JP2001214402A - Rudder type sleeper and vehicle track - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To provide a ladder type sleeper and a vehicle track capable of efficiently absorbing the impact force and vibration of a train. SOLUTION: A vertical beam 6 is provided below a pair of rails in a longitudinal direction of the rail, and a plurality of joining members connecting the vertical beams 6 to each other at predetermined intervals along the longitudinal direction. A ladder-type sleeper, wherein the joining material 9 has a more flexible structure than the beam material 6, wherein the longitudinal beam 6 is intermittently arranged at predetermined intervals at both ends and an intermediate portion thereof. And a sleeper protrusion 30 protruding from at least one of the outer rail and the inner rail of the vertical beam 6, and the sleeper protrusion 30 corresponding to the sleeper protrusion 30 is formed vertically. A roadbed projection 31 is arranged at a predetermined distance from the beam 6.
And a cushion rubber 32 made of an elastic material is provided between the vertical beam 6 and the sleeper protrusion 30.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pair of right and left vertical beams having a low beam height in the longitudinal direction of the rail and having an appropriate bending rigidity, and connecting the vertical beams to each other at an appropriate interval in a direction perpendicular to the rails. It relates to a ladder-type sleeper and a vehicle track provided with a joining material arranged in a, particularly, is laid via a vibration isolating member and a cushioning member, in the vertical direction,
The present invention relates to a ladder type sleeper having a function of suppressing vibration displacement in a longitudinal direction and an orthogonal direction of a rail, and a track for a vehicle.

[0002]

2. Description of the Related Art FIG. 13 is a configuration diagram of a conventional ballast ballast type track using horizontal sleepers. In the figure, 1 is a rail, 2 is a ballast ballast, 3 is a fastening device, and 4 is a horizontal sleeper. The conventional ballast ballast type track comprises a monoblock or two-block lateral sleeper 4 arranged in a direction orthogonal to the rails to form a rail gage, and bears a train load and a load in the rail longitudinal direction and a rail orthogonal direction with the ballast ballast 2. The structure is supported by friction, etc.

[0003] The conventional ballast track type track using the horizontal sleepers 4 is liable to be affected by repeated train loads, and thus tends to be out of track. As a result, the sway of the train increases, and the ride quality is reduced. For this reason, it is necessary to always accurately grasp the state of the out-of-track, and to periodically maintain or improve the place where the out-of-track occurs.

[0004] However, these maintenances and improvements still largely depend on human power, and in particular, the work is often performed at night and needs to be completed in a short time, so that the labor and cost required for this are enormous. In addition, today, there is a problem of the aging of workers engaged in maintenance work and the shortage of labor, and it is desired to develop a track structure that can reduce maintenance work. Also, French Patent No. 76-
No. 22586 proposes a relatively short sleeper which is arranged along the length of the rail.

[0005]

In a conventional track using a horizontal sleeper, the ballast bed pressure becomes locally large because the rail 1 is intermittently supported, and the influence of the repetition for each axle due to the train load is increased. Receiving an orbital disorder. When this track disorder increases, the train sway increases,
Reduce ride comfort. For this reason, there is a problem that maintenance work must be performed periodically.

In particular, when the train load is concentrated on a part and the stress is concentrated on that part, the above-mentioned track deviation is likely to occur, and there is a demand for a structure that does not generate such a stress concentration. In addition, the ballast ballast can absorb the impact and vibration of the train to some extent,
The impact force and the vibration are a major cause of promoting the above-mentioned stress concentration.
Accordingly, the present invention provides a ladder-type sleeper and a vehicle track capable of improving the dispersibility of a train load and efficiently absorbing the impact force and vibration of the train.

[0007]

In order to solve the above-mentioned problems, the invention described in claim 1 is directed downward of a pair of rails (for example, the rail 10 in the embodiment) in the longitudinal direction of the rails. A longitudinal beam (for example, the longitudinal beam 6 in the embodiment) provided in each case, and a plurality of joints (for example, the joint 9 in the embodiment) connecting these longitudinal beams to each other at predetermined intervals along the longitudinal direction. A ladder-type sleeper (for example, the ladder-type sleeper 5 in the embodiment) in which the joining material has a more flexible structure than the beam material, wherein the vertical beam is intermittently provided at both ends and an intermediate portion thereof at predetermined intervals. The sleeper lugs (e.g., anti-vibration rubber 29 in the embodiment) made of an elastic material that are arranged and laid on at least one of the outer rail and the inner rail of the vertical beam ( For example, the sleeper protrusion 30) in the embodiment is provided, and a roadbed protrusion (for example, the roadbed protrusion 31 in the embodiment) is arranged at a predetermined interval between the sleeper protrusion and the vertical beam corresponding to the sleeper protrusion. A cushioning member made of an elastic material (for example, the cushioning rubber 32 in the embodiment) is provided between the projection and the vertical beam and sleeper projection.

[0008] With this configuration, the shock and vibration in the vertical direction are absorbed by the vibration isolating member, and the shock and vibration in the longitudinal direction of the rail and in the direction perpendicular thereto are absorbed by the cushioning member, and the displacement is suppressed. It is possible to do.

[0009] The invention described in claim 2 is a rectangular member in which the sleeper protrusion is provided on an outer rail of a vertical beam,
A cushioning surface (for example, cushioning surface K in the embodiment) oriented in the longitudinal direction of the vertical beam is provided, and the roadbed projection has a support surface facing the outer rail of the vertical beam and the cushioning surface of the sleeper projection (for example, a support in the embodiment). Surface S), wherein the cushioning member is provided on at least one of the cushioning surface and the outer rail of the vertical beam and the support surface.

[0010] With this configuration, when a load due to the train acts, and when the rail, that is, the vertical beam vibrates in the vertical direction due to the load, the vibration is absorbed by the anti-vibration member.
Displacement can be suppressed. When a load acts in the longitudinal direction of the longitudinal beam and in a direction perpendicular thereto, the cushioning surface of the sleeper projection and the outer rail of the longitudinal beam approach the support surface of the roadbed projection, and at this time, the ladder-type sleeper is cushioned by the cushioning member. Vibration can be absorbed and displacement can be suppressed.

[0011] The invention described in claim 3 is a rectangular member in which the sleeper protrusion is provided on an inner rail of a vertical beam,
With a cushioning surface oriented in the longitudinal direction of the longitudinal beam, a roadbed projection is disposed between the ends of adjacent sleepers of the adjacent longitudinal beam at a position straddling between the ends of adjacent longitudinal beams arranged along the track. The roadbed projection has a support surface facing the inner rail of the vertical beam and the buffer surface of the sleeper projection, and the buffer member is provided on at least one of the buffer surface and the inner rail of the vertical beam and the support surface. It is characterized by the following.

With this configuration, when a load is applied by the train, and the rail, that is, the vertical beam vibrates in the vertical direction due to the load, the vibration is absorbed by the vibration isolating member and the displacement can be suppressed. . When a load acts in the longitudinal direction of the longitudinal beam and in a direction perpendicular to the longitudinal direction, the cushioning surface of the sleeper protrusion and the inner rail of the vertical beam approach the support surface of the roadbed protrusion, and at this time, the ladder-type sleeper is cushioned by the cushioning member. Vibration can be absorbed and displacement can be suppressed. Here, one roadbed protrusion arranged between the four sleeper protrusions of the adjacent vertical beam makes it possible to absorb the vibration of the sleeper protrusion, that is, the vibration of the vertical beam via the buffer member.

According to a fourth aspect of the present invention, a vertical beam is provided below the pair of rails in the longitudinal direction of the rail, and the vertical beams are provided at predetermined intervals along the longitudinal direction. A ladder-type sleeper, comprising a plurality of connecting members connected to each other, wherein the connecting member has a more flexible structure than the beam members, and connects respective ends of vertical beams laid in pairs with each other. A connection portion (for example, the connection portion 7 in the embodiment) that closes and closes is provided, a roadbed protrusion is disposed at a position straddling an adjacent connection portion disposed along the track, and each of the adjacent connection portions has an outer center. A semicircular notch (for example, the semicircular notch 30a in the embodiment) is formed in the portion,
An outer peripheral surface of the roadbed projection is formed of a cylindrical surface surrounded by the semicircular notch, and a buffer member is provided on at least one of the semicircular notch and the cylindrical surface. With this configuration, no matter what direction the vertical beam vibrates in the plane including the pair of vertical beams, the vibration can be absorbed by the roadbed projection and the displacement can be suppressed.

