rail fixing plate 41 are provided over the entire longitudinal direction. Each leg portion 45 is provided with the inner rail pressing plate 4.
It is made of the same fiber reinforced plastic as that of No. 2 and is attached to the inner rail pressing plate 42 by an adhesive or a nail.

The inner rail presser plate 42 is used for each inner rail pavement member 20.
Are fitted between the inner track paving upper plates 21 and the legs 45 are fitted into the gaps formed between the inner track paving middle plate 22 and the inner track fixing plate 41. As a result, the side edge portions of the inner track pressing plate 42 are placed on the side edge portions of the inner track paving intermediate plates 22, respectively. A coach screw 44 is removably attached to a portion between the sleepers 61 and is removably attached to the inner rail fixing member 41.

The pavement structure of the railroad crossing thus constructed is constructed as follows. For each sleeper 61 in the width at the railroad crossing, the inner rail fixing plate 41 of the inner rail fixing member 40 is fixed to the central portion of each sleeper 61 by the embedded bolt 43, and each end portion of each sleeper 61 is fixed. The outer rail fixing plate 31 of each outer rail fixing member 30 is fixed by the embedded bolt 33.

As described above, the inner rail fixing plate 41 and the outer rail fixing plate 31 are attached to the sleepers 61 by the embedded bolts 33.
Since it is fixed by the above, there is no risk of damaging the sleeper 61 unlike the conventional method using dog nails, screw nails and the like.

In such a state, each rail 62
And the outer track fixing plate 31, the outer track pavement member 10 is fitted between the rail 62 and the inner track fixing plate 4.
The inner track pavement member 20 is fitted between the inner track pavement member 1 and the inner track pavement member 1.

The outer track pavement member 10 comprises an outer track pavement upper plate 11,
The outer track pavement middle plate 12 and the outer track pavement lower plate 13 are integrally bonded by an adhesive, and the outer track pavement lower plate 13 and the outer track pavement middle plate 12 are between the rail 62 and the outer track fixing plate 31. The outer track pavement lower plate 13 is supported on the sleeper 61 by being fitted to the sleeper 61. In such a state, the outer track holding plate 32 is placed on the outer track fixing plate 31, and the outer track pavement upper plate 11 of the outer track pavement member 10 is attached to the head 62 of the rail 62.
The outer rail pressing plate 32 is in contact with the outer rail paving upper plate 11 so as to contact the side surface b. As a result, the entire outer track paving member 10 approaches the rail 62, the side surface of the outer track paving middle plate 12 contacts the abdomen 62c of the rail 62, and the outer track paving middle plate 12
The locking member 15 attached to the lower surface of the rail is locked to the side edge portion on the outer rail side of the bottom portion 62a of the rail 62 that is installed between the sleepers 61.

In such a state, the outer rail pressing plate 3
2 is detachably attached to the outer rail fixing plate 31 by a plurality of coach screws 34 between adjacent sleepers 61.

The inner track paving member 20, the inner track paving upper plate 21, the inner track paving middle plate 22, and the inner track paving lower plate 23 are integrally bonded, and the inner track paving middle plate 22 is protected. Wheel board 26
Are integrally bonded, and the guard rail 27 is also integrally attached to the inner track paving intermediate plate 22 by bolts 28. Then, when the inner diameter paving member 20 is fitted between the rail 62 and the inner rail fixing plate 41, the inner rail pressing plate 42 is arranged on the inner rail fixing plate 41. Each leg portion 45 of the inner track pressing plate 42 is fitted between the inner track fixing plate 41 and the inner track paving middle plate 22, whereby each side surface of the inner track pressing plate 42 is covered by the inner track pavement. The plate 21 is pressed so as to approach the rail 62, and the guard plate 26 contacts the side surface of the abdomen 62c of the rail 62. At the same time, the support member 25 attached to the lower surface of the inner rail paving middle plate 22 is locked to the inner rail side edge of the bottom portion 62a of the rail 62 that is installed between the sleepers 61.

In such a state, the inner rail pressing plate 4
2 is fixed to the inner rail fixing plate 41 between the adjacent sleepers 62 by a plurality of coach screws 44.

Since the construction work of such a level crossing pavement structure can be performed only in the impact range, the work efficiency is remarkably improved. In addition, the train operation can be started in a state where the outer track holding plate 32 and the inner track holding plate 42 are respectively arranged without being completely restored in the impact range.

In the railroad crossing pavement structure constructed as described above, each outer rail paving member 10 is supported on the sleeper 61 by the outer rail paving lower plate 13 and close to the rail 62 of the outer rail paving middle plate 12. The outer side edge portions are supported by the bottom portion 62a of the rail 62, so that each outer rail paving member 1
The supporting force of 0 is improved, and each outer track pavement member 10 has improved durability against the load applied to the outer track pavement upper plate 11.
Similarly, each inner track pavement member 20 is supported on the sleeper 61 by the inner track pavement lower plate 23, and the inner track pavement intermediate plate 2 is also supported.
Since the side edge portion of the second rail 62 adjacent to the rail 62 is supported by the bottom portion 62a of the rail 62, the supporting force of each inner rail paving member 20 is improved, and each inner rail paving member 20 is The durability against the load applied to the upper plate 21 is improved.

