JPH11280001A - Rail support, track structure in curved section, and method for setting cant of track in curved section - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a track structure in a curved section, having the small track maintenance amount and low maintenance and construction costs, a rail support such as a sleeper, a slab mat or the like to be used for the track structure, and a method for setting a cant of the track in the curved section. SOLUTION: A sleeper 10 to be arranged between a ballast bed and rails in a railroad line is provided with two rail support surface 13, 14 provided on the upper surface and in which each sectional shape as seen from the longitudinal direction of the railroad line has two inclined line segments on the same inclined line, and a horizontal lower surface 11. Rails are supported by the rail support surfaces 13, 14, load is dispersed and transmitted to a bed, and the gauge between two rails is kept constant.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rail support provided between a track bed or a roadbed and two rails in a railway track, a track structure of a curved section using the rail support, and the rail. The present invention relates to a cant setting method of a trajectory of a curved section using a support.

[0002]

2. Description of the Related Art Conventionally, as shown in FIG. 13, a railroad vehicle 300 moves along a curved section ballast ballast track 200 in a section of a section in which the plane shape of a railway line is curved (hereinafter referred to as a "curved section"). , A centrifugal force F acts on the center of gravity O of the vehicle body 301. This centrifugal force F acts in the direction from the center of the curve to the outside, the mass of the railway vehicle is W (kilogram), and the centrifugal acceleration is α (meter / second).
² ), it is expressed by the following equation (1): F = W × α (1)

[0003] The centrifugal acceleration α in the case of a circular motion is calculated by changing the speed of a railway vehicle to u (meter / second) = V (km / km).
) And the radius of curvature of the curved section is R (meters), which can be represented by the following equation (2): α = u ² / R = V ² / (13 × R) (2)

In this case, it is assumed that there is a center of curvature (not shown) of a curved section on the right side of FIG. 13, and a rail outside the center of curvature of this curved section (hereinafter, "outer rail").
That. If the height of the upper surface of the) 25 is set to be the same as the height of the upper surface of the rail 26 (hereinafter referred to as “inner rail”) 26 with respect to the center of curvature of the curved section, the centrifugal force F causes An excessive load is applied from the wheel 302 to the outer rail 25 and the wheel 3
03 becomes too small, and the railcar 301 easily derails.

When the vehicle speed V increases, the railway vehicle 300 tends to fall to the opposite side (left side in FIG. 13) from the center of curvature of the curved section. In FIG. 13, the wheel 3
An axle for connecting both wheels 02 and 303 to rotate both wheels is not shown.

[0006] For this reason, as shown in FIG. 13, in a curved railway section, the upper part of a ballast roadbed 202 formed of crushed stone or the like on a roadbed 201 is formed into a slope, and a pillow laid on the ballast roadbed 202 is formed. The upper surface of the outer rail 25 is higher than the upper surface of the inner rail 26 by inclining the hook 203. In this way, the line of action of the resultant force P between the centrifugal force F and the vehicle weight W passes through the middle between the outer rail 25 and the inner rail 26 (for example, the center between the gauges). Also, only the load perpendicular to the rail surface acts, so that the railroad vehicle 301 can be prevented from derailing and falling, and the railroad vehicle 301 can maintain its safety during curved running.

As described above, making the upper rail position of the outer rail 25 higher than the upper rail position of the inner rail 26 in the curved section of the railway line is referred to as "canting", and is indicated by C in FIG. The value is called "cant amount". Assuming that the distance (rail length) between the rails is G (millimeter), the cant amount C (millimeter) is expressed by the following equation (3) C = (G × V ² ) / (127 × R) (3) Is done.

In the case of a narrow gauge, if the gauge length G is 1067 mm in the above equation (3), the cant amount C is
The following equation (4) is given by C = (8.4 × V ² ) / R (4)

In FIG. 13, the upper rail position of the outer rail 25 and the upper rail position of the inner rail 26 must be on the same straight line, and the high rail support surface 206 provided on the upper surface 205 of the sleeper 203 is required. And the low position sleeper support surface 207 are set to be on the same inclined straight line L20. In FIG. 13, 2
Reference numerals 3 and 24 denote rail fastening devices for fastening the rails 25 and 26 to the sleeper 203.

[0010]

However, in the above-described conventional track structure of a curved section, in the case of a ballast track track, the cant amount C is mainly determined by the ballast track track 20.
2 is formed in a slope shape, and the sleeper 2 is formed on this slope.
03 is supported and the lower surface 204 of the sleeper 203 is inclined. For this reason, the ballast portion outside the curve (hereinafter, referred to as “outside ballast portion”) 2
The ballast thickness h20 of 02A is increased, and the ballast portion inside the curve (hereinafter, referred to as “inner ballast portion”) 202
B had a reduced ballast thickness.

Generally, there is a gap between the crushed stones in the ballast roadbed 202, and the crushed stones gradually enter the gaps when the train is running, so that the ballast roadbed 202 as a whole gradually collapses and sinks. The larger the ballast thickness is, the larger the gap between the crushed stones is. Therefore, the settlement amount (collapse amount) increases as the ballast thickness increases. Therefore, 202A
Since the ballast thickness h20 of the outer ballast part of the curved section is larger than the ballast part of the straight section, the crushed stone is liable to collapse and the track maintenance amount needs to be increased accordingly, which is improved from the viewpoint of reducing railway management costs. Had been requested.

In addition, when a slab track using a concrete subbase (not shown) and a slab mat (not shown) is employed instead of the subbase 201, the ballast roadbed 202, and the sleeper 203 described above, a curved section is used. When setting a cant, the upper surface of the concrete roadbed was formed into an inclined surface, and a flat slab mat was laid thereon.

However, since concrete has fluidity until it hardens, if the upper surface is leveled with a trowel or the like, the concrete will flow from the higher side to the lower side due to gravity, resulting in the design value. It was very difficult to form an inclined surface with an inclined angle. For this reason, a concrete roadbed must be formed by using a mold (not shown) or the like configured such that the upper surface becomes an inclined surface and the entire surface is sealed, and concrete is poured into the mold. In addition, the construction and construction management are both difficult, and the construction cost is relatively high.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object of the present invention is to provide a track structure of a curved section having a small track maintenance amount and a low maintenance and construction cost. An object of the present invention is to provide a rail support such as a sleeper or a slab mat used for a structure, and a method of cant setting a track in a curved section.

[0015]

In order to solve the above-mentioned problems, a rail support according to the present invention is a rail support provided between a trackbed or a roadbed and two rails on a railroad track. A rail support surface provided on an upper surface and having a cross-sectional shape as viewed in the longitudinal direction of the railway line and two inclined line segments on the same inclined line, and a horizontal lower surface; It is characterized in that it is supported on a support surface, disperses the overload, transmits the load to the roadbed or the roadbed, and maintains a constant distance between the two rails.

In the above-mentioned rail support, preferably, the cross-sectional shape of the rail viewed in the longitudinal direction is a convex portion or a concave portion or an appropriate combination thereof, and the transverse direction in a direction perpendicular to the longitudinal direction of the railway line is preferably used. A lateral force transmitting portion for transmitting a force is provided on the lower surface.

Further, the track structure of a curved section according to the present invention is a track structure of a curved section in which a plane shape of a railway line is curved, and is provided on an upper surface and has a cross-sectional shape as viewed in a longitudinal direction of the railway line. Are disposed on a roadbed or a roadbed, and two rail support surfaces each having two inclined line segments on the same inclined line, and a rail support having a horizontal lower surface are disposed on a roadbed or a roadbed. An outer rail that is outside with respect to the center of curvature of the curved section is disposed on a high high rail support surface, and the curve is formed on a low rail support surface having a low height position among the two rail support surfaces. The present invention is characterized in that an inner rail which is on the inner side with respect to the center of curvature of the section is provided.

In the above-described track structure of the curved section, preferably, the first fitting portion having a cross section viewed in the longitudinal direction of the rail, which is a convex portion or a concave portion or an appropriate combination thereof, is provided on the rail support. A second fitting portion provided on a lower surface and formed in a shape and a position that can be fitted to the first fitting portion is provided on an upper portion of the roadbed or the roadbed, and the second fitting portion is provided with the second fitting portion. By the fitting of the joints, a lateral force in a direction perpendicular to the longitudinal direction of the railway line is transmitted.

In the above-mentioned track structure of the curved section, preferably, a first concave portion having a concave cross section as viewed in the longitudinal direction of the rail is provided on a lower surface of the rail support, and a longitudinal portion of the rail is preferably provided. The cross-sectional shape viewed in the direction becomes a recess, and a second recess formed at a position corresponding to the first recess is provided on the upper part of the roadbed or the roadbed, and fits into the first recess and the second recess. The lateral force in a direction perpendicular to the longitudinal direction of the railway line is transmitted by the fitting between the first concave portion, the second concave portion, and the fitting body.