According to a fifth aspect of the present invention, in the cushioning member, an adjusting plate for adjusting a clearance (for example, the adjusting plate 32A in the embodiment) is provided on a joint surface between the sleeper protrusion or the semicircular notch and the roadbed protrusion. ) Is provided. With such a configuration, it is possible to adjust the elastic coefficient of the cushioning member and eliminate a gap.

According to a sixth aspect of the present invention, there is provided a floating type vehicle track using the ladder type sleeper according to any one of the first to fifth aspects, wherein the longitudinal beam and the rail are connected to each other by a rail. A composite rail connected to each other at a plurality of locations along the longitudinal direction is supported by the vibration isolating member and the cushioning member. With this configuration,
The track can be made into a suspension in a three-dimensional direction (XYZ directions), and a floating type vehicle track having good shock absorption characteristics as a whole can be configured.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 7 show a first embodiment of the present invention. As shown in FIGS. 1 and 2, the ladder-type sleeper 5 constitutes a floating-type vehicle track, and includes a pair of right and left vertical beams 6 installed on a vibration-proof rubber described later. The vertical beam 6 has an appropriate bending rigidity that can be raised by a method similar to the conventional track maintenance, and is formed of prestressed concrete. In addition, the vertical beam 6 has an appropriate bending rigidity,
For example, it is formed in a square cross-sectional structure having an aspect ratio of 2 to 5.

By making the vertical beam 6 occupying most of the weight the above-described configuration, the weight per unit line length can be reduced to 以下 or less as compared with the prior art using a plate-shaped slab plate. it can. This makes it easier to increase the unit length than in the prior art, and makes it possible to construct a maintenance-less vehicle track economically in terms of both material costs and installation costs. The vertical beams 6 are attached to each other.
For connecting to each other at a predetermined interval
Are provided at predetermined intervals in the direction orthogonal to the rails 10. A thin and durable steel pipe having a circular cross section is used for the joining material 9. As shown in FIG. 3, the joining material 9 is made of a steel pipe and has a length obtained by subtracting a necessary covering thickness at both ends from a width of the ladder type sleeper 5. In the longitudinal beam 6, a plurality of PC steel strands 11 for applying a prestress (compressive stress) along the longitudinal direction are provided in parallel with each other, and further reinforced in a direction orthogonal to the PC strands. Streaks 12 are provided. Also, in the vicinity of the joining material 9,
In addition to the PC stranded wire 11 and the reinforcing bars 12, a reinforcing bar 13 for further increasing the bonding force between the joint members 9 is provided. The reinforcing bars 13 are formed in a bent shape so as to surround the joining material from above and below the joining material 9.

Further, a spiral reinforcing bar 14 is provided in a portion where the joint member 9 is buried in the vertical beam 6 so as to surround the joint member 6 so as to increase the bonding force between the joint member 6 and the surrounding concrete. It has become. Further, a pipe 15 for inserting a cable or the like is embedded in the vertical beam 6, and a spiral reinforcing bar 16 is provided around the pipe 15 to increase a bonding force with concrete.

As shown in FIG. 4, the joining member 9 has ribs 17 on the outer peripheral surface of the end inserted into the longitudinal beam 6 toward the outside in the radial direction, and small ribs 18 on the upper and lower surfaces of the rib 17. Is provided. The ribs 17 transmit the rotational force of the joint 9 to the concrete and share the load, and the small ribs 18 transmit the longitudinal force from the joint 9 to the concrete and share the load. Further, by flattening the end portion of the joining material 9, it is possible to resist the rotational force and the pulling force.

In the above embodiment, the rigidity and strength of the joint 9 are made uniform in any direction by using a steel pipe having a circular cross section. However, the purpose is to increase the rigidity and strength in a specific direction. Alternatively, a steel material having a square cross section or an H-shaped cross section may be used.

FIG. 6 shows a specific example of a fastening device 20 for fixing the rail 10 to the vertical beam 6. A vertical cast insert 22 is provided in the vertical beam 6. The insert 22 has a support hole 23 formed substantially parallel to the rail 10, into which a clip 24 is inserted. The clip 24 is formed by bending a steel bar so as to function as a spring. The clip 24 is fixed to the vertical beam 6 through the insert 22 by inserting a part of the clip into the support hole 23, and The rail 10 is supported between them.
In addition, 25 is an insulating material.

The ladder-type sleeper 5 configured as described above constitutes a floating-type vehicle track installed on a mortar base 28 as shown in FIG. 5, on which a rail 10 is laid. It has become so. Here, as shown in FIG. 1 and FIG. 5, between the mortar base 28 and the ladder type sleeper 5, cylindrical anti-vibration rubbers 29 having a low height are provided at both ends and an intermediate portion of the vertical beam 6. They are arranged intermittently at intervals. The anti-vibration rubber 29 corresponds to a load only in the vertical direction.

Then, as shown in FIGS. 1, 2 and 7,
A rectangular sleeper protrusion 30 is provided on an outer rail (outer surface) on the end side of the vertical beam 6. Therefore, four sleeper protrusions 30 are formed on the vertical beam 6 as shown in each figure. The sleeper projection 30 has a cushioning surface K directed in the longitudinal direction of the longitudinal beam 6. As shown in detail in FIG. 7, a roadbed protrusion 31 is provided between the pair of sleeper protrusions 30 of each of the vertical beams 6 at a position adjacent to the sleeper protrusion 30 and the vertical beam 6. The roadbed projection 31 is a support surface S that opposes the outer rail of the vertical beam 6 and the cushioning surface K of the sleeper projection 30.
have. The roadbed protrusion 31 may be provided on the end of the vertical beam 6 of the sleeper protrusion 30.

A square rubber cushion 32 is interposed between the support surface S of the roadbed projection 31 and the cushioning surface K of the sleeper projection 30 and the outer rail of the vertical beam 6. Specifically, the cushion rubber 32 includes the roadbed protrusion 31, the sleeper protrusion 30, and the vertical beam 6.
The side wall of the roadbed projection 31, that is, the cushioning surface K of the sleeper projection 30 and the support surface S of the vertical beam 6 facing the outer rail of the vertical beam 6 via an adjustment plate 32 </ b> A used for thickness adjustment according to the gap between the outer beam and the outer rail. It is attached to.

Therefore, the vertical beam 6 is formed by the cushion rubber 32.
In addition to absorbing the vibration of the vertical beam 6 in the longitudinal direction and the direction perpendicular to the longitudinal direction (XY direction), the displacement can be suppressed, and the vibration-proof rubber 29 absorbs the vibration in the vertical direction (Z direction). Therefore, the vibration of the ladder type sleeper 5 can be reliably absorbed and displacement can be suppressed. The adjusting plate 32A and the cushion rubber 32 may be provided on the outer rail side of the sleeper protrusion 30 and the vertical beam 6 instead of the roadbed protrusion 31 side. If there is no need for adjustment, the adjustment plate 32A
Can be omitted.

According to the above-described embodiment, an excellent load distribution function provided by a high bending rigid composite rail constituted by the rail 10 and the vertical beam 6 applies the impact force concentrated on one point of the rail 10 to the rail. Since the vibration is dispersed and smoothed by the vibration isolating rubber 29 intermittently arranged at predetermined intervals before and after the vibration point, and the vibration isolating rubber 29 itself can absorb vibration, the bottom surface of the slab plate is continuously connected via the vibration isolating rubber. Compared to the supported prior art anti-vibration slab track, the vibration of the concrete roadbed under the anti-vibration rubber is 10 to 20 d in the frequency range of the structure noise.
B can be reduced. Further, a lightweight and high bending stiffness composite rail composed of the rail 10 and the vertical beam 6 is supported by vibration-proof rubber 29 intermittently arranged at predetermined intervals.
By adopting a configuration with excellent uniformity in the track direction, the dynamic response characteristics to the bending deformation of the track compared to the conventional floating track using a slab plate with a significantly higher weight per unit line length That is, the wave propagation speed can be improved. As a result, it is possible to construct a floating type vehicle trajectory that ensures high-speed running performance, which was difficult with the conventional technology. be able to. Therefore, according to the above-described embodiment, both the anti-vibration property and the high-speed traveling property are achieved, and the vertical direction (Z
Direction), a floating type vehicle track having an ideal suspension function can be economically constructed.

