JP2003239204A - Wheel returning method and wheel returning device for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel turning method and a wheel turning device for a railway vehicle for returning the wheels of the railway vehicle derailed from the rails of the railway to the original rails. <P>SOLUTION: The first wheel 301 is horizontally moved in the direction perpendicular to the rail by a first turning device 1 and moved vertically upward. The second wheel 302 is also moved horizontally in the direction perpendicular to the rail together with the movement of the first wheel 301. Further, the second wheel 302 can be moved vertically upward by a second turning device 2. The wheels of the vehicle of the railway derailed from the rails of the railway are returned onto the original rails by the cooperating action of the first turning device, and the second turning device 2. <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 vehicle wheel rerailing device for returning a railroad vehicle wheel derailed from a railroad track to an original rail, and a railroad vehicle wheel rebaring method.

[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 a measure to prevent the derailment itself of railway cars, "derailment prevention rail"
There is also a facility called "derailment prevention guard".

The derailment prevention rails are rails arranged in parallel within the gauge of the main line rail with a predetermined distance (for example, a value obtained by adding a slack amount to 65 mm) from the main line rail. The top surface position is set to be equal to or higher than the top surface position of the main rail. Here, the slack refers to an amount by which the gauge distance is increased by a predetermined value according to the curve radius than in the case of a straight line section so that the railway vehicle can smoothly travel in the curved section of the track. The derailment prevention rail is installed in a place where damage is extremely great when derailed, for example, in a section of a sharp curve with a curve radius of less than 250 meters, a section of a curve with a steep slope, or a high embankment section.

Further, the derailment prevention guard is a steel material having an L-shaped cross section, which is arranged in parallel with the main rail at a predetermined distance (for example, 85 mm) from the main rail. The derailment prevention guard is functionally similar to the derailment prevention rail, but is lighter than the derailment prevention rail, and thus has an advantage of good workability during track maintenance. The derailment prevention guard is installed at the same location as the derailment prevention rail.
A railroad crossing guard that is provided at a railroad crossing for the same purpose as the above-mentioned derailment prevention rail and derailment prevention guard.

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. This safety rail will be installed on the railroad track in the section on the embankment.
In particular, what is provided to prevent railroad cars that derailed on or near the bridge from escaping and falling below the bridge is called a "bridge guardrail."

[0007]

However, even if the railroad car derailed by the time there is a turnout before the derailed railroad car stops even in the section where the safety rails and bridge guardrails are installed, the railroad car May be guided out of the orbit, making the damage of derailment worse than in the case of normal derailment. However, at present, there is no effective countermeasure against such a situation, and its improvement is desired.

The present invention has been made to solve the above problems, and an object of the present invention is to restore the wheels of a railroad vehicle derailed from a railroad track to the original rails. It is an object of the present invention to provide a railway vehicle wheel return line device and a railway vehicle wheel return line method.

[0009]

In order to solve the above-mentioned problems, a rail vehicle wheel retrace system according to the present invention is provided along a first rail of a railroad track between a first rail and a second rail. First return line means provided from the 1st position to the 3rd position, and provided from the 1st position to the 3rd position along the 2nd rail out of the track of the 1st rail and the 2nd rail of the railroad track A second return line means, wherein the first return line means is the first wheel when the first wheel of the wheels of the railcar has advanced after derailing between the first rail and the first return line means. While supporting the first flange, which is the flange of the
The rail is guided from the first position to a second position in the vicinity of the first rail so that the first tread, which is the tread of the first wheel, is the first tread at the second position. The height of the bottom portion of the first flange from the first reference height position after passing through the second position is set to be higher than that of the first crown surface that is the crown surface of the one rail at the second position. Maintaining the first height, which is the height from the first reference height position, the second return line means advances after the second wheel of the wheels of the railway vehicle derails to the outside of the second rail. In this case, the second flange, which is the flange of the second wheel, is guided while being raised while being supported, and is guided at the third position, which is a position advanced in the track direction from the second position. The bottom of the second flange is the second As a second top surface flush with the a top surface of Lumpur, after passing through the third position to the second
By maintaining the height of the bottom portion of the second flange from the reference height position at the second height that is the height from the second reference height position at the third position, the derailed first
It is characterized in that the wheel is returned onto the first rail, and the derailed second wheel is returned onto the second rail.

In the above-described rail vehicle wheel retrace system, preferably, the first retrace mechanism presses the first wheel in the direction perpendicular to the rail while supporting the first flange after the first wheel has passed the second position. To approach the first rail so that the first tread surface overlaps above the first crown surface.

Further, in the above-mentioned railway vehicle wheel retrace device, preferably, the first retrace mechanism is configured such that, after the railway car has passed the third position, the first flange of the first flange from the first reference height position is passed. While maintaining the height of the bottom portion at the first height, the rail is pressed in the direction perpendicular to the rail to approach the first rail, and the first tread surface of the first wheel is above the first crown surface by a predetermined amount. After passing the fourth position where the first overlapping length overlaps, the first flange is guided while being lowered while supporting the first flange, and at the fifth position which is a position advanced in the track direction from the fourth position. The first tread is the first
The second flange is allowed to ride on the second crown surface while riding on the crown surface.

Further, in the above-described rail vehicle wheel retrace system, preferably, the sixth position from the first position to the first position along the first rail inside the track of the railroad track. Further provided with a first guide means connected to the first return line means, the first guide means pressing the inner side surface of the derailed first wheel in a direction perpendicular to the rail so as to approach the first rail. The first wheel is moved to the first return line means.

Further, in the above-mentioned railroad vehicle wheel retrace device, preferably, a position, which is located inside the track of the railroad track and extends along the first rail from the fifth position in the track direction beyond the fifth position. It is provided up to the 7th position which is
A second connecting to the first return line means at the fifth position
Guide means, the second guide means maintains the state of the first tread and the second flange in the fifth position, the diameter of the first tread on the first rail and the second rail. By utilizing the lateral movement of the second wheel due to the difference from the diameter of the second flange, the second flange is dropped inside the track of the second rail and fitted to the inner surface of the head. The second wheel is returned to above the second rail.

Further, in the above-mentioned railway vehicle wheel retrace device, preferably, the first rail is a rail on the left side in the traveling direction of the railway line, and the second rail is the traveling direction of the railway line. To the right is the rail.

Further, in the above-described rail vehicle wheel retrace system, preferably, the first rail is a rail on the right side in the traveling direction of the railway track, and the second rail is the traveling direction of the railway track. To the left is the rail toward you.

Further, in the above-described railroad vehicle wheel retrace system, preferably, the first retrace mechanism is provided with a rail on the left side in the traveling direction of the railroad track as the first rail, and The rail on the right side in the traveling direction is provided as the first rail, and the second return line means is provided with the rail on the right side in the traveling direction of the railway track as the second rail, and A rail on the left side in the traveling direction is provided as a second rail.

Further, according to the method for reintroducing a railroad vehicle wheel according to the present invention, the first to third positions are provided along the first rail on the inside of the tracks of the first rail and the second rail of the railroad track. The first return line means and the second return line means provided from the first position to the third position along the second rail out of the tracks of the first rail and the second rail of the railroad track are used. When the first wheel of the wheels of the railway vehicle progresses after derailment between the first rail and the first backward track means, the backward track means supports the first flange that is the flange of the first wheel. While pushing in the direction perpendicular to the rails, the rails are moved closer to the first rails and raised so as to guide from the first position to a second position in the vicinity of the first rails, and at the second position, the first rails are guided. Wheel tread As there first tread surface is higher than the first top surface is a top surface of the first rail, the first from the first reference height position after passing through the second position
The height of the bottom portion of the flange is maintained at the first height which is the height from the first reference height position at the second position, and the second return line means allows the second wheel among the wheels of the railway vehicle to If you proceed after derailing to the outside of the second rail,
The second flange is guided at the first position so as to be raised while supporting the second flange, which is the flange of the second wheel, and at the third position, which is a position advanced from the second position in the track direction. The bottom of the second rail is at the same height as the second crown that is the crown of the second rail,
After passing through the third position, the height of the bottom portion of the second flange from the second reference height position is maintained at the second height which is the height from the second reference height position in the third position. Thus, the derailed first wheel is returned onto the first rail, and the derailed second wheel is returned onto the second rail.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing an overall configuration of a railway vehicle wheel return line device that is an embodiment of the present invention, and FIG. 1 (A) is a schematic plan view showing the overall configuration of a railway vehicle wheel return line device. B) is Fig. 1 (A)
1 (C) is a diagram showing the gradient along the rail longitudinal direction of the first flange supporting surface of the first concentrator in FIG.
1A is a plan view showing the configuration of the first and second concentrators in FIG. 1, and FIG. 1D is the second concentrator of the second concentrator in FIG. 1A.
The figure which shows the gradient along the rail longitudinal direction of a flange support surface is each shown.

In FIG. 1 (A), a large number of vertical line segments indicate the center line of the sleepers. Also, parallel 2
The horizontal line in the book indicates the center line of the rail. Figure 1
As shown in (A), this railcar wheel return line device 101
Is the first rail 201, the second rail 202 and the sleeper 2
It is installed in the vicinity of the railroad track 200 having 03.
In FIG. 1A, a railroad vehicle (not shown) is shown in FIG.
Proceed from left to right in (A). Position P described later
1 to P7 are positions in the traveling direction of the railroad track 200, and indicate central positions of sleepers. The first rail 201 is a rail on the left side in the traveling direction of the railroad track 200, and the second rail 202 is the railroad track 2
This is the rail on the right side in the traveling direction of 00.

The above-described rail vehicle wheel retrace system 101 includes a first recombiner 1, a second recombiner 2, a first inductor 3, and a second recombiner 3.
It is provided with an inductor 4. The first railcar 1 includes the first rail 2 from the position P1 to the position P5 in FIG.
This is a part installed along the inside of the orbit 01. Also,
The second retracer 2 is a part of the above-described railroad vehicle wheel retrace system 101 installed along the track outer side of the second rail 202 from the position P1 to the position P5 in FIG. 1 (A).

Further, the first inductor 3 is the position P1 in FIG.
From position P6 on the front side to position P1,
It is a portion that is installed along the inner side of the track of the first rail 201 and is connected to the first retracer 1 at the end (position P1). A safety rail 401 is installed at a portion on the front side of the position P6 and is connected to the first inductor 3 at the position P6. In addition, the second inductor 4 is located at the position P in FIG.
5 is a portion which is connected to the first concentrator 1 and is installed along the inner side of the track of the first rail 201 from the position P5 to a position P7 which is advanced in the track direction from the position P5.

Next, referring to FIGS. 1 to 10,
The configuration and operation of the railway vehicle wheel return line device 101 will be described in detail.

FIG. 2 shows the above-described railroad vehicle wheel return line device 10.
It is a figure which shows the structure of the AA cross section in FIG. The position of the AA cross section is an intermediate position between the position P6 and the position P1 on the railroad track 200. FIG. 2 shows A-
FIG. 2 is a cross-sectional view of the rail vehicle in the longitudinal direction of the rail at the A position, that is, a cross-sectional view from the left to the right of the drawing at the AA position in FIG.

As shown in FIG. 2, in this state, among the wheels of the railway vehicle (not shown), the wheel on the left side in the traveling direction of the railroad track 200 (hereinafter referred to as "first wheel"). 301 is the first rail 20 on the left side, which should normally run
A wheel that derails from No. 1 and is on the right side in the traveling direction of the railroad track 200 (hereinafter, referred to as "second wheel") 302.
Shows a state where the vehicle derails from the second rail 202 on the right side where the vehicle should originally travel.

As shown in FIG. 1A, the first inductor 3
Is the first rail 20 from position P6 to position P1.
1 is installed along the inside of the track, and as shown in FIG. 2, in the AA position, the first inductor 3 has the tie plate 2
It is attached to the sleeper 203A via 04A. This tie plate 204A is wider than normal (see FIG.
Is a wide tie plate)
The first rail 201 is also attached at the same time.

No inductor or retracer is attached to the position of the second rail 202 between the positions P6 and P1. As shown in FIG. 2, in the AA position,
A tie plate 205A having a width (length in the left-right direction in FIG. 2) wider than usual is attached to the sleeper 203A.

In this case, the first wheel 301 travels inside the track (the middle of the first rail 201 and the second rail 202) and in the middle of the first rail 201 and the first inductor 3, At a place with a sleeper, the bottom portion 313 of the first flange 312, which is the flange of the first wheel 301, is in a state of traveling on the tie plate 204A. Although not shown, the first wheel 301 travels on a ballast (crushed stone, etc.) on the road bed at a location intermediate between the sleepers and the sleepers.

The second wheel 302 travels outside the track (on the right side of the second rail 202 in FIG. 2),
At the sleepers, the bottom portion 323 of the second flange 322, which is the flange of the second wheel 302, has the tie plate 2
It is in a state of traveling on 05A. Although not shown, the second wheel 302 runs on a ballast (crushed stone, etc.) on the roadbed at a location intermediate between the sleepers and the sleepers.

Next, the first inductor 3 will be described. As shown in FIG. 2, the first inductor 3 includes the first wheel restriction wall 31.
It has a bottom plate 33 and a reinforcing rib 34A. Also,
First wheel regulation wall 31, bottom plate 33, and reinforcing rib 34A
Are plate members made of steel or the like. The first wheel regulation wall 31 and the bottom plate 33 are rectangular plate-shaped members that are long in the rail longitudinal direction, and the reinforcing ribs 34A are substantially trapezoidal plate-shaped members. Further, one end (the left end in FIG. 2) of the bottom plate 33 is joined to the lower end of the first wheel regulation wall 31 by welding, bolt joining, or the like. First wheel regulation wall 3
The left surface of FIG. 1 in FIG. 2 is a surface 32 that faces the inner surface of the first rail 201 (the right surface of the first rail 201 in FIG. 2) 212 and is substantially perpendicular to the tie plate 204A. Hereinafter, the surface 32 is referred to as a “first wheel inner side restriction surface”.

The reinforcing ribs are members that are attached when the first inductor 3 is on each sleeper to increase rigidity and strength, and the reinforcing ribs 34A are the ribs of the sleeper 203A at the AA position. It is attached when it is above. The reinforcing rib 34A is joined to the back surface of the first wheel restriction wall 31 and the top surface of the bottom plate 33 by welding, bolting, or the like.

Further, as shown in the schematic plan view of FIG. 1A, the distance between the first inductor 3 and the first rail 201 (see FIG. 1).
The vertical interval in (A) is set so as to become narrower in the direction from left to right in FIG. 1 (A) (the traveling direction of the railway vehicle). Therefore, the first wheel inner regulation surface 32 of the first wheel regulation wall 31 of the first inductor 3
Also, the distance between the inner surface 212 of the first rail 201 and
Direction from left to right in (A) (direction of travel of the railroad vehicle)
It becomes smaller as you go to. At the position P6 shown in FIG. 2, although the cross-sectional view is not shown, the distance between the first wheel inner side regulation surface 32 and the inner side surface 212 of the first rail 201 is δ1. For example, a value of 433 millimeters is adopted as the value of δ1. The first
Since the wheel support wall 31 and the bottom plate 33 have a longer extension in the rail longitudinal direction (track traveling direction), members having a shorter extension than that are joined at appropriate positions by welding, bolt joining, etc. It may be configured.

With the above configuration, the first rail 20
The first wheel 30 derailed at an intermediate position between the first inductor 3 and the first inductor 3
The inner side surface 316 of No. 1 is the first wheel regulation wall 3 of the first inductor 3.
The 1st wheel inner side regulation surface 32 prevents the rightward movement. Therefore, the railway vehicle (not shown)
As the vehicle moves from left to right in FIG.
When the inner side surface 316 contacts the first wheel inner side regulation surface 32, the inner side surface 316 of the rail goes to the outside of the track (left side in FIG. 2) in a direction perpendicular to the rail (vertical to the longitudinal direction of the first rail 201 and the second rail 202 and leftward). It is pressed in the horizontal direction. By repeating this, the first wheel 301 is gradually brought closer to the first rail 201 as the railway vehicle advances.

At this time, as the first wheel 301 moves to the left in FIG. 2, the second wheel 302 also has a tie plate (for example, 20 A) at the sleeper (for example, 203 A).
5A) travels while moving to the left in FIG. 2, and moves to the left in FIG. 2 while traveling on ballast (crushed stone, etc.) on the roadbed at a location (not shown) between sleepers. .

Next, when the railcar further advances, the railcar reaches the position P1 on the railroad track 200, and the position P1 is reached.
1, the first wheel 301 is connected to the first inductor 3 from the first wheel 301.
Transfer to the retracer 1. FIG. 3 is a diagram showing a configuration of a cross section BB of the railroad vehicle wheel retrace line device 101 at a position P1 in FIGS. 1 (A) and 1 (C). FIG. 3 shows BB
A cross-sectional view of the traveling direction of the railcar in the longitudinal direction of the rail at the position, that is, B- in FIGS. 1A and 1C.
It is sectional drawing seen from the left to the right of a figure in a B position.

After that, the railroad car is connected to the railroad track 20.
The position of the CC cross section on 0 is reached. FIG. 4 shows the above-mentioned railroad vehicle wheel return line device 101 shown in FIGS. 1 (A) and 1 (C).
It is a figure which shows the structure of the CC cross section in. The positions of the CC cross section are the positions P1 and P2 on the railroad track 200.
It is a position in the middle of. FIG. 4 is a cross-sectional view of the rail vehicle in the longitudinal direction of the railcar at the CC position, that is, from the left to the right of the drawing at the CC position in FIGS. 1A and 1C. It is sectional drawing seen in the direction.

Further, the railroad car is a railroad track 20.
Position P2 on 0 is reached. FIG. 5 shows the position P of FIG. 1A and FIG.
It is a figure which shows the structure of the DD cross section in FIG. Figure 5
Sectional drawing which looked at the advancing direction of the rail vehicle in the rail longitudinal direction in the D-D position, ie, FIG. 1 (A) and FIG. 1 (C).
FIG. 6 is a cross-sectional view seen from the left to the right in the drawing at the D-D position in FIG.

Further, the railway vehicle is a railroad track 20.
Position P3 on 0 is reached. FIG. 6 is a position P of the railroad vehicle wheel return line device 101 of FIG. 1 (A) and FIG. 1 (C).
It is a figure which shows the structure of the EE cross section in FIG. Figure 6
Sectional drawing which looked at the advancing direction of the railcar by the rail longitudinal direction in the EE position, ie, FIG. 1 (A) and FIG. 1 (C).
FIG. 7 is a cross-sectional view seen from the left to the right in the drawing at the EE position in FIG.

After that, the railcar reaches the position P4 on the railroad track 200. FIG. 7 is a diagram showing a configuration of the F-F cross section of the railroad vehicle wheel return line device 101 at a position P4 in FIGS. 1 (A) and 1 (C). FIG. 7 shows FF
A cross-sectional view of the railcar at the position in the longitudinal direction of the railcar, that is, a sectional view taken along line F- of FIGS. 1A and 1C.
It is sectional drawing seen from the left to the right of a figure in F position.

After the position P4, the railroad car is on the railroad track 20.
Position P5 on 0 is reached. FIG. 8 shows the position P of FIG. 1A and FIG.
It is a figure which shows the structure of the GG cross section in FIG. Figure 8
Sectional drawing which looked at the advancing direction of the railway vehicle in the rail longitudinal direction at the GG position, that is, FIG. 1 (A) and FIG. 1 (C).
FIG. 6 is a cross-sectional view seen from the left to the right in the figure at the GG position in FIG.

As shown in FIGS. 1A and 1C,
From the position P1 to the position P5, the first concentrator 1 is installed along the first rail 201 inside the track of the first rail 201 (right side in FIGS. 3 to 8). Figure 3
As shown in FIG. 8 through FIG. 8, the first concentrator 1 has a tie plate (for example, 204B, 20B) at a location with sleepers.
4C, 204D, 204E, 204F, 204G) through sleepers (eg, 203B, 203C, 203)
D, 203E, 203F, 203G). These tie plates are tie plates having a wider width (length in the left-right direction in FIGS. 3 to 8) than usual, and the first rail 201 can be attached at the same time.

At the position P1, the first wheel restricting wall 31 and the first wheel restricting wall 11 are joined by welding, bolting, or the like, whereby the first inductor 3 and the first inductor 3 are joined together.
The retracer 1 is connected. Further, at the position P5,
As will be described later, the second inductor 4 is connected to the first return wire 1.

Further, as shown in FIGS. 1A and 1C, the second rail 2 extends from the position P1 to the position P5.
On the outer side of the track 02 (on the right side in FIGS. 3 to 8), the second concentrator 2 is installed along the second rail 202. As shown in FIG. 3 to FIG. 8, the second concentrator 2 has a tie plate (for example, 205
B, 205C, 205D, 205E, 205F, 205
G) through sleepers (eg 203B, 203C,
203D, 203E, 203F, 203G). These tie plates are tie plates having a width (length in the left-right direction in FIGS. 3 to 8) wider than usual, and the second rail 202 is also attached at the same time. Further, at each position of the second rail 202 after the position P5, the inductor and the like are not attached.

In this case, the first wheel 301 travels inside the track (intermediate between the first rail 201 and the second rail 202) and while being guided by the first concentrator 1. Position P1 is
The position P5, which is the start end of the first retracer 1, is the first retracer 1
Is the end of. In addition, at the portion having the sleeper, the bottom portion 3 of the first flange 312, which is the flange of the first wheel 301, is used.
13 is a tie plate (for example, 204B, 204C,
204D, 204E, 204F, 204G). Although not shown, the first wheel 301 travels on a ballast (crushed stone, etc.) on the road bed at a location intermediate between the sleepers and the sleepers.

The second wheel 302 travels outside the track (on the right side of the second rail 202 in FIG. 2) and while being guided by the second concentrator 2. The position P1 is the starting end of the second retracer 2 and the position P5 is the ending end of the second retracer 2. At the location of the sleepers, the bottom portion 323 of the second flange 322, which is the flange of the second wheel 302, has a tie plate (eg, 205B, 205C, 205D, 205).
E, 205F, 205G). Although not shown, the second wheel 302 runs on a ballast (crushed stone, etc.) on the roadbed at a location intermediate between the sleepers and the sleepers.

As shown in FIGS. 3 to 8, the first retracer 1 has a horizontal retrace line portion 18 and a vertical retrace line portion 19. The horizontal return line portion 18 is a portion that guides the first flange 312 in the rail right-angle direction, as described later. The vertical retrace line portion 19 is a portion that guides the vertical position of the bottom portion 313 of the first flange 312 to a predetermined position, as described later.

The horizontal return line portion 18 is the first wheel regulation wall 1
1, a bottom plate 13, and reinforcing ribs (14B in the BB cross section,
14C in the CC cross section, 14D, EE in the DD cross section
The cross section has 14E, the FF section has 14F, and the GG section has 14G).

The first wheel restricting wall 11, the bottom plate 13, the reinforcing ribs 14B to 14G, etc. are substantially plate-shaped members made of steel or the like. In addition, the first wheel restriction wall 11 and the bottom plate 13
Is a rectangular plate-shaped member long in the rail longitudinal direction,
The reinforcing ribs 34B to 14G and the like are plate members having a substantially trapezoidal shape. Further, one end (the left end in FIGS. 3 to 8) of the bottom plate 13 is joined to the lower end of the first wheel regulation wall 11 by welding, bolt joining, or the like. The left surface of the first wheel restriction wall 11 in FIGS. 3 to 8 faces the inner side surface (the right side surface of the first rail 201 in FIG. 2) 212 of the first rail 201, and is a tie plate (204B in the BB section, C-
204C in the C cross section, 204DB, E- in the D-D cross section
204E in the E section, 204F, GG in the FF section
The surface 12 is substantially perpendicular to the cross section 204G). Hereinafter, the surface 12 is referred to as a “first wheel inner side restriction surface”.

The reinforcing ribs are members that are attached to the first sleeper 1 on the respective sleepers to increase rigidity and strength, and the reinforcing ribs 14B are located on the sleepers 203B at the BB position. When the reinforcing ribs 14C are C-C
Reinforcing ribs 1 when on the sleeper 203C in position
4D is on the sleeper 203D at the DD position, the reinforcing rib 14E is on the sleeper 203E at the EE position, and the reinforcing rib 14F is on the sleeper 203F at the FF position. If the reinforcing rib 14G is G-G
When it is on the sleeper 203G at the position, it is attached respectively. The reinforcing ribs 14B and the like are joined to the rear surface of the first wheel restriction wall 11 and the upper surface of the bottom plate 13 by welding, bolting, or the like.

The schematic plan view of FIG. 1A and FIG.
As shown in the detailed plan view of (C),
The distance from the rail 201 (the vertical distance in FIGS. 1A and 1C) is the direction from left to right in FIGS. 1A and 1C (the traveling direction of the railway vehicle). It is set to become narrower as you go to. Therefore, the distance between the first wheel inner side regulation surface 12 of the first wheel regulation wall 11 of the first concentrator 1 and the inner side surface 212 of the first rail 201 is also from the left in FIGS. 1 (A) and 1 (C). It becomes narrower as it goes in the right direction (from the position P1 to the position P5) (the traveling direction of the railway vehicle).

At the position P1 (BB cross section) shown in FIG. 3, the distance between the first wheel inner side regulating surface 12 and the inner side surface 212 of the first rail 201 is δ2. A value of 174 millimeters, for example, is adopted as the value of δ2. Further, at the position P3 (EE cross section) shown in FIG. 6, the distance between the first wheel inner side regulation surface 12 and the inner side surface 212 of the first rail 201 is δ3. As the value of δ3, for example, a value of 141 mm is adopted.
Moreover, at the position P4 (FF cross section) shown in FIG.
The first wheel inner side regulation surface 12 and the inner side surface 2 of the first rail 201
The interval of 12 is δ4. A value of 100 millimeters, for example, is adopted as the value of δ4. Further, at the position P5 (G-G cross section) shown in FIG. 8, the first wheel inner side regulation surface 12 and the inner side surface 21 of the first rail 201.
The interval of 2 is δ5. A value of 65 millimeters, for example, is adopted as the value of δ5.

The first wheel support wall 11 and the bottom plate 13 are
Since the extension in the rail longitudinal direction (track traveling direction) becomes long, members having a shorter extension than that may be joined at appropriate positions by welding or bolt joining to form the whole.

The vertical return line portion 19 has a first flange traveling road plate 15 and a support wall 17. The first flange traveling road plate 15 and the support wall 17 are plate-shaped members made of steel or the like. Further, the first flange traveling road plate is a trapezoidal substantially plate-shaped member elongated in the rail longitudinal direction from the position P1 to the position P4. In addition, the support wall 17 is
Basically, it is a substantially rectangular plate-shaped member that is long in the rail longitudinal direction. Further, one end (the right end in FIGS. 4 to 6) of the first flange traveling road plate 15 is joined to the first wheel inner side regulation surface 12 of the first wheel regulation wall 11 by welding, bolt bonding or the like. Further, the other end (the left end in FIGS. 4 to 6) of the first flange traveling road plate 15 is joined to the upper end of the support wall 17 by welding or bolt joining.
With such a configuration, the first flange traveling road plate 15 is
One end (the right end in FIGS. 4 to 6) is supported by the first wheel restriction wall 11, and the other end (FIGS. 4 to 6).
Is supported by the support wall 17.

The upper surface of the first flange traveling road plate 15 in FIGS. 4 to 6 and the upper surface of the support wall 17 in FIG.
The surface 16 supports the bottom portion 313 of the first flange 312 of the first wheel 301. Hereinafter, this surface 16 is referred to as a "first flange support surface". This first flange support surface 1
No. 6 has a tie plate (B-
204B in cross section B, 204C, DD in cross section CC
204DB in section, 204E, FF in section EE
It is a horizontal line that is substantially parallel to 204F in the cross section and 204G in the GG cross section.

As shown in FIGS. 3 to 7, the first
If the reference height position is the upper surface of each tie plate near the first rail 201, the first reference height position (206B in the BB cross section, 206C in the CC cross section, and 2 in the DD cross section).
06D, 206E in the EE cross section, 20 in the FF cross section
6F) to the first flange support surface 16 (hereinafter,
It is referred to as the "first flange supporting surface height". ) Is shown in FIG.
It is set so that the state shown in FIG. 1B is obtained as the vehicle travels in the direction from left to right (the traveling direction of the railway vehicle).

That is, the height of the first flange support surface linearly increases from zero to H1 from the position P1 (BB cross section) to the position P2 (DD cross section). Therefore, from the position P1 (BB cross section) to the position P2 (DD cross section), the first flange support surface 16 is an inclined surface having a rising slope that rises at a constant slope. H, which is the height of the first flange support surface at the top of the slope of this rising slope
Hereinafter, 1 will be referred to as “first height”.

At the position P1 (BB cross section) shown in FIG. 3, the value of the height of the first flange support surface is zero.
Further, at a position P2 (DD cross section) shown in FIG.
The value of the first flange supporting surface height is the first height H1. As the value of this H1, for example, a value of 149 millimeters is adopted.

From the position P2 (cross section DD) to the position P
Up to 4 (FF cross section), the first flange support surface height is constant while maintaining the first height H1. Therefore,
From the position P2 (D-D cross section) to the position P4 (F-F cross section), the first flange support surface 16 is a flat (horizontal) surface having a height H1.

From position P4 (FF cross section) to position P
Up to 5 (G-G cross section), the first flange support surface height decreases linearly from H1 to zero. Therefore, from the position P4 (F-F cross section) to the position P5 (G-G cross section), the first flange support surface 16 is an inclined surface having a descending slope that descends at a constant slope.

Since the first flange traveling road plate 15 and the support wall 17 have a longer extension in the rail longitudinal direction (track traveling direction), members having a shorter extension than that can be welded or bolted to each other. You may make it comprise by joining in a suitable position.

With the above-described structure, the first wheel 301 that has moved from the first inductor 3 to the first retracer 1 has the following horizontal direction due to the horizontal retrace section 18 of the first retracer 1. To be induced. That is, the first wheel 30
The inner side portion 314 of the first first flange 312 is prevented from moving rightward by the first wheel inner side regulation surface 12 of the first wheel regulation wall 11 of the first concentrator 1. Therefore, as the railway vehicle (not shown) moves from the left to the right in FIGS. 1A and 1C, the first flange 3 of the first wheel 301.
When the inner side portion 314 of the first contact portion 12 comes into contact with the first wheel inner side regulating surface 12, the inner side portion 314 of the rail portion 12 goes to the outer side of the track (left side in FIG. 2) in a direction perpendicular to the rail (vertical to the longitudinal direction of the first rail 201 and the second rail 202 and leftward (Horizontal direction toward).
By repeating this, the first wheel 301 is gradually brought closer to the first rail 201 as the railway vehicle advances.

Further, the first wheel 301 that has moved from the first inductor 3 to the first retracer 1 is guided in the vertical direction by the vertical retrace line portion 19 of the first retracer 1 as follows. . That is, the first flange 31 of the first wheel 301
The bottom portion 313 of No. 2 is supported by the first flange support surface 16 of the first flange traveling path plate 15 of the first concentrator 1, and extends from the position P1 (BB cross section) to the position P2 (DD cross section). In the meantime, the first flange support surface 16 is an ascending slope. Therefore, the railway vehicle (not shown) is
From the left to the right of FIG.
The bottom portion 313 of the first flange 312 of the wheel 301 has a first
It moves in exactly the same manner as the vertical shape of the flange support surface 16, and is raised from zero to the first height H1 between the position P1 (BB cross section) and the position P2 (DD cross section), and the position P2 is reached.
The first height H1 is maintained between (D-D cross section) and the position P4 (F-F cross section), and between the position P4 (F-F cross section) and the position P5 (GG cross section), It is lowered from the first height H1 to zero.

Further, during the above-mentioned guidance, in particular, the position P2 (D-, where the height of the first flange support surface 16 reaches the maximum value H1).
In the (D cross section), as shown in FIG.
The first tread 311 (hereinafter, referred to as “first tread”) is a top surface 211 of the first rail 201 (hereinafter, “first top surface”).
Say. ) Is higher than. In this case, the difference in height between the first tread 311 and the first crown surface 211 is
It is ε1. The value of ε1 is, for example, 0.
A value of about 1 to 10 mm is adopted. The height difference between the first crown surface 211 and the first flange support surface 16 is ε2, and a value of ε2 is, for example, 25 mm.

After passing through the position P2 (cross section DD), the position P4 (cross section FF) in FIG. 7 and the position P in FIG.
As shown in FIG. 5 (G-G cross section), the first wheel inner side regulation surface 1
By the induction of 2, the first flange 312 of the first wheel 301
The inner portion 314 of the rail is in a direction perpendicular to the rail (first rail 20).
The first tread surface 31 of the first wheel 301 is pressed by the first and second rails 202 in a horizontal direction that is perpendicular to the longitudinal direction of the second rail 202 and extends to the left.
1 overlaps above the first crown surface 211 of the first rail 201. In this case, the first flange support surface 16
At the position P4 (FF cross section) where the vehicle shifts to the descending slope, as shown in FIG. 7, the first tread 311 and the first tread 311 described above are provided.
The overlap length of the crown surface 211 is L1. This value L
Hereinafter, 1 will be referred to as “first overlapping length”. As the value of L1, for example, a value of 20 millimeters is adopted.

Further, at the position P5 (G-G cross section) where the first flange support surface 16 is completely lowered, as shown in FIG. 8, the first tread surface 311 of the first wheel 301 is moved to the first rail 2
01 is directed to ride on the first parietal surface 211.

The first reference height position (type plate 2
The first flange support surface height, which is the height from the upper surface of 04B or the like) to the first flange support surface 16, is from zero (position P1) to the plate thickness (t1) of the first flange travel road plate 15. Although not shown, the first section
The flange traveling road plate 15 is a wedge-shaped member whose thickness changes from zero to t1. In addition, the first flange traveling road plate 1
In the section from the position where the thickness of 5 is t1 to the position P2, the support wall 17 is a plate material having a tapered (or elongated trapezoidal) surface whose height increases in the traveling direction.

The width and height of the support wall 17 change from the position P4 shown in FIG. 7 to the position P5 shown in FIG. That is, the width of the support wall 17 (length in the left-right direction in FIG. 7) changes from the width in FIG. 7 (referred to as b1) to zero in FIG. The height of the support wall 17 (the length in the vertical direction in FIG. 7) changes from the height in FIG. 7 (referred to as H1) to zero in FIG. Therefore, in the section from the position P4 to the position P5, although not shown, the support wall 17 is an elongated thin pyramid shape,
As its width changes from b1 to zero, its height becomes H
It becomes a wedge-shaped member that changes from 1 to zero.

Next, the second retracer 2 will be described. As shown in FIGS. 3 to 8, the second concentrator 2 includes a second flange traveling path plate 25, a first support wall 21, and a second support wall 2.
7, the bottom plate 23, the reinforcing ribs (24C in the C-C cross section,
24D in the DD cross section, 24E, FF in the EE cross section
The cross section has 24F).

The second flange traveling road plate 25, the first support wall 21, the second support wall 27, the bottom plate 23, and the reinforcing ribs 24.
Each of C to 24F and the like is a plate-shaped member made of steel or the like. Further, the second flange traveling road plate 25 is a trapezoidal plate-shaped member that is long in the rail longitudinal direction from the position P1 to the position P4. The bottom plate 23 is a rectangular plate member that is long in the rail longitudinal direction. Further, the reinforcing ribs 24C to 24F and the like are plate members having a substantially trapezoidal shape. In addition, the first support wall 21
The second support wall 27 is basically a rectangular plate-like member that is long in the rail longitudinal direction.

Further, one end (the left end in FIGS. 3 to 8) of the bottom plate 23 is arranged at a position overlapping the bottom portion of the second rail 202. Further, one end (the left end in FIGS. 4 to 7) of the bottom plate 23 is joined to the lower end of the second support wall 27 by welding or bolt joining. Similarly, the other end (the right end in FIGS. 4 to 6) of the bottom plate 23 is
It is joined to the lower end of the support wall 21 by welding, bolt joining, or the like. Further, the upper end of the second support wall 27 is joined to one end (the left end in FIGS. 4 to 6) of the second flange traveling road plate 25 by welding or bolt joining.
The upper end of the first support wall 21 is joined to the other end (the right end in FIGS. 4 to 6) of the second flange traveling road plate 25 by welding, bolting, or the like.

With the above structure, one end (the right end in FIGS. 4 to 6) of the second flange traveling road plate 25 is supported by the first support wall 21, and the other end (the left end in FIGS. 4 to 6). ) Is supported by the second support wall 27.

Further, the reinforcing ribs are members that are attached when the second concentrator 2 is on each sleeper to increase rigidity and strength, and the reinforcing ribs 24C are on the sleepers 203C at the CC positions. The reinforcing rib 24D is DD
Reinforcing ribs 2 when on the sleeper 203D in position
4E is attached to the sleeper 203E at the EE position, and the reinforcing rib 24F is attached to the sleeper 203F at the FF position.
The reinforcing ribs 24C and the like are joined to the rear surface of the first support wall 21 and the upper surface of the bottom plate 23 by welding, bolt bonding, or the like in the section from the position P1 to the position P4. Also, the position P
In the section from 4 to the position P5, reinforcing ribs (for example, 24
F) is joined to the back surface of the second support wall 27 and the top surface of the bottom plate 23 by welding, bolting, or the like.

The second flange traveling road plate 25 and the first flange traveling road plate 25
Since the extension of the support wall 21, the second support wall 27, and the bottom plate 23 in the rail longitudinal direction (track traveling direction) is long, members having a shorter extension than that can be appropriately welded or bolted. They may be joined at positions to form the whole.

FIG. 4 of the second flange traveling road plate 25 described above.
The upper surface in FIG. 6 and the upper surface in FIG. 7 of the second support wall 27 are surfaces 26 that support the bottom portion 323 of the second flange 322 of the second wheel 302. Hereinafter, this surface 26 is referred to as a "second flange support surface". The cross-sectional shape of each of the second flange support surfaces 26 at each cross-sectional position is tie plate (204C in the CC cross section, 20 in the DD cross section).
4DB, 204E in the EE cross section, 20 in the FF cross section
4F) is a horizontal line that is substantially parallel.

Further, as shown in FIGS. 3 to 7, the second
Assuming that the reference height position is the upper surface of each tie plate near the second rail 202, the second reference height position (206B in the BB cross section, 206C in the CC cross section, 2 in the DD cross section).
06D, 206E in the EE cross section, 20 in the FF cross section
6F) to the second flange support surface 26 (hereinafter,
It is called "the height of the second flange supporting surface". ) Is shown in FIG.
It is set such that the state shown in FIG. 1D is obtained as the vehicle travels in the direction from the left to the right (the traveling direction of the railway vehicle).

That is, from the position P1 (BB cross section) to the position