JP5973936B2 - Prestressed ballast track - Google Patents

Description

  The present invention relates to a prestressed ballast track.

Conventionally, a ballast track has a structure in which a sleeper is laid on a ballast laid on a roadbed and a rail is disposed on the sleeper.
In such a ballast track, an uplift or the like due to a train load is generated, so that the restraining force on the ballast is reduced, and the track is likely to sink.

On the other hand, for example, in Patent Document 1, a prestress member fixed to the sleeper and the roadbed is provided, and prestress is applied to the ballast between the sleeper and the roadbed by the prestress member. A prestressed ballast track that restrains the ballast is disclosed.
In addition, Patent Document 2 discloses a prestressed ballast track that provides a prestress member fixed between a rail and a roadbed and applies prestress to the ballast as described above.

Japanese Patent No. 3798210 Japanese Patent No. 4855336

  However, although the prestressed ballast trajectories of Patent Documents 1 and 2 can obtain the effect of suppressing the orbital settlement by restraining the ballast, the prestress decreases with the passage of time, and as a result, the orbital settlement is suppressed. The effect disappears. That is, in the prestressed ballast track, the rigidity of the sleeper and rail restraint structure by the prestress member is too high, so if the ballast undergoes plastic deformation as the train travels, the restraint follows the plastic deformation. Cannot be continued, and the binding force to the ballast is lost.

  Further, in these systems, it is preferable to support all sleepers in order to prevent a shift of the track due to local deformation, but there is a problem that the number of prestress members to be installed increases.

  This invention is made in view of such a subject, and it aims at providing the prestressed ballast track | orbit which can maintain an orbital settlement suppression effect for a long period of time with few prestress members.

In order to solve the above problems, the present invention proposes the following means.
A prestressed ballast track according to an aspect of the present invention includes a prestressed ballast track between a rail fixing member and the roadbed by a plurality of prestress members arranged over the roadbed in the track and a rail fixing member extending along the track. In the prestressed ballast track for applying prestress to the ballast, the plurality of prestress members have elasticity in the direction of applying the prestress, and are arranged at intervals from each other along the longitudinal direction of the track. It is characterized by.

According to such a configuration, the prestress member follows the plastic deformation of the ballast by its elasticity and restrains the ballast. That is, since the prestress member has a structure in which the ballast is elastically constrained between the rail fixing member and the roadbed, it is possible to avoid the rapid disappearance of the prestress to the ballast even when the ballast is plastically deformed. it can.
And by arranging the pre-stress member along the longitudinal direction of the rail fixing member extending along the track, the rail fixing member suppresses track settlement in the portion where the pre-stress member is not installed. Orbital settlement is suppressed by restraining ballast with a pre-stress member at the part that cannot be handled.
As a result, the number of prestress members installed can be reduced, and the orbital settlement suppression effect can be maintained for a long time with a small number of prestress members.

  Further, in the prestressed ballast track according to another aspect of the present invention, the rail fixing member extends along the track and fastens and supports a pair of rails at a plurality of locations in the extending direction of the track. It has a beam part and the connection part which mutually connects a pair of said vertical beam part in multiple places for every predetermined space | interval of the extension direction of the said track | orbit.

  According to such a structure, a pair of vertical beam part which is a rail fixing member is extended along the track | orbit, a rail is fastened by each vertical beam part, and these are connected by the connection part. Therefore, even if the train passes through the rail arranged on the upper side with increased bending rigidity by receiving a local concentration of the load, it becomes a highly rigid structure where the pair of left and right vertical beam parts are connected by the connecting part. It can be mitigated by the rail fixing member, and the track settlement can be further reduced. As a result, the number of prestress members to be installed can be reduced, and the orbital settlement suppression effect can be maintained for a long time with a small number of prestress members.

Further, in the prestressed ballast track according to another aspect of the present invention, a plurality of the rail fixing members are arranged adjacent to each other in the extending direction of the track, and the prestress member is adjacent to the rail fixing member. a restraining member disposed across the connecting portion of the upper restraint member is fixed by a tensioning member which lower is fixed to the roadbed, applying both the prestress against the rail fixing member It is characterized by.