Further, according to the above-described embodiment, shocks and vibrations in the vertical direction (Z direction) are absorbed by the anti-vibration rubber 29,
Since shocks and vibrations in the longitudinal direction of the rail 10 and in directions perpendicular to the rails (XY directions) can be absorbed by the cushioning rubber 32, shocks and vibrations from the train are absorbed by a single vibration isolator. The setting of characteristics and the like becomes easier as compared with the case where In other words, when a single vibration isolator is used, the characteristics in the Z direction and the characteristics in the XY directions must be matched, so that the characteristics influence each other and it is difficult to set the characteristics. As described above, the vibration damping rubber 29 and the cushioning rubber 3 are divided into the X direction, the Y direction, and the Z direction, respectively.
By providing 2, the characteristics in the X direction, the Y direction, and the Z direction can be set independently, and they do not affect each other, so that the setting is easy. And, the vibration isolation rubber 2
9 and the cushion rubber 32 are easy to replace, and are easy to manage even in maintenance.

Further, since the vibration-proof rubber 29 and the cushion rubber 32 having a simple structure adapted to each direction can be used, it is possible to cope at low cost. The shock and vibration acting from the train can be directly absorbed by the vibration isolating rubber 29 and the cushioning rubber 32 allocated in each direction as described above, so that the shock force and vibration can be effectively relieved.
Then, by using the adjustment plate 32A, the buffer rubber 32 can be set to an optimal elastic coefficient, so that the greatest damping effect can be obtained.

Next, FIGS. 8 and 9 show a second embodiment of the present invention. In this embodiment, the sleeper protrusion 30 in the first embodiment is provided on the inner rail (inner side surface) of the vertical beam 6. Specifically, the sleeper projection 30 is
Is provided on the end side. Since the other configuration is the same as that of the above-described embodiment, the same portions will be described with the same reference numerals.

In this embodiment, the roadbed protrusion 31 corresponding to the sleeper protrusion 30 is shared between adjacent ladder-type sleepers 5. FIG. 9 shows a state in which a plurality of ladder type sleepers 5 are connected on a slightly curved track.
Four sleeper protrusions 3 adjacent to each ladder type sleeper 5
The roadbed projection 31 is provided so as to be surrounded by zero. Incidentally, reference numeral 29 denotes an anti-vibration rubber. Although not shown, a cushioning rubber or an adjustment plate if necessary is interposed between the roadbed protrusion 31 and the sleeper protrusion 30 and the vertical beam 6 as in the above-described embodiment.

Therefore, according to the second embodiment,
Since the load of the train can be supported by the anti-vibration rubber 29 and the cushion rubber 32 as in the above-described embodiment, the setting of the characteristics becomes easy. In addition, since the roadbed projections 31 can be shared between the adjacent ladder-type sleepers 5, the number of installations can be reduced as compared with the case where the roadbed projections 31 are installed at positions corresponding to the sleeper projections 30, respectively. Installation time can be reduced.

FIGS. 10 and 11 show a third embodiment of a floating-type vehicle track formed by a semicircular notch 30a and a roadbed projection 31. FIG. The semicircular notch 30a is provided at the center outside the connecting portion 7 that connects and closes the ends of the pair of vertical beams 6 to each other. The roadbed projection 31 is formed in a circular or semicircular shape so as to fit in the two semicircular notches 30a between the adjacent connecting portions 7. A cushion rubber 32 is attached to the inner peripheral surface of the arc-shaped semicircular notch 30a. Here, as shown in FIG.
A semicircular shape is formed at the boundary of the structure. Note that an adjustment plate can be interposed in the buffer rubber 32 as needed. Therefore, according to the third embodiment, the semicircular notch 30a and the roadbed projection 31 form the longitudinal beam 6, that is, the longitudinal direction of the ladder type sleeper and the direction orthogonal to the longitudinal direction (XY).
Direction) can be absorbed to suppress displacement.
Note that a rectangular cutout may be used instead of a semicircle.

According to the track using the ladder type sleeper 5 in each of the above-described embodiments, a floating type continuous track having bending rigidity is formed as a composite rail of the rail 10 and the vertical beam 6, so that the track is prevented. Vibration and high-speed running can be achieved at the same time, and ground vibration, corrugated abrasion of rails, and the like can be reduced. Further, the track of the fourth embodiment shown in FIG. 12 has a configuration in which a ballast is further used in combination with the floating track using the ladder type sleeper 5 in each of the above embodiments. In this case, the ladder type sleeper 5
The bottom of is covered with a soft material such as sponge,
It is designed so that it is not directly supported by ballast. By using ballast as an auxiliary in this way, it is possible to improve safety during derailment, increase longitudinal and lateral resistance, and absorb noise, and maintain-less floating using only the excellent surface of the ballast It is possible to form a track for a model vehicle.

[0034]

As described above, according to the first aspect of the present invention, a light-weight and high bending rigid composite rail composed of a rail and a vertical beam is intermittently arranged at predetermined intervals. By supporting and uniform in the track direction, it is possible to achieve both vibration isolation and high-speed running.
A floating type vehicle track having an ideal vertical suspension function can be economically constructed. In addition, shocks and vibrations in the vertical direction are absorbed by the vibration isolating member, and shocks and vibrations in the longitudinal direction of the rail and in the direction perpendicular thereto can be absorbed by the cushioning member.
As compared with the case where the impact force and vibration from the train are absorbed by a single vibration isolator, there is an effect that the setting of characteristics and the like becomes easier.

Therefore, for example, a simple structure adapted to each direction can be used as compared with the case where the vibration in the vertical direction, the longitudinal direction of the rail and the direction perpendicular to the rail is absorbed by a single vibration isolator. Since the anti-vibration member and the cushioning member described above can be used, there is an effect that the cost can be reduced. And, since the impact force and vibration acting from the train can be directly absorbed by the vibration isolating member and the cushioning member allocated in each direction as described above, there is an effect that the impact force and vibration can be effectively softened. .

According to the second aspect of the present invention, when a load due to the train acts and the rail, that is, the vertical beam vibrates in the vertical direction due to the load, the vibration can be absorbed by the vibration isolating member. When a load is applied in the longitudinal direction and in the direction perpendicular to this, the cushioning surface of the sleeper projection and the outer rail of the vertical beam approach the support surface of the roadbed projection, and the vibration of the ladder type sleeper projection is absorbed by the cushioning member. Since the displacement can be suppressed, there is an effect that the impact force and the vibration acting from the train can be reliably softened. In addition, since the displacement of the sleeper protrusion formed in a rectangular shape is simplified by being divided into the longitudinal direction of the longitudinal beam and the direction perpendicular thereto, a vibration isolator with a complicated structure is installed below the longitudinal beam. This makes it easier to set the characteristics as compared with the case where it is performed, and has the effect of increasing the degree of freedom in design.

According to the third aspect of the present invention, the vibration of the sleeper projection, that is, the vibration of the vertical beam is interposed between the four sleeper projections of the adjacent vertical beam via the buffer member. Because it can be absorbed,
The number of the roadbed projections can be reduced, and there is an effect that the installation work can be performed in a shorter time as compared with the case where each of the sleeper projections is installed.

According to the fourth aspect of the present invention, no matter what direction the vertical beam vibrates in the plane including the pair of vertical beams, the vibration can be absorbed by the roadbed projection to suppress displacement. Since it becomes possible, there is an effect that uniform shock absorption characteristics can be obtained without being affected by the direction of displacement of the vertical beam.

According to the fifth aspect of the present invention, since the elastic coefficient of the cushioning member can be adjusted, it is possible to obtain the largest damping effect by adjusting the cushioning member to the optimal elastic coefficient. There is.

According to the sixth aspect of the present invention, since a floating type continuous track having bending rigidity is formed as a composite rail of a rail and a vertical beam, both vibration isolation and high-speed running are achieved. In addition, there is an effect that ground vibration, corrugated abrasion of the rail, and the like can be reduced.

[Brief description of the drawings]

FIG. 1 is a plan view of a first embodiment of the present invention.

FIG. 2 is a perspective view of the first embodiment of the present invention.

FIG. 3 is a bar layout diagram of the first embodiment of the present invention.

FIG. 4 is a perspective view of a joining material according to the first embodiment of the present invention.

FIG. 5 is a cross-sectional view of the first embodiment of the present invention, taken along line AA of FIG. 1;

FIG. 6 is a sectional view of the fastening device according to the first embodiment of the present invention.

FIG. 7 is an enlarged plan view of a main part of the first embodiment of the present invention.