In the above-mentioned track structure having a curved section, preferably, between the rail support and the roadbed or the roadbed, an upper surface having a cross-sectional shape in the longitudinal direction of the railway line is an inclined line. An intervening member having a horizontal lower surface is provided.

Further, a method for setting a cant of a track in a curved section according to the present invention is a method of setting a cant of a track in a curved section in which a plane shape of a railway line is curved, wherein A rail support having a horizontal lower surface and two rail support surfaces whose cross-sectional shape viewed in the direction is two inclined line segments on the same inclined line is disposed on a roadbed or a roadbed, and among the two rail support surfaces, An outer rail that is outside with respect to the center of curvature of the curved section is disposed on a high rail support surface having a high height position, and a low rail support surface having a low height position among the two rail support surfaces is provided. An inner rail which is on the inside with respect to the center of curvature of the curved section is disposed above, and the difference between the height position of the upper surface of the outer rail and the height position of the upper surface of the inner rail is determined as the cant of the track of the curved section. To do And it features.

In the above-described method for setting a cant of a track in a curved section, preferably, the amount of the cant is determined by a degree of inclination of a surface of the roadbed or a roadbed in contact with a lower surface of the rail support, or the rail support and the roadbed. Alternatively, the inclination is adjusted by the degree of inclination of the inclined surface of the interposition member interposed between the base member and the roadbed, the rail fastening device that holds the rail on the rail support surface, or an appropriate combination thereof.

[0023]

Embodiments of the present invention will be described below with reference to the drawings. In the following embodiments and drawings, the same reference numerals denote members having the same configuration and operation.

(1) First Embodiment FIG. 1 is a view showing a configuration of a sleeper for a curved section according to a first embodiment of the present invention. FIG. 1 (A) is a perspective view, and FIG.
(B) is a cross-sectional view as viewed in the longitudinal direction of the line.

As shown in FIGS. 1A and 1B,
The sleeper 10 for a curved section is a block-shaped member made of, for example, prestressed concrete (PC). The curved section sleeper 10 has a horizontal lower surface 11 and a substantially inclined upper surface 12.

On the upper surface 12 of the curve section sleeper 10,
An inclined planar high position rail support surface 13 and an inclined planar low position rail support surface 14 are provided. As shown in FIG. 1 (B), these high rail support surfaces 13
And the low-profile rail support surface 14 has two inclined line segments on the same inclined straight line L1 as viewed in the longitudinal direction of the line. Therefore, the high position rail support surface 13 and the low position rail support surface 14 are two inclined partial planes on the same inclined plane.

FIG. 1 shows the rail support surfaces 13 and 14.
The left and right spaces in FIG.
And a rail fastening space for fastening the inner rail 26 to the curved section sleeper 10. The rail fastening space includes embedded plugs 15a, 15b and embedded plugs made of steel, hard plastic, or the like. The holes 16a and 16b are embedded. These embedding plugs 15a to 16b are provided with holes (not shown) in which female threads are formed on the inner wall, and fastening bolts (not shown) which are components of the rail fastening devices 23 and 24 are provided. Is screwed.

Although not shown, each of the rail fastening spaces described above is formed not in a plane but in a concave shape. In this recess, rail fastening devices 23 and 24 are provided.
A part of a component such as a fastening leaf spring (not shown) is accommodated.

(2) Second Embodiment Next, a second embodiment of the present invention will be described. FIG.
FIG. 4 is a cross-sectional view of a configuration of a curved section ballast ballast track according to a second embodiment of the present invention using the curved section sleeper shown in FIG. 1 as viewed in the longitudinal direction of the track.

As shown in FIG. 2, the curved section ballast track track 20 includes a soil bed 21, a ballast bed 22 formed on the soil board 21, the above-described curved section sleeper 10, and a fastening device. 23, 24, an outer rail 25,
It has an inner rail 26.

The soil bed 21 of the curved section ballast roadbed track 20 is an earth structure constructed on a roadbed, and a normal earthbed, reinforced roadbed or the like is employed. As the subgrade, a) embankment, b) a ground or cut ground provided with a drainage layer or the like is used. Further, the above-mentioned ordinary soil bed is a roadbed formed of a single layer of high-quality natural soil or crusher orchids (including crushed stones C for roads and crushed stones of steel slag CS). The reinforced roadbed includes a crushed stone roadbed and a slag roadbed. Among these reinforced roadbeds, the crushed roadbed is provided by providing a crushed stone layer (a layer of crushed crushed stone or blast furnace slag) on a roadbed and providing an asphalt concrete layer on the crushed stone layer. In addition, the slag roadbed is constituted by providing a layer of crushed blast furnace slag with hydraulic particle size adjustment on the roadbed.

In the curved section ballast track track 20 described above, the surface of the ballast supporting the lower surface of the curved section sleeper 10 is horizontal. In addition, on the high position rail support surface 13 of the curved section sleeper 10, via a track pad which is a component of the rail fastening device 23, a fastening bolt, a fastening component which is a component (not shown) of the rail fastening device 23. The outer rail 25 is fastened by a nut for fastening, a leaf spring for fastening, and the like. Also, sleeper for curved section 1
On the low-level rail support surface 14, the rail bolts, the nuts, and the leaf springs, which are not shown, of the rail fastening device 24 are provided via track pads, which are the components of the rail fastening device 24. The inner rail 26 is fastened by the like.

The track pads of each of the rail fastening devices 23 and 24 are flat members made of rubber material or the like. Therefore, in FIG. 2, the inclined straight line connecting the upper surface of the outer rail 25 and the upper surface of the inner rail 26 is parallel to the inclined straight line connecting the high position rail support surface 13 and the low position rail support surface 14. .

The height difference between the upper surface position of the outer rail 25 and the upper surface position of the inner rail 26 is equal to the cant amount C in the conventional curved section ballast ballast track 200 shown in FIG.

In the curved section ballast track track 20 described above, since the support ballast surface of the curved section sleeper 10 is horizontal, the ballast thickness h2 of the outer ballast section 22A of the ballast bed 22 is reduced to the inner ballast section 22B.
And the outer ballast portion 22
The ballast thickness h2 of A is much smaller than the ballast thickness h20 of the outer ballast portion 202A of the conventional curved section ballast ballast track 200 shown in FIG.

As described above, the curved section ballast ballast track 20 of the second embodiment using the curved section sleeper 10 of the first embodiment is equal to the conventional curved section ballast ballast track 200 shown in FIG. The cant amount C can be set, and the ballast thickness h2 of the outer ballast portion 22A can be significantly reduced as compared with the conventional case. Therefore, the track maintenance amount of the curved section ballast ballast track 20 can be reduced to the same extent as the track maintenance amount of the straight section.

This sleeper 10 for a curved section has a larger volume than the conventional sleeper 203 shown in FIG.
The production cost is slightly higher than the conventional sleeper 203.
However, once the sleeper 10 for a curved section is replaced, the track maintenance cost thereafter can be reduced to about the maintenance cost of a straight section. As described above, in a ballast ballast track, the ballast ballast slowly collapses and sinks as the train passes, so that maintenance of the ballast occurs periodically.
Therefore, if this sleeper 10 for a curved section is used,
Since the cost reduction amount accumulates each time the roadbed maintenance is performed, the degree of contribution to railway management is extremely large.

Further, the above-mentioned curved section ballast ballast track 2
In the case of 0, the sleeper 10 for a curved section has the function of setting the cant amount as described above, as well as the two rails 25,
26 is supported by the rail support surfaces 13 and 14 to disperse the overhead load such as the train load and transmit it to the roadbed or the roadbed, and to keep the gauge between the two rails 25 and 26 constant. It also functions.

In the curved section of the railway line, the curvature changes smoothly from a constant value to infinity (linear section) or the curvature changes smoothly from infinity to a constant value before and after a circular curve section having a constant radius of curvature. A section into which a relaxation curve (a function including a cubic parabola, a sine curve, a clothoid curve, a lemniscate curve, etc.) to be inserted is provided. Considering that this does not occur, the ride comfort of the train has been improved.

In the transition curve section, the cant amount needs to be changed according to a predetermined function or the like. In the curved section ballast track track 20 of the second embodiment described above, for example, track pads (not shown), variable pads (not shown), adjustment packings (not shown) below the rail fastening devices 23 and 24, for example. The cant amount can be adjusted and set by a tie plate (not shown), an underlay steel plate (not shown), and the like.

(3) Third Embodiment Next, a third embodiment of the present invention will be described. FIG.
3A is a diagram showing a configuration of a sleeper for a curved section according to a third embodiment of the present invention, FIG. 3A is a perspective view, and FIG.
(B) is a cross-sectional view as viewed in the longitudinal direction of the line.

