JP7233821B2 - track slab - Google Patents

Description

The present disclosure relates to track slabs.

Traditionally, a railroad track, or track, comprises a structure in which sleepers or track slabs are arranged on a roadbed above the roadbed and rails are laid over the sleepers or track slabs. Further, derailment prevention guards are sometimes installed along the rails to prevent further derailment of the wheels of the railcar after derailment from the rails. A conventional deviation prevention guard is constructed by attaching a dedicated steel member to a PC sleeper, a track slab, or the like (see, for example, Patent Document 1).

By the way, a floating slab track is sometimes adopted in places where vibration and associated noise are a problem, such as inside viaducts and tunnels (see, for example, Non-Patent Document 1). Floating slab track, which is a type of anti-vibration track, has a low natural frequency of the track to improve anti-vibration performance. The material has a low spring. Incidentally, in general, the concrete for the track slab of the floating slab track is often placed on site.

JP 2013-19096 A

Suzuki et al., "Study on vibration reduction effect of coil spring anti-vibration track", 7th Japan Society of Mechanical Engineers Union of Railway Engineering Symposium, 2000.12

However, in the above-mentioned conventional technology, since the concrete for the track slab is cast on site, it takes time and labor to arrange the formwork, arrange the reinforcing bars, cure the concrete, etc., and construct the precast track slab. The construction speed will decrease compared to the case where In addition, since the deviation prevention guard will be installed after the track slab is constructed, it will be necessary to carry out additional work.

Here, by solving the problems of the above-mentioned conventional technology, on-site construction can be easily performed in a short time, the deviation prevention function of railway vehicles can be reliably achieved, and high vibration isolation performance can be achieved. The purpose is to provide a track slab that can be developed.

Therefore, in the track slab, a flat plate-shaped main body, a central protrusion formed in the center of the main body in the width direction, and a pair of left and right side protrusions formed at both ends of the main body in the width direction. is made of precast steel reinforced concrete, rails are laid on the upper surface of the main body in the portion between the central protrusion and the left and right side protrusions , and each of the left and right side protrusions is the central protrusion H-shaped steel material extending in the longitudinal direction of the track slab is disposed inside each of the vicinity of both ends in the width direction of the central protrusion and inside each of the side protrusions. The H-shaped steel inside the side projections is taller than the H-shaped steel inside the central projection .

Further, other track slabs are installed on a concrete roadbed with anti-vibration materials interposed therebetween.

In yet another track slab, the corners at both ends in the width direction of the central projection and the inner corners of the left and right side projections function as deviation prevention guards, and the width of the central projection The corners at both ends of the direction and the inner corners of the left and right side projections are attached with steel anti-deviation guard members to protect them and add weight.

In yet another track slab, the deviation prevention guard members attached to the corners of the widthwise ends of the central projections of the track slabs adjacent to each other are connected by deviation prevention guard connecting members.

In yet another track slab, the deviation prevention guard connecting member includes a first steel pipe portion extending in the width direction of the track slab, a second steel pipe portion extending in the longitudinal direction of the track slab, and a connection guard attached to the second steel pipe portion, and portions near both ends of the connection guard are connected to deviation prevention guard members attached to corners of both width direction ends of the central convex portion of the track slabs adjacent to each other. be.

In yet another track slab, the anti-slip guard connecting member further has an open space formed in a central portion.

Advantageous Effects of Invention According to the present disclosure, on-site construction can be easily performed in a short period of time, the deviation prevention function of the railroad vehicle can be reliably achieved, and high anti-vibration performance can be exhibited.

FIG. 2 is a diagram showing the configuration of a slab track in this embodiment; FIG. It is a two-sided view of the track slab in this embodiment. FIG. 2 is a two-sided view of a track slab with a deviation prevention guard member attached according to the present embodiment; FIG. 4 is a two-sided view of track slabs adjacent to each other with the deviation prevention guard connection member attached in the present embodiment.

Hereinafter, embodiments will be described in detail with reference to the drawings.

FIG. 1 is a diagram showing the configuration of a slab track in this embodiment. In the figures, (a) is a perspective view of the slab track, and (b) is a cross-sectional view of the essential parts of the slab track.

In the figure, 10 is a track slab in this embodiment, more specifically, it is a floating slab track and is a precast track slab. Also, 90 is a conventional track slab, more specifically, a normal slab track that is not of floating type.

Some of the conventional track slabs 90 already laid on a concrete roadbed 31 such as a roadbed of a viaduct or a roadbed in a tunnel are replaced with the track slab 10 of the present embodiment. will be described as being replaced by

In addition, in the present embodiment, expressions indicating directions such as up, down, left, right, front, and back used to describe the configuration and operation of each part of the track slab 10 and other members are absolute. It is relative rather than physical, and is appropriate when each part of the track slab 10 and other members are in the orientation shown in the figure, but if that orientation changes, it will be changed according to the change in orientation. should be interpreted as

Each of the conventional track slabs 90 is, for example, a reinforced concrete (RC) thick plate (slab) having a length of 5 [m] and a width of 2 [m]. , for example, it is installed via a mixed mortar layer of cement and asphalt for adjustment, and is fixed so as to be immovable in the horizontal direction by a cylindrical projecting concrete 33 installed on the roadbed 31 there is

On the other hand, the track slab 10 in the present embodiment has the same length and width dimensions as the conventional track slab 90, but is a steel reinforced concrete (SRC) structure, and is shown in FIG. 2, it is installed on the roadbed 31 via a vibration isolator 32 including urethane rubber, coil springs, and the like. In addition, each track slab 10 is fixed by a cylindrical projecting concrete 33 so as to be immovable in the horizontal direction, similarly to the conventional track slab 90 .

More specifically, the track slab 10 includes a flat body portion 12, a central convex portion 13 formed at the center of the body portion 12 in the width direction, and a convex portion 13 formed at both ends of the body portion 12 in the width direction. It has a pair of left and right lateral protrusions 14 . The central projection 13 and the side projections 14 are integrally formed with the main body 12, project upward from the upper surface of the main body 12, and extend in the longitudinal direction of the main body 12 (the length of the track). direction). Each side protrusion 14 is formed to protrude upwards more than the central protrusion 13, and the central protrusion 13 is formed to be wider than each side protrusion 14. .

A rail 41 is fixed via a plurality of rail fastening devices 42 to the upper surface of the main body 12 at a portion between the central projection 13 and the left and right side projections 14 . A plurality of rail fastening devices 42 are arranged discretely in the longitudinal direction of the track, and each is fixed to the main body 12 with a fixing bolt 43 . Since the central protrusion 13 and the side protrusions 14 present on both the left and right sides of each rail 41 protrude above the upper surface of the main body 12, the wheels of the railroad vehicle derailed from the rail 41 are prevented from further deviating. It is possible to prevent it, and it exhibits the deviation prevention function of the railway vehicle.

Since the track slab 10 is a steel-reinforced concrete structure as described above, it includes steel frames 21A and 21B and reinforcing bars 22 inside. As shown in FIG. 1(b), the steel frame 21A is an H-shaped steel material extending in the longitudinal direction of the track, and is positioned near both ends of the central convex portion 13 in the width direction. 13 are provided inside. The steel frame 21B is slightly narrower and taller than the steel frame 21A, and is an H-shaped steel member extending in the longitudinal direction of the track. It is When the steel frames 21A and 21B are collectively described, the steel frame 21 will be described.

As described above, the track slab 10 in the present embodiment is a steel-framed reinforced concrete structure and includes the steel frame 21. Therefore, it has a higher steel ratio and a larger mass than a precast track slab that does not include the steel frame 21. It's becoming For example, in a precast track slab that does not include the steel frame 21, the steel material ratio is about 1.0 [%] and the mass is about 5 [t]. , the steel material ratio is about 4.0 [%], and the mass is about 10 [t]. Therefore, when the track slab 10 in the present embodiment is used as a floating slab track, the track slab 10 has a large mass and is discretely supported by the low-spring anti-vibration material. The vibration frequency is lowered, and high anti-vibration performance can be exhibited.

Further, since the track slab 10 in the present embodiment includes the steel frame 21, the rigidity is high. Therefore, the track slab 10 of the present embodiment has sufficient rigidity even if the thickness is reduced. Directional dimensions can be constrained.

Furthermore, in the track slab 10 according to the present embodiment, inner deviation prevention guard members 51A made of angle steel material having a cross-sectional shape of V-shape are attached to the corners of both widthwise ends of the central projection 13, respectively. Outside deviation prevention guard members 51B made of angle steel material having a V-shaped cross section are attached to the corners of the left and right side projections 14 on the side (inner side) facing the central projection 13 . As a result, the strength of the central projection 13 and the side projections 14 is reinforced, thereby improving the deviation prevention function of the railway vehicle. Both the inner deviation-preventing guard member 51A and the outer deviation-preventing guard member 51B are angle steel members extending in the longitudinal direction of the track, but the inner deviation-preventing guard member 51A is thinner than the outer deviation-preventing guard member 51B. , the cross-sectional dimension is smaller. When the inner deviation prevention guard member 51A and the outer deviation prevention guard member 51B are collectively described, they will be referred to as the deviation prevention guard member 51. As shown in FIG.