  According to such a structure, the ballast of an adjacent rail fixing member is restrained by giving prestress together with one prestress member with respect to an adjacent different rail fixing member, and can suppress a shift | offset | difference. . Furthermore, since the adjacent rail fixing members are restrained in the vertical direction via the connecting portion, the amount of resistance in the horizontal direction can be improved and the earthquake resistance can be improved.

  A prestressed ballast track according to another aspect of the present invention is characterized in that the rail fixing member is provided across a plurality of roadbeds having different rigidity.

  According to such a configuration, since the rail fixing member is disposed across the roadbed having different rigidity, the settlement of the track at the boundary of the different roadbed can be suppressed depending on the rigidity of the rail fixing member, and the rigidity is different. The track can be stabilized between the roadbeds. In addition, when an earthquake occurs and the roadbed is vibrated greatly, the difference in response displacement characteristics due to the difference in the rigidity of the roadbed will result in the occurrence of inconsistent subsidence. This makes it possible to improve the stability of the train traveling on the track.

  Further, in the prestressed ballast track according to another aspect of the present invention, the prestressed member is connected to a tension member having a lower end fixed to the roadbed and an upper end side of the tension member, and can be elastically displaced in the vertical direction. And a restraining member that presses the rail fixing member downward.

  According to such a configuration, the ballast can be restrained while appropriately following the plastic deformation of the ballast by pressing the rail fixing member downward so that the prestress member can be elastically deformed.

  Further, in the prestressed ballast track according to another aspect of the present invention, the restraint member is a spring member disposed over at least two rail fixing members that are spaced apart in the extending direction of the track. It is characterized by.

  According to such a structure, it becomes a structure which has elasticity in the direction in which a prestress member gives prestress with the urging | biasing force of a spring member. Therefore, the ballast can be restrained with a simple structure while appropriately following the plastic deformation of the ballast, and the installation cost and the maintenance cost can be kept low.

  According to the prestressed ballast track of the present invention, the elastic prestress member follows the plastic deformation of the ballast to fix the ballast, and the rail fixing member reduces the track settling in the portion without the prestress member. It is possible to provide a prestressed ballast track that can maintain the track settlement suppression effect for a long period of time with a prestress member.

It is a perspective view explaining the prestressed ballast track concerning a first embodiment of the present invention. It is a cross-sectional view explaining the prestressed ballast track | orbit concerning 1st embodiment of this invention. It is a longitudinal cross-sectional view explaining the prestressed member used for the prestressed ballast track | orbit concerning 1st embodiment of this invention. It is a partially expanded view of the prestressed member using the prestressed ballast track according to the first embodiment of the present invention. It is AA sectional drawing of FIG. It is a cross-sectional view explaining the prestressed ballast track | truck installed in the different roadbed which concerns on 2nd embodiment of this invention.

Hereinafter, a first embodiment according to the present invention will be described with reference to FIGS. 1 to 5.
As shown in FIGS. 1 and 2, the prestressed ballast track 100 of the first embodiment is disposed adjacent to the ballast 3 laid on the roadbed 1 constituted by embankment in the extending direction of the track. A rail fixing member 4 and a rail 5 extending along the track and fixed on the rail fixing member 4 at a plurality of locations. The prestressed ballast track 100 is provided with a prestress member 10 and a prestress member 10 which are arranged apart from each other along the longitudinal direction of the rail fixing member 4 at a joint where the rail fixing member 4 is adjacent. An anchor portion 60 that is fixed to the roadbed 1 is provided.
Here, in the prestressed ballast track 100 of the present embodiment, the side on which the rail 5 is laid with respect to the rail fixing member 4 is the upper side (upward in FIG. 2), and the opposite side is the rail fixing member 4. The side where the roadbed 1 is located is the lower side (the lower direction in FIG. 2).