As shown in FIGS. 3A and 3B,
The sleeper 30 for a curved section is a block-shaped member made of, for example, prestressed concrete (PC). The curved section sleeper 30 has a horizontal lower surface 31 and a substantially inclined upper surface 32.

An upper surface 32 of the curved section sleeper 30 is provided with an inclined planar high position rail support surface 33 and an inclined planar low position rail support surface 34. As shown in FIG. 3B, the cross-sectional shapes of the high position rail support surface 33 and the low position rail support surface 34 as viewed in the line longitudinal direction are two inclined lines on the same inclined straight line L3. Minutes. Therefore, the high position rail support surface 33 and the low position rail support surface 34 are two inclined partial planes on the same inclined plane.

FIG. 3 shows the rail support surfaces 33 and 34.
The left and right spaces in FIG.
And a rail fastening space for fastening the inner rail 26 to the curved section sleeper 10. The rail fastening space includes embedded plugs 35a, 3 made of steel or the like.
5b and embedding stoppers 36a and 36b are embedded. The configuration and operation of these plugs 35a to 36b are the same as the configuration and operation of the plugs 15a to 16b in the above-described first embodiment, and a description thereof will be omitted.

Although not shown, the above-mentioned rail fastening spaces are not flat,
For the same purpose as in the embodiment, it is formed in a concave shape.

The sleeper 3 for a curved section of the third embodiment
0 is the sleeper 10 for a curved section of the first embodiment described above.
The difference from the first embodiment is that the inclination angle of the high position rail support surface 33 and the low position rail support surface 34, that is, the inclination angle of the inclination line L3 is set to a value smaller than the inclination angle of the inclination line L1 in the first embodiment. It is that you are.

(4) Fourth Embodiment Next, a fourth embodiment of the present invention will be described. FIG.
FIG. 4 is a cross-sectional view of a configuration of a curved section ballast ballast track according to a fourth embodiment of the present invention using the curved section sleeper shown in FIG. 3 as viewed in the longitudinal direction of the track.

As shown in FIG. 4, this curved section ballast roadbed track 40 has the same shape of the roadbed 2 as in the second embodiment.
1 and a ballast roadbed 42 formed on the roadbed 21
And the above-described curved section sleeper 30, the same fastening devices 23 and 24 as in the second embodiment, and the outer rail 25
And an inner rail 26.

In the above-described curved section ballast track track 40, the surface of the ballast that supports the lower surface of the curved section sleeper 30 is an inclined surface. The inclination angle is the same as that of the conventional curved section shown in FIG. The value is set to a value smaller than the inclination angle of the support ballast surface of the sleeper 203 in the ballast ballast track 200. In addition, the outer rail 25,
The attachment of the inner rail 26 to the curved section sleeper 30 is exactly the same as in the case of the above-described second embodiment, and a description thereof will be omitted.

As in the case of the second embodiment, the track pads of each of the rail fastening devices 23 and 24 are flat members made of rubber material or the like.
The inclined straight line connecting the upper surface of the outer rail 25 and the upper surface of the inner rail 26 is parallel to the inclined straight line connecting the high position rail support surface 33 and the low position rail support surface 34.

Also in the case of the fourth embodiment, the difference in height between the upper surface position of the outer rail 25 and the upper surface position of the inner rail 26 is the same as that of the conventional curved section ballast ballast track 200 shown in FIG. It is equal to the cant amount C.

In the curved section ballast ballast track 40 described above, since the support ballast surface of the curve section sleeper 30 is an inclined surface, the ballast thickness h4 of the outer ballast portion 42A of the ballast bed 42 is reduced to the inner ballast portion. 42
B is set to be thicker than the ballast thickness. However, the inclination angle of the support ballast surface of the sleeper 30 for a curved section is
A conventional curved section ballast ballast track 200 shown in FIG.
Is smaller than the inclination angle of the support ballast surface of the sleeper 203 at Therefore, the ballast thickness h4 of the outer ballast portion 42A is equal to the ballast thickness h of the outer ballast portion 202A of the conventional curved section ballast ballast track 200 shown in FIG.
The value is much smaller than 20.

As described above, in the curved section ballast ballast track 40 of the fourth embodiment using the curved section sleeper 30 of the third embodiment, it is equal to the conventional curved section ballast ballast track 200 shown in FIG. The cant amount C can be set, and the ballast thickness h4 of the outer ballast portion 42A can be much smaller than in the conventional case. Therefore, the track maintenance amount of the curved section ballast ballast track 40 can be reduced to substantially the same level as the track maintenance amount of the straight section.

The sleeper 30 for a curved section also has a larger volume than the conventional sleeper 203 shown in FIG.
The production cost is slightly higher than the conventional sleeper 203.
However, once the sleeper 30 for a curved section is replaced, the track maintenance cost thereafter can be reduced to about the maintenance cost for a straight section. As described above, in a ballast ballast track, the ballast ballast slowly collapses and sinks as the train passes, so that maintenance of the ballast occurs periodically.
Therefore, even when the sleeper 30 for a curved section is used, the cost reduction amount is accumulated every time the roadbed is maintained, and the degree of contribution to railway management is very large.

The above-mentioned curved section ballast ballast track 4
At 0, the curve section sleeper 30 has a function of setting the cant amount as described above, as well as the two rails 25,
The basic function of the sleeper is to support the rails 26 on the rail support surfaces 33 and 34 to disperse the overhead load such as the train load and to transmit it to the roadbed or the roadbed, and to keep the gauge between the two rails 25 and 26 constant. It also functions.

The above-mentioned curved section ballast ballast track 4
At 0, the cant amounts of the circular curve section and the transition curve section can be adjusted and set by changing the inclination angle of the support ballast surface of the curve section sleeper 30. Also, track pads (not shown), variable pads (not shown), adjustment packings (not shown), tie plates (not shown), underlay steel plates (not shown) under the rail fastening devices 23 and 24. Also, the cant amount of the circular curve section and the transition curve section can be adjusted and set.

(5) Fifth Embodiment Next, a fifth embodiment of the present invention will be described. FIG.
FIG. 6 is a cross-sectional view of a configuration of a curved section ballast ballast track according to a fifth embodiment of the present invention using the sleeper shown in FIG.

As shown in FIG. 5, the curved section ballast track 50 has a soil bed 21 similar to that of the second and fourth embodiments, and a ballast bed 5 formed on the soil bed 21.
2, the sleeper 30 for the curved section described above, and the interposition member 5
3, a fastening device 23 similar to that of the second and fourth embodiments,
24, an outer rail 25, and an inner rail 26.

As shown in FIG. 5, the interposed member 53 is a block-shaped member made of, for example, prestressed concrete (PC). This interposed member 53 is
It has a horizontal lower surface 54, an inclined upper surface 55, and locking projections 56 and 57 provided near both ends.

In the above-described curved section ballast ballast track 50, the upper surface of the interposition member 53 that supports the lower surface of the curved section sleeper 30 is an inclined surface. The value is set to a value equal to the inclination angle of the support ballast surface of the curved section sleeper 30 in the section ballast ballast track 40. Also, outer rail 2
5. The attachment of the inner rail 26 to the curved section sleeper 30 is exactly the same as in the above-described second and fourth embodiments, and a description thereof will be omitted.

As in the second and fourth embodiments, the track pads of the rail fastening devices 23 and 24 are
In FIG. 5, an inclined straight line connecting the upper surface of the outer rail 25 and the upper surface of the inner rail 26 is formed by a flat plate member made of a rubber material or the like. It is parallel to the connecting straight line.

Also in the case of the fifth embodiment, the difference in height between the upper surface position of the outer rail 25 and the upper surface position of the inner rail 26 is the same as that of the conventional curved section ballast ballast track 200 shown in FIG. It is equal to the cant amount C.

In the above-described curved section ballast track track 50, the lower surface 31 of the curve section sleeper 30 is placed on the inclined upper surface 55 of the interposition member 53. The lower surface 54 is a horizontal plane. Therefore, the curve section sleeper 30 and the interposition member 53 are
It can be regarded as a member supporting the rails 25 and 26 as a whole, in which case the support surface of the rail support as a whole is horizontal. Thereby, the ballast thickness h5 of the outer ballast portion 52A of the ballast ballast 52 can be made equal to the ballast thickness of the inner ballast portion 52B, and the ballast thickness h5 of the outer ballast portion 52A is the same as that of the above-described second embodiment. It can be set to a value equal to the ballast thickness h2 of the outer ballast portion 22A of the curved section ballast ballast track 20.

As described above, in the curved section ballast bed track 50 of the fifth embodiment using the curved section sleeper 30 of the third embodiment, the conventional curved section ballast bed track 200 shown in FIG. The cant amount C can be set, and the ballast thickness h5 of the outer ballast portion 52A can be significantly reduced as compared with the conventional case. Therefore, the track maintenance amount of the curved section ballast ballast track 50 can be reduced to the same extent as the track maintenance amount of the straight section.

