JP2003239202A - Method and device for preventing track deviation of railway - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide guard rails which can be disposed in the section of a PC sleeper and do not interfere with a mechanical track maintenance work. <P>SOLUTION: A device for preventing a track deviation of a railway comprises the guard rail 13 along at least one main rail 201R of the railway, a rail holding plate 11 attached to the PC sleeper 202 for supporting the guard rail 13, an insulating plate 12 made of an electric insulating material, a fastening block 14 and fastening bolts 16 for attaching the rail holding plate 11 to the PC sleeper 202 and attaching the guard rail 13 to the rail holding plate 11. Lateral pressure exerted on the guard rail 13 is supported by a lateral pressure receiving protruding part 11e. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railroad track deviation prevention device and a railroad track deviation prevention method for preventing a railroad car derailed from a railroad track from departing outside the track. .

[0002]

2. Description of the Related Art In a railway, various measures are taken because when a railroad vehicle derails from the rail, it may move further toward the outside of the railroad, causing various accidents and damages. There is. As measures for preventing the derailment of railway cars themselves, there are derailment prevention rails and equipment called derailment prevention guards.

Further, as a measure for preventing the derailed railroad vehicle from moving out of the track after the derailment and minimizing the damage thereafter, there is a facility called "safety rail". The safety rail is a rail that is arranged in parallel with the main rail at a predetermined distance (for example, 180 to 220 mm). The safety rail is inside the gauge of the main line rail (between the rail and the rail) on the side opposite to the side where the danger is great after derailment (the side that is dangerous if the railway vehicle falls or falls). Generally, it is installed in the area, but if it is not appropriate to install a safety rail inside the gauge, such as in a snowfall section or a high rockfall section,
After the derailment, a safety rail will be installed on the outside of the rail between main rails on the side where the danger is high.

At the location where the safety rail is installed, the derailed railway vehicle wheels are regulated by this safety rail,
Be induced. Therefore, the railway vehicle can run along the main rail even after derailment. This allows
A situation in which a derailed railway vehicle causes a major accident such as a fall or a fall is prevented.

Conventionally, the safety rail has been installed on a conventional line such as a line on a bridge or a section on an embankment. In addition, the Shinkansen was installed in the section above the bridge where the extension is more than 500 meters.

[0006]

However, if the Shinkansen vehicle is not installed in a high-speed operation section other than the bridge section of the Shinkansen, such as a PC sleeper section, and the Shinkansen vehicle derails in a section where the safety rail is not installed during an earthquake, Safety measures were required. Conventionally, wooden sleepers made of wood or synthetic sleepers made of a composite material such as glass fiber and urethane foam have been used as sleepers in sections where safety rails have been installed. Therefore, the safety rail could be easily fastened to the sleeper by driving in a dog nail or the like. However, with the PC sleepers, there is a problem that dog nails and the like cannot be used and conventional safety rails cannot be attached as they are.

[0007] In addition, a ballast track of the Shinkansen (a track using ballast crushed stone, etc. for the roadbed between the support structure and sleepers)
In the section (1), a track maintenance vehicle such as a "multiple tie tamper" is used for the work of properly maintaining the track condition such as the correct work of "passing" in the longitudinal direction of the rail. In this case, the multiple tie tamper is equipped with a tamping tool (a compaction tool with a track bed) that is a part for solidifying the ballast ballast by inserting it into the crushed ballast stone and applying vibration etc. If such a safety rail is provided, there is a problem that it interferes with the tamping tool and makes track maintenance work by a machine difficult.

The present invention has been made to solve the above problems, and the problem to be solved by the present invention is to
C To provide a safety rail that can be installed in a sleeper section or the like and that does not interfere with machine track maintenance work, and a fastening method thereof.

[0009]

In order to solve the above-mentioned problems, a railway vehicle track deviation prevention apparatus according to the present invention comprises a first rail of a railroad track and a first rail of a railroad track inside the railroad track.
A safety rail provided along the rail, a rail holding plate which is attached to the sleeper and supports the safety rail from below, and a rail-shaped plate made of a material having an electric insulating property and formed into a substantially plate shape, and the rail holding plate. An insulating plate arranged between them, a rail holding plate attaching means for attaching the rail holding plate to the sleeper, a safety rail attaching means for attaching the safety rail to the rail holding plate, and a lateral pressure acting on the safety rail. It is characterized in that it is provided with a lateral pressure supporting means for supporting the railcar to prevent the railcar derailed from the railroad track from deviating to the outside of the track.

In the railway vehicle track deviation prevention device, preferably, the lateral pressure support means is a convex portion provided on the rail holding plate.

In the railway vehicle track deviation prevention device, preferably, the safety rail mounting means also has the function of the rail holding plate mounting means.

In the railway vehicle track deviation prevention device described above, preferably, the first rail is a rail vehicle running rail on the left side in the traveling direction of the railway track, and the second rail is the rail. It is a railroad car running rail on the right side in the traveling direction of the railroad track.

In the railway vehicle track deviation prevention device, preferably, the first rail is a rail vehicle traveling rail on the right side in the traveling direction of the railway track, and the second rail is the rail. It is a railroad car rail for traveling on the left side in the traveling direction of the railroad track.

In the railroad track deviation prevention device, preferably, the safety rail is provided with a railcar running rail on the left side in the traveling direction of the railroad track as a first rail. A railcar running rail that is on the right side in the traveling direction of the railroad track is provided as a first rail.

In the railroad track deviation prevention device described above, preferably, the distance between the bottom side surface of the first rail and the bottom side surface of the safety rail is a multiple titan for performing track maintenance of the railroad track. The parcel compaction tool is set to a value that can be inserted.

Further, a railroad vehicle track deviation prevention method according to the present invention includes a safety rail provided along the first rail of the first rails and second rails of the railroad track, and a rail mounted on the sleeper. A rail holding plate for supporting the safety rail from below, an insulating plate made of a material having an electric insulating property and formed in a substantially plate shape and arranged between the rail holding plate and the sleeper, and the rail holding plate. Railroad track deviation prevention including rail holding plate mounting means for mounting on the sleeper, safety rail mounting means for mounting the safety rail on the rail holding plate, and lateral pressure supporting means for supporting lateral pressure acting on the safety rail. A device is used to prevent a railroad car derailed from the railroad track from deviating to the outside of the track.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(1) First Embodiment FIG. 1 is a view showing the arrangement position of a railway vehicle track deviation prevention device according to a first embodiment of the present invention. FIG. 1 (A) is a plan view of the track. FIG. 1B is a front cross-sectional view of the track as viewed in the rail longitudinal direction.

FIG. 1 shows a main rail 201R on one side of the railroad track and a part of the PC sleeper 202 (about half on the right side in the traveling direction of the main rail). 1A and 1B, reference numeral C3 indicates the center line of the track, and reference numeral 202a indicates the end of the PC sleeper 202 (the end on the right side in the traveling direction of the main rail). . In the margin on the left side of FIG. 1, there is a main rail having the same structure and the remaining portion of the PC sleeper (about half on the left side in the traveling direction of the main rail), but the illustration is omitted. There is. In addition, in FIG.
Illustration of ballast beds at the bottom and sides of the C sleepers 202 is omitted. Further, in FIG. 1, the detailed configuration of the rail fastening device 203 fastening the main rail 201R to the PC sleepers 202 is omitted.

As shown in FIG. 1, the railway vehicle track deviation prevention device 101 of the first embodiment is installed on a PC sleeper 202 on a railroad track, and is located on the right side in the traveling direction of the main rail. The rail 201R is installed on the left side in the figure, that is, on the inside of the right main rail 201R. Further, a track center line C3 is located on the left side of the railway vehicle track deviation prevention device 101 in the figure.

FIG. 2 is a front sectional view showing the entire construction of the railroad track deviation preventing device according to the first embodiment of the present invention. As with FIG. 1, it is arranged on the right side in the traveling direction of the main rail. 2 illustrates a railway vehicle track deviation prevention device. As shown in FIG. 2, the railroad track deviation prevention device 101 includes a rail holding plate 11 and an insulating plate 1.
2, safety rail 13, fastening blocks 14 and 15
And two fastening bolts 16 are provided.

First, the safety rail 13 will be described.
As shown in FIG. 2, the safety rail 13 is a rail that can be used for conventional lines or bullet trains, and has a head 13a, an abdomen 13b, and bottoms 13c1 and 13c2.

Next, the rail holding plate 11 will be described. 3 (A) and 3 (B) are diagrams showing a more detailed configuration of the rail holding plate 11 in the railway vehicle track deviation prevention device 101 shown in FIGS.
3A is a plan view of the rail holding plate 11 and FIG.
(B) is a rail holding plate 11 seen in the rail longitudinal direction
The front view of each is shown.

As shown in FIGS. 3 (A) and 3 (B),
The rail holding plate 11 is a substantially plate-shaped member made of steel or the like. The bottom surface 11a of the rail holding plate 11 is a PC
The slanted surface is substantially the same as the slanted surface of the upper surface of the sleeper 202 inside the track. In addition, the rail holding plate 1
The upper part of 1 has fastening block support surfaces 11b and 11c.
The safety rail support surface 11d and the lateral pressure receiving projection 11e are provided.

The fastening block support surface 11b is a plane located on the left side in the traveling direction of the main rail, and the fastening block support surface 11c is a plane located on the right side in the traveling direction of the main rail. It's In addition, the safety rail support surface 11d is formed in a plane higher than the fastening block support surfaces 11b and 11c. The width (length in the left-right direction in FIG. 2) of the safety rail support surface 11d is set to be substantially the same as the width of the bottom surface 13f of the safety rail 13. A lateral pressure receiving projection 11e is formed at an end of the safety rail support surface 11d on the left side in the traveling direction of the main rail so as to project upward.

A straight wall surface 11i, which is substantially perpendicular to the fastening block support surface 11b, is connected to the right end portion of the left fastening block support surface 11b in the figure. This straight wall surface 11i is a lateral pressure receiving member. The left side wall in the figure of the convex portion 11e is configured. A straight wall surface 11f that is substantially perpendicular to the safety rail support surface 11d is connected to the left end portion of the safety rail support surface 11d in the figure.
Constitutes the right side wall of the lateral pressure receiving projection 11e in the figure. Hereinafter, the right side surface 11 of the lateral pressure receiving projection 11e
f is referred to as "lateral pressure supporting surface". The height of the lateral pressure support surface 11f is the same as the side surface 1 of the bottom portion 13c1 on the left side of the safety rail 13.
It is set to a value almost the same as the height of 3e1.

Further, a straight wall surface 11j which is substantially perpendicular to the fastening block support surface 11c is connected to the left end portion of the right fastening block support surface 11c in the figure, and this straight wall surface 11j supports the safety rail. It is connected to the right end of the surface 11d in the figure.

Further, a bolt insertion hole 11g penetrating in the vertical direction is provided near the center of the left fastening block support surface 11b.
Is provided. Also, the fastening block support surface 1 on the right side
A bolt insertion hole 11h penetrating in the vertical direction is provided near the center of 1c.

Next, the insulating plate 12 will be described. 3C and 3D show the insulating plate 12 in the railway vehicle track deviation prevention device 101 shown in FIGS.
3 (C) is a plan view of the insulating plate 12, and FIG. 3 (D) is a front view of the insulating plate 12 as seen in the rail longitudinal direction.

As shown in FIGS. 3 (C) and 3 (D),
The insulating plate 12 is a substantially plate-shaped member made of an electrically insulating material, for example, a rubber-based material such as natural rubber or synthetic rubber, or a synthetic resin material, and the rail holding plate 11 and the PC sleeper. It is a member used to electrically insulate from 202. The planar shape of the insulating plate 12 is almost the same as the planar shape of the rail holding plate 11, and the bolt insertion hole 1 of the rail holding plate 11
A bolt insertion hole 12c having the same diameter is provided at a position corresponding to the position of 1g. In addition, the rail holding plate 1
A bolt insertion hole 12d having the same diameter is provided at a position corresponding to the position of the first bolt insertion hole 11h.

Further, as shown in FIG. 3D, the bottom surface 12a of the insulating plate 12 is an inclined surface similar to the inclined surface of the upper surface of the PC sleeper 202 inside the track. In addition, the upper surface 12b of the insulating plate 12 is
2 is an inclined surface parallel to the bottom surface 12a.

Next, the fastening block 1 on the left side in FIG.
4 will be described. 4 (A) and 4 (B) are diagrams showing a more detailed configuration of the fastening block 14 in the railway vehicle track deviation prevention device 101 shown in FIGS.
4A is a front view of the fastening block 14 as viewed in the rail longitudinal direction, and FIG. 4B is a plan view of the fastening block 14.
Shown respectively.

As shown in FIGS. 4 (A) and 4 (B),
The fastening block 14 is a block-shaped member made of steel or the like. The bottom surface 14a of the fastening block 14 is a flat surface that can be brought into close contact with the fastening block support surface 11b of the rail holding plate 11. Further, at the right end portion of the bottom surface 14a in the drawing, a straight wall surface 14b which is substantially perpendicular to the bottom surface 14a.
Are connected. At the upper end of the straight wall 14b, as shown in FIG.
A substantially plate-shaped rail bottom engaging protrusion 14c is provided so as to project obliquely upward and rightward.

In the vicinity of the center of the fastening block 14,
A bolt head housing recess 14e, which is a recess that is recessed downward from the upper surface 14f of the fastening block 14, is formed, and a bolt insertion hole 14d penetrating in the vertical direction is provided from the inner bottom of the bolt head housing recess 14e. There is. The inner diameter of the bolt insertion hole 14d is set to a value smaller than the inner diameter of the bolt head accommodation recess 14e.

Next, the fastening block 1 on the right side in FIG.
5 will be described. 4C and 4D are diagrams showing a more detailed configuration of the fastening block 15 in the railway vehicle track deviation prevention device 101 shown in FIGS.
4 (C) is a front view of the fastening block 15 as viewed in the rail longitudinal direction, and FIG. 4 (D) is a plan view of the fastening block 15.
Shown respectively.

As shown in FIGS. 4C and 4D,
The fastening block 15 is a block-shaped member made of steel or the like. The bottom surface 15a of the fastening block 15 is a flat surface that can be brought into close contact with the fastening block support surface 11c of the rail holding plate 11. In addition, a straight wall surface 15b that is substantially perpendicular to the bottom surface 15a is provided at the left end of the bottom surface 15a in the figure.
Are connected. The height of the straight wall surface 15b is set to be substantially the same as the height of the side wall surface on the left side of the lateral pressure receiving projection 11e of the rail holding plate 11. The upper end of the straight wall surface 15b is provided with a substantially plate-shaped rail bottom engaging protrusion 15c that projects obliquely upward to the left in FIG. 4C.

In the vicinity of the center of the fastening block 15,
A bolt head housing recess 15e, which is a recess recessed downward from the upper surface 15f of the fastening block 15, is formed, and a bolt insertion hole 15d penetrating in the vertical direction is provided from the bottom of the bolt head housing recess 15e. . Bolt insertion hole 1
The inner diameter of 5d is set to a value smaller than the inner diameter of the bolt head accommodation recess 15e.

Rail bottom engaging projection 1 of fastening block 14
The protrusion length of 4c is the width of the lateral pressure receiving protrusion 11e of the rail holding plate 11, and the bottom portion 13c on the left side of the safety rail 13.
It is set to a value including the required width for holding 1. Further, the rail bottom locking protrusion 15 of the fastening block 15
The protruding length of c is the bottom portion 13c2 on the right side of the safety rail 13.
It is set to the value of the required width to hold down.

Next, the fastening bolt 16 will be described.
FIG. 4 (E) is a diagram showing a more detailed configuration of the fastening bolt 16 in the railway vehicle track deviation prevention device 101 shown in FIGS.

As shown in FIG. 4 (E), the fastening bolt 16
Is a bolt made of steel or the like and having a head portion 16a and a shaft portion 16b. The head 16a is formed in a cylindrical shape,
A fastening recess 16d, which is a recess recessed from the center of the upper surface of the cylindrical portion, is formed in, for example, a hexagonal column so that a jig such as a wrench for rotating the bolt can be fitted therein. . Further, the shaft portion 16b is a columnar portion connected to the lower portion of the head portion 16a and having an outer diameter smaller than that of the head portion 16a, and a male screw portion 16 having a male screw formed on the outer peripheral surface thereof.
have c. In addition, the bolt head accommodation recess 14 e provided on the upper part of the fastening block 14 or the bolt head accommodation recess 15 provided on the upper part of the fastening block 15.
e has a depth capable of accommodating the head portion 16a of the fastening bolt 16.

The above description is for the railroad track deviation prevention device 101 arranged on the right side in the traveling direction of the main rail. The railway vehicle track deviation prevention device (not shown) arranged on the left side in the traveling direction of the main rail is mirror-symmetrical to the railway vehicle track deviation prevention device 101 shown in FIG. That is,
The left and right of the configuration in FIG. 2 are reversed.
Therefore, the rail holding plate 11 is rotated around the vertical straight line by 180 degrees, and the rail holding plate 11 is rotated.
It is sufficient to reverse the direction, and the configuration of parts and the like is exactly the same as that of the railway vehicle track deviation prevention device 101 described above.

Next, a method for mounting the safety rail 13 on the PC sleeper 202 and constructing the railroad track deviation prevention device 101 using the above-mentioned members will be described.

In this case, the PC sleeper 202 is attached to the place where the railroad track deviation prevention device 101 is attached as shown in FIG.
At 204, female screw members (embedded plugs) designated by reference numerals 204 and 205 are provided. The female screw members 204 and 205 are
A female member is formed on the inner wall of a cylindrical member,
It is assumed that the female screw has a shape and dimensions capable of being screwed into the male screw portion 16c of the fastening bolt 16 described above. Further, the lower ends of the female screw members 204 and 205 are closed. In addition, the female screw members 204 and 205 are the safety rails 1.
Since it is necessary to electrically insulate the rail 3, the rail holding plate 11, and the PC sleeper 202, it is desirable that the material is made of an electrically insulating material.

The female screw members 204 and 205 may be embedded in concrete when the PC sleeper 202 is manufactured. Alternatively, existing PC sleepers 2
A hole having an inner diameter larger than the outer diameter of the female screw member 204 or the like may be bored in 02, and the female screw member 204 or the like may be inserted and fixed with an adhesive or mortar.

After preparing the PC sleeper 202 having such female screw members 204 and 205, first, as shown in FIG. 2, the insulating plate 1 is placed on the PC sleeper 202.
Laying 2 At that time, the center of the female screw member 204 of the PC sleeper 202 and the bolt insertion hole 1 of the insulating plate 12
2c, the center of the female screw member 205 of the PC sleeper 202 and the center of the bolt insertion hole 12d of the insulating plate 12 are also aligned.
To lay.

Next, the rail holding plate 11 is placed on the insulating plate 12. At this time, the center of the bolt insertion hole 12c of the insulating plate 12 and the rail holding plate 11
The rail holding plate 11 is mounted so that the centers of the bolt insertion holes 11g of the rail holding plate 11 and the centers of the bolt insertion holes 12d of the insulating plate 12 and the rail insertion plate 11h are aligned. To do.

In this state, the bottom portion 1 of the safety rail 13 is placed on the safety rail support surface 11d of the rail holding plate 11.
Place 3c1 and 13c2. At this time, safety rail 1
The bottom side surface 13e1 on the left side in FIG. 2 of FIG. 3 is placed so as to be in close contact with the lateral pressure support surface 11f of the rail holding plate 11.

Next, in this state, for example, the fastening block 14 is placed on the fastening block support surface 11b of the rail holding plate 11. At this time, the center of the bolt insertion hole 14d of the fastening block 14 and the center of the bolt insertion hole 11g of the rail holding plate 11 are aligned with each other, and
The fastening block 14 is placed so that the lower surface of the rail bottom locking protrusion 14c is in a state of pressing the upper surface near the left end of the left bottom portion 13c1 of the safety rail 13.

Similarly, the fastening block 15 is
The rail holding plate 11 is placed on the fastening block support surface 11c. At this time, the center of the bolt insertion hole 15d of the fastening block 15 and the center of the bolt insertion hole 11h of the rail holding plate 11 are aligned with each other, and the lower surface of the rail bottom engaging protrusion 15c is located on the right side of the safety rail 13. The fastening block 15 is placed so that the upper surface near the right end of the bottom portion 13c2 is pressed. Either of the mounting of the fastening block 14 and the mounting of the fastening block 15 may be performed first.

Next, in this state, for example, the fastening bolt 1
6 is inserted into the bolt insertion hole 14d from the bolt head accommodation recess 14e of the fastening block 14, and further into the bolt insertion hole 11g of the rail holding plate 11 and the bolt insertion hole 12c of the insulating plate 12, and then a bolt such as a wrench. A turning jig (not shown) is fitted into the fastening recess 16d and turned, and the fastening bolt 16 is screwed into the female screw of the female screw member 204 of the PC sleeper 202. As a result, finally, the lower surface of the head portion 16a of the fastening bolt 16 presses the inner bottom surface of the bolt head housing recess 14e of the fastening block 14, and the rail bottom engaging protrusion 14c of the fastening block 14 becomes
The vicinity of the left end of the bottom portion 13c1 on the left side of the safety rail 13 is fixed. At this time, the upper surface of the fastening bolt 16 is accommodated in the bolt head accommodation recess 14e of the fastening block 14,
There is no portion protruding from the upper surface of the fastening block 14.

Similarly, the fastening bolt 16 is inserted into the bolt insertion hole 15d from the bolt head accommodation recess 15e of the fastening block 15, and further, the bolt insertion hole 11h of the rail holding plate 11 and the bolt insertion hole 12 of the insulating plate 12 are inserted.
After being inserted into d, a bolt turning jig (not shown) such as a wrench is fitted into the fastening recess 16d and turned to turn the fastening bolt 16 into a female screw of the female screw member 205 of the PC sleeper 202. Screw into. As a result, finally, the lower surface of the head portion 16a of the fastening bolt 16 presses the inner bottom surface of the bolt head housing recess 15e of the fastening block 15, and the rail bottom engaging protrusion 15c of the fastening block 15 becomes the safety rail. The vicinity of the right end of the bottom portion 13c2 on the right side of 13 is fixed. On this occasion,
The upper surface of the fastening bolt 16 is housed in the bolt head housing recess 15 e of the fastening block 15,
There is no part protruding from the upper surface of.

In this manner, when the safety rail 13 is fixed to the PC sleeper 202 (see FIG. 2), the safety rail 13 is installed in parallel along the main rail 201R, and the railroad track deviation prevention device is provided. 101 is configured. Next, the operation of the railway vehicle track deviation prevention device 101 will be described with reference to FIGS. 1, 2, and 5.

As described above, when the safety rail 13 is fixed to the PC sleeper 202 (see FIG. 2), the safety rail 13 is supported from below by the rail holding plate 11, and the rail holding plate 11 is , Attached to the PC sleeper 202 and supported from below.

In this state, as shown in FIG. 5A, the wheel W derails from the main rail 201R, and the main rail 20
It is assumed that it has dropped from 1R to the lower left. After that, FIG. 5 (A)
In the figure, as indicated by the reference sign W ″, even if the derailed wheel W ′ further moves to the left in the figure, the inner side surface S of the wheel W ′ is
Is restricted by the outer side surface 13d2 of the head of the safety rail 13, and the inward movement of the wheel W ″ is blocked. Therefore, the derailed railroad vehicle is shown in FIG. Departure from the left side of the track is reliably prevented.

In the state where the inner side surface S of the derailed wheel W ″ presses the outer side surface 13d2 of the head of the safety rail 13 with the lateral pressure P (see FIG. 5A), this lateral pressure P Is shown in FIG.
As shown in FIG. 5, the safety rail 13 is added from the bottom side surface 13e1 to the lateral pressure support surface 11f of the lateral pressure receiving projection 11e of the rail holding plate 11, and then transmitted from the rail holding plate 11 to the fastening bolt 16 and finally Typically, the lateral pressure P is supported by the PC sleeper 202 and the ballast bed underneath it.

In this case, as shown in FIG. 5B, the distance between the safety rail 13 and the main rail 201R (the distance between the side surfaces of the rail bottom) is D1. As a lower limit value of this D1, it is necessary that a tamping tool of multiple tie tamper (solidifying tool with track bed) can be inserted between the safety rail 13 and the main rail 201R and can be inserted into the ballast track bed below it without any trouble. is there.

In a certain type (hereinafter, referred to as “first type”) of multiple tie tamper, two ends of a tamping tool (see reference numeral T in FIG. 1 (A)) for solidifying with a bed inside the track. Of the portion (both ends in the direction perpendicular to the rail longitudinal direction) that is the inner side of the track (left side in FIG. 1) (see reference numeral T1 in FIG. 1A), and the center line C1 of the main rail 201R. (Hereafter, "Main Line Rail Center"
Say. ) Is 400 mm. In the case of Shinkansen, the width of the bottom of the main rail (60 kg rail) is 145 mm, and the distance from the main rail center to the side surface of the bottom of the main rail is 72.5.
Since (= 145 × 0.5) millimeters, the value of D1 needs to be larger than 327.5 (= 400-72.5) millimeters. That is, when the first type multiple tie tamper is used on the Shinkansen, the lower limit value of D1 is 327.5 millimeters.

The safety rail 13 and the main rail 201
When the distance D2 between the side surfaces of the rail head (see FIG. 5B) is adopted as the R interval, D2 = D1 + δ1
It becomes + δ2. Here, when the Shinkansen rail is used as the safety rail 13, since the head width of the Shinkansen rail (60 kg rail) is 65 mm, δ1 =
δ2 = 40 (= 145 × 0.5−65 × 0.5) millimeters. Therefore, when the lower limit value of D1 is 327.5 millimeters as described above, the lower limit value of D2 is 407.5 (= 327.5 + 40 + 40) millimeters.

Further, in another type (hereinafter, referred to as "second type") of multiple tie tamper, the end portion of the inside of the raceway which is the inner side of the raceway of the tamping tool for compaction with the bed (Fig. 1 (A ) And the main rail center C1 of the main rail 201R is 484.
It is in millimeters. When using the second type multiple tie tamper on the Shinkansen, the value of D1 above is
It must be greater than 411.5 (= 484-72.5) millimeters. That is, when the second type multiple tie tamper is used on the Shinkansen, the lower limit value of D1 is 411.5 millimeters.

The safety rail 13 and the main rail 201
When the distance D2 (see FIG. 5B) between the side surfaces of the rail head is adopted as the R interval, D1 is set as described above.
When the lower limit value of 411.5 mm is D2,
The lower limit value of is 491.5 (= 411.5 + 40 + 40) millimeters.

Even when the railway vehicle track deviation prevention device 101 is installed on a conventional line, it is necessary to set the lower limit value of D1 in the same manner as described above.

On the other hand, even if the value of D1 is larger than the above lower limit value, if it becomes larger than a certain upper limit value, the wheels W ″ on the side where the lateral movement is blocked by the safety rail 13 after the train derails. Is the wheel on the opposite side (not shown.
It is called the "opposite wheel". ) Separates from the other end of the PC sleeper (the left end in FIG. 1, which is not shown in FIG. 1) and runs on the ballast bed outside the PC sleeper or further outside. Become. In such a state, there is a problem that the recovery work takes a long time. Therefore, if the value of D1 when the wheel on the opposite side derails from the end on the opposite side of the PC sleeper is set as the upper limit value of D1 and the value of D1 does not exceed this upper limit value, recovery after derailment will occur. Has the effect that it becomes easier.

Considering the upper limit value of D1, the sleeper end 202a of the PC sleeper of the Shinkansen is considered.
There is a type in which the distance between the main line rail center C1 and the main line rail center C1 is 450 mm. In the case of the Shinkansen, the width of the head of the rail (60 kg rail) is 65 mm, so the distance from the rail center to the inner surface of the rail head (the side where the wheel flange contacts) is 32.5 ( =
65 × 0.5) mm, so in this type of Shinkansen PC sleeper, the vicinity of the flange of the opposite wheel is the opposite main rail (main rail 20 in FIG. 1).
Main rail on the opposite side of 1R. Not shown in FIG. ) And then traversing over 482.5 (= 450 + 32.5) millimeters, it is possible that the wheel flange may derail from the opposite sleeper end.

In FIG. 5B, assuming that the wheel W has derailed, and the maximum movable distance that the wheel W can move to the left in the figure is L, the value of L is the left side surface of the head of the main rail 201R. And the distance D2 between the right side surface of the head of the safety rail 13 and the width b of the flange f of the wheel W (D2
-B). Therefore, the value of the maximum movable distance L is (D1 + δ1 + δ2-b), and the value of D1 in this case is (L-δ1-δ2 + b). here,
If a Shinkansen rail is used as the safety rail 13,
The distance δ1 and the distance δ2 are equal, and the value is 40 (= 7
2.5-32.5) millimeters. Also, as L, the above-mentioned 482.5 mm is used. The width b of the flange f in the Shinkansen vehicle is 30 millimeters. From these, the value of D1 when the wheel flange comes off from the sleeper end on the opposite side, that is, the upper limit of D1 is 432.5 (= 482.5-40-4).
0 + 30) mm, so D1 ≦ 432.5
Will be in millimeters.

The safety rail 13 and the main rail 201
When the distance D2 between the side surfaces of the rail head is adopted as the R interval, the upper limit value of D1 is 432.
In the case of 5 mm, the upper limit value of D2 is 512.
Since 5 (= 432.5 + 40 + 40) millimeters, D2 ≦ 512.5 millimeters.

Even when the railway vehicle track deviation prevention device 101 is installed on a conventional line, it is necessary to set the upper limit value of D1 in the same manner as described above.

Further, in FIG. 5B, the safety rail 1
The height difference between the upper surface of the head of No. 3 and the upper surface of the head of the main rail 201R is H. The larger the value of H, the more effective it is to prevent the derailed wheel W ″.
However, the value of H is
In the case of Shinkansen, it should be about 35 mm at maximum. Here, the building limit in railway refers to the outer edge line of the space area that should be secured on the track so that the railway vehicle can safely travel on the track. It is stipulated that no part of equipment, buildings, structures, etc. near the track should be inside the line of the building limit. Even when the railway vehicle track deviation prevention device 101 is installed on a conventional line, it is necessary to set the upper limit value of H in the same manner as above.

In the first embodiment, the main rail 201R corresponds to the first rail in the claims. Also, the other main rail not shown is
It corresponds to the second rail in the claims. Fastening blocks 14 and 15, two fastening bolts 16,
The female screw members 204 and 205 correspond to the safety rail mounting means in the claims and also to the rail holding plate mounting means in the claims. In addition, the lateral pressure receiving convex portion 1 of the rail holding plate 11
1e is equivalent to the lateral pressure support means in a claim.

With the above-mentioned structure, the railway vehicle track deviation prevention device 101 of the first embodiment has the following advantages.

A) Connect the safety rail 13 to the PC sleeper 202
Can be easily attached to the railroad track, and even in the PC sleeper section of the railroad track, it is possible to reliably prevent the derailed railroad vehicle from deviating to the outside of the track.

B) The lateral pressure P applied to the safety rail 13 by the derailed wheel W ″ is calculated from the bottom side surface 13e1 of the safety rail 13
It is added to the lateral pressure receiving convex portion 11e of the rail holding plate 11, and is transmitted from the rail holding plate 11 via the fastening bolts 16 to the PC sleeper 202 and the ballast bed under the rail sleeper 202 to be supported.

C) In addition, the tamping tool of the multiple tie tamper (solidification tool with track bed) is adjusted by appropriately adjusting the distance between the main rail and the safety rail (for example, the value of D1 in FIG. 5B). Can be inserted into the ballast of the ballast so that it does not hinder the track maintenance by the machine.

D) As shown in FIG. 2, the head portion 16a of the fastening bolt 16 is housed inside the bolt head housing recess 14e or 15e of the fastening block 14, and after tightening the fastening bolt 16, the fastening bolt 16 is tightened. The upper surface of 16 is the fastening block 14
Or, it does not protrude from the upper surface of 15. Therefore, in FIG. 5A, the flange f of the wheel W ″ after derailment is
The flange f does not damage the head portion of the fastening bolt 16 even if it rides on the fastening block 15.

E) As shown in FIG. 2, a PC sleeper 20
Since the insulating plate 12 is laid between the rail 2 and the rail holding plate 11, they are electrically insulated from each other, and care is taken not to affect the railway signal and the like. In order to further improve the electrical insulation between the PC sleeper 202 and the rail holding plate 11,
In FIG. 2, as shown by reference numerals 17 and 18, an insulating tube, which is a tubular member made of an electrically insulating material, is arranged to ensure electrical insulation between the fastening bolt 16 and the members around it. Good. This insulation tube 1
When using 7 and 18, the insulating tubes 17 and 18 may be inserted before inserting the fastening bolt 16 and then the fastening bolt 16 may be inserted and screwed.

F) Further, the rail vehicle track deviation prevention device 10
By installing 1, the rigidity of the rail (the ladder-shaped structure composed of sleepers and rails) in the lateral direction (direction perpendicular to the rail longitudinal direction) is strengthened, and the rail temperature becomes high. It is possible to prevent "buckling" of the rail protruding laterally. Furthermore, the vertical rigidity of the track is also strengthened, the load distribution effect when the vehicle load is added to the rail is increased, and the sleeper pressure applied to the ballast ballast through the PC sleepers can be reduced, so the roadbed It also acts to suppress the settlement of ballast.

(2) Second Embodiment The present invention can be realized by other configurations. Figure 6
(A) is a front sectional view showing the overall configuration of a railway vehicle track deviation prevention device that is a second embodiment of the present invention.

The railway vehicle track deviation prevention device 102 of the second embodiment comprises a rail holding plate 21, an insulating plate 22, a safety rail 13, a fastening block 25, and a fastening bolt 16. In this case, although not shown in the drawing, the first column is displayed on the right side of FIG.
It is assumed that a main rail similar to the main rail 201R in the embodiment is installed.

The railway vehicle track deviation prevention device 102 of the second embodiment differs from the railway vehicle track deviation prevention device 101 of the first embodiment in that it has a rail holding plate 21 of a different configuration. The fastening block 25 has substantially the same configuration and operation as the fastening block 15 in the first embodiment. Further, the insulating plate 22 has a different shape from the insulating plate 12 in the first embodiment,
In terms of the function of electrical insulation between the rail holding plate 21 and the PC sleepers 202A, it has substantially the same action as the insulating plate 12 in the first embodiment.

The rail holding plate 21 will be described below. The rail holding plate 21 is different from the rail holding plate 11 of the first embodiment in that the rail holding plate 21 has a lateral pressure receiving convex portion 21e having a different configuration. This lateral pressure receiving convex portion 2
The cross-sectional shape of 1e is substantially “U” as shown in FIG.
It is in the shape of a letter and has a recessed portion that is recessed to the left in the figure.

With such a configuration, the lateral pressure receiving convex portion 21
e is the bottom side surface 13e1 of the safety rail from the derailed wheel
In addition to supporting the lateral pressure applied via the rail, it also has a function of pressing the upper end of the rail bottom similar to the rail bottom locking projection 14c of the left fastening block 14 in the first embodiment.

The method of attaching the safety rail 13 to the PC sleeper 202A and constructing the railroad track deviation prevention device 102 by using each member of the second embodiment is as follows. First, it is assumed that a female screw member 205A similar to that in the first embodiment is provided at a predetermined position on the PC sleeper 202A. Next, PC sleeper 202
Insulating plate 22, rail holding plate 21 on A
6A, the safety rail 13 is slid from the right side of FIG. 6A, and the bottom end portion on the left side of the safety rail 13 is laterally pressure receiving convex portion 2.
Fit into the recess of 1e. After that, fastening block 2
5 is installed as in the case of the first embodiment, and the fastening bolt 1
6 is screwed in and fastened as in the case of the first embodiment.
Also in this case, an insulating tube may be used together, as in the case of the first embodiment.

In the second embodiment, the lateral pressure receiving projection 21e corresponds to the safety rail mounting means in the claims. Further, the fastening block 25, the fastening bolt 16, and the female screw member 205A correspond to the safety rail mounting means in the claims and also to the rail holding plate mounting means in the claims. Further, the lateral pressure receiving convex portion 21e of the rail holding plate 21 corresponds to the lateral pressure supporting means in the claims.

With the above-mentioned configuration, the railway vehicle track deviation prevention device 102 of the second embodiment has the same advantages as those of the first embodiment.

(3) Third Embodiment The present invention can be realized by still another configuration.
FIG. 6 (B) is a front sectional view showing the overall configuration of the railway vehicle track deviation prevention device according to the third embodiment of the present invention.

The rail vehicle track deviation prevention device 103 according to the third embodiment has a rail holding plate 31, an insulating plate 32, a safety rail 13, a fastening block 35, and 2
It is provided with a fastening bolt 16 of a book. In this case, although not shown, it is assumed that a main line rail similar to the main line rail 201R in the first embodiment is installed in the margin of the right drawing of FIG. 6B.

The railway vehicle track deviation prevention device 103 of the third embodiment differs from the railway vehicle track deviation prevention device 101 of the first embodiment in that it has a rail holding plate 31 of a different configuration. The fastening block 35 has substantially the same configuration and operation as the fastening block 15 in the first embodiment. Further, the insulating plate 32 has a different shape from the insulating plate 12 in the first embodiment,
In terms of the function of electrical insulation between the rail holding plate 31 and the PC sleepers 202B, it has substantially the same action as the insulating plate 12 in the first embodiment.

The rail holding plate 31 will be described below. The rail holding plate 31 is different from the rail holding plate 11 of the first embodiment in that the rail holding plate 31 has a lateral pressure receiving projection 31e having a different configuration, and the left fastening bolt 16 is directly fastened without a fastening block. It is a point. As shown in FIG. 6 (B), the cross-sectional shape of the lateral pressure receiving convex portion 31e is substantially U-shaped, and a concave portion that is recessed leftward in the drawing is formed.

With such a configuration, the lateral pressure receiving convex portion 31
e is the bottom side surface 13e1 of the safety rail from the derailed wheel
In addition to supporting the lateral pressure applied via the rail, it also has a function of pressing the upper end of the rail bottom similar to the rail bottom locking projection 14c of the left fastening block 14 in the first embodiment.

The method of attaching the safety rail 13 to the PC sleeper 202B and constructing the railroad track deviation prevention device 103 using each member of the third embodiment is as follows. First, it is assumed that female screw members 204A and 205B similar to those in the first embodiment are provided at predetermined locations on the PC sleeper 202B. Next, the insulating plate 32 and the rail holding plate 31 are installed in this order on the PC sleeper 202B in the same manner as in the first embodiment, and the safety rail 13 is slid from the right side of FIG. 6B. Then, the left bottom end of the safety rail 13 is fitted into the concave portion of the lateral pressure receiving convex portion 31e. Then, the fastening block 35 is installed as in the case of the first embodiment,
The two fastening bolts 16 on the left side and the right side are screwed and fastened as in the case of the first embodiment. Also in this case, an insulating tube may be used together, as in the case of the first embodiment.

In the third embodiment, the left fastening bolt 16 corresponds to the rail holding plate mounting means in the claims. In addition, the lateral pressure receiving convex portion 21
e corresponds to the safety rail mounting means in the claims. Further, the fastening block 35, the right fastening bolt 16, and the female screw member 205B correspond to the safety rail mounting means in the claims and also to the rail holding plate mounting means in the claims. . The lateral pressure receiving convex portion 31e of the rail holding plate 31 corresponds to the lateral pressure supporting means in the claims.

With the above-described structure, the railway vehicle track deviation prevention device 103 of the third embodiment has the same advantages as those of the first embodiment.

(4) Fourth Embodiment The present invention can be realized by still another configuration.
FIG. 6 (C) is a front sectional view showing the overall configuration of the railroad track deviation prevention device that is the fourth embodiment of the present invention.

The rail vehicle track deviation prevention device 104 of the fourth embodiment is configured so that the rail holding plate 41, the insulating plate 42, the safety rail 13, and the fastening blocks 44 and 4 are provided.
5 and two fastening bolts 16 are provided.
In this case, although not shown, it is assumed that a main rail similar to the main rail 201R in the first embodiment is installed in the margin of the right drawing of FIG. 6C.

The railway vehicle track deviation prevention device 104 of the fourth embodiment differs from the railway vehicle track deviation prevention device 101 of the first embodiment in that it has a rail holding plate 41 of a different configuration. The fastening blocks 44 and 45 are
It has almost the same configuration and operation as the fastening blocks 14 and 15 in the first embodiment. In addition, the insulating plate 42
The rail holding plate 41 and the PC sleeper 2 are different in shape from the insulating plate 12 in the first embodiment.
In terms of the function of electrical insulation between 02C, it has substantially the same operation as the insulating plate 12 in the first embodiment.

The rail holding plate 41 will be described below. The rail holding plate 41 is different from the rail holding plate 11 of the first embodiment in that it has a lateral pressure receiving convex portion 41e having a different configuration. This lateral pressure receiving convex portion 4
The cross-sectional shape of 1e is the lateral pressure receiving projection 11e of the first embodiment.
However, the installation position is different, and the lateral pressure receiving convex portion 41e is formed so as to stand upright behind the fastening block 44 on the left side.

With such a configuration, the lateral pressure receiving convex portion 41
e is the bottom side surface 13e of the safety rail from the derailed wheel
1, the lateral pressure applied via the left fastening block 44,
It is supported behind the fastening block 44.

Since the safety rail 13 is attached to the PC sleeper 202C by using each member of the fourth embodiment to construct the railroad track deviation prevention device 104, it is almost the same as that of the first embodiment. , Description is omitted. Also in this case, an insulating tube may be used together, as in the case of the first embodiment.

In the above-described fourth embodiment, the fastening blocks 44 and 45, the two fastening bolts 16, and the female screw members 204B and 205C correspond to the safety rail mounting means in the claims and are also claimed. It also corresponds to the rail holding plate mounting means in the range of. In addition, the lateral pressure receiving convex portion 41 of the rail holding plate 41
e corresponds to the lateral pressure support means in the claims.

With the above-described structure, the railway vehicle track deviation prevention device 104 of the fourth embodiment has the same advantages as those of the first embodiment.

The present invention is not limited to the above embodiments. Each of the above embodiments is an exemplification, has substantially the same configuration as the technical idea described in the scope of claims of the present invention, and has the same operational effect,
Anything is included in the technical scope of the present invention.

For example, in each of the above embodiments, the main rail (201R), which is the vehicle running rail on the right side in the traveling direction of the railroad track, and the vehicle running rail on the left side in the traveling direction of the railroad track. Although the example of providing the railroad track deviation prevention device on both main rails (not shown) has been described, the present invention is not limited to this and other configurations, for example, on the right side in the traveling direction of the railroad track. Railroad track deviation prevention device provided only on the main rail that is the rail for vehicle travel, railroad track deviation prevention device that is provided only on the main rail that is the rail for vehicle travel on the left side in the traveling direction of the railroad track, etc. It may be.

Further, in each of the above-mentioned embodiments, an example in which the rail holding plate attaching means for attaching the rail holding plate to the sleeper and the safety rail attaching means for attaching the safety rail to the rail holding plate are used in common has been described. The present invention is not limited to this, and other configurations, for example, using these as separate and independent components, the rail holding plate is attached to the sleeper by a bolt or the like (rail holding plate attaching means), and another bolt or the like ( The safety rail may be attached to the rail holding plate by the safety rail attaching means). Further, in that case, the lateral pressure supporting means may be provided on the safety rail mounting means, the rail holding plate mounting means, or both of them.

[0103]

As described above, according to the present invention,
A safety rail provided along at least one rail of the railroad track, a rail holding plate attached to the sleeper and supporting the safety rail, and an insulating plate made of an electrically insulating material and arranged below the rail holding plate,
Since the rail holding plate attaching means for attaching the rail holding plate to the sleeper, the safety rail attaching means for attaching the safety rail to the rail holding plate, and the lateral pressure supporting means for supporting the lateral pressure acting on the safety rail are provided. The advantage is that it is possible to effectively prevent a railroad vehicle derailed from the railroad track from deviating to the outside of the track. Also, by adjusting the separation between the main rail and the safety rail appropriately, it is possible to insert the compacting tool with the trackbed of the multiple tie tamper so that it can be inserted into the ballast ballast. It also has the advantage that it does not hinder the operation.

[Brief description of drawings]

1A and 1B are views showing a layout position of a railroad vehicle track deviation prevention device according to a first embodiment of the present invention, FIG. 1A is a plan view of a track, and FIG. 1B is a rail longitudinal direction; The cross-sectional front views of the trajectories are shown, respectively.

FIG. 2 is a front sectional view showing the overall configuration of the railway vehicle track deviation prevention device that is the first embodiment of the present invention.

FIG. 3 is a diagram showing a more detailed configuration of a rail holding plate and an insulating plate in the railway vehicle track deviation prevention device shown in FIGS.

FIG. 4 is a diagram showing a more detailed configuration of a fastening block and fastening bolts in the railway vehicle track deviation prevention device shown in FIGS.

FIG. 5 is a front sectional view for explaining the operation of the railway vehicle track deviation prevention device according to the first embodiment shown in FIGS.

6 is a front cross-sectional view showing the overall configuration of a railway vehicle track deviation prevention device that is another embodiment of the present invention.
6A shows a second embodiment of the present invention, FIG. 6B shows a third embodiment of the present invention, and FIG. 6C shows a fourth embodiment of the present invention.

[Explanation of symbols]

11 Rail holding plate 11a bottom 11b, 11c Fastening block support surface 11d Safety rail support surface 11e Lateral pressure receiving protrusion 11f Lateral pressure support surface 11g, 11h bolt insertion hole 11i, 11j Straight wall 12 Insulation plate 12a bottom 12b upper surface 12c, 12d bolt insertion hole 13 safety rails 13a head 13b abdomen 13c1, 13c2 bottom 13d1 Inner rail side surface 13d2 Outer rail side 13e1 bottom side 13f bottom 14 Fastening block 14a bottom 14b Straight wall 14c Rail bottom locking protrusion 14d bolt insertion hole 14e Bolt head accommodation recess 14f upper surface 15 Fastening block 15a bottom 15b Straight wall 15c Rail bottom locking protrusion 15d bolt insertion hole 15e Bolt head accommodation recess 15f upper surface 16 Fastening bolt 16a head 16b shaft 16c male thread 16d Fastening recess 17, 18 Insulation tube 21 Rail holding plate 21e Lateral pressure receiving protrusion 22 Insulation plate 25 fastening block 31 Rail holding plate 31e Lateral pressure receiving protrusion 32 Insulation plate 35 fastening block 41 Rail holding plate 41e Lateral pressure receiving protrusion 42 Insulation plate 44, 45 Fastening block 101-104 Railway vehicle track deviation prevention device 201R Main line rail 202-202C PC sleepers 202a sleeper edge 203 Rail fastening device 204-204B Female screw member 205-205C female screw member C1 main rail center C2 Safety Rail Center C3 orbit centerline D1, D2 safety rail spacing f flange H Safety rail protruding height W wheel W ', W "Wheels after derailment from main rail P lateral pressure Inside of S wheel T Tamping Tool

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Noriji Abe             38-8, Hikarimachi, Kokubunji, Tokyo 38 Foundation             Corporate Railway Technical Research Institute

Claims (8)

[Claims] 1. A safety rail provided along the first rail on the inside of tracks of the first rail and the second rail of a railroad track, and a rail holding plate attached to a sleeper and supporting the safety rail from below. An insulating plate made of a material having electrical insulation and formed in a substantially plate shape and arranged between the rail holding plate and the sleeper; rail holding plate attaching means for attaching the rail holding plate to the sleeper; A safety rail attaching means for attaching a safety rail to the rail holding plate and a lateral pressure supporting means for supporting a lateral pressure acting on the safety rail are provided, and a rail vehicle derailed from the railroad track may deviate to the outside of the track. Railroad track deviation prevention device characterized by preventing. 2. The railway vehicle track deviation prevention device according to claim 1, wherein the lateral pressure support means is a convex portion provided on the rail holding plate. 3. The railway vehicle track deviation prevention device according to claim 1, wherein the safety rail mounting means also functions as the rail holding plate mounting means. 4. The railcar track deviation prevention device according to claim 1, wherein the first rail is a railcar rail on the left side in the traveling direction of the railroad track, and the second rail is the rail. A rail vehicle track deviation prevention device, which is a rail for running a rail vehicle on the right side in the traveling direction of a railroad track. 5. The railway vehicle track deviation prevention device according to claim 1, wherein the first rail is a rail vehicle traveling rail on the right side in the traveling direction of the railway track, and the second rail is the rail. A railway vehicle track deviation prevention device, which is a railroad vehicle rail on the left side in the traveling direction of a railway track. 6. The railway vehicle track deviation prevention device according to claim 1, wherein the safety rail is provided with a rail vehicle traveling rail on the left side in the traveling direction of the railway track as a first rail, and A railcar track deviation prevention device, characterized in that a railcar running rail on the right side in the traveling direction of the railroad track is provided as a first rail. 7. The rail vehicle track deviation prevention device according to claim 1, wherein the distance between the bottom side surface of the first rail and the bottom side surface of the safety rail is a multiple titan for performing track maintenance of the railroad track. A rail vehicle track deviation prevention device, characterized in that the paring tool with a floor is set to a value that allows insertion. 8. A safety rail provided along the first rail on the inside of the tracks of the first rail and the second rail of the railroad track, and a rail holding plate attached to a sleeper and supporting the safety rail from below. An insulating plate made of a material having electrical insulation and formed in a substantially plate shape and arranged between the rail holding plate and the sleeper; rail holding plate attaching means for attaching the rail holding plate to the sleeper; A railroad vehicle derailed from the railroad track by using a railroad track deviation prevention device including a rail mounting means for mounting a rail on the rail holding plate and a lateral pressure support means for supporting lateral pressure acting on the safety rail. A method for preventing deviation from a track of a railway vehicle, characterized by preventing deviation from the outside of the track.