The rail fixing member 4 has a pair of vertical beam portions 4a extending along the track, and a connecting portion 4b for connecting the vertical beam portions 4a across the width direction of the track at both ends of the vertical beam portion 4a. . That is, as the rail fixing member 45, a ladder sleeper having a pair of vertical beam portions 4a and a connecting portion 4b and extending along the track is adopted. The plurality of rail fixing members 4 are adjacent to each other in the track extending direction, and are arranged so as to support the pair of rails 5 from the lower side by the vertical beam portions 4a.
The vertical beam portion 4a is made of, for example, concrete, has a rectangular cross section, extends along the track, and the pair of vertical beam portions 4a are arranged in parallel with the extending direction of the track. The pair of vertical beam portions 4a has one rail 5 on the upper side, and the rail 5 and the vertical beam portion 4a are fastened at a plurality of locations along the extending direction of the track with a certain interval. Has been.

The connection part 4b is comprised, for example with the steel pipe, and has comprised the cross-sectional rectangle-shaped prism shape. And the connection part 4b has connected a pair of vertical beam part 4a with the both ends of the vertical beam part 4a along the width direction of a track | orbit which is a direction which makes a right angle with the extension direction of a track | orbit.
In addition, the connection part 4b used for the rail fixing member 4 is not limited to only both ends of the vertical beam part 4a, and a plurality of connection parts 4b are arranged at predetermined intervals in the extending direction of the track. It is good also as a structure which connects the vertical beam part 4a.

  As shown in FIGS. 2 to 5, the prestress member 10 includes a rod (tension member) 20 and a restraining member 30, and is vertically moved between the connecting portion 4 b of the adjacent rail fixing member 4 and the roadbed 1. A plurality are provided so as to extend in the direction (vertical direction in FIG. 2). In the present embodiment, a plurality of prestress members 10 are provided along the rail fixing members 4 so that one prestress member 10 corresponds to the connecting portion 4 b of the adjacent rail fixing members 4. That is, the prestress member 10 is provided at a joint between the rail fixing members 4 arranged adjacent to each other in the track extending direction.

  The rod 20 is a rod-shaped member made of, for example, metal or carbon, and is connected to the connecting portion 4b of the adjacent rail fixing member 4 at the center in the width direction of the track at the intermediate position of the connecting portion 4b of the adjacent rail fixing member 4. And between the roadbed 1 and the roadbed 1 so as to extend in the vertical direction. The lower end of the rod 20 is fixed to the roadbed 1 via the anchor portion 60, and extends upward from the lower end so as to pass through the ballast 3. The upper end of the rod 20 is an adjacent rail fixing member. It arrange | positions so that it may protrude above the upper surface of 4 connection parts 4b.

  A male screw (not shown) is formed on the outer peripheral surface on the upper end side of the rod 20, and a lock nut 21 having a female screw on the inner peripheral surface is screwed to the male screw. Thus, the lock nut 21 is fixed so as to protrude from the outer peripheral surface of the rod 20 to the outer peripheral side on the upper end side of the rod 20. The lock nut 21 can be moved relative to the rod 20 in the vertical direction only when rotated relative to the rod 20.

  The restraining member 30 is connected to the upper end side of the rod 20 and has a role of pressing the connecting portion 4b downward. Specifically, as shown in FIGS. 4 and 5, the rectangular plate extends along the horizontal plane. It is comprised from the spring member 31 which makes a shape. The restraining member 30 is arranged along the longitudinal direction of the spring member 31, that is, the longitudinal direction of the restraining member 30 in the extending direction of the track. As a result, the restraining member 30 is arranged over the upper surfaces of the connecting portions 4b so that both ends in the longitudinal direction are in contact with the upper surfaces of the connecting portions 4b of the adjacent rail fixing members 4.

  Each of the spring members 31 has a rectangular plate shape extending along a horizontal plane, and can be elastically deformed so as to bend in the vertical direction. Further, at the center in the longitudinal direction of these spring members 31, a hole portion 31a that penetrates in the vertical direction and has an inner diameter larger than the outer diameter of the rod 20 is formed. The holes 31a of the spring member 31 are in communication with each other in the vertical direction, and the rod 20 is inserted from the upper side to the lower side. Accordingly, the lock nut 21 is in contact with the upper surface of the spring member 31, and the relative movement of the restraining member 30 formed of the spring member 31 in the upward direction with respect to the rod 20 is restricted by the lock nut 21. The spring member 31 has a spring constant that is displaced within a set value by the applied pressing force.

  Further, the spring member 31 protrudes in a cylindrical surface downward as shown in FIG. 4 at both ends in the longitudinal direction on the lower surface of the spring member 31, that is, at the portion facing the connecting portion 4b on the lower surface. A cylindrical seat 32 is provided. The pair of cylindrical seats 32 are in contact with the upper surface of the connecting portion 4 b, that is, the restraining member 30 is in contact with the connecting portion 4 b through the cylindrical seat 32.

  Such a restraining member 30 of the prestress member 10 is configured such that portions on both sides in the longitudinal direction can be elastically displaced in the vertical direction with the center in the longitudinal direction of the spring member 31 serving as a connection point with the rod 20 serving as a fulcrum. That is, the prestressing member 10 has a structure in which the prestressing member 10 itself has elasticity in the vertical direction by allowing the restraining member 30 to be elastically displaced.

  Further, the restraining member 30 presses the connecting portion 4b downward through a contact portion with the connecting portion 4b. That is, the restraining member 30 is a portion on both ends in the longitudinal direction as compared with the longitudinal center of the spring member 31 that is a connection portion with the rod 20 by restricting the upward movement with respect to the rod 20 by the lock nut 21. Is elastically deformed upward. Thereby, the connecting portion 4b is pressed downward by the pressing force applied from the lock nut 21 to the restraining member 30 and the elastic force of the restraining member 30 itself.

  As shown in FIGS. 2 and 3, the anchor portion 60 is provided in the recess 2 formed in the roadbed 1. That is, a plurality of recesses 2 that are recessed downward are formed in the center in the width direction of the track on the upper surface of the roadbed 1 with an interval in the track extending direction, and an anchor portion 60 is provided in each of these recesses 2. It has been. And the anchor part 60 is comprised from the plate member 61 laid in the recessed part 2, and the concrete body 62 with which the recessed part 2 was filled, By this, the lower end of the rod 20 is firmly fixed with respect to the roadbed 1. ing. In the present embodiment, one recess 2 is formed below the connecting portion 4b of the adjacent rail fixing member 4 corresponding to one prestress member 10, that is, the connecting portion of the adjacent rail fixing member 4 A recess 2 is formed immediately below 4b.

  The plate member 61 is laid on the bottom surface of the recess 2. The plate member 61 is a flat plate member made of, for example, fiber reinforced plastic (FRP), and is laid at the center in the width direction of the bottom surface of the recess 2. Further, the plate member 61 is fixed to the lower end of the rod 20 of the prestress member 10.

  The rod 20 and the plate member 61 may be fixed by fitting the lower end of the rod 20 into the recess 2 provided in the plate member 61 or formed on the outer peripheral surface of the lower end of the rod 20. Alternatively, the male screw may be engaged with a female screw in a concave hole formed in the plate member 61. Further, the rod 20 and the plate member 61 do not necessarily have to be fixed to each other, and the rod 20 and the plate member 61 may be connected by abutting each other.

  The concrete body 62 is formed by filling concrete above the plate member 61 in the recess 2 so as to fill the entire area of the recess 2, and the rod 20 and the plate member 61 are integrally fixed to the concrete body 62. ing. The concrete used for the concrete body 62 is preferably composed of, for example, crushed stone or a mixture of generated material and rapid hardening mortar.

  According to the prestressed ballast track 100 as described above, the restraining member 30 connected to the upper end of the rod 20 fixed to the roadbed 1 via the anchor portion 60 moves the connecting portion 4b in contact with the restraining member 30 downward. Press toward it. At this time, the pressing force applied to the ballast 3 from the connecting portion 4 b acts as a restraining force that compresses the ballast 3 in the vertical direction, and thereby prestress is applied to the ballast 3. Then, the ballast 3 is restrained in the vertical direction by this pre-stress, whereby orbital settlement can be suppressed.

  In addition, since the restraining member 30 in the prestress member 10 is elastically displaceable in the vertical direction, that is, in the direction in which the prestress is applied, even if the ballast 3 is plastically deformed due to running of the train. The restraining member 30 is elastically deformed following the plastic deformation.

That is, even when plastic deformation occurs in the ballast 3, the elastic displacement at both ends in the longitudinal direction of the spring member 31 of the restraining member 30 is loosened but below the connecting portion 4 b that is the rail fixing member 4 by the spring member 31. The pressing toward is continued.
As described above, since the prestress member 10 elastically restrains the ballast 3 between the connecting portion 4b that is the rail fixing member 4 and the roadbed 1, even if the ballast 3 is plastically deformed, Abrupt disappearance can be avoided.

By the way, when using horizontal sleepers for the prestressed ballast track 100, in principle, it is necessary to constrain all the horizontal sleepers in order to secure the restraint force on the ballast 3 and stably suppress the settlement of the track. A large amount of prestressing member 10 is required.
However, the prestress member 10 is arranged along the longitudinal direction of the rail fixing member 4 so that the prestress member 10 comes to an adjacent portion of the rail fixing member 4 extending along the track. Installation quantity can be reduced. Further, in the portion where the prestress member 10 is not installed, the settlement of the track is suppressed by the rigidity of the rail fixing member 4, and the adjacent portion of the rail fixing member 4 that cannot be dealt with by the rail fixing member 4 is ballasted by the prestress member 10. Orbital settlement can be suppressed by restraining 3.
As a result, the number of prestress members 10 installed can be reduced, and the orbital settlement suppression effect can be continued for a long time with a small number of prestress members 10.

  Furthermore, a pair of vertical beam portions 4a, which are rail fixing members 4, extend along the track, and rails 5 are fastened to the upper surfaces of the respective vertical beam portions 4a, and these are connected by a connecting portion 4b. A ladder sleeper is formed. For this reason, a pair of left and right vertical beam portions 4a are connected to each other by a connecting portion 4b, so that the train passes through the rail 5 arranged on the upper side with increased bending rigidity, and the load is locally concentrated. Even if the rail fixing member 4 is received, it can be relaxed by the rail fixing member 4, and the track settlement can be further reduced as compared with the case where the rail fixing member 4 is configured only by the horizontal sleepers and the vertical beam portions 4 a. Thereby, the installation quantity of the prestress member 10 can be suppressed, and the orbital settlement suppression effect can be maintained for a long time with a small number of prestress members 10.

  In addition, since the vertical beam portion 4a is discontinuous at the joint, which is an adjacent portion of the rail fixing member 4, there is a possibility that local deformation of the ballast 3 occurs due to the condition of the roadbed 1 and the track is displaced. . However, by applying prestress to the pair of connecting portions 4b of the adjacent rail fixing members 4 by the single prestress member 10, the ballast 3 at the adjacent joint portion of the rail fixing member 4 is restrained and shifted. Can be suppressed. Furthermore, the adjacent rail fixing member 4 is constrained in the vertical direction below through the connecting portion 4b, so that the resistance amount between the extending direction of the track, which is the horizontal direction, and the width direction is improved, and the earthquake resistance is improved. It becomes possible to make it.

  Further, by adopting the spring member 31 disposed over the connecting portion 4b of the adjacent rail fixing member 4 as the restraining member 30, the ballast 3 can be moved while appropriately following the plastic deformation of the ballast 3 with a simple structure. Can be restrained. Thereby, installation cost and maintenance cost can be suppressed low.

