JPS64522B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a long rail laying method suitable for laying long rails in winter.

Currently, all long rails installed in the winter are being reconfigured in the spring.

In general, the stress that accumulates inside the rail due to the rise and fall of temperature after the rail is installed is expressed as axial pressure. Axial pressure is a pressure that increases or decreases in proportion to the rise and fall of temperature, which acts in the elongation direction when the temperature rises and acts in the contraction direction when the temperature falls, and is expressed in t (tons). For example 60K
On rails (long rails with a capacity of 60 kg per 1 m), an axial pressure of approximately 1.7 t is generated per 1°C of temperature change, and the same long rails installed when the temperature is 0°C in the winter are approximately 1.7 tons at 25°C in the spring.
A very large axial pressure of over 40 tons (1.7 x 25) will accumulate. This axial pressure causes rail bending and cracking.

In order to remove the above-mentioned axial pressure, all long rails currently installed in the winter are unfastened in the spring, removed from the floorboard, placed on rollers, and left for a predetermined period of time. The process involves placing the concrete in a free state), keeping it at a specified temperature (for example, 25°C), and then re-laying it on the floorboard.

The above-mentioned work is called rail setting change, and the same setting change is considered to be one of the labor-intensive tasks that accounts for the most weight among various rail maintenance work, and its economic burden is enormous.

Therefore, the present invention provides a rail laying method that makes it possible to fundamentally overcome the current situation as described above by employing extremely simple means and methods described below. That is, the present invention provides a rail laying method that completely eliminates the need for the above-mentioned setting change, which was considered indispensable as a work content after rail laying.The principle idea can be explained as follows based on the diagram. be.

Implementation of the present invention requires the use of a special rail tensioning machine as described below. The rail tensioning machine is equipped with a first clamp unit 2A equipped for the purpose of gripping the end of the long rail IX that is scheduled to be laid, and a rail that is already laid adjacent to the long rail IY that is scheduled to be laid.
It has a second clamp unit 2B equipped for the purpose of gripping.

The first and second clamp units 2A and 2B both have machine bases 4 and 5 provided to straddle the rail. The rail machine bases 4 and 5 have rail housing ports 6 and 7 opened at the bottoms of both machine bases for straddling the rails, and each machine base 4 and 5 has rail housing ports 6 and 7 that are used to straddle the rails. Rail clamp cylinders 8 and 9 are provided that operate in a direction perpendicular to the rails IX and IY.

The rams of the rail clamping cylinders 8 and 9 move forward in a direction perpendicular to the rail, and are directed toward the rail abdomen located within the storage openings 6 and 7, and the rams of the rail clamp cylinders 8 and 9 are directed toward the rail abdomen located within the storage openings 6 and 7, and are moved toward the rail abdomen by chucks 10 and 11 arranged at the tips of the rams. The other side of the rail abdomen is clamped by chucks 12 and 13 placed opposite to the chucks 10 and 11 on one side, respectively, and thus the first clamp unit 2
A is integrally fixed to the end of the long rail IX to be laid, and the second clamp unit 2B is integrally fixed to the end of the already laid rail IY (the already laid long rail or expansion joint rail).

Each of the chucks 10 to 13 is fixedly mounted or removably provided on the inner wall of the cylinder ram or rail receiving opening. Furthermore, two rail tension cylinders 14 that operate in parallel with the rail are installed on the left and right sides of the rail on the back of the machine base 5 of the second clamp unit 2B, which is intended for clamping an already laid rail, and each cylinder 14 connects to the same cylinder ram. An integral continuous rod 15 is extended parallel to the rail while passing through the machine base 5, and its end is inserted into the machine base 4 of the first clamp unit 2A to protrude to the back side thereof, and a nut 16 is attached to the protruding end. This is screwed together and functions as a stopper, and the connecting rod 15 is pulled toward the second clamp unit 2B by the operation of the cylinder 14, and the first clamp unit 2A is connected to the second clamp unit 2B using the connecting rod 15 as a medium. As a result, a tensile force is applied to the long rail IX clamped by the second clamp unit 2B, causing it to extend.

Since the rail clamping cylinders 8 and 9 and the rail tensioning cylinder 14 operate in directions perpendicular to each other, it is natural that they must be arranged so that they do not interfere with each other. The drawing shows the two cylinders 14 and two rods 15 spaced apart from the rails at equal intervals and inserted into the first and second clamp units 2A, 2B, while the cylinders 14 and two rods 15 are inserted into the machine bases 4, 5. A small chamber 17 for accommodating small cylinders 8 and 9 for clamping is provided inside the chamber, and the cylinders 8 and 9 are housed in this chamber, and the cylinders are supported on the bottom wall and inner wall of the chamber.