The curved section ballast roadbed track 50 is the same as the conventional curved section ballasted bedbed track 2 by the interposition member 53.
Slightly higher than 00. However, once the sleeper 30 for the curved section and the interposed member 53 have been replaced,
Subsequent track maintenance costs can be reduced to about the maintenance costs for straight sections. As described above, in a ballast ballast track, the ballast ballast slowly collapses and sinks as the train passes, so that maintenance of the ballast occurs periodically. Therefore, even in the case of the curved section ballast track track 50, the cost reduction amount is accumulated every time the track bed is maintained, so that the degree of contribution to railway management is very large.

Further, the above-mentioned curved section ballast ballast track 5
At 0, the curve section sleeper 30 has a function of setting the cant amount as described above, as well as the two rails 25,
The basic function of the sleeper is to support the rails 26 on the rail support surfaces 33 and 34 to disperse the overhead load such as the train load and to transmit it to the roadbed or the roadbed, and to keep the gauge between the two rails 25 and 26 constant. It also functions.

Further, the above-mentioned curved section ballast ballast track 5
At 0, it is possible to adjust and set the cant amount of the circular curve section and the transition curve section by changing the inclination angle of the upper surface 55 of the interposition member 53. Further, by changing the inclination angle of the ballast surface supporting the lower surface 54 of the interposition member 53, it is possible to adjust and set the cant amount of the circular curve section and the transition curve section. Also, the rail fastening devices 23, 2
4, a track pad (not shown), a variable pad (not shown), an adjustment packing (not shown), a tie plate (not shown), a steel sheet (not shown), etc. And the cant amount of the transition curve section can be adjusted and set.

(6) Sixth Embodiment Next, a sixth embodiment of the present invention will be described. FIG.
FIG. 9 is a cross-sectional view of a configuration of a curved section ballast ballast track according to a sixth embodiment of the present invention using the curved section sleeper shown in FIG.

As shown in FIG. 6, the curved section ballast roadbed track 60 includes the same roadbed 21 as in the second, fourth and fifth embodiments, and a ballast roadbed 62 formed on the groundbed 21. , Curved section sleeper 30A, and interposition member 63
And the same fastening device 2 as in the second, fourth, and fifth embodiments.
3, 24, an outer rail 25, and an inner rail 26.

As shown in FIG. 6, the sleeper for curved section 3
0A differs from the lower surface 31A in that female screw holes 37 and 38 are provided in the lower surface 31A, and the other portion has the same configuration as the above-described curved section sleeper 30.

Further, as shown in FIG.
Is a block-shaped member made of, for example, prestressed concrete (PC). The interposition member 63 has a horizontal lower surface 64, an inclined upper surface 65, and bolt insertion holes 66 and 67.

Further, as shown in FIG.
Is fixed to the lower surface 31A of the curve section sleeper 30A by screwing the coupling bolts 68, 69 from the bolt insertion holes 66, 67 into the female screw holes 37, 38.

In the above-described curved section ballast track track 60, the mounting of the outer rail 25 and the inner rail 26 to the curved section sleeper 30A is exactly the same as in the above-described second and fourth embodiments. Description is omitted.

As in the second and fourth embodiments, the track pads of each of the rail fastening devices 23 and 24 are
In FIG. 6, the inclined straight line connecting the upper surface of the outer rail 25 and the upper surface of the inner rail 26 is formed by a flat member made of a rubber material or the like. It is parallel to the connecting straight line.

Also in the case of the sixth embodiment, the difference in height between the upper surface position of the outer rail 25 and the upper surface position of the inner rail 26 is the same as that of the conventional curved section ballast ballast track 200 shown in FIG. It is equal to the cant amount C.

In the above-described curved section ballast ballast track 60, the lower surface 31 of the curved section sleeper 30A is provided.
A is placed on the inclined upper surface 65 of the interposition member 63, but the lower surface 64 of the interposition member 63 is a horizontal plane. Accordingly, the curved section sleeper 30A and the interposition member 63 can be regarded as members that support the rails 25 and 26 as a whole, and in that case, the support surface of the rail support as a whole is horizontal. Thereby, the ballast thickness h6 of the outer ballast portion 62A of the ballast ballast 62 can be made equal to the ballast thickness of the inner ballast portion 62B, and the ballast thickness h6 of the outer ballast portion 62A is
The value can be set equal to the ballast thicknesses h2 and h5 of the outer ballast portions 22A and 52A of the curved section ballast trajectory tracks 20 and 50 of the second and fifth embodiments.

As described above, the curve section ballast ballast track 60 of the sixth embodiment using the curve section sleeper 30A of the third embodiment is the same as the conventional curve section ballast ballast track 200 shown in FIG. The cant amount C can be set, and the ballast thickness h6 of the outer ballast portion 62A can be significantly reduced as compared with the conventional case. Therefore, the track maintenance amount of the curved section ballast ballast track 60 can be reduced to the same extent as the track maintenance amount of the straight section.

The curved section ballast ballast trajectory 60 corresponds to the conventional curved section ballast ballast trajectory 2 by the amount of the interposition member 63.
Slightly higher than 00. However, once the curved section sleeper 30A and the interposition member 53 are replaced, the track maintenance cost thereafter can be reduced to about the maintenance cost of the straight section. As described above, in a ballast ballast track, the ballast ballast slowly collapses and sinks as the train passes, so that maintenance of the ballast occurs periodically. Therefore, also in the case of the curved section ballast track floor track 60, the cost reduction amount is accumulated every time the track floor maintenance is performed, so that the degree of contribution to the railway management is very large.

Further, the above-mentioned curved section ballast ballast track 6
At 0, the curve section sleeper 30A has the function of setting the cant amount as described above, as well as the two rails 2
5 and 26 are supported by the rail support surfaces 33 and 34 to disperse the overhead load such as the train load and transmit the load to the roadbed or the roadbed;
And the function of maintaining the distance between the gauges of the two rails 25 and 26 at a constant level.

In addition, the above-mentioned curved section ballast ballast track 6
At 0, it is possible to adjust and set the cant amount of the circular curve section and the transition curve section by changing the inclination angle of the upper surface 65 of the interposition member 63. Further, by changing the inclination angle of the ballast surface supporting the lower surface 64 of the interposition member 63, it is possible to adjust and set the cant amount of the circular curve section and the transition curve section. Also, the rail fastening devices 23, 2
4, a track pad (not shown), a variable pad (not shown), an adjustment packing (not shown), a tie plate (not shown), a steel sheet (not shown), etc. And the cant amount of the transition curve section can be adjusted and set.

(7) Seventh Embodiment Next, a seventh embodiment of the present invention will be described. FIG.
FIG. 7A is a diagram showing a configuration of a slab mat for a curved section according to a seventh embodiment of the present invention. FIG. 7A is a perspective view, and FIG.
(B) is a cross-sectional view as viewed in the longitudinal direction of the line.

As shown in FIGS. 7A and 7B,
The curved section slab mat 70 is a plate-like member made of, for example, prestressed concrete (PC). The curved section slab mat 70 has a horizontal lower surface 71 and a substantially inclined upper surface 72.

The upper surface 7 of the curved section slab mat 70
2 includes an inclined planar high position rail support surface 73;
An inclined planar low position rail support surface 74 is provided. As shown in FIG. 7B, the cross-sectional shapes of the high position rail support surface 73 and the low position rail support surface 74 as viewed in the longitudinal direction of the line are two inclined lines on the same inclined straight line L7. Minutes. Therefore, the high position rail support surface 73 and the low position rail support surface 74 are two inclined partial planes on the same inclined plane. Further, the high position rail support surface 73 and the low position rail support surface 74 are planes which are elongated in the longitudinal direction of the track.

The rail support surfaces 73 and 74 shown in FIG.
The left and right spaces in FIG.
And a rail fastening space for fastening the inner rail 26 to the curved section slab mat 70. The rail fastening space includes an embedding plug 75 made of steel or the like.
a, 75b and plug stoppers 76a, 76b are embedded. The structure and operation of these plugs 75a to 76b are as follows.
Since the configuration and operation of the embedding plugs 15a to 16b in the first embodiment are the same as those of the first embodiment, the description thereof is omitted.

Although not shown, each of the rail fastening spaces described above is not flat, and the first
For the same purpose as in the embodiment, the cross-sectional shape as viewed in the longitudinal direction of the line becomes a concave shape and is formed in a groove shape extending in the longitudinal direction of the line.

On the lower surface 71 of the curved section slab mat 7 of the seventh embodiment, the horizontal force formed in the shape of a ridge extending in the longitudinal direction of the line has a convex cross-sectional shape as viewed in the longitudinal direction of the line. A transmission projection 77 is provided.

