JP6316101B2 - Railroad track and its construction method - Google Patents

Description

  The present invention relates to a railcar track and a construction method thereof.

  Until now, in the construction of railcar tracks, a method has been applied in which a roadbed made of crushed stone is provided on the roadbed, and sleepers and rails are laid on the roadbed. Although this construction method has a low construction cost and is easy to construct, there is a concern about safety and maintainability due to the possibility of rolling up the ballast and trajectory error.

  Therefore, as a construction method for solving the above problems, a so-called precast track slab method has been proposed and put into practical use. This construction method is a method in which a track such as a rail is received by a track slab extending in the track direction, and a precast concrete track slab manufactured at a factory or the like is placed on a roadbed that is constructed on site with a large crane. After carrying in and installing, rails are laid on the track slab.

  The precast track slab method is expensive because the track slab is made of precast, etc. On the other hand, the ballast is not rolled up, the track is not likely to be out of order, and a rail fixing jig is attached in advance. Therefore, as a method that can reduce the total cost from construction to maintenance, it is currently widely used in the construction of Shinkansen tracks.

  By the way, a railway vehicle running in a curved section is pushed to the outside of the curve by the action of centrifugal force. Therefore, in order to reduce the influence of this centrifugal force, the outer rail of the curve is made slightly higher than the inner side, and a construction is made to provide a height difference on the upper surface of the head of the two-row rail. The obtained curve section is called a cant or a cant section.

  In the conventional precast track slab method, in the cant section outside the tunnel, a cant gradient is formed by earth work, and roadbed concrete is constructed thereon, and the precast track slab is installed. As described above, since the moving space of the large crane can be sufficiently secured in the environment outside the tunnel, the track slab method can be applied.

  On the other hand, in the cant section in the tunnel, when the roadbed concrete is constructed on the floor slab and the precast track slab is installed, it is difficult to secure a sufficient space for the large crane to move because of the inside of the tunnel. Application of precast track slab method becomes difficult. Also, in order to realize the cant that changes in the relaxation curve with the gradient of the concrete roadbed on site, the gradient of the concrete roadbed itself and the thickness of the roadbed change, and it responds to changes in the dimensions of stirrup and formwork. It is also difficult to ensure the accuracy of construction.

  Furthermore, since the precast track slab has a two-piece structure, it is necessary to replace the two track slabs at the same time even when only one row is deteriorated in repair or replacement.

  As described above, particularly when the precast track slab method is applied in the tunnel, the workability is poor, and there is a problem that the construction period is prolonged and the construction cost is increased.

  Also, in the conventional precast track slab method, during train braking (braking), shear force is transmitted from the precast track slab to the concrete roadbed installed on site, and this shear force is integrated with the concrete roadbed. This was dealt with by cylindrical protrusions molded into the shape. This will be described with reference to FIG.

  As shown in the figure, a concrete roadbed R is laid on the floor slab F, and two precast track slabs T are laid on the concrete roadbed R. Here, concrete projections P made of concrete, for example, are fixed on the upper surface of the concrete roadbed R at predetermined intervals, and a precast track slab T is disposed between the columnar projections P, P, and this configuration is continuously precast track. A slab is formed. A rail (not shown) is fixed on the precast track slab, and the train travels along the two rails.

  When a train traveling on the precast track slab T is braked, a shear force S acts on the precast track slab T, and this shear force S is transmitted to the concrete roadbed R via the cylindrical protrusion P. become.

  Here, also in the railcar track disclosed in Patent Document 1, there is a disclosure of a configuration in which a track slab is disposed between cylindrical protrusions as in FIG.

  Regarding the configuration in which the track slab is disposed between the cylindrical projections P fixed to the concrete roadbed R in this way, the installation position and the gradient of the cylindrical projection P change in the cant section, and the stirrup muscles and the dimensions of the formwork are changed. It is difficult to ensure the accuracy of such dimensional changes, which also deteriorates the workability of the precast track slab method in the tunnel, which causes the construction period to increase and the construction cost to increase. Yes.

  From the above, when the precast track slab method is applied to solve problems such as ballast winding and track misalignment, the method is suitable under conditions where a large construction space such as the space outside the tunnel is secured. However, in construction sites such as narrow spaces and cant sections in tunnels, there are problems such as poor workability and prolonged construction period.

Japanese Patent Laid-Open No. 3-51401

  The present invention has been made in view of the above-described problems, and even in a construction place such as a narrow part or a cant section in a tunnel, it is possible to guarantee good workability while applying a precast track slab method, and thus a construction period. The purpose of the present invention is to provide a railcar track and its construction method that does not increase the construction cost and increase the construction cost.

  In order to achieve the above-mentioned object, a railcar track according to the present invention includes a floor slab, a roadbed laid on the floor slab, and a track slab that is laid on the roadbed and to which the rail is fixed. A railcar track, the roadbed is composed of precast roadbed blocks arranged at intervals, and on-site construction roadbeds formed between the precast roadbed blocks.

  The railcar track of the present invention is more expensive than the road construction subbase because the roadbed that supports the track slab, which is a component of the railcar, is constructed by alternately and continuously forming the precast roadbed block and the field construction base. By reducing the number of precast roadbeds as much as possible, while suppressing the increase in construction costs, the precast roadbed blocks are installed at intervals, and good workability is guaranteed by constructing on-site construction roadbeds between the blocks. Is something that can be done. Since the precast roadbed block is a precast member, it has good shape and dimensional accuracy. In this way, the precast roadbed block with good accuracy is installed at a predetermined position at intervals, so that the on-site construction roadbed can be accurately constructed between the precast roadbed blocks. It becomes possible. The track slab may have a structure with a fixing bracket so that the rail can be fixed to the upper surface thereof, or may have a structure without a fixing bracket in the case of tire traveling.

  Here, the precast roadbed block is a block made of reinforced concrete or steel, and the first steel bar constituting the block protrudes from the end of the block, and the second steel bar constituting the construction site roadbed is wrapped or It is preferable that the on-site construction roadbed and the precast roadbed block are integrated with each other by the concrete constituting the on-site construction roadbed.

  Here, “steel bars” include rebars such as deformed bars and round bars, as well as tendon materials such as PC steel bars, and main bars that extend in the direction of the track or in the direction perpendicular to it. Also included are those that are assembled in a shape, shear reinforcement bars such as stirrups, anchor bars, and the like.

  Wrap the steel bar (first steel bar) that protrudes from the end of the precast roadbed block and the steel bar (second steel bar, lattice reinforcement, etc.) that constitutes the on-site construction roadbed to bind them together, or By connecting both of them with mechanical joints such as welding and couplers, and integrating the precast roadbed block and the onsite construction roadbed with the concrete for onsite construction roadbed, a roadbed with high connection strength can be formed.

  Furthermore, the track slab consists of either a precast track slab, a combination of a precast track slab and an on-site track slab, or an on-site track slab. In either form, the track slab is embedded in both the track slab and the roadbed. It is preferable that the track slab and the roadbed are connected via the steel rod 3.

  The railcar track of the present invention is constructed by a precast track slab method, and the "track slab" here is one in which all of the track slab is composed of a precast track slab, This includes a combination of track slabs and on-site track slabs, all on-site track slabs.

  When the track slab is composed only of the precast track slab, the workability is further improved. Furthermore, the track slab can be easily replaced, and although the initial cost is higher than when the track slab is constructed in the field construction, the workability and maintainability are extremely good. Here, as a method of connecting the precast track slab to the roadbed, for example, a part of the third steel rod such as an anchor bar is embedded in the roadbed, and the portion of the third steel bar protruding from the roadbed is inserted into the track slab. By fixing, the track slab can be fixed to the roadbed.

When the track slab is composed of a precast track slab and an on-site track slab, a fourth steel rod such as an anchor bar protrudes from the roadbed, and the anchor bar is inserted into the insertion hole formed in the lower surface of the precast track slab. A plurality of precast track slabs are laid at intervals on the roadbed while inserting a steel rod, and steel rods (fifth steel rods) for on-site construction track slabs are arranged at the intervals. Then, by placing concrete in the space for the on-site construction track slab and constructing the on-site construction track slab, the track slab is formed integrally with the precast race slab.
In this case, if the precast track slab is formed integrally with the lower precast roadbed block, the workability during installation is further improved.