As described above, the present invention provides a long rail in winter.
When installing IX, we provide a rail laying method that completely eliminates the need for the rail setting change work that was traditionally done in the spring.

As mentioned above, if the rail is laid at 0℃ in winter, how much axial pressure will accumulate at 25℃ in spring is determined by multiplying the same temperature rise by the axial pressure per 1℃ of Long Rail IX to be installed. Therefore, it can be easily calculated.

In this way, we first determine the predicted value of temperature rise, and then calculate the axial pressure of the same rail IX from this.

Next, as shown in Figures 1 and 2, the long rail IX to be installed is placed on the specified installation floor.
The first clamp unit 2A is straddled over the end of the rail, and the second clamp unit 2B is straddled over the end of the already installed rail IY, and the clamping cylinders 8 and 9 of each clamp unit 2A and 2B are connected to each other. It is operated to clamp the ends of each rail, thereby integrating each unit 2A, 2B and rail IX, IY, respectively.

Next, the rail tensioning cylinder 14 of the second clamp unit 2B is operated to apply tension to the long rail IX to be laid according to the operating principle described above. In other words, the second clamp unit 2B clamps the already laid rail IY fastened to the floorboard, so it does not move, and only the first clamp unit 2A and the end of the rail IY clamped thereto are pulled, and depending on the tensile force, It ends up being elongated. The elongation occurs mostly at the rail ends.

Thus, the value of the tensile force is given by the calculated axial pressure value. For example, with the 60K rail mentioned above, if it is laid at 0℃ in the winter, approximately 40 tons will be produced at 25℃ in the spring.
This produces an axial pressure of A tensile force equivalent to this 40t axial pressure is applied before the rail is laid, on the rail-laying roadbed, to stretch the rail end, and the rail is immediately laid (rail fastened to the floorboard) under this elongation. It is.

As the first embodiment, Figure 1 shows the long rail IX
Simply place the rail on a floor plate (not shown) without tightening the entire length, apply a tensile force equivalent to the expected axial pressure to both ends of the rail using the two sets of rail tensioners, stretch it, and then The following shows the case where the cable is laid down.

In addition, as a second embodiment, Fig. 2 shows a long rail.
One end of the IX is fastened to the track bed to make it in a fixed state (the fixed end is shown with diagonal lines), and the other end is made free and a tensile force equivalent to the expected axial pressure is applied to the same end using the rail tensioner. The case is shown in which the rail is stretched and then immediately laid (fastened along the entire length including the other end of the rail) under the stretched state.

In either embodiment, it is preferable to fasten the end of the rail to the floorboard (sleepers, etc.) while applying tension to the rail without removing the rail tensioner, and then continue fastening toward the center of the rail. . It should be noted that the rail fastening means is well known, so a description thereof will be omitted.

By applying the extremely simple means and methods described above, the present invention can completely eliminate the need for spring setting changes for winter rails, which were previously considered indispensable. Fundamentally eliminate problems such as rail maintenance labor and economic burden, restrictions on vehicle operation, as well as rail deformation and cracking that occur before setting changes, and the resulting lack of safety. The practical benefits of this are immeasurable.

Moreover, the method of implementing the present invention is extremely easy,
The apparatus used can be put into practical use immediately by applying a simple apparatus such as the above-mentioned tensioning machine. Furthermore, 1st and 2nd
The figure shows the principle; in reality, an expansion joint rail is interposed between the rails indicated by P ₁ and P ₂ .
In that case, the second clamp unit 2B will grip the joint rail.

[Brief explanation of drawings]

FIG. 1 is a diagram for explaining the principle of the rail laying method (first embodiment) according to the present invention, and is a diagram illustrating the rail tension state, and FIG. 2 is a diagram for explaining the second embodiment. 3 and 3 are side views showing the rail tensioning machine used in carrying out the present invention in a rail straddling state, FIG. 4 is a plan view of the same, and FIG. 5 is a diagram schematically showing the rail tensioning state. FIG. 6 is a rear view of the second clamp unit constituting the tensioning machine, and FIG. 6 is a rear view of the first clamp unit. IX...Planned long rail, IY...Existing rail, 2A...1st clamp unit, 2B...
...Second clamp unit, 4, 5...Machine base, 6,
7...Rail accommodation port, 8, 9...Rail clamp cylinder, 14...Rail tension cylinder.

Claims (1)

[Claims] 1 Calculate the rail axial pressure from the predicted temperature rise after rail installation, apply a tensile force equivalent to the axial pressure from one or both ends of the rail to extend the rail, and immediately lay the rail under the elongation. A rail laying method characterized by: