JP2001131935A - Foreign matter removing device for railway branch part - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a foreign matter removing device for railway branch part capable of reducing the number of components while effectively preventing the non-shifting in each railway branch part when a plurality of railway branch parts are present. SOLUTION: In this foreign matter removing device, foreign matter fallen between stock rails 3 and 4 and tongue rails 5 and 6 in a railway branch parts D1-D4 set in each connecting point of two main lines A1 and A2 extending substantially in parallel to each other to two sub-main lines B1 and B2 connecting the two main lines and mutually crossing between these main lines is removed by injecting the compressed air supplied from a compressed air source device 1 through a piping unit 22 or 22' arranged on the inside part of the basic rails 3 and 4. In this device, the compressed air source 1 is used in common for two foreign matter removing devices located on the same side parallel to the main lines A1 and A2.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for removing foreign matter which has fallen between a basic rail and a tongue rail of a railroad track branching section by jetting compressed air.

[0002]

2. Description of the Related Art At a track branching point in a snowfall region or the like, snowfall or the like falls into a gap between a tongue rail for switching points provided between basic rails and the above-mentioned basic rail. There is a problem that occurs. Therefore, conventionally, an electric heating type, a hot air type, a hot water type or the like is installed at a track branching point in a snowfall region or the like.

However, such a snow melting apparatus requires a certain amount of time to melt the snow. Therefore, when it is necessary to change points immediately after passing the vehicle, the snow lump brought in by the vehicle and dropped is still melted. In many cases, the tongue rail is not easily converted. Further, when a stepping stone or the like generated by a snow lump falling on a ballast is caught in a gap between the tongue rail and the basic rail, there is a problem that the snow melting device cannot remove the stepping stone or the like.

Therefore, conventionally, a piping unit is provided on the inner surface of the basic rail opposed to the tong rail, and this piping unit is connected to a compressed air source device via a supply passage, and is provided in the piping unit in a longitudinal direction. By injecting compressed air from the multiple nozzles toward the tip of the tong rail, the orbital branching section was designed to blow off and remove foreign objects such as snow lumps and flying stones between the basic rail and the tong rail. A foreign matter removing device has been proposed (see Japanese Patent Application Laid-Open No. 7-54317).

[0005]

However, in the above-described foreign matter removing apparatus, since the pipe unit and the compressed air source device are individually provided for each track branching section, there are a plurality of track branching sections. In such a case, there has been a problem that the installation work and maintenance for the installation are troublesome.

[0006] In particular, a compressed air source device including an air compressor and an air tank is provided in a hut installed near a track branching section. At this time, if the plurality of track branching portions and the foreign matter removing devices are provided so as to be densely packed within a narrow range, as many huts for the compressed air source device as the number of the foreign matter removing devices are installed. These huts would be an obstacle when putting snow on the side of the track, and so it was desirable to make them as small or small as possible.

[0007]

SUMMARY OF THE INVENTION The present invention solves the above-mentioned problems and reduces the number of components while effectively preventing non-conversion at each track branching section when there are a plurality of track branching sections. It is an object of the present invention to provide a foreign matter removing device for a track branching portion that can achieve the above. Therefore, the foreign matter removing device at the track branching portion according to claim 1 is provided at each connection point of two main lines extending substantially in parallel and two sub-main lines connecting the two main lines and intersecting between the main lines. Injecting foreign matter provided at the installed track branching section and falling between the basic rail and the tongue rail from a piping unit disposed inside the basic rail with compressed air supplied from a compressed air source device. A foreign matter removing device provided on each of the main lines, wherein the pipe unit of two foreign matter removing devices located on the same side in a direction along the main line is a single unit. The apparatus is characterized in that it is connected to a compressed air source device, and the compressed air source device of those foreign matter removing devices is shared.