  Regardless of the form in which all of the track slabs are formed from precast track slabs, the form in which the track slabs are formed from precast track slabs and on-site construction track slabs, or all forms of track slabs on-site construction, Since the track slab is firmly connected to the lower roadbed via a steel bar (third steel bar), the shear acting on the track slab is eliminated while eliminating the need for the cylindrical protrusions used in conventional track slabs. The force can be effectively transmitted to the lower roadbed. In addition, a shear transmission structure with higher strength than that of a structure in which a shearing force is transmitted by a cylindrical protrusion is obtained. The fact that the cylindrical protrusions can be eliminated in this way has an excellent effect in workability particularly in the cant section in the tunnel where it is difficult to satisfy the required high construction accuracy.

  Further, in the cant section of the railcar track, a spacer having a tapered upper surface is interposed between the floor slab and the precast roadbed block, and the spacer is a filler between the floor slab and the precast roadbed block. Either a form constructed on site or a form integrally formed with a precast roadbed block can be applied.

  By dealing with the cant gradient with a spacer having a tapered upper surface, it is possible to easily construct the track slab at a desired gradient even in the cant section in the tunnel.

  When installing the spacer on-site, fill the space formed between the floor slab and the precast roadbed block with a filler such as mortar while holding the precast roadbed block in the desired tilted posture, and cure to form the spacer. Thus, the upper surface of the precast roadbed block can be fixed to the floor slab in a desired gradient posture.

  On the other hand, when the precast roadbed block is installed on the floor slab, the precast roadbed block with the desired slope is automatically fixed on the floor slab by forming the spacer integrally with the precast roadbed block. become.

  In the cant section, the top surface of the precast roadbed block is fixed on the floor slab so that it has the desired slope, so that the top surface of the on-site roadbed constructed between the precast roadbed blocks matches the inclined posture of the top surface of the precast roadbed block. In this way, construction should be done on site.

  The present invention also extends to a method for constructing a railcar track, which includes a plurality of precast roadbed blocks in which a first steel rod protrudes from an end portion at an interval on a floor slab. The first step of laying temporary rails at different positions from the installation position of the main track slabs on the upper surface of the plurality of precast roadbed blocks, assembling the second steel rod between the precast roadbed blocks, It consists of a precast roadbed block and a fieldwork roadbed by moving a carriage equipped with a pressure-feed vehicle and a concrete placement pipe communicating with it along the temporary rail, placing concrete, and constructing the sitework roadbed. From the second step of constructing the roadbed on the floor slab, and the third step of constructing the railcar track by laying the track slab on the roadbed and removing the temporary rail. It is intended.

  In the construction method of the present invention, for example, two temporary rails are laid at a position set back from the track slab installation position using a precast roadbed block that is laid in advance, and the carriage is caused to travel along the temporary rail. The construction of on-site construction roadbeds and track slabs.

  By installing the precast roadbed block via a mortar or the like at intervals on the floor slab, the precast roadbed block becomes a member that supports temporary rails like sleepers.

  By sequentially constructing the construction site on the site while running a truck equipped with a concrete pressure-feed vehicle on this temporary rail, the construction period is significantly longer than when all the construction was done on site. Can be shortened. Especially in the construction of roadbeds in tunnels where a detour route such as carts cannot be secured, the hardening and curing period of the placed concrete has become the rate-determining method of construction, but this problem has been solved, and this is the main factor of shortening the construction period It becomes.

  In laying the temporary rail, it is preferable to provide a support member for supporting the temporary rail at a place where the on-site construction roadbed is constructed, and to support the temporary rail with the support member and the precast roadbed block. Furthermore, you may arrange | position temporary pillow wood between the support members for two strips of temporary rails.

  A steel rod for on-site construction roadbed is arranged, and concrete is placed while moving the carriage along the temporary rail to construct the on-site construction roadbed, and the track slab is constructed.

  There are three types of track slab construction methods in the third step, for example. One method is to sequentially install precast track slabs and lay track slabs (ie, all track slabs are composed of precast track slabs), and the other is to place an interval on the roadbed. In this method, a plurality of precast track slabs are laid, and a site construction track slab is constructed between the precast track slabs to lay the track slab (a method in which precast members and site construction members are alternately combined in the same manner as the roadbed). Still another one is a method of forming all of the track slab by on-site construction.

  When all the track slabs are composed of precast track slabs, the precast track slabs can be transported by a carriage, and the track slabs can be efficiently installed on the roadbed via anchor bars. Here, the end portion of the precast track slab is provided with an engagement structure that can be engaged with another precast track slab. For example, the end portion of the other precast track slab is provided in the groove at the end of the one precast track slab. A form in which the protrusions are fitted can be exemplified.