  Further, since the plate member 61 laid in the recess 2 and the concrete filled on the plate member 61 are configured, the lower end of the rod 20 can be reliably fixed to the roadbed 1.

  Furthermore, since the plate member 61 is disposed immediately below the connecting portion 4b of the adjacent rail fixing member 4 on which the pressing force acts, the reaction force of the pressing force applied from the restraining member 30 to the connecting portion 4b is Is transmitted to the plate member 61 via. The reaction force transmitted to the plate member 61 in this way is applied as an upward force to the ballast 3 through the concrete. Thereby, the restraining force given to the ballast 3 can be improved, that is, the prestress by the prestress member 10 can be given to the ballast 3 reliably and effectively. Therefore, orbital settlement can be more effectively suppressed.

  Further, since fiber reinforced plastic is used as the material of the plate member 61 of the anchor portion 60, for example, the weight of the plate member 61 can be reduced as compared with the case of using steel or the like, and it is difficult to use heavy machinery. It is possible to improve the workability.

Next, the prestressed ballast track 100 of the second embodiment will be described with reference to FIG.
In the second embodiment, the same components as those in the first embodiment are given the same reference numerals, and detailed description thereof is omitted. The prestressed ballast track 100 of the second embodiment is different from the first embodiment in that the installed roadbed 1 has different rigidity.

That is, in the second embodiment, the rail fixing member 4 is provided straddling the roadbed 1 in which the ballast 3 is made of embankment as in the first embodiment and the bridge roadbed 1a made of concrete. For example, the rail 5 passes over the bridge, and the rail fixing member 4 is provided at the boundary between the bridge and the ground. That is, it arrange | positions so that the rail fixing member 4 may pass the upper side of the boundary part of the roadbed 1 and the bridge roadbed 1a.
Further, the prestress member 10 installed on the bridge roadbed 1a is not provided with the anchor portion 60, and the rod 20 is directly fixed to the bridge roadbed 1a itself.

Next, the operation of the prestressed ballast track 100 of the second embodiment will be described.
According to the prestressed ballast track 100 as described above, the rail fixing member 4 is disposed across the boundary portion between the roadbed 1 having different rigidity between the roadbed 1 made of embankment and the bridge roadbed 1a made of concrete. As a result, the orbital settlement of the boundary portion can be suppressed by the rigidity of the rail fixing member 4. Thereby, the track between the roadbeds 1 having different rigidity can be stabilized. In addition, when an earthquake occurs and the roadbed 1 vibrates greatly, the roadbed 1 made of embankment and the bridge roadbed 1a made of concrete have a difference in response displacement characteristics with respect to vibration due to the rigidity of the roadbed 1 being different. It is possible to suppress the occurrence of uneven settlement and the inclination of the track by the rigidity of the rail fixing member 4, and it is possible to improve the stability of the train traveling on the track.

  Although the embodiments of the present invention have been described in detail with reference to the drawings, the configurations and combinations of the embodiments in the embodiments are examples, and the addition and omission of configurations are within the scope not departing from the gist of the present invention. , Substitutions, and other changes are possible. Further, the present invention is not limited by the embodiments, and is limited only by the scope of the claims.

In the present embodiment, the dimension in the width direction of the track of the recess 2 is set to be substantially the same as the dimension in the width direction of the track of the connecting portion 4b. Can be set. For example, the dimension in the width direction of the track of the recess 2 may be set smaller than the interval between the pair of rails 5, for example. In this case, the plate member 61 of the anchor portion 60 is laid on the bottom surface so as to cover the entire bottom surface of the recess 2, for example.
Moreover, it is preferable that the dimension of the extending direction of the track of the recess 2 is set to such a size that the connecting portion 4b of the rail fixing member 4 adjacent in a plan view is accommodated in the range of the recess 2. .