(8) Eighth Embodiment Next, an eighth embodiment of the present invention will be described. FIG.
FIG. 10 is a transverse sectional view showing a configuration of a curved section slab track of an eighth embodiment of the present invention using the curved section slab mat shown in FIG. 7 as viewed in the longitudinal direction of the line.

As shown in FIG. 8, the curved section slab track 80 has a concrete roadbed 81 and the above-mentioned curved section slab mat 70 installed on the concrete roadbed 81.

The concrete roadbed 81 of the curved section slab track 80 is formed of reinforced concrete (RC) or the like. The concrete roadbed is installed on a slab of a concrete structure such as a viaduct, on a slab of a tunnel, or on an earth structure.

In the curved section slab track 80 described above, the upper surface of the concrete roadbed 81 supporting the lower surface of the curved section slab mat 70 is horizontal, and the horizontal force transmission of the lower surface 71 of the curved section slab mat 7 is performed. Convex part 7
7 is provided with a horizontal force transmitting recess 83. The concave portion 83 for transmitting the horizontal force has a concave cross section as viewed in the longitudinal direction of the line, and is formed in a shallow groove shape extending in the longitudinal direction of the line. The concave portion 83 for transmitting horizontal force has a shape and dimensions that can be fitted to the convex portion 77 for transmitting horizontal force of the slab mat 70 for a curved section described above.

Although not shown, a layer made of a mixed hardened material of cement and asphalt (CA mortar) may be interposed between the concrete base 81 and the slab mat 70.

Further, on the high-position rail support surface 73 of the curved section slab mat 70, a track pad, which is a component of the rail fastening device 23, is interposed via a track pad, which is a component (not shown) of the rail fastening device 23, for fastening. The outer rail 25 is fastened by bolts, fastening nuts, fastening leaf springs and the like. In addition, on the low-position rail support surface 74 of the curved section slab mat 70, via a track pad, which is a component of the rail fastening device 24, a fastening bolt and a fastening, which are components (not shown) of the rail fastening device 24. The inner rail 26 is fastened by a nut for fastening, a leaf spring for fastening, and the like.

The track pads of each of the rail fastening devices 23 and 24 are flat members made of rubber material or the like. Accordingly, in FIG. 8, the inclined straight line connecting the upper surface of the outer rail 25 and the upper surface of the inner rail 26 is parallel to the inclined straight line connecting the high position rail support surface 73 and the low position rail support surface 74. .

The height difference between the upper surface position of the outer rail 25 and the upper surface position of the inner rail 26 is equal to the cant amount C in the conventional curved section ballast ballast track 200 shown in FIG.

As described above, in the curved section slab track 80 of the eighth embodiment using the curved section slab mat 70 of the seventh embodiment, the same cant as the conventional curved section ballast roadbed track 200 shown in FIG. Can be set to quantity C,
In addition, the upper surface of the concrete roadbed 81 that supports the curved section slab mat 70 can be a horizontal surface. Therefore, the concrete placing of the concrete roadbed 81 of the curved section slab track 80 uses a normal frame-shaped formwork having an open upper part, and the upper surface may be finished with a trowel or a linear spatula, etc. Construction and construction management may be performed.

Since the curved section slab mat 70 is larger in volume than the conventional flat slab mat, the manufacturing cost is slightly higher. However, since the concrete roadbed 81 can be formed on the same horizontal plane as the straight section, the construction cost of the new track as a whole can be reduced as compared with the conventional curved section slab track, and the degree of contribution to the railway management is extremely high. Big.

In the curved section slab track 80 described above, the curved section slab mat 70 has a function of setting the cant amount as described above, and has two rails 25 and 2.
6 is supported by the rail support surfaces 73 and 74 to disperse the overload such as the train load and transmit it to the concrete roadbed, and to keep the gauge between the two rails 25 and 26 constant. It also functions.

In the curved section slab track 80, the horizontal force transmitting projection 77 provided on the lower surface 71 of the curved section slab mat 70 is
Is fitted into the horizontal force transmitting recess 83 on the upper surface of the upper surface. Therefore, even when a horizontal force (lateral force) acts on the curved section slab mat 70 due to a train running on the rails 25 and 26 or an external force during an earthquake or the like, this horizontal force is The force is transmitted from the force transmitting projection 77 to the horizontal force transmitting concave portion 83, and the concrete roadbed 81 or a structure below the concrete base 81 can also bear this horizontal force and is structurally reinforced.

In the curved section slab track 80, track pads (not shown), variable pads (not shown), adjustment packings (not shown), tie plates under the rail fastening devices 23 and 24 are provided. It is also possible to adjust and set the cant amount of the circular curve section and the transition curve section by using a steel sheet (not shown), an underlay steel sheet (not shown), and the like.

(9) Ninth Embodiment Next, a ninth embodiment of the present invention will be described. FIG.
FIG. 19 is a cross-sectional view showing a configuration of a curved section slab track according to a ninth embodiment of the present invention, as viewed in the longitudinal direction of the track.

As shown in FIG. 9, the curved section slab track 90 includes a concrete roadbed 81A and a curved section slab mat 70 installed on the concrete roadbed 81A.
A.

As shown in FIG.
A is different from the concrete roadbed 80 in that the upper portion is provided with a horizontal force transmitting projection 84, and the other portions have the same configuration as the concrete roadbed 80 described above. The horizontal force transmitting convex portion 84 of the concrete roadbed 81A is formed in a protruding ridge shape having a convex cross-sectional shape as viewed in the longitudinal direction of the line and extending in the longitudinal direction of the line.

As shown in FIG. 9, the curved section slab mat 70A has a horizontal force transmitting recess 78 on its lower surface.
Are provided, and the other portions have the same configuration as the curved section slab mat 70 described above. The concave portion 78 for transmitting horizontal force of the curved section slab mat 70A is formed in a groove shape having a concave cross section as viewed in the longitudinal direction of the line and extending in the longitudinal direction of the line. The concave portion 78 for transmitting a horizontal force is formed by the concrete roadbed 81A described above.
The shape and dimensions are such that they can be fitted to the horizontal force transmitting projections 84.

Although not shown, a layer made of a hardened mixture of cement and asphalt (CA mortar) may be interposed between the concrete roadbed 81A and the slab mat 70A.

Regarding the configuration and operation of the other elements, the curved section slab trajectory 90 is exactly the same as the curved section slab trajectory 80 described above.

Therefore, the curved section slab track 9 of the ninth embodiment using the above-described curved section slab mat 70A is used.
Even at 0, the cant amount C can be set equal to that of the conventional curved section ballast ballast track 200 shown in FIG.
The upper surface of the concrete roadbed 81A that supports the curved section slab mat 70A can be a horizontal surface. Therefore, it is sufficient to carry out the same construction and construction management as usual for the concrete placement of the concrete roadbed 81A of the curved section slab track 90.

Since the curved section slab mat 70A has a larger volume than the conventional flat slab mat, the manufacturing cost is slightly higher. However, the concrete roadbed 81
Since A can be the same horizontal plane as the straight section,
The construction cost of the new track as a whole can be reduced compared to the conventional curved section slab track, and it greatly contributes to the railway management.

In the curved section slab track 90 described above, the horizontal force transmitting concave portion 78 provided on the lower surface 71A of the curved section slab mat 70A is formed in the horizontal force transmitting convex portion 84 on the upper surface of the concrete roadbed 81A. Mated.
Therefore, even if a horizontal force (lateral force) acts on the curved section slab mat 70A due to a train running on the rails 25, 26 or an external force during an earthquake or the like, this horizontal force is From the force transmitting concave portion 78 to the horizontal force transmitting convex portion 84
The concrete roadbed 81A or the structure below it can also bear this horizontal force, and is structurally reinforced.

In the curved section slab track 90 described above, track pads (not shown), variable pads (not shown), adjustment packings (not shown), tie plates under the rail fastening devices 23 and 24 are provided. It is also possible to adjust and set the cant amount of the circular curve section and the transition curve section by using a steel sheet (not shown), an underlay steel sheet (not shown), and the like.

(10) Tenth Embodiment Next, a tenth embodiment of the present invention will be described. FIG.
0 is a cross-sectional view of the configuration of the curved section slab track according to the tenth embodiment of the present invention, as viewed in the longitudinal direction of the track.

As shown in FIG. 10, this curved section slab track 100 has a concrete roadbed 81 similar to that of the above-described eighth embodiment, a slab mat 70A similar to that of the above-described eighth embodiment, Fitting body 10 for horizontal force transmission
1. Also,

Further, as shown in FIG. 10, the horizontal force transmitting fitting body 101 is formed in a beam shape extending in the longitudinal direction of the line with a rectangular cross section as seen in the longitudinal direction of the line. The fitting member 101 for transmitting horizontal force includes a concave portion 83 for transmitting horizontal force of a concrete roadbed 81 and a slab mat 70A for curved section.
Of the horizontal force transmitting recess 78.