FIG. 8 is a plan view of a second embodiment of the present invention.

FIG. 9 is a plan view showing a connection state of the second embodiment of the present invention.

FIG. 10 is a plan view of a third embodiment of the present invention.

FIG. 11 is an enlarged plan view of a main part of a third embodiment of the present invention.

FIG. 12 is a sectional view of a fourth embodiment of the present invention.

FIG. 13 is a perspective view of a conventional technique.

[Explanation of symbols]

 5 Ladder type sleeper 6 Vertical beam 9 Joint material 10 Rail 29 Vibration-proof rubber (vibration-proof member) 30 Sleeper protrusion 30a Semicircular notch 31 Roadbed protrusion 32 Buffer rubber (buffer member) 32A Adjustment plate K Buffer surface S Support surface

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Hiroyuki Okuda 2-8-8 Hikaricho, Kokubunji-shi, Tokyo Inside the Railway Technical Research Institute (72) Inventor Kiyoshi Asanuma 2-8-8 Hikaricho, Kokubunji-shi, Tokyo 38 Inside the Railway Technical Research Institute

Claims (6)

[Claims] 1. A longitudinal beam provided below a pair of rails in the longitudinal direction of the rails, and a plurality of joints connecting the longitudinal beams to each other at predetermined intervals along the longitudinal direction. A ladder-type sleeper, wherein the joining material has a more flexible structure than the beam material, and a vibration damping member made of an elastic material in which longitudinal beams are intermittently arranged at predetermined intervals at both ends and an intermediate portion thereof. In addition to laying through, a sleeper protrusion is provided on at least one of the outer rail and the inner rail of the vertical beam, and the roadbed protrusion is provided at a predetermined interval between the sleeper protrusion and the vertical beam corresponding to the sleeper protrusion. A ladder-type sleeper, wherein a cushioning member made of an elastic material is provided between the roadbed protrusion and the vertical beam and sleeper protrusion. 2. The sleeper projection is a rectangular member provided on an outer rail of a vertical beam, comprising a cushioning surface oriented in a longitudinal direction of the vertical beam, and a roadbed projection is formed by an outer rail of the vertical beam and the sleeper. The supporting member according to claim 1, further comprising a support surface facing the buffer surface of the projection, wherein the buffer member is provided on at least one of the buffer surface and the outer rail of the longitudinal beam and the support surface. Ladder type sleeper. 3. The adjacent vertical beam, wherein the sleeper protrusion is a rectangular member provided on an inner rail of the vertical beam, the buffer member having a cushioning surface oriented in a longitudinal direction of the vertical beam, and arranged along the track. In the position straddling between the ends of, the roadbed projection is disposed between each sleeper projection of the adjacent vertical beam, the roadbed projection has a support surface facing the inner rail of the vertical beam and the cushioning surface of the sleeper projection, The ladder-type sleeper according to claim 1, wherein the cushioning member is provided on at least one of a cushioning surface, an inner rail of the vertical beam, and a support surface. 4. A vertical beam provided below a pair of rails in a longitudinal direction of the rail, and a plurality of joints connecting the vertical beams to each other at predetermined intervals along the longitudinal direction. A ladder-type sleeper, wherein the joining material has a more flexible structure than the beam material, and a connecting portion that connects and closes respective ends of the vertical beams laid in pairs with each other is provided. A roadbed protrusion is disposed at a position straddling an adjacent connecting portion arranged along the track, and a semicircular notch is formed in each of the adjacent connecting portions at an outer central portion, and the outer peripheral surface of the roadbed protrusion is formed in the halfway. A ladder type sleeper formed of a cylindrical surface surrounded by a circular notch, wherein a buffer member is provided on at least one of the semicircular notch and the cylindrical surface. 5. The cushioning member is provided with an adjusting plate for adjusting a clearance at a joint surface between the sleeper protrusion or the semicircular notch and the roadbed protrusion.
A ladder type sleeper according to any one of claims 1 to 4. 6. A floating type vehicle track using the ladder type sleeper according to any one of claims 1 to 5, wherein the vertical beam and the rail are mutually connected at a plurality of positions along the longitudinal direction of the rail. A track for a vehicle, wherein a coupled composite rail is supported by the vibration isolating member and the cushioning member.