As shown in FIG. 1(a), at both ends of the track slab 10 in the longitudinal direction, engagement recesses 12b are formed for engagement with cylindrical projecting concrete 33 placed on the roadbed 31. As shown in FIG. Therefore, the length of the central projection 13 is shorter than the length of the track slab 10, so the length of the inner deviation prevention guard member 51A is shorter than the length of the outer deviation prevention guard member 51B. As a result, in the track slabs 10 adjacent to each other, the interval between the inner deviation-preventing guard members 51A becomes considerably larger than the interval between the outer deviation-preventing guard members 51B. Therefore, in this embodiment, a deviation prevention guard connecting member 61 is attached to connect the inner deviation prevention guard members 51A of the track slabs 10 adjacent to each other.

Next, the structure of the track slab 10 will be described in more detail.

FIG. 2 is a two-sided view of the track slab according to this embodiment, and FIG. 3 is a two-sided view of the track slab with the deviation prevention guard member according to this embodiment attached. 2, (a) is a top view, and (b) is a side view. In FIG. 3, (a) is a top view, and (b) is a cross-sectional view taken along line AA.

As shown in FIGS. 2(a) and 3(a), engaging recesses 12b, which are semicircular in plan view, are formed at both longitudinal ends of the body portion 12 of the track slab 10. As shown in FIGS. Therefore, the central projection 13 is formed so that its length is shorter than the length of the track slab 10 so as not to interfere with the engaging recess 12b.

As shown in FIG. 2(a), on the upper surface of the central protrusion 13, there is a deviation prevention guard member fixing hole 13a into which a fixing bolt 52a for fixing the inner deviation prevention guard member 51A is screwed. It has multiple openings. In addition, a plurality of deviation prevention guard member fixing holes 14a for screwing in fixing bolts 52b for fixing the outer deviation prevention guard member 51B are formed in the upper surface of the side protrusion 14. As shown in FIG. As shown in FIG. 3(b), the inner deviation-preventing guard member 51A and the outer deviation-preventing guard member 51B have respective deviation-preventing guard member fixing holes 13a and 14a in predetermined ranges from the tips of fixing bolts 52a and 52b. are attached to and fixed to the central projection 13 and the side projections 14 by screwing into.

In addition, a plurality of rail fastening device fixing holes 12a for screwing fixing bolts 43 for fixing the rail fastening device 42 are formed in the upper surface of the main body portion 12 . As shown in FIG. 3(b), it is desirable that an embedded plug 44 to be screwed with the fixing bolt 43 is previously embedded in the rail fastening device fixing hole 12a. Also, plugs to be screwed with the fixing bolts 52a and 52b may be previously embedded in the deviation prevention guard member fixing holes 13a and 14a as required.

Next, the structure of the deviation prevention guard connecting member 61 will be described in more detail.

FIG. 4 is a two-sided view of the track slabs adjacent to each other with the deviation prevention guard connecting member according to the present embodiment attached. In the drawings, (a) is a top view, and (b) is a cross-sectional view taken along line BB.

Departure prevention guard connecting member 61 in the present embodiment has a substantially parallel grid shape in plan view. The deviation prevention guard connecting member 61 includes a first steel pipe portion 62a made of a square steel pipe extending in the width direction of the track slab 10 and a second steel pipe portion 62a made of a square steel pipe extending in the longitudinal direction of the track slab 10. 62b and an angle steel section 63 as a connection guard extending in the longitudinal direction of the track slab 10. As shown in FIG. The pair of first steel pipe portions 62a, as shown in FIG. 4(a), are members arranged on the main body portion 12 between the central convex portion 13 and the engaging concave portion 12b. , and the pair of second steel pipe portions 62b are connected by means such as welding. An open space 61a having a rectangular shape in a plan view is formed in the central portion of the deviation prevention guard connecting member 61. The open space 61a is defined by the first steel pipe portion 62a and the second steel pipe portion 62b. It is A ground coil can be installed in the open space 61a.

Each of the pair of angle steel portions 63 is attached to each of the second steel pipe portions 62b by means of welding, bolting, or the like so as to cover the upper surface and the outer surface of each of the second steel pipe portions 62b. Further, the portions near both ends of each angle steel portion 63 are connected to the inner deviation prevention guard members 51A attached to each of the track slabs 10 adjacent to each other by means of welding, bolting, or the like. As a result, the inner deviation prevention guard members 51A of the track slabs 10 adjacent to each other are connected by the deviation prevention guard connecting member 61 . In this manner, the gap between the inner deviation prevention guard members 51A of the track slabs 10 adjacent to each other is closed by the deviation prevention guard connecting member 61, so that the deviation prevention function of the railway vehicle becomes more reliable.