Although not shown, the concrete roadbed 81, the slab mat 70A, the horizontal force transmitting fitting 1
01, a layer made of a mixed hardened material of cement and asphalt (CA mortar) may be interposed.

With respect to the configuration and operation of the other elements, the curved section slab trajectory 100 is exactly the same as the above-described curved section slab trajectories 80 and 90.

Therefore, the curved section slab mat 70
Curve section slab trajectory 100 of the tenth embodiment using A
In this case, the cant amount C can be set equal to that of the conventional curved section ballast roadbed track 200 shown in FIG. 13, and the upper surface of the concrete roadbed 81 that supports the curved section slab mat 70A can be a horizontal plane. Therefore, it is only necessary to perform the same construction and construction management as usual for the concrete placement of the concrete roadbed 81 of the curved section slab track 100.

The curved section slab mat 70A has a larger volume than the conventional flat slab mat, and it is necessary to manufacture the horizontal force transmitting fitting body 101.
Production costs are slightly higher. However, concrete subbase 8
Since 1 can be the same horizontal plane as the straight section,
The construction cost of the new track as a whole can be reduced compared to the conventional curved section slab track, and it greatly contributes to the railway management.

In the curved section slab track 100, the lower surface 71A of the curved section slab mat 70A is used.
The horizontal force transmitting recessed portion 78 provided on the concrete roadbed 81 is fitted with the horizontal force transmitting fitting body 101, and the horizontal force transmitting fitting body 101 is fitted with the horizontal force transmitting recessed portion 83 on the upper surface of the concrete roadbed 81. . Therefore, even if a horizontal force (lateral force) acts on the curved section slab mat 70A due to a train running on the rails 25, 26 or an external force during an earthquake or the like, this horizontal force is The force is transmitted from the force transmitting concave portion 78 to the horizontal force transmitting concave portion 83 through the horizontal force transmitting fitting body 101, and the concrete roadbed 81 or a structure below the concrete roadbed can bear this horizontal force. Has been strengthened.

In the curved section slab track 100 described above, track pads (not shown), variable pads (not shown), adjustment packings (not shown), tie plates under the rail fastening devices 23 and 24 are provided. It is also possible to adjust and set the cant amount of the circular curve section and the transition curve section by using a steel sheet (not shown), an underlay steel sheet (not shown), and the like.

(11) Eleventh Embodiment Next, an eleventh embodiment of the present invention will be described. FIG.
FIG. 1 is a cross-sectional view of a configuration of a sleeper for a curved section according to an eleventh embodiment of the present invention, viewed in a longitudinal direction of a line.

As shown in FIG. 11, the sleeper 110 for a curved section is a so-called “vertical sleeper”, and includes a first block member 110A which is a two-block member,
It has a second block member 110B and a joining material 117. First block member 110A and second block member 11
OB is a beam-shaped member that is made of, for example, prestressed concrete (PC) or the like and is long in the longitudinal direction of the track. The joining material 117 is made of steel or the like.

The first block member 110A and the second block member 110B of the sleeper 110 for a curved section have horizontal lower surfaces 111A and 111B and a substantially inclined upper surface 112A.
A, 112B.

The upper surface 1 of the first block member 110A and the second block member 110B of the curved section sleeper 110
12A and 112B are provided with an inclined planar high position rail support surface 113 and an inclined planar low position rail support surface 114. As shown in FIG. 11, the high position rail support surface 113 and the low position rail support surface 114
The cross-sectional shape viewed in the longitudinal direction of the line is two inclined line segments on the same inclined straight line L11. Accordingly, the high position rail support surface 113 and the low position rail support surface 114 are located on the same inclined plane.
There are two inclined partial planes. In addition, the high position rail support surface 113 and the low position rail support surface 114 are elongated flat surfaces in the longitudinal direction of the line.

The spaces on the left and right sides of each of the rail support surfaces 113 and 114 in FIG. 11 are rail fastening spaces for fastening the outer rail 25 and the inner rail 26 to the curved section sleeper 110. The rail fastening space includes an embedding plug 115a made of steel or the like.
115b and embedding stoppers 116a and 116b are embedded. The configuration and operation of these plugs 115a to 116b are the same as those of plugs 15a to 1 in the first embodiment described above.
6b is the same as the configuration and operation of FIG.

Although not shown, each of the rail fastening spaces described above is not flat,
For the same purpose as in the embodiment, the cross-sectional shape as viewed in the longitudinal direction of the line becomes a concave shape and is formed in a groove shape extending in the longitudinal direction of the line.

(12) Twelfth Embodiment Next, a twelfth embodiment of the present invention will be described. FIG.
FIG. 2 is a transverse sectional view showing the configuration of a curved section ballast ballast track according to a twelfth embodiment of the present invention, as viewed in the longitudinal direction of the track.

As shown in FIG. 12, the curved section slab track 120 is composed of a roadbed 21, a ballast bed 122 formed on the roadbed 21, the sleeper 110 for the curved section described above, and a fastening device 23. , 24 and the outer rail 25
And an inner rail 26.

The above-mentioned curved section ballast ballast track 120
In this case, the mounting of the outer rail 25 and the inner rail 26 to the curved section sleeper 110 is exactly the same as in the above-described second embodiment and the like, and a description thereof will be omitted.

As in the case of the second embodiment, the track pads of the rail fastening devices 23 and 24 are flat members made of rubber material or the like. The inclined straight line connecting the upper surface and the upper surface of the inner rail 26 is parallel to the inclined straight line connecting the high position rail support surface 113 and the low position rail support surface 114.

Also in the case of the twelfth embodiment, the difference in height between the upper surface position of the outer rail 25 and the upper surface position of the inner rail 26 is different from that of the conventional curved section ballast ballast track 200 shown in FIG. It is equal to the cant amount C.

In the above-described curved section ballast ballast track 120, the ballast surface supporting each lower surface 111A, 111B of the curved section sleeper 110 is a horizontal plane. Thereby, the ballast thickness h12 of the outer ballast portion 122A of the ballast ballast 122 can be made equal to the ballast thickness of the inner ballast portion 122B, and
The ballast thickness h12 of the outer ballast portion 122A can be set to a value equal to the ballast thickness h2 of the outer ballast portion 22A of the curved section ballast ballast track 20 of the second embodiment.

As described above, the curve section ballast ballast track 120 of the twelfth embodiment using the curve section sleeper 110 of the twelfth embodiment is the same as the conventional curve section ballast ballast track 200 shown in FIG. The cant amount C can be set, and the ballast thickness h12 of the outer ballast portion 122A can be significantly reduced as compared with the conventional case. Therefore, the track maintenance amount of the curved section ballast ballast track 120 can be reduced to the same extent as the track maintenance amount of the straight section.

The curved section ballast ballast track 120 is
Since the configuration and the shape are more special than the conventional sleeper 203 shown in FIG. 13, the manufacturing cost is slightly higher than the conventional sleeper 203. However, this curve section sleeper 110
Once replaced, the subsequent track maintenance costs can be reduced to about the maintenance costs for straight sections. As described above, in a ballast ballast track, the ballast ballast slowly collapses and sinks as the train passes, so that maintenance of the ballast occurs periodically. Therefore, even in the case of the curved section ballast track track 120, the cost reduction amount is accumulated every time the track bed maintenance is performed, so that the degree of contribution to the railway management is very large.

Further, the above-mentioned curved section ballast ballast track 1
In 20, the curve section sleeper 110 has a function of setting a cant amount as described above, and also has two rails 2.
5 and 26 are supported by the rail support surfaces 113 and 114 to disperse the overloaded load such as the train load and transmit it to the roadbed or the roadbed, and to keep the gauge between the two rails 25 and 26 constant. It also performs basic functions.

In addition, the above-mentioned curved section ballast ballast track 1
At 20, the lower surface 11 of the curve section sleeper 110
By changing the inclination angle of the ballast surface supporting 1A and 111B, the cant amount in the circular curve section and the transition curve section can be adjusted and set. Also, the rail fastening device 2
Track pads (not shown), variable pads (not shown), adjustment packings (not shown), tie plates (not shown), underlaying steel plates (not shown), etc. at the lower part of 3, 24,
The cant amount of the circular curve section and the transition curve section can be adjusted and set.

In the case of the second, fifth, sixth, and twelfth embodiments, the ballast compaction unit (tamping tool) of the machine (multiple tie tamper, etc.) for maintaining the ballast ballast and the upper surface of the ballast are used. Because of the large distance of
In some cases, the ballast compaction cannot be inserted into the ballast. However, in the case of the fourth embodiment, the ballast compaction is easily inserted into the ballast because the distance between the ballast compaction and the top surface of the ballast is small. There is an advantage that can be.

Further, as an advantage common to the second, fourth, fifth, sixth and twelfth embodiments, the ballast volume is reduced by 1 / compared to the conventional curved section ballast ballast track shown in FIG.
Because the weight of the ballast ballast will be reduced to about 2, the weight of the ballast ballast will be greatly reduced, and the burden on the design strength of undercarriages such as viaducts will be greatly reduced. There are advantages.

In the above embodiments, the sleepers 10, 30, and 110 for the curved section and the slab mat 7 for the curved section are used.
0,70A corresponds to the rail support. Further, the horizontal force transmitting convex portion 77 and the horizontal force transmitting concave portion 78 correspond to the lateral force transmitting portion of the rail support or the first fitting portion of the rail support. The horizontal force transmitting concave portion 83 and the horizontal force transmitting convex portion 84 correspond to a second fitting portion.
In addition, the horizontal force transmitting concave portion 78 in the tenth embodiment corresponds to a first concave portion, the horizontal force transmitting concave portion 83 corresponds to a second concave portion, and the horizontal force transmitting fitting body 101 corresponds to a fitting body. .

The present invention is not limited to the above embodiments. Each of the above embodiments is merely an example, and has substantially the same configuration as the technical idea described in the claims of the present invention, and those having the same functions and effects are:
Anything is included in the technical scope of the present invention.

For example, in each of the above-described embodiments, the explanation has been given by taking as examples the ordinary subgrade, reinforced subgrade, and concrete subgrade as the subgrade, but the present invention is not limited thereto.
A roadbed of another configuration, for example, an asphalt roadbed made of asphalt, asphalt concrete, or the like may be used. In addition, an appropriate combination of ordinary soil roadbed, reinforced roadbed, concrete roadbed, and asphalt roadbed may be used.

Therefore, the rail support of the present invention can be used not only for ballast track tracks and slab tracks, but also for all other track structures such as direct-connection tracks and pavement tracks (B-type pavement tracks, E-type tracks).
Type pavement track, etc.)
Elastic sleeper direct track, asphalt direct track, anti-vibration sleeper track, elastic ballast track, roadbed elastic sleeper track, sleeper direct connect track, slab track on the roadbed (RA slab track, concrete subbed slab track on the roadbed) (A-type slab track) and the like.

In each of the above embodiments, a sleeper made of PC, a slab mat and a vertical sleeper have been described as examples of the rail support. However, the present invention is not limited to this, and other rail support members may be used. A rail support having a configuration such as reinforced concrete (RC), steel material, wood, FRP (fiber reinforced plastic), or the like, or a suitable combination thereof may be used. In short, the rail support of the present invention is disposed between a track bed or a roadbed and two rails on a railway line, and is provided on the upper surface and has a cross-sectional shape in the longitudinal direction of the railway line on the same inclined line. It has two rail support surfaces forming two inclined line segments, and a horizontal lower surface. The two rails are supported by the rail support surface to disperse the overload, transmit the load to a roadbed or a roadbed, and simultaneously carry the two rails. Any type can be used as long as the gauge distance is kept constant.

Further, in each of the above embodiments, as the interposed member, the interposed member made of PC has been described as an example. However, the present invention is not limited to this, and the interposed member having another configuration may be used. For example, reinforced concrete (RC), steel, wood,
An interposed member constituted by FRP (fiber reinforced plastic) or the like or an appropriate combination of these may be used. In short, the interposition member of the present invention is disposed between the rail support and the roadbed or the roadbed, and has an upper surface in which a cross-sectional shape as viewed in the longitudinal direction of the railway line is an inclined line, and a horizontal lower surface. Anything is acceptable.

The rail support surface of the present invention is not limited to the above-described embodiments, but may be any surface in which the cross-sectional shape in the longitudinal direction of the railway line is two inclined line segments on the same inclined line. Any configuration may be used.

Further, the lateral force transmitting portion of the present invention is not limited to those of the above embodiments, and the cross-sectional shape viewed in the longitudinal direction of the rail is a convex portion or a concave portion or an appropriate combination thereof. Any configuration may be used as long as it transmits a lateral force in a direction perpendicular to the longitudinal direction of the railway line.

Further, the track structure of the curved section of the present invention is not limited to those of the above embodiments, and the two inclined lines provided on the upper surface and having a sectional shape in the longitudinal direction of the railway line on the same inclined line. Two rail support surfaces serving as line segments and a rail support having a horizontal lower surface are disposed on a roadbed or a roadbed,
An outer rail that is outside of the center of curvature of the curved section is disposed on a high position rail support surface having a higher height position of the two rail support surfaces, and a lower position of the two rail support surfaces has a lower height position. Any structure may be used as long as an inner rail is provided on the low position rail support surface with respect to the center of curvature of the curved section inside.

Further, the first fitting portion and the second fitting portion of the present invention are not limited to those of the above embodiments, and the cross-sectional shape of the rail as viewed in the longitudinal direction is a convex portion or a concave portion, or a combination thereof. An appropriate combination of the first fitting portion is provided on the lower surface of the rail support, and the second fitting portion formed in a shape and position that can be fitted to the first fitting portion has an upper portion of a roadbed or a roadbed. And any structure as long as the lateral force in the direction perpendicular to the longitudinal direction of the railway line is transmitted by the fitting of the first fitting portion and the second fitting portion. May be used.

The first concave portion, the second concave portion, and the fitting body of the present invention are not limited to those of the above-described embodiments, and the first concave portion having a concave cross-sectional shape in the longitudinal direction of the rail is the rail. A first recess is provided on the lower surface of the support, and a second recess formed at a position corresponding to the first recess is formed in a position corresponding to the first recess, the first recess being provided at a position corresponding to the first recess. And a fitting body is arranged to fit into the second recess, and the lateral force in a direction perpendicular to the longitudinal direction of the railway line is transmitted by fitting the first recess, the second recess, and the fitting body. Any configuration may be used.

The method of setting the track cant of the curved section according to the present invention is not limited to the above-described embodiments, and the cross-sectional shape of the railroad track, which is provided on the upper surface and viewed in the longitudinal direction of the railway line, is on the same inclined line. A rail support having two rail support surfaces forming two inclined line segments and a horizontal lower surface is disposed on a roadbed or a roadbed, and a rail support surface having a higher height position among the two rail support surfaces is provided. An outer rail that is outside with respect to the center of curvature of the curved section is provided, and an inner rail that is inside with respect to the center of curvature of the curved section is placed on a low-level rail supporting surface having a low height position among the two rail supporting surfaces. Any configuration / procedure method may be used as long as it is a method of arranging and making the difference between the height position of the upper surface of the outer rail and the height position of the upper surface of the inner rail a cant of the track in the curved section. .

Further, in the above method, the amount of cant is determined by the inclination of the surface of the roadbed or the roadbed in contact with the lower surface of the rail support, or the interposition member interposed between the rail support and the roadbed or the roadbed. Any configuration / procedure may be used as long as it can be adjusted by the degree of inclination of the inclined surface, the rail fastening device that holds the rail on the rail support surface, or an appropriate combination of these. Is also good.

Further, the present invention provides, in addition to the above-described configurations,
Between the rails and the rail support of each configuration described above (including between the rail and the rail fastening device, between the rail fastening device and the rail support), and between the rail support and the roadbed or the roadbed (between the roadbed and the roadbed). In the case of having a roadbed, a CA mortar layer, a resin (resin) mortar layer, a synthetic resin layer, a synthetic resin sheet or a synthetic resin plate, a foamed synthetic resin layer Or foam synthetic resin sheet material or foam synthetic resin sheet material, rubber-based material layer or rubber-based material sheet material or rubber-based material plate material, asphalt-based material layer (including asphalt-based material coat or pavement), synthetic resin Fiber woven fabric or synthetic resin fiber nonwoven fabric, glass fiber woven fabric or glass fiber nonwoven fabric, carbon fiber woven fabric or carbon fiber nonwoven fabric, etc., alone or in combination Those included may interposed at appropriate combination.

[0151]

As described above, according to the present invention,
A rail support provided between a track bed or a roadbed and two rails in a railway line is provided on an upper surface, and a cross-sectional shape of the rail line in a longitudinal direction of the railway line becomes two inclined line segments on the same inclined line. It is configured to have two rail support surfaces and a horizontal lower surface. The two rails are supported by the rail support surfaces, disperse the overload, transmit the load to the roadbed or the roadbed, and keep the gauge between the two rails constant. An outer rail which is disposed on a roadbed or a roadbed and which is located outside a center of curvature of a curved section on a higher rail support surface having a higher height position among two rail support surfaces. And the inner rail, which is on the inside of the center of curvature of the curved section, is disposed on the lower rail supporting surface having a lower height position of the two rail supporting surfaces, so that the track of the curved section Maintenance amount Hesi, it is possible to reduce the track maintenance costs and construction costs of the curved section, has the advantage that.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a sleeper for a curved section according to a first embodiment of the present invention. FIG. 1 (A) is a perspective view, and FIG.
(B) is a cross-sectional view as viewed in the longitudinal direction of the line.