  On the other hand, when the track slab is a unit body of a precast track slab and an on-site track slab, the precast track slab is placed on the roadbed at a predetermined interval, and a formwork for the on-site track slab is installed at the interval. After placing the steel rod, concrete can be placed while moving the carriage, and the track slab can be efficiently constructed. In this case, if the precast track slab is formed integrally with the lower precast roadbed block, the workability during installation is further improved. On the other hand, when all the track slabs are formed on site, a track slab formwork is installed directly on the roadbed, a steel bar is placed in the formwork, and then the concrete is cast while moving the carriage. To do.

  In addition, it is preferable to remove temporary rails at the same time as the construction of the track slab on the roadbed. The construction of the railroad track is completed by the construction of the track slab and the removal of the temporary rail. Although the installation of the permanent rail to the track slab is appropriately performed, the installation of the permanent rail is not necessary in the case of tire traveling where the rail is not fixed to the upper surface.

  Further, as a preferred embodiment of the railway vehicle track construction method according to the present invention, prior to the first step, two strip hoisting rails are laid at a position straddling the precast roadbed block, and the first step. Then, the form which mounts a precast roadbed block on a portal-type lifting truck, and lays on a roadbed at intervals while moving a lifting truck can be mentioned.

  By using the lifting cart, the transport work of the precast roadbed block in the first step can be efficiently performed. In addition to this, the inside of the hoisting trolley is shown by the fact that this hoisting trolley has a gate type of scale that runs on the rails for two hoisting trolleys laid at a position straddling the precast roadbed block. The carriage that runs along the temporary rail can be moved.For example, both the carriage equipped with a concrete pump and the lifting carriage equipped with materials and precast track slabs do not interfere with each other while traveling simultaneously. Can be done at the same time.

  Since the lifting cart can travel in the tunnel without interfering with the cart traveling on the temporary rail, not only the precast roadbed block but also the second steel bar (such as lattice reinforcement) and mold for on-site construction roadbed The lifting cart can also be used for conveying and installing materials such as frames and precast track slabs, and construction efficiency can be further improved.

  The lifting cart preferably includes a portal-shaped electric hoist movable in the lateral direction, a loading platform extending in the traveling direction, and the like. In addition, the lifting truck has a measurement target, and the total station measurement and automatic calculation are used to calculate the difference between the three-dimensional position where the precast roadbed block should be installed and the current three-dimensional position of the lifting truck. It is preferable to unload and install the precast roadbed block.

  As can be understood from the above description, according to the railcar track of the present invention and the construction method thereof, a precast roadbed block, a precast roadbed block, and a precast roadbed block arranged at intervals are provided. By constructing it with a construction base on the ground constructed in the middle, it is possible to guarantee a good workability while suppressing an increase in construction costs by minimizing the cost of precast road base as much as possible compared to construction on the construction site. can do. Therefore, it is possible to suppress an increase in construction period and an increase in construction cost while applying the precast track slab construction method even in a construction place such as a narrow part or a cant section in a tunnel.

It is the perspective view which showed the track | truck for rail vehicles of this invention in a tunnel. (A) is the front view which showed the track for rail vehicles of the flat area in a tunnel, (b) is the front view which showed the track for rail cars of the cant section in a tunnel. It is the schematic diagram explaining the state by which the steel rod for field construction roadbeds is arrange | positioned by the precast roadbed block arrange | positioned at intervals. It is the perspective view which showed a part of roadbed comprised from a precast roadbed block and a field construction roadbed. It is the perspective view which showed embodiment of the track slab on a roadbed. (A) is a front view of a lifting cart, (b) is an arrow view of the b direction of (a), and is a side view of a lifting cart. It is the schematic diagram explaining the 1st step of the construction method of the track for rail vehicles of this invention. (A) is the schematic diagram explaining the 1st step following FIG. 7, (b) is the bb arrow line view of (a), (c) is the cc arrow of (a). FIG. It is the schematic diagram explaining the 2nd step of the construction method of this invention. FIG. 10 is a schematic diagram illustrating a second step following FIG. 9. It is the schematic diagram explaining the 3rd step of the construction method of this invention. It is the schematic diagram which showed the structure of the track for conventional rail vehicles.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a railcar track and its construction method according to the present invention will be described with reference to the drawings.