As described above, in the present embodiment, the track slab 10 includes the flat plate-like body portion 12, the central convex portion 13 formed in the center of the body portion 12 in the width direction, and the two ends of the body portion 12 in the width direction. It is made of precast steel reinforced concrete, and rails 41 are laid on the upper surface of the main body 12 between the central protrusion 13 and the left and right side protrusions 14. .

As a result, on-site construction can be easily performed in a short period of time, and the deviation prevention function of the railway vehicle can be reliably achieved.

H-shaped steel members extending in the longitudinal direction of the track slab 10 are arranged as steel frames 21 inside the central projection 13 and inside each of the side projections 14 . Therefore, the strength of the central protrusion 13 and the side protrusions 14 is improved, and the steel material ratio of the track slab 10 is increased, thereby increasing the mass.

Furthermore, it is installed on a roadbed 31 made of concrete with a vibration isolator 32 interposed therebetween. Therefore, high anti-vibration performance can be exhibited.

Further, deviation prevention guard members 51 made of steel are attached to both corners in the width direction of the central protrusion 13 and inner corners of the left and right side protrusions 14 . As a result, the strength of the central projection 13 and the side projections 14 is reinforced, thereby improving the deviation prevention function of the railway vehicle.

Furthermore, the deviation prevention guard members 51 attached to the corners of the widthwise ends of the central projections 13 of the track slabs 10 adjacent to each other are connected to each other by the deviation prevention guard connecting members 61 . Therefore, the gap between the deviation-preventing guard members 51 is closed by the deviation-preventing guard connecting member 61, so that the deviation-preventing function of the railway vehicle becomes more reliable.

Further, the deviation prevention guard connecting member 61 is composed of a first steel pipe portion 62a extending in the width direction of the track slab 10, a second steel pipe portion 62b extending in the longitudinal direction of the track slab 10, and a second steel pipe portion 62b. The portions near both ends of the angle steel portions 63 are connected to the deviation prevention guard members 51 attached to the corners of the widthwise both ends of the central convex portion 13 of the track slabs 10 adjacent to each other. . Therefore, it is possible to firmly close the gap between the deviation prevention guard members 51 with a simple structure.

Further, the deviation prevention guard connecting member 61 has an open space 61a formed in the central portion. Therefore, a ground coil can be installed in the open space 61a.

It should be noted that this disclosure describes features of preferred exemplary embodiments. Various other embodiments, modifications and variations within the scope and spirit of the claims appended hereto will naturally occur to those skilled in the art upon reviewing the disclosure herein. be.

The present disclosure can be applied to track slabs.

10 track slab 12 main body 13 central protrusion 14 side protrusions 21A, 21B steel frame 31 roadbed 32 vibration isolator 41 rail 51A inner deviation prevention guard member 51B outer deviation prevention guard member 61 deviation prevention guard connecting member 61a open space 62a First steel pipe portion 62b Second steel pipe portion 63 Angle steel portion

Claims (6)

a flat plate-like main body;
a central protrusion formed at the center of the main body in the width direction;
A pair of left and right side protrusions formed at both ends in the width direction of the main body,
It is made of precast steel reinforced concrete,
A rail is laid on the upper surface of the main body in a portion between the central protrusion and the left and right side protrusions ,
Each of the left and right side projections protrudes upward from the central projection, and the interior of each of the vicinity of both ends in the width direction of the central projection and the interior of each side projection extend in the longitudinal direction of the track slab. A track slab, wherein the H-shaped steel material inside the lateral protrusions is taller than the H-shaped steel material inside the central protrusion. 2. The track slab according to claim 1 , wherein the track slab is installed on a concrete roadbed with anti-vibration materials interposed therebetween. The corners at both ends in the width direction of the central protrusion and the inner corners of the left and right side protrusions function as deviation prevention guards. 3. A track slab according to claim 1 or 2 , wherein the inner corners of the side projections are fitted with steel anti-slip guard members to protect them and add weight. 4. The track slab according to claim 3 , wherein the deviation-preventing guard members attached to the corners at both ends in the width direction of the central projections of the track slabs adjacent to each other are connected to each other by deviation-preventing guard connecting members. The deviation prevention guard connection member includes a first steel pipe portion extending in the width direction of the track slab, a second steel pipe portion extending in the longitudinal direction of the track slab, and a connection attached to the second steel pipe portion. 5. The track slab according to claim 4 , wherein portions near both ends of said connecting guards are connected to deviation prevention guard members attached to corners of widthwise both ends of said central projections of adjacent track slabs. 6. A track slab according to claim 5 , wherein said anti-slip guard connecting member has an open space formed in a central portion thereof.

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