FIG. 2 is a cross-sectional view of a configuration of a curved section ballast track track according to a second embodiment of the present invention using the curved section sleeper shown in FIG. 1, as viewed in the longitudinal direction of the track.

FIG. 3A is a diagram showing a configuration of a sleeper for a curved section according to a third embodiment of the present invention, and FIG. 3A is a perspective view and FIG.
(B) is a cross-sectional view as viewed in the longitudinal direction of the line.

FIG. 4 is a cross-sectional view of the configuration of a curved section ballast track track according to a fourth embodiment of the present invention using the curved section sleeper shown in FIG. 3, as viewed in the longitudinal direction of the track.

FIG. 5 is a cross-sectional view of the configuration of a curved section ballast ballast track according to a fifth embodiment of the present invention using the curved section sleeper shown in FIG. 3, as viewed in the longitudinal direction of the track.

FIG. 6 is a cross-sectional view of a configuration of a curved section ballast track track according to a sixth embodiment of the present invention using the curved section sleeper shown in FIG. 3, as viewed in the longitudinal direction of the track.

FIG. 7 is a diagram showing a configuration of a curved section slab mat according to a seventh embodiment of the present invention. FIG. 7 (A) is a perspective view,
FIG. 7B is a cross-sectional view as viewed in the longitudinal direction of the line.

FIG. 8 is a cross-sectional view of a configuration of a curved section slab track of an eighth embodiment of the present invention using the curved section slab mat shown in FIG. 7, as viewed in the longitudinal direction of the line.

FIG. 9 is a cross-sectional view showing the configuration of a curved section slab track according to a ninth embodiment of the present invention, as viewed in the longitudinal direction of the track.

FIG. 10 is a cross-sectional view showing the configuration of a curved section slab track according to a tenth embodiment of the present invention, as viewed in the longitudinal direction of the track.

FIG. 11 is a cross-sectional view showing a configuration of a sleeper for a curved section according to an eleventh embodiment of the present invention, as viewed in a longitudinal direction of a line.

FIG. 12 is a transverse cross-sectional view showing a configuration of a curved section ballast ballast track according to a twelfth embodiment of the present invention, viewed in a longitudinal direction of a track.

FIG. 13 is a cross-sectional view of a configuration of a ballast track track in a conventional curved section and a state of a train running on the track, viewed in the longitudinal direction of the track.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Curved section sleeper 11 Lower surface 12 Upper surface 13 High position rail support surface 14 Low position rail support surface 15a, 15b, 16a, 16b Embedding plug 20 Curved section ballast ballast track 21 Earth roadbed 22 Ballast ballast 22A Outside ballast part 22B Inside Ballast part 23, 24 Rail fastening device 25 Outer rail 26 Inner rail 30, 30A Curved section sleeper 31, 31A Lower surface 32 Upper surface 33 High position rail support surface 34 Low position rail support surface 35a, 35b, 36a, 36b Embedded plug 37, 38 female screw hole 40 curved section ballast track track 42 ballast track 42A outer ballast section 42B inner ballast section 50 curved section ballast track bed track 52 ballast bed 52A outer ballast section 52B inner ballast section 53 interposing member 54 lower surface 55 upper surface 56, 57 Stop projection 60 Curved section ballast track track 62 Ballast track 62A Outer ballast section 62B Inner ballast section 63 Interposed member 64 Lower surface 65 Upper surface 66, 67 Bolt insertion hole 68, 69 Coupling bolt 70, 70A Curved section slab mat 71, 71A Lower surface 72 Upper surface 73 High position rail support surface 74 Low position rail support surface 75a, 75b, 76a, 76b Embedding plug 77 Horizontal force transmitting convex portion 78 Horizontal force transmitting concave portion 80 Curved section slab track 81, 81A Concrete roadbed 83 Horizontal Force transmitting concave portion 84 Horizontal force transmitting convex portion 90 Curved section slab track 100 Curved section slab track 101 Horizontal force transmitting fitting 110 Curved section sleeper 110A First block member 110B Second block member 111A, 111B Lower surface 112A, 112B Upper surface 113 High position Rail support surface 114 Low position rail support surface 115a, 115b, 116a, 116b Embedding plug 117 Joint material 120 Curved section ballast ballast track 122 Ballast trackbed 122A Outer ballast section 122B Inner ballast section 200 Curved section ballast trackbed track 201 Roadbed 202 Ballast trackbed 202A Outer ballast part 202B Inner ballast part 203 Sleeper 204 Lower surface 205 Upper surface 206 High position rail support surface 207 Low position rail support surface 300 Railway vehicle 301 Body 302,303 Wheel C Cant amount F Centrifugal force G Rail length h2, h4, h5 , H6, h12, h20 Ballast thickness L1, L3, L7, L11, L20 Inclined line O Center of gravity of vehicle P resultant force W Weight of vehicle

Claims (8)

[Claims] 1. A rail support provided between a track bed or a roadbed and two rails in a railway line, wherein a cross-sectional shape of the railway line when viewed in a longitudinal direction of the railway line is on the same inclined line. And two rail support surfaces serving as two inclined line segments, and a horizontal lower surface, and the two rails are supported by the rail support surface to disperse the overload and transmit the load to the roadbed or the roadbed, and A rail support, wherein a distance between two rails is kept constant. 2. The rail support according to claim 1, wherein a cross-sectional shape of the rail as viewed in the longitudinal direction is a convex portion or a concave portion or an appropriate combination thereof, and is a direction perpendicular to the longitudinal direction of the railway line. A rail support, wherein a lateral force transmitting portion for transmitting a lateral force is provided on the lower surface. 3. A track structure of a curved section in which a plane shape of a railway line has a curved shape, wherein a cross-sectional shape provided on an upper surface and viewed in a longitudinal direction of the railway line is two inclined line segments on the same inclined line. A rail support having two rail support surfaces and a horizontal lower surface is disposed on a roadbed or a roadbed, and the curve is formed on a high-level rail support surface having a higher height among the two rail support surfaces. An outer rail that is outside with respect to the center of curvature of the section is disposed, and an inner rail that is inside with respect to the center of curvature of the curved section is provided on a low-level rail support surface having a low height position among the two rail support surfaces. A track structure of a curved section characterized by being arranged. 4. The track structure of a curved section according to claim 3, wherein the first fitting portion having a cross-sectional shape viewed in the longitudinal direction of the rail, which is a convex portion or a concave portion or an appropriate combination thereof, is provided on the rail support. A second fitting portion provided on a lower surface of a body and formed in a shape and a position capable of fitting with the first fitting portion, provided on an upper portion of the roadbed or the roadbed; A track structure in a curved section, wherein a lateral force in a direction perpendicular to a longitudinal direction of the railway line is transmitted by the fitting of the two fitting portions. 5. The track structure of a curved section according to claim 3, wherein a cross section of the rail as viewed in a longitudinal direction is a concave portion.
A recess is provided on the lower surface of the rail support, and a cross-sectional shape in the longitudinal direction of the rail is a recess, and a second recess formed at a position corresponding to the first recess is an upper portion of the roadbed or roadbed. A fitting body is arranged so as to fit into the first concave part and the second concave part, and the fitting of the first concave part, the second concave part, and the fitting body is perpendicular to the longitudinal direction of the railway line. The track structure of a curved section characterized by the transmission of a lateral force in a direction. 6. The track structure of a curved section according to claim 3, further comprising an upper surface between the rail support and the roadbed or the roadbed, the cross-sectional shape of the railroad track viewed in a longitudinal direction being an inclined line. A track structure in a curved section, wherein an intermediate member having a horizontal lower surface is provided. 7. A cant setting method for a track in a curved section where a plane shape of a railway line is curved, wherein a cross-sectional shape provided on an upper surface and viewed in a longitudinal direction of the railway line has two slopes on the same inclined line. A rail support having two rail support surfaces forming a line segment and a horizontal lower surface is disposed on a roadbed or a roadbed, and the rail support is provided on a high-level rail support surface having a high height position among the two rail support surfaces. An outer rail that is outside with respect to the center of curvature of the curved section, and an inner rail that is inside with respect to the center of curvature of the curved section on a lower rail supporting surface having a lower height position among the two rail supporting surfaces. Wherein the difference between the height position of the upper surface of the outer rail and the height position of the upper surface of the inner rail is defined as the cant of the track of the curved section. . 8. The cant setting method for a track in a curved section according to claim 7, wherein the amount of the cant is determined by a degree of inclination of a surface of the roadbed or a roadbed to which a lower surface of the rail support is in contact, or the amount of cant. The inclination degree of an inclined surface of an interposition member interposed between the roadbed and the roadbed, or a rail fastening device that holds the rail on the rail support surface, or an appropriate combination thereof. A cant setting method for the trajectory of a curved section characterized by the following.