(Embodiment of railcar track)
FIG. 1 is a perspective view showing a railcar track according to the present invention in a tunnel, FIG. 2a is a front view showing a railcar track in a flat section in the tunnel, and FIG. 2b is a cant in the tunnel. It is the front view which showed the track for rail vehicles of the area.

  A railcar track 10 shown in the figure is laid on a floor slab 1 supported by a floor slab receiver Ta on the lower left and right sides of the tunnel T, a roadbed 2 disposed on the floor slab 1, and the roadbed 2. The track slab 3 is fixed to the rail 4.

  Both the floor slab 1 and the roadbed 2 are made of reinforced concrete or steel, and the roadbed 2 has a structure in which precast roadbed blocks 2A and on-site construction roadbed 2B are alternately continued. Further, the track slab 3 has a configuration in which the precast track slab 3B and the on-site construction track slab 3C are alternately continued.

  As will be described later, the roadbed 2 is composed of a precast roadbed block 2A and an on-site construction roadbed 2B. After the precast roadbed block 2A is arranged at an interval, a temporary rail is laid using the precast roadbed block 2A as pillow wood, By constructing the on-site construction roadbed 2B while moving the concrete pumping car and the concrete placement pipe communicating with the rail along the rail, the precast track slab method is applied, and the good workability in the tunnel and It is possible to shorten the construction period.

In the tunnel T, not only the flat section shown in FIG. 2a but also the cant section shown in FIG. 2b may exist.
In such a cant section, a spacer 2A ′ having a tapered upper surface is interposed between the floor slab 1 and the precast roadbed block 2A, so that the track slab 3 has a flat shape that is not affected by the cant. can do.

  Here, the spacer 2A 'applies either a form constructed on-site by filling a filler between the floor slab 1 and the precast roadbed block 2A or a form integrally formed with the precast roadbed block 2A. Can do.

  When installing the spacer 2A 'on site, fill the space formed between the floor slab 1 and the precast roadbed block 2A with a precast roadbed block 2A in a desired tilted posture and let it harden. By forming the spacer 2A ′, the upper surface of the precast roadbed block 2A can be fixed to the floor slab 1 in a posture in which a desired gradient is obtained.

  On the other hand, in the form in which the spacer 2A ′ is formed integrally with the precast roadbed block 2A, when the precast roadbed block 2A is installed on the floor slab 1, the precast roadbed block 2A having a desired upper surface is automatically formed on the floor slab 1. Will be fixed.

Next, the configuration of the roadbed 2 will be described with reference to FIGS.
In the construction of the roadbed 2, a plurality of precast roadbed blocks 2 </ b> A are arranged at intervals G in the track direction. Here, the precast roadbed block 2A is made of a flat rectangular parallelepiped reinforced concrete in which steel bars such as reinforcing bars (first steel bars 2a) are assembled in a lattice shape, and the steel bars are embedded in concrete, and its end portions 1st steel rod 2a is overhanging. In addition, although illustration is abbreviate | omitted, when a precast roadbed block is steel, a steel bar may be fixed to the edge part by welding etc., and it may be set as the form protruded from the edge part like the example of illustration.

  The second steel rods 2b are assembled in a lattice shape, and the lattice-shaped steel rods 2b are arranged in two stages, and are arranged at an interval G between the precast roadbed blocks 2A. By arranging the second steel rod 2b, the first steel rod 2a and the second steel rod 2b are in a wrapped state.

  Next, by placing concrete in the gap G and hardening it, the field construction roadbed 2B is formed between the precast roadbed blocks 2A as shown in FIG. 4, and the precast roadbed block 2A and the field construction roadbed 2B are alternately integrated. A roadbed 2 is formed.

  In the illustrated example, the size of the relatively expensive precast roadbed block 2A is set smaller than that of the on-site construction roadbed 2B. In this way, by adopting the roadbed 2 in which the precast roadbed block 2A and the site construction roadbed 2B are alternately integrated, the precast roadbed block 2A, which is more expensive than the field construction roadbed 2B, is reduced as much as possible. Thus, it is possible to ensure good workability by installing the precast roadbed block 2A at intervals and constructing the on-site construction roadbed 2B at the gap G between the blocks while suppressing the increase in construction cost. Here, since the precast roadbed block 2A is a precast member, the accuracy of the shape and size is also good. Thus, the precast roadbed block 2A having good accuracy is installed at a predetermined position with a gap G, and along the installed precast roadbed block 2A. By installing a formwork or the like for the on-site construction roadbed, the on-site construction roadbed 2B can be accurately constructed between the precast roadbed blocks 2A.

  Further, in the cant section, a lower surface of the precast roadbed block 2A is provided with a spacer 2A 'on-site as shown in FIG. A gradient posture can be formed. At this time, since the second steel bar 2b constituting the on-site construction roadbed 2B is wrapped by the first steel bar 2a protruding from the precast roadbed block 2A, this length is set even when a stirrup bar is used. It can be a certain length, and the formwork for on-site construction roadbed 2B can be assembled to match the precast roadbed block 2A. In the conventional construction method, the construction of this cant section has become a construction delay element. Can be resolved. When the spacer 2A ′ is formed by on-site construction, a lattice reinforcing bar having a minimum reinforcing bar amount may be installed on the floor slab 1 for the reinforcing bar of the spacer 2A ′.

  Next, the structure of the track slab will be described with reference to FIG. In the figure, for the sake of explanation, two types of track slabs are shown on the roadbed 2.

  The track slab in the form on the left side in the figure is a precast track slab 3A laid on the roadbed 2. For example, anchor muscles (not shown) are driven into the precast roadbed block 2A so that a part of the anchor muscles protrudes upward, and the anchor muscles are inserted into the insertion holes of the precast track slab 3A. The precast track slab 3A can be firmly connected.

  On the other hand, the track slab of the form on the right side of FIG. 5 has a configuration in which the precast track slab 3B and the on-site construction track slab 3C are alternately continued. For example, the precast track slab 3B is fixed on the roadbed 2 via a mortar or the like, and anchor rods are driven into the precast roadbed block 2A, and a formwork is assembled in the space between the precast track slabs 3B, and concrete is placed. By forming the on-site construction track slab 3C, the track slab in which the precast track slab 3B and the on-site construction track slab 3C are alternately continuous can be firmly connected to the roadbed 2 via the anchor bars.

  Regardless of the form of the track slab, the track slabs 3A, 3B, 3C are firmly connected to the lower roadbed 2 via steel bars such as anchor bars, so that they are applied to the conventional track slab. Compared to a structure that can effectively transmit the shearing force acting on the track slabs 3A, 3B, and 3C to the lower roadbed 2 while eliminating the need for the cylindrical protrusions. Therefore, it becomes a shear transmission structure with higher strength.

(Embodiment of construction method of railcar track)
Next, a railcar track construction method according to the present invention will be described with reference to FIGS. Here, FIG. 6 a is a front view of the lifting cart, and FIG. 6 b is a side view of the lifting cart in the direction b of FIG. 6 a. FIG. 7 is a schematic diagram illustrating the first step of the railway vehicle track construction method of the present invention. FIG. 8a is a schematic diagram illustrating the first step following FIG. 7, and FIG. 8b. Fig. 8a is a view taken along arrow bb in Fig. 8a, and Fig. 8c is a view taken along arrow cc in Fig. 8a. Moreover, FIG. 9, 10 is the schematic diagram explaining the 2nd step of the construction method of this invention in that order, FIG. 11 is the schematic diagram explaining the 3rd step of the construction method of this invention.

First, the floor slab 1 is constructed in the tunnel, and two rails 30 and 30 on which the lifting cart 20 travels are laid on the floor slab 1.

  As shown in FIG. 6 a, the lifting cart 20 has a gate shape that straddles between two rails 30, an electric hoist 22 that moves along a cross beam 21 that extends in the direction between the rails 30, and a vertical member that forms the gate shape. The loading platform 23 is provided on the inside.

  The lifting cart 20 is used for transporting and installing materials such as the precast roadbed block 2A, the second steel rod 2b for the on-site construction roadbed 2B, and the precast track slab 3B, and transporting various equipment.

  The precast roadbed block 2 </ b> A is mounted on the lifting cart 20, and is installed sequentially while using the electric hoist of the lifting cart 20 at intervals in the track direction. In addition, mortar is apply | coated etc. to the installation position of the precast roadbed block 2A on the floor slab 1, the precast roadbed block 2A is mounted here, and the precast roadbed block 2A is fixed to the floor slab 1 by hardening the mortar. be able to.

  Here, the lifting cart 20 is provided with a measurement target (not shown) so that total station measurement and automatic calculation can be executed. The three-dimensional position where the precast roadbed block 2A is to be installed and the current status of the lifting cart 20 The three-dimensional position is calculated as a difference, and the precast roadbed block 2A can be unloaded and installed at the position to be installed.

  After the precast roadbed block 2A is precisely installed in the track direction at a predetermined interval, next, as shown in FIG. 8, on the upper surface of the precast roadbed block 2A, a position different from the installation position of the main track slab 3 is placed. Two temporary rails 40 are laid (first step).

  Here, the cylindrical body 42 embedded in the on-site construction roadbed 2B in the post-construction is fixed on the floor slab 1 at the two temporary rail laying positions in the gap G between the precast roadbed blocks 2A. The adjustment jack 43 is fixed, and the height of the adjustment jack 43 is adjusted so as to conform to the upper surface of the precast roadbed block 2A. Further, a temporary pillow wood 41 is disposed between the pair of adjusting jacks 43. The two temporary rails 40 on the temporary pillow wood 41 are fixed in advance by placing a rail clip 44 on the temporary pillow wood 41 and welded with a rail gauge (not shown) on the outside. After that, if a rail clip fixed with the bolt and nut 45 is arranged, the assembly becomes easy. The adjustment jack 43 may be a jack base distributed in the market, and the temporary pillow wood 41 is a flat bar, which can be assembled easily by bolting.

  The two temporary rails 40 are laid on the upper surface of the precast roadbed block 2A and the adjustment jack 43, and the laying of the two temporary rails 40 for running the carriage is completed. For example, when the weight of the temporary rail 40 is 22 kg, the temporary pillow wood 41 that supports the temporary rail 40 is usually arranged at a pitch of about 1 m. The extension of the on-site roadbed 2B can be considered based on the length of the rebar that can be carried in and the length of the steel for the formwork, and is considered to be about 5m. What is necessary is just to arrange | position the unit of the jack 43 about four places in the space | interval G.

  Next, as shown in FIG. 9, the rebar (second steel bar 2 b) for the on-site construction roadbed 2 </ b> B is mounted on the lifting cart 20, and the second assembled in a grid pattern while moving the lifting cart 20. Steel bars 2b (lattice bars) are sequentially installed between the precast roadbed blocks 2A. It goes without saying that the second steel rod 2b may be suspended and workers may be assembled in a lattice form on site.

  When the grid-like second steel rod 2b is disposed between the precast roadbed blocks 2A, as shown in FIG. 10, a truck 50 equipped with a concrete pump 60 and a concrete placing pipe 70 communicating therewith is provided. Are constructed on the temporary rail 40, and the on-site construction roadbed 2B is sequentially constructed. Here, the cart 50 has a configuration in which two or more carts are connected to each other, and is composed of a cart on which the concrete pump 60 is mounted and a cart on which the concrete placing pipe 70 is mounted.

  When placing concrete for the on-site construction roadbed 2B, a work space for compaction work and finishing work can be secured by the carriage 50 on which only the concrete placing pipe 70 is mounted. Moreover, the adjustment jack 43 is also removed sequentially in response to the concrete placement for the on-site construction roadbed 2B. At the time of finishing work, only the light carriage 50 on which the concrete placing pipe 70 is mounted travels on the temporary rail 40, so that the temporary rail 40 can be supported only by the precast roadbed block 2A and the temporary pillow wood 41. The adjustment jack 43 can be removed in advance and collected.

  In this way, by constructing the on-site construction roadbed 2B between the precast roadbed blocks 2A while traveling the carriage 50 along the temporary rail 40, compared to the conventional construction method in which the roadbed is entirely performed on-site. The construction period can be significantly shortened. In particular, in roadbed construction in tunnel T where a detour route such as a carriage cannot be secured, the hardening / curing period of the placed concrete has become the rate-determining of the work period, but this problem can be solved, and this is the main factor for shortening the work period It becomes. In addition, since the carriage 50 and its load can pass through the inside of the lifting carriage 20, both do not interfere with each other. Therefore, the transportation of materials and equipment by the lifting carriage 20 and the concrete pressure feed mounted on the carriage 50 are performed. It is also possible to perform concrete placement from the car 60 in parallel.

  By constructing the on-site construction roadbed 2B between the precast roadbed blocks 2A, the roadbed 2 composed of the precast roadbed block 2A and the on-site construction roadbed 2B is constructed on the floor slab 1 (the second step). .

  Since the roadbed 2 constructed in the second step can be used to install the formwork for the on-site construction roadbed 2B along the precast roadbed block 2A that has been installed in advance, the installation accuracy over the entire length, A roadbed with good shape accuracy can be constructed. Moreover, the increase in construction cost can also be suppressed by reducing the dimension of the relatively expensive precast roadbed block 2A as in the illustrated example.

  When the roadbed 2 is constructed on the floor slab 1, next, as shown in FIG. 11, the precast track slab 3B is arranged on the roadbed 2 with an interval, and the interval is provided via the concrete placing pipe 70. Concrete is placed, and a track slab composed of a precast track slab 3B and an on-site track slab 3C is constructed. When the track slab is constructed, as described above, anchor bars (not shown) are driven into the roadbed 2 to project a part thereof upward, and the lower surface of the precast track slab 3B is placed on the roadbed 2. The anchor bars are inserted through the insertion holes established in the above, and the precast track slab 3B is fixed to the roadbed 2. Then, by constructing the on-site construction track slab 3C between the precast track slabs 3B, the roadbed 2 and the track slab can be firmly connected via the anchor bars.

  Simultaneously with the construction of the track slab, the temporary rail 40 is sequentially removed (the third step). Finally, by laying the main rail 4, the railcar track 10 is constructed.

  Thus, according to the construction method shown in the figure, it is possible to suppress the increase in construction period and increase in construction cost while applying the precast track slab construction method even in construction places such as narrow places and cant sections in the tunnel T. Can do.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and there are design changes and the like without departing from the gist of the present invention. They are also included in the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Floor slab, 2 ... Roadbed, 2A ... Precast roadbed block, 2A '... Spacer, 2B ... On-site construction roadbed, 2a ... First steel bar, 2b ... Second steel bar, 3 ... Track slab, 3A, 3B ... precast track slab (track slab), 3C ... field construction track slab (track slab), 4 ... rail, 10 ... railcar track, 20 ... lift truck, 30 ... lift truck rail, 40 ... temporary rail, 50 ... Carriage, 60 ... Concrete pump, 70 ... Concrete casting pipe, T ... Tunnel

Claims (3)

A railcar track comprising a floor slab, a roadbed laid on the floor slab, and a track slab laid on the roadbed and to which a rail is fixed,
The roadbed is composed of precast roadbed blocks arranged at intervals and on-site construction roadbeds formed between the precast roadbed blocks .
The first steel bar constituting the precast roadbed block protrudes from the end of the precast roadbed block , and is wrapped or connected to the second steel bar constituting the field construction roadbed, and the concrete constituting the field construction roadbed is made of the site Construction roadbed and precast roadbed block are integrated .
The track slab is composed of precast track slabs arranged at intervals and on-site construction track slabs formed between the precast track slabs,
A third steel bar protrudes upward from the roadbed, and the third steel bar is inserted into an insertion hole formed in the lower surface of the precast track slab to connect the track slab and the roadbed. A railcar track , in which a steel rod for an on-site track slab is embedded, and the precast track slab is formed integrally with the precast track slab . In the cant section of railcar tracks,
A spacer having a tapered upper surface is interposed between the floor slab and the precast roadbed block, and the spacer is formed by applying a filler between the floor slab and the precast roadbed block, or The railcar track according to claim 1, wherein the railcar track is in one of the forms integrally formed with the precast roadbed block. A plurality of precast roadbed blocks with a first steel rod projecting from the end are provided at intervals on the floor slab, and different from the installation position of the main track slab on the upper surface of the plurality of precast roadbed blocks A first step of laying a temporary rail in position,
A second steel rod is assembled between the precast roadbed blocks, and the concrete-pumped car and the carriage loaded with the concrete placement pipe communicating therewith are moved along the temporary rail, and concrete is placed to The second step of constructing and constructing the roadbed composed of precast roadbed block and field construction roadbed on the floor slab,
A railcar track construction method comprising a third step of laying a track slab on a roadbed and removing a temporary rail to construct a railcar track.

Images