Here, according to the present invention, normally, point switching is not performed simultaneously at the two track branching portions located on the same side in the direction along the main line. Paying attention to the fact that no air is injected, the compressed air source device is shared for the two foreign matter removing devices. Thereby, the number of compressed air source devices can be reduced as a whole, and the configuration of the foreign matter removing device can be simplified.

According to a second aspect of the present invention, there is provided a foreign matter removing device for a track branching portion.
In the configuration of claim 1, the injection operation by each of the foreign matter removing devices is performed based on a train passage detection and a non-conversion detection at each track branching portion.

In this case, the compressed air injection operation from the piping unit is performed not only at the time of detecting the non-conversion where the tong rail is actually converted, but also at the time of detecting the passage of the train. By preventing non-conversion in advance and removing foreign matter even when non-conversion actually occurs, further non-conversion can be prevented.

According to a third aspect of the present invention, there is provided an apparatus for removing foreign matter at a track branch portion.
In a foreign matter removing apparatus for removing foreign matter that has fallen between a basic rail and a tongue rail of a track branching section by injecting compressed air from a piping unit disposed inside the basic rail, a single compressed air source is provided. A piping unit connected to the device is provided in each of the plurality of track branching portions, and the injection operation of the piping unit provided in one of the track branching portions is based on the detection of train passage at the track branching portion and the detection of non-conversion of the tong rail. The injection operation of the piping unit provided in the other track branching section is performed based on the detection of tong rail non-conversion at the track branching section.

Here, there are a plurality of track branching portions at relatively close positions, and the frequency of the switching operation at one track branching portion is relatively high, and the frequency of the switching operation at the other track branching portion is relatively low. In some cases, the compressed air source device is shared.

In the above-mentioned one track branching section where the frequency of the conversion operation is relatively high, the compressed air injection operation from the piping unit is performed not only at the time of detecting the non-conversion where the actual conversion has occurred but also at the time of detecting the passage of the train. In this way, it is possible to prevent non-conversion in advance at the track branching portion where the conversion operation is frequently performed, and to remove foreign substances even when non-conversion actually occurs, thereby preventing further non-conversion. Further, at the other track branching point where the frequency of the conversion operation is relatively low, the compressed air is injected only when the non-conversion is actually detected, thereby preventing the occurrence of further non-conversion and performing the conversion operation. The point switching operation in the track branching section where the frequency is low can be surely performed.

According to a fourth aspect of the present invention, there is provided a foreign matter removing device for a track branching portion.
In the configuration of claim 3, the piping unit provided in the one track branching section injects compressed air for a predetermined time based on the detection of the train passage at the track branching section, and the non-convertible section of the track branching section. The compressed air is injected for a predetermined time based on the detection. In this way, by controlling the injection amount of the compressed air with time, simpler control can be achieved.

According to a fifth aspect of the present invention, there is provided an apparatus for removing foreign matter at a track branch portion.
In the configuration of claim 3, the piping unit provided in the other track branching section injects compressed air for a predetermined time based on the non-conversion detection of the track branching section.
According to this, by controlling the injection amount of the compressed air with time, it is possible to achieve simpler control.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an example of the arrangement of the orbit near the orbit branch. The up main line A1 and the down main line A2 extend substantially in parallel with each other. Two sub main lines B connecting these main lines A1 and A2 and intersecting between the main lines A1 and A2
1, B2 are provided. The connection points between both ends of the sub main lines B1 and B2 and the main lines A1 and A2 constitute the track branching portions D1 to D4, respectively.

A foreign matter removing device (not specifically shown in FIG. 1) is provided at each of the track branch portions D1 to D4.
Here, the compressed air source device 1 of the foreign matter removing device in the two track branching portions D1 and D2 located on the same side in the direction along the main lines A1 and A2, that is, the left side in FIG. The other two track branches D located on the right
3, the compressed air source device 2 of D4 is also shared.