  In addition, for example, the recess 2 formed in the roadbed 1 may have an inclined surface that gradually inclines upward toward the outer side in the width direction of the track. Thereby, the concrete in the recess 2 is filled so as to spread outward in the width direction of the track as it goes upward along the inclined surface of the recess 2. In this case, the reaction force applied to the plate member 61 can be applied to the ballast 3 from below over a wide range in the track width direction via concrete. Therefore, prestress based on the prestress member 10 can be applied to the ballast 3 over a wide range.

Further, in the prestressed ballast track 100, for example, an improved body of soft ground improvement may be used as the anchor portion 60. That is, the recessed part 2 is formed deeply compared with the case shown in the embodiment, and the rod 20 is directly fixed to the stirring and mixing pile filled in the recessed part 2.
Further, a space may be formed inside the roadbed 1 without forming the recess 2, and the rod 20 may be inserted into the space, and the space may be filled with a chemical injection solidified body. In other words, the rod 20 is fixed by the chemical injection solidified body.
Even in these cases, the rod 20 can be reliably fixed as in the embodiment.

  In the embodiment, the lock nut 21 is provided on the outer peripheral surface on the upper end side of the rod 20. However, the lock nut 21 is limited to the lock nut 21 as long as the relative movement of the restraining member 30 can be restricted at least upward. However, other members may be used.

  Furthermore, in order to increase the pressing force of the connecting portion 4b by the restraining member 30, the lock nut 21 may be rotated and displaced downward. As a result, in addition to an increase in the pressing force applied from the lock nut 21 to the restraining member 30, an increase in elastic force due to further elastic deformation of the portions on both ends in the longitudinal direction of the restraining member 30 causes the connection. The pressing force to the part 4b can be increased.

  The spring member 31 is preferably a leaf spring. A plurality of leaf springs may be combined as a single fastening member or the like to be used as one spring member 31.

DESCRIPTION OF SYMBOLS 1 ... Subbase 2 ... Recessed part 3 ... Ballast 4 ... Rail fixing member 4a ... Longitudinal beam part 4b ... Connection part 5 ... Rail 10 ... Prestress member 20 ... Rod (tensile member) 21 ... Lock nut 30 ... Restraint member 31 ... Spring member 32 ... Cylindrical seat 31a ... Hole 60 ... Anchor 61 ... Plate member 62 ... Concrete body 100 ... Prestressed ballast track 1a ... Bridge roadbed

Claims (6)

In a prestressed ballast track that applies prestress to a ballast between the rail fixing member and the roadbed by a plurality of prestress members arranged over the roadbed in the track and a rail fixing member extending along the track. ,
Wherein the plurality of prestressing member, said prestressing the elastic in a direction to impart, prestressed track ballast, characterized by being spaced apart from each other along the longitudinal direction of the track. The rail fixing member is
A longitudinal beam portion extending along the track and fastening and supporting a pair of rails at a plurality of locations in the extending direction of the track,
2. The prestressed ballast track according to claim 1, further comprising a connecting portion that connects the pair of vertical beam portions to each other at a plurality of positions at predetermined intervals in the extending direction of the track. A plurality of the rail fixing members are arranged adjacent to the extending direction of the track,
The pre-stress member is fixed to the rail by a restraining member disposed across a connecting portion of the adjacent rail fixing members , and a tension member having an upper portion fixed to the restraining member and a lower portion fixed to the roadbed. prestressed track ballast according to claim 2, wherein applying both the prestress against the member.   The prestressed ballast track according to any one of claims 1 to 3, wherein the rail fixing member is provided across a plurality of roadbeds having different rigidity. The prestress member is
A tension member having a lower end fixed to the roadbed;
5. The apparatus according to claim 1, further comprising a restraining member that is connected to an upper end side of the tension member and is elastically displaceable in the vertical direction and presses the rail fixing member downward. The prestressed ballast orbit described in claim 1.   6. The prestressed ballast track according to claim 5, wherein the restraining member is a spring member disposed over at least two rail fixing members that are spaced apart in the extending direction of the track.

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