The outer track paving middle plate 12 of each outer track pavement member 10 and the inner track paving middle plate 22 of each inner track pavement member 20 are abutted against the abdomen 62c of the rail 62, respectively. Because of this, each outer track pavement member 1
The displacement of 0 and each inner rail paving member 20 in the direction orthogonal to the rail 62 is suppressed. Moreover, each outer track pavement intermediate plate 12 and each inner track pavement intermediate plate 22 applied to the rail 62.
The outer track pavement upper plate 11 and the inner track pavement upper plate 12 adhered to the upper part keep the guard ring interval with respect to the rail 62 constant. Further, since the guard ring interval is constant, a guard wheel rubber or the like for setting the guard ring interval is not necessary.

Since each outer rail paving member 10 and each inner rail paving member 20 are locked by the locking members 15 and 25 on the side edge portions of the bottom portion 62a of each rail 62, respectively. Lifting of the rail 62 is prevented.

Since the inner rail pavement upper plate 21 of each inner pavement member 20 is attached with the guard rail 27 made of chevron steel, it is not necessary to separately install the guard rail, and the removal and restoration work is performed. Sex is significantly improved.

During the construction work and the restoration work, the outer track pavement member 10 and the inner track pavement member 20 are respectively arranged between the rail 62 and the outer track fixing plate 31 and between the rail 62.
Since it suffices to fit between the inner track fixing plate 41 and the inner track fixing plate 41, the positioning can be easily performed. Further, when each outer rail paving member 10 and each inner rail paving member 20 are positioned, it is sufficient to attach each outer rail press plate 32 by the coach screw 34 and the inner rail press plate 42 by the coach screw 44. Workability is significantly improved.

Since each outer track pavement member 10 and each inner track pavement member 20 made of fiber reinforced plastic are lightweight, a small number of people can perform removal and restoration work in a short time. Further, each outer track pavement member 10 and each inner track pavement member 20 made of fiber reinforced plastic
Can be repaired even if it is damaged, and standardization is easy.

In such a level crossing pavement structure, when the track 60 is repaired, the outer track pavement members 10 and the inner track pavement members 20 are removed. In this case, all the coach screws 34 that attach each outer rail holding plate 32 to each outer rail fixing plate 31 are removed, and each outer rail holding plate 32 is removed.
Are removed from each outer rail fixing plate 31. In such a state, the integrated outer track pavement members 10 are removed from between the rails 62 and the outer track fixing plate 31.

Further, all the coach screws 44 which attach the inner rail holding plate 42 at the central portion to the inner rail fixing plate 41
Is removed, and the inner rail pressing plate 42 is removed from the inner rail fixing plate 41. In such a state, the integrated inner track paving member 20 is integrated with each rail 62 and the inner track fixing plate 4.
It is removed from between 1 and. When this happens,
Repair of each rail 62 is performed.

When the repair of the rails 62 is completed, the outer rail pavement members 10 and the inner rail pavement members 20 are respectively separated between the rails 62 and the outer rail fixing plates 31, and between the rails 62 and the inner rails. The outer track holding plate 32 and the inner track holding plate 42 are fitted between the fixing plate 41 and the outer track fixing plate 41.
And the inner rail fixing plate 31 to the coach screw 3 respectively.
Attached by 4 and 44.

[0073]

The level crossing pavement structure of the present invention is as follows.
With the inner track fixing plate and the pair of outer track fixing plates fixed to the sleepers arranged within the width of the railroad crossing, the outer track pavement members and the inner track pavement members are connected to the rails and the outer track pavement members. The outer rail fixing plate was attached to each of the outer rail fixing plate and the inner rail fixing plate, and the inner rail pressing plate was attached to the inner rail fixing plate. Since it is a thing, removal and restoration work can be carried out in a short time. As a result, even on busy roads,
You just have to stop the traffic for a short time. Further, the train can be passed through without constructing the level crossing pavement structure completely, and the operation of the train can be restarted in a short time.

By constructing the outer track pavement member and the inner track pavement member from fiber reinforced plastic, the weight can be reduced, and removal and restoration can be performed by a small number of people. Moreover, since no special technique is required, it can be carried out in a short time and the working efficiency is further improved. Also, because it is made of fiber reinforced plastic, there is no need to drive in dog nails, etc., so there is no risk of damaging the sleepers, and furthermore,
Even if a part of each pavement member is damaged, it can be easily repaired.

The outer track pavement member and the inner track pavement member are supported at the bottom of the rail as the outer track pavement intermediate plate and the inner track pavement intermediate plate enter between the head and abdomen of the rail. The supporting strength is increased and the durability is remarkably improved. In addition, each outer track paving middle plate and inner track paving middle plate are configured to abut against the abdomen of the rail, so that each outer track paving member and each inner track paving member suppress displacement in the direction orthogonal to the rail. can do.

Further, since the guard wheel interval is defined by the side surface of the inner rail paving upper plate of each inner rail paving member, there is no fear that the guard wheel interval will be reduced and it is safe.

Further, since the guard rail is integrated with each inner rail pavement member, special work for installing the guard rail is unnecessary.

[Brief description of drawings]

FIG. 1 is a partially cutaway plan view showing an example of a leveling pavement structure of the present invention.

FIG. 2 is a sectional view taken along line AA of FIG.

FIG. 3 is a sectional view taken along line BB in FIG.

FIG. 4 is an exploded perspective view of a main part of the pavement structure of the railroad crossing.

FIG. 5 is an exploded perspective view of a main part of the pavement structure of the railroad crossing.

[Explanation of symbols]

10 Outer track pavement members 11 Outer track pavement top plate 12 Outer track paving middle plate 13 Outer gauge pavement bottom plate 20 Inner gauge pavement members 21 Inner gauge pavement upper plate 22 Inner track paving middle plate 23 Inner gauge pavement lower plate 25 Support member 26 Guard Plate 27 Guardrail 30 Outer track fixing member 31 Outside rail fixing plate 32 outer rail presser plate 33 Embedded bolt 34 coach screw 40 Inner track fixing member 41 Inner track fixing plate 42 Inner track retainer plate 43 Embedded bolt 44 coach screw 60 orbits 61 sleepers 62 rails

Front Page Continuation (72) Inventor Takami Shirai 2-30 Nishiuchi-cho, Takamatsu-shi, Kagawa Shikoku Development Construction Co., Ltd. (72) Inventor Kazuhiro Oshima 1-10 Hamano-cho, Takamatsu-shi, Kagawa Shikoku Passenger Railway Co., Ltd. In-house (72) Inventor Takanobu Kondo 1-930-5 Koshin, Konan-cho, Koga-gun, Shiga Prefecture (56) Reference JP-A-6-266406 (JP, A) JP-A 7-1426 (JP, A) JP Flat 7-25004 (JP, A) JP 62-160303 (JP, A) Actual open 5-10508 (JP, U) Actual open 58-76605 (JP, U) Actual open 49-139704 (JP , U) (58) Fields investigated (Int.Cl. ⁷ , DB name) E01C 9/04

Claims (5)

(57) [Claims] 1. An inner rail fixing plate fixed to the center of each sleeper located between the widths of the railroad crossings in an orthogonal state to each sleeper, and to each side of each sleeper, each sleeper is orthogonal to each other. A pair of outer rail fixing plates fixed in a state, respectively, and fitted between the inner rail fixing plate and each rail, so that the upper surface is at the same level as the rail upper surface within the width of the railroad crossing. A pair of inner track pavement members supported on each sleeper, and fitted between the inner track pavement members so that each inner track pavement member can be detachably attached to the inner track fixing plate so as to contact each rail. It is fitted between the inner rail presser plate to be attached, each outer rail fixing plate and each rail, and is supported on each sleeper so that the upper surface is at the same level as the rail upper surface within the width of the railroad crossing. A pair of outer track paving members, and each outer track pavement part mounted on each outer track fixing plate. Crossing pavement structure but characterized by comprising an outer 軌押 even plate removably attached to Kakusoto軌 fixed plate so as to be in contact with the rail, the. 2. The inner track pavement member has an inner track pavement upper plate whose top surface is at the same level as the rail top surface, and recesses are formed on the sides of the inner track pavement member that are close to the rails facing each sleeper. The inner track paving middle plate integrally attached to the lower surface of the inner track paving upper plate so that the side portions between the recesses enter between the head and the bottom of the rail, and the inner track paving intermediate plate is mounted on each sleeper. The inner track paving lower plate integrally attached to the lower surface of the inner track paving middle plate so as to be placed, and the outer track paving member, the upper surface is the same level as the rail upper surface. There are recesses on the side of the outer railing pavement that has become the outer rail and the rail facing each sleeper, so that the side between each recess enters between the head and bottom of the rail. A plurality of inner track pave outer plates integrally attached to the lower surface of the outer track pave upper plate,
The railroad crossing pavement structure according to claim 1, further comprising a plurality of outer track pavement lower plates integrally attached to a lower surface of the outer track pavement intermediate plate so as to be placed on each sleeper. . 3. The inner track pavement upper plate, the inner track pavement middle plate and the inner track pavement lower plate of the inner track pavement member are made of fiber reinforced plastic, and the outer track pavement upper plate and the outer track pavement of the outer track pavement member are provided. The level crossing pavement structure according to claim 2, wherein the middle pavement plate and the outer track pavement lower plate are made of fiber reinforced plastic. 4. The inner track pavement upper plate of the inner track pavement member has a side surface close to the rail with a predetermined guard ring interval with respect to the rail, and the inner track pavement exposed within the guard wheel interval. The level crossing pavement structure according to claim 2, wherein a wheel guard plate is disposed on the upper surface of the middle plate. 5. The guard rail is embedded in a corner between a side surface of the inner track pavement member adjacent to the rail on the inner track pavement upper plate and an upper surface adjacent to the side surface.
Crossing pavement structure described in.