Hereinafter, the configuration of the track branching portion D1, which is the connection point between the main line A1 and the sub-main line B1, will be described. The other track branching portions D2 to D4 have the same configuration as the track branching portion D1.
As shown in FIG. 2, two tongue rails 5 and 6 are arranged between the two basic rails 3 and 4 at the track branching portion D1, and the other two tongue rails 5 and 6 are connected to the right end side in the drawing.
Two basic rails 7, 8 are arranged. The main line A1 is constituted by basic rails 3 and 4 on the left side of the track branching section D1 in the figure, and is constituted by basic rails 7 and 4 on the right side of the track branching section D1 in the figure. In addition, sub main line B1
Is constituted by basic rails 3 and 8.

In the state shown in FIG. 2, the distal end of the tongue rail 5 (the left end in the figure) is brought into contact with the inner side surface of the basic rail 3 and the distal end of the tong rail 6 is separated from the basic rail 4. The basic rail 7 is connected to the basic rail 3 by the tongue rail 5, and the basic rail 7 is converted to a localization side where the vehicle can go straight on the main line A1.

On the other hand, although not shown, the tongue rails 5, 6
Is rotated about the base end (right end in FIG. 2), and the tip side of the tongue rail 6 is brought into contact with the inner side surface of the basic rail 4, and the tip side of the tongue rail 5 is turned on the basic rail 3.
When the base rail 8 is separated from the base rail 8, the base rail 8 is connected to the base rail 4 via the tongue rail 6, and the main rail A1 and the sub-main line B1 are connected to each other.

For convenience, the basic rail 3 and the tongue rail 5 are referred to as localization-side rails, and the basic rail 4 and the tongue rail 6 are referred to as opposite-side rails. On the inner surfaces of the basic rails 3 and 4 corresponding to the tips of the tongue rails 5 and 6, the tip of one of the tongue rails 5 and 6 comes into contact with the inner surface of the corresponding basic rail 3 and 4 for conversion. There is provided a contact-type conversion detection sensor V2 (only the sensor V2 on the opposite side is shown in FIG. 2) for detecting that the operation is being performed reliably.

As shown in a schematic cross section of the basic rail 4 in FIG. 3, a plurality of mounting holes 4a are provided at a substantially intermediate portion in the height direction of the basic rail 4 at predetermined intervals in the longitudinal direction of the basic rail 4. Have been. A hollow compressed air supply pipe 10 is inserted into these mounting holes 4a, and is mounted via a mounting bracket 11 and a mounting nut 12.

A hollow piping unit 22 having a substantially rectangular cross section is fixed to the inner side surface of the basic rail 4. The piping unit 22 is provided on the inner side surface of the basic rail 4 extending from the middle portion in the longitudinal direction of the tongue rail 6 to the distal end thereof.
Compressed air is supplied into the piping unit 22 via the. On the inner surface of the piping unit 22, a plurality of injection nozzles 24, 25 are provided at predetermined intervals in the longitudinal direction.
Are attached with screws 26 or the like.

The piping unit 22 and the injection nozzle 2
As shown by phantom lines in FIG. 3, reference numerals 4 and 25 have widths that can be accommodated in the gap between the basic rail 4 and the tongue rail 6 in a state where the tongue rail 6 is in contact with the basic rail 4.
Reference numeral 21 denotes a floor plate provided on the sleeper 15 for guiding the rotation of the tong rail 6 accompanying the conversion.

In the above, the piping unit 22 and the injection nozzles 24 and 25 between the basic rail 4 and the tong rail 6 in the track branching section D1 have been described.
A piping unit 22 ′ and injection nozzles 24 ′ and 25 ′ are also provided symmetrically with the above-mentioned ones between the above and the tongue rail 5, and are connected to the compressed air source device 1 via the same supply pipe 13 as above. Have been. Each injection nozzle 24, 25, 2
4 'and 25' are designed to inject compressed air in directions indicated by arrows P and Q in FIG.

The track branching section D2 has the same configuration as the track branching section D1, and the same piping unit and injection nozzle as described above are provided on the inner side surface of the basic rail. Then, the piping units on the localization side and the opposite side of the track branching portion D2 are connected to the same compressed air source device 1 as described above via the same supply pipe 26 (see FIG. 2) as described above. Compressed air can be supplied from the source device 1 to both the track branch portions D1 and D2.

Next, the internal configuration of the compressed air source device 1 will be described. As shown in FIG. 4, in the compressed air source device 1, compressed air is supplied from the tank 30 a of the air compressor 30 to the pair of tanks 33 and 34 via the check valves 31 and 32. These tanks 33, 34 are provided with tank pressure sensors 33a, 34a.

The tanks 33 and 34 are respectively connected to injection solenoid valves 35 and 36 used for injection at the track branch portion D1, and are connected to injection solenoid valves 37 and 38 used for injection at the track branch portion D2. Is also connected. Further, the injection solenoid valve 35 for the track branch part D1 is connected to the basic rail 3 side, that is, the piping unit 2 on the localization side via the supply pipe 13.
2, the injection solenoid valve 36 is also connected to the basic rail 4 side, that is, the piping unit 22 ′ on the opposite side via the supply pipe 13.

Further, the injection solenoid valve 3 for the track branching portion D2
7 is connected to a piping unit (not shown) of the basic rail on the localization side in the track branching portion D2 via the supply line 26, while the injection solenoid valve 38 is connected to the supply line 26.
Is connected to the piping unit of the basic rail on the opposite side in the track branching section D2.

In the state shown in FIG. 4, all of the injection solenoid valves 35 to 38 are in the neutral position X, and the tanks 33 and 34 are in the neutral position X.
Is in a state where it is not supplied to any of the track branch portions D1 and D2. For example, when the injection solenoid valves 35 and 36 for the orbital branch portion D1 are switched so as to be at the localization side position Y, the compressed air in the tanks 33 and 34 is discharged.
1, the localization side, that is, the piping unit 2 on the basic rail 3 side
To the injection nozzle 2 on the localization side of the orbit branch D1.
From 4 and 25, compressed air is injected.

The injection solenoid valve 3 for the track branching section D1
4, the compressed air in the tanks 33, 34 is displaced on the opposite side of the track branching portion D1, that is, the piping unit 22 'on the basic rail 4 side. And compressed air is injected from the injection nozzles 24 ′ and 25 ′ on the opposite side of the track branching portion D 1. When the injection solenoid valves 37 and 38 of the orbital branch portion D2 are switched to the localization side position Y or the inversion side position Z, similarly to the above, compressed air of the orbital branch portion D2 is located on the localization side or the inversion side. An injection is performed. The compressed air source device 2 is configured similarly to the compressed air source device 1, and can supply compressed air to the track branch portions D3 and D4.

Next, a configuration of a control system of a pneumatic circuit of the two track branch portions D1 and D2 including the common compressed air source device 1 will be described. As shown in FIG. 5, the control panel 40 provided in the station premises or the like includes the train passage detection sensors V1, V
1 ', conversion detection sensors V2 respectively provided in the track branch portions D1 and D2, tanks 33 and 34 in the compressed air source device 1
Tank pressure sensors 33a, 34a, air compressor 3
The tank pressure switch 30b of 0 is connected.
The control panel 40 performs on / off control of the air compressor 30 and switching control of the injection solenoid valves 35 to 38 based on signals from these sensors and switches.

The train passage detection sensors V1, V1 'are arranged along the main lines A1, A2 near the track branching points D1, D2 (see FIG. 1). Each of the train passage detection sensors V1 and V1 ′ includes, for example, a transmission coil V1a that constantly generates an alternating magnetic field having a constant intensity and a reception coil V1b that receives a magnetic field from the transmission coil V1a. The passage of a train is detected by a change in magnetic field strength based on an induced magnetic field generated when passing between V1a and the receiving coil V1b. In place of the magnetic field type train passage detection sensors V1 and V1 ', for example,
An optical type may be used.

The control panel 40 controls the injection solenoid valves 35 to 38 to switch the compressed air from the inner side surfaces of the basic rails 3 and 4 on the localization side and the opposite side of the track branching portions D1 and D2 at a predetermined timing. To remove foreign matter that has fallen between the basic rails 3 and 4 and the tongue rails 5 and 6.

In this case, the compressed air is injected from the compressed air source device 1 at the track branching section D1 when the train passing detection sensor V1 detects that a train has passed through the track branching section D1 and at the tongue. This is performed when the conversion detection sensor V2 detects that the conversion has occurred in the rails 5 and 6. On the other hand, the injection of the compressed air from the compressed air source device 1 at the track branching section D2 is also performed when the train passage detection sensor V1 'on the track branching section D2 side detects that the train has passed the track branching section D2. And when the conversion detecting sensor V2 'on the side of the track branching section D2 detects that the tong rail (not shown) of the branching section D2 has been converted.

In the present embodiment, the compressed air source device 1 of the track branch portions D1 and D2 is shared because it is not assumed that the two track branch portions D1 and D2 simultaneously inject compressed air. . That is, as described above, the injection of the compressed air is first performed when the train passes, but actually, the trains running on the two main lines A1 and A2 respectively have two track branching points in consideration of safety and the like. D1 and D2 do not pass at the same time. Normally, after the train passes through one of the track branching portions D1 or D2, the compressed air is injected into the tanks 33 and 34 by the air compressor 30 of the compressed air source device 1 for a predetermined time (after the compressed air is once injected). The train does not pass the other track branch within the time required for replenishment.

The compressed air is injected into the orbit branch D
This is also performed when the tong rails 5 and 6 do not change at D1 and D2, but the trains do not pass through the sub main lines B1 and B2 at the same time. Therefore, point switching is performed at the track branching points D1 and D2 at the same time. Orbital branch D
1. It is not conceivable that non-conversion occurs simultaneously at D2.
Therefore, since it is not necessary to simultaneously inject the compressed air in the two track branch portions D1 and D2, as described above,
Even if the compressed air source device 1 is shared by the track branching portions D1 and D2, no trouble occurs.

The compressed air injection mode includes an automatic injection mode by the control panel 40 and a manual injection mode. The injection mode is switched by an automatic / manual switch (not shown) provided on the control panel 40. It has become. Hereinafter, a control procedure of the control panel 40 when performing injection in the automatic injection mode, that is, a procedure of switching control of the injection solenoid valves 35 and 36 and the like will be described with reference to a flowchart of FIG.

After the tong rails 5 and 6 are switched to the localization side or the opposite side in step W0, the train passage detection sensor V1 is turned on (step W1).
Alternatively, when the train starts passing through D2 (W2) and the train passage detection sensor V1 or V1 'returns to off (W3), the train ends passing through the track branching section D1 or D2.

After passing through the train, the pressure value in the tanks 33 and 34 becomes a predetermined pressure sufficient to inject the compressed air, for example, 0.78M
Whether the pressure is equal to or more than Pa is determined by the tank pressure sensor 33a,
It is determined based on the signal from 4a, and if it is less than the predetermined pressure, it returns to W1. Here, the predetermined pressure is 0.78
It is not limited to MPa, but the amount of snowfall and tong rail 5,
The length is appropriately determined according to conditions such as the length of 6 (the range in which foreign matter should be blown off by injection of compressed air).

If the pressure values in the tanks 33 and 34 are equal to or higher than the predetermined pressure, a predetermined time T, for example, about 10 seconds, is counted by a timer (not shown) built in the control panel 40 (W5). Thereafter, a buzzer (not shown) is sounded for an alarm for a predetermined time, for example, three seconds before the injection of the compressed air (W6). Thereafter, the injection solenoid valves 35 and 36 are turned on and switched to the localization side position Y or the reverse side position Z (W7), and the piping on the inner surface of the basic side rail 3 or 4 on the localization side or the reverse side. After the compressed air is injected from the unit 22 or 22 'for a predetermined time, for example, three seconds (W8), the injection solenoid valves 35 and 36 are returned to the neutral position X and turned off (W9).

Thereafter, when a point change command (W10) is issued according to the scheduled time of the train, etc., the tong rails 5 and 6 start changing by driving a change motor (not shown). A conversion motor operation detection timer (not shown) in 40 is turned on (W11), and a predetermined time (for example, about 12 seconds) required for conversion is counted by the conversion motor operation detection timer (W11).

Then, it is determined whether or not the conversion motor has stopped within the predetermined time (W12). If the conversion motor has stopped within the predetermined time, it is determined that the conversion of the tong rails 5 and 6 has been completed normally. On the other hand, if the conversion motor has not stopped within the predetermined time (W13), it is determined that non-conversion has occurred (W14), and a point return command is issued (W15).

As a result, the conversion motor is rotated in reverse to return the tong rails 5 and 6 to their original positions (W
16). Then, it is determined whether the reverse rotation of the conversion motor is completed and the conversion motor is stopped (W17), and if not stopped, the process returns to W16. On the other hand, if the conversion motor is stopped, the tongue rails 5 and 6 have returned to their original positions, and subsequently the pressure values in the tanks 33 and 34 are equal to or higher than a predetermined value, for example, 0.78 MPa. It is determined (W18) that if it is less than the predetermined value, it is impossible to inject the compressed air, so the process returns to W10 and the point switching is immediately executed again.

On the other hand, if the pressure value in the tanks 33 and 34 is equal to or more than the predetermined value at W18, a buzzer (not shown) is sounded for a predetermined time, for example, 3 seconds for an alarm before the compressed air is injected (for 3 seconds). W19). Thereafter, the injection solenoid valves 35, 36
Is turned on and switched to the localization side position Y or the reverse side position Z (W20), and the piping unit 22 or 22 'on the inner side surface of the localization side or the reverse side basic rail 3, 4 is switched.
Compressed air for a predetermined time, for example, 3 seconds (W2
1) After the removal of the foreign matter, the injection solenoid valves 35, 3
6 is returned to the neutral position X and turned off (W22).

Thereafter, a point conversion command is issued (W2
3) The conversion motor operation detection timer (not shown) in the control panel 40 is turned on (W24), and a predetermined time (for example, about 12 seconds) required for conversion is counted by the conversion motor operation detection timer. Then, it is determined whether or not the conversion motor has stopped within the predetermined time (W25). If the conversion motor has stopped within the predetermined time, it is determined that the conversion of the tong rails 5 and 6 has been completed and the non-conversion has been eliminated. It is determined (W26).
On the other hand, if the conversion motor has not stopped within the predetermined time, it is determined that the non-conversion state is continuing (W2
7) Returning to W15, the same procedure as above is repeated.

Next, a second embodiment of the present invention will be described. As shown in FIG. 7, an up platform 41 and a down platform 42 are arranged at opposing positions in a railway station yard, and an overpass 4 is provided between both platforms 41 and 42.
3 are provided. And the up platform 4
The trajectory of the ascending main line A3 extends substantially linearly along 1, while the trajectory of the descending main line A4 extends substantially linearly along the descending platform 42.

An upper and lower sub main line B3 is provided between the ascending main line A3 and the descending main line A4 substantially in parallel with both main lines, and the left end of the upper and lower sub main line B3 in FIG. 1, the right end of the track of the upper and lower sub-main line B3 in FIG. 1 is connected to the up main line A1 via the track branching portion D6, the first branch line B3a, and the track branching portion D7, or It is possible to be connected to the down main line A4 via the track branching section D6, the second branch line B3b, and the track branching section D8.

A downstream sub-main line B4 is provided on the side of the downstream platform 42 opposite to the downstream main line A4, and both ends of the downstream sub-main line B4 can be connected to the downstream main line A4 via track branching portions D9 and D10, respectively. Have been.

A track branching part D11 is provided on the opposite side of the track branching part D5 from the upward platform 41,
At this track branching point D11, the service line E for freight vehicles
Is branched from the up main line A3. Further, the track branching section D
5 are provided on the ascending platform 41 side and the forward corner in the traveling direction of the descending sub-main line B4, respectively, and are provided with track branching portions D12 and D13, respectively.
At D13, the safety side lines F1 and F2 are branched from the up main line A3 and the down sub main line B4, respectively.

The two adjacent track branching portions D5 and D5
Reference numeral 12 denotes a double-acting type (interlocking type). When the track branching part D5 is converted to the straight side of the ascending main line A3, the track branching part D12 is used.
Is also changed to the straight side, while when the track branching part D5 is changed to the upper and lower sub-main line B3, the track branching part D12 is also changed to the safety side line F1.

Thus, when the first train from the upper and lower sub-main line B3 tries to enter the ascending main line A3 through the track branching portion D5, the second train on the ascending main line A3 is moved from the ascending platform 41. Even if the vehicle attempts to proceed in the direction of the track branching section D5 by mistake, the second vehicle is guided from the track branching section D12 toward the safety side line F1, and a collision accident between the vehicles is prevented beforehand.

Similarly to the above, the track branching portions D10 and D13
Is also a double-acting type, and when the track branching section D10 is turned to the straight ahead side, the track branching section D13 is changed to the safety side line F2 side, and the vehicle passing through the down main line A4 and the down sub-main line B4
Is prevented from colliding with a vehicle passing through the vehicle. In addition, between the track branch part D5 and the track branch part D11,
A train passage detection sensor V1 that detects that the train passes through the track branching section D5 is provided.

In the second embodiment, the compressed air source device 4 in the foreign matter removing device of the two track branch portions D5 and D11 is used.
4 are shared. The compressed air is injected at the track branching portion D5 when the train passage detection sensor V1 detects that a train has passed through the track branching portion D5, and when the tongue rail (not shown) is detected at the track branching portion D5. It is performed when the conversion has been detected by the conversion detection sensor,
On the other hand, the injection of the compressed air at the track branch section D11 is detected by the conversion detection sensor on the track branch section D11 side.
Is performed when it is detected that the tongue rail has been converted.

This is because the track branching section D5 is connected to the ascending main line A3.
The point is switched between the upper and lower sub-main lines B3 used for overtaking, etc., and the frequency of the changeover operation is relatively high. It is preferable to inject compressed air to prevent unconversion at the time of subsequent conversion every time, whereas the track branching point D11 is a point between the main line A3 and the drop-in line E for freight vehicles. The reason for this is that the frequency of the conversion operation is relatively low, and it is sufficient to inject compressed air when non-conversion actually occurs.

Although the track branching portion D5 has a relatively high frequency of the turning operation, the track branching portion D11 has a relatively low frequency of the changing operation. Therefore, the compressed air source device 44 is shared by the two branch portions D5 and D11. However, it is considered that there is no problem in the supply capacity of the compressed air.

In the arrangement in the station yard as shown in FIG. 7, for example, two track branching portions D10 and D1
The third compressed air source device 45 can be shared. Here, the track branching portions D10 and D13 are of the double-acting type as described above, and the frequency of the switching operation is relatively high in both branching portions D10 and D13.

However, the vehicles that pass through the track branching sections D10 and D13 are vehicles that enter the downstream main line A4 from the downstream sub-main line B4, and are vehicles that stop once on the downstream platform 42 and then depart. Since the vehicle traveling speed when passing through the track branching portions D10 and D13 is relatively low, the radius of curvature of the rail at the corner portion can be relatively small at the track branching portions D10 and D13. (Not shown) can be shorter than the track branching portion D5 or the tongue rails 5 and 6 in the first embodiment.

Therefore, the injection amount of the compressed air at each of the track branching portions D10 and D13 can be considerably smaller than the injection amount at the track branching portion D5 and the like, and therefore two track branching portions having relatively high frequency of the switching operation. Even if the compressed air source device 45 is used together in the sections D10 and D13, there is no problem in the compressed air injection ability and the like.

[Brief description of the drawings]

FIG. 1 is a schematic plan view showing an arrangement of a track provided with a foreign matter removing device at a track branching portion according to a first embodiment of the present invention.

FIG. 2 is a plan view showing one track branching part in the embodiment.

FIG. 3 is a schematic vertical sectional view showing a basic rail of the track branching section.

FIG. 4 is a pneumatic circuit diagram showing an internal configuration of a compressed air source device that supplies compressed air to the track branching section and the like.

FIG. 5 is an explanatory diagram showing a configuration of a control system of the foreign matter removing device.

FIG. 6 is a flowchart showing an automatic compressed air injection control procedure in the embodiment.

FIG. 7 is a schematic plan view showing an arrangement of a track in a station yard provided with a track branch portion foreign matter removing device according to a second embodiment of the present invention.

[Explanation of symbols]

D1, D2, D5, D10, D11, D13 Track branch part 3, 4 Basic rail 5, 6 Tong rail 22 Piping unit

Continued on the front page (72) Inventor Koji Yamada 15-1-1, Kita 11-Jo Nishi, Chuo-ku, Sapporo, Hokkaido Inside Hokkaido Railway Company (72) Inventor Koji Masuda 7-3 Takatsukadai, Nishi-ku, Kobe-shi, Hyogo No. 3 F-term in Nabco Kobe Factory (reference) 2D026 DA00 2D056 BA00 5H161 AA01 BB01 DD11 SS13 SS15

Claims (5)

[Claims] 1. A track branching portion provided at each connection point between two main lines extending substantially in parallel and two sub-main lines connecting the two main lines and intersecting between the main lines, A foreign matter removing device that removes foreign matter that has fallen between a basic rail and a tongue rail by injecting compressed air supplied from a compressed air source device from a piping unit disposed inside the basic rail, Of the foreign matter removing devices provided on each of the main lines, the piping units of two foreign matter removing devices located on the same side in a direction along the main lines are connected to a single compressed air source device, and the A foreign matter removal device at the track branching section that shares the compressed air source device of the foreign matter removal device. 2. An injection operation by each of the foreign matter removing devices,
The foreign matter removing device for a track branching section according to claim 1, wherein the apparatus is performed based on a train passage detection and a non-conversion detection at each track branching section. 3. A foreign matter removing apparatus for removing foreign matter dropped between a basic rail and a tongue rail of a track branching section by injecting compressed air from a piping unit disposed inside the basic rail. A piping unit connected to one compressed air source device is provided in each of the plurality of track branching units, and the injection operation of the piping unit provided in one of the track branching units detects the train passage at the track branching unit and the tong rail. A foreign matter removing device for a track branching section, which performs based on non-conversion detection and performs an injection operation of a piping unit provided on the other track branching section based on detection of tongue rail non-conversion at the track branching section. 4. A piping unit provided in said one track branching section injects compressed air for a predetermined time based on a train passage detection of said track branching section, and performs a non-conversion detection of said track branching section. 4. The foreign matter removing device at a track branching part according to claim 3, wherein compressed air is injected for a predetermined time based on the predetermined time. 5. The foreign matter removal of a track branching part according to claim 3, wherein the piping unit provided in the other track branching part injects compressed air for a predetermined time based on the non-conversion detection of the track branching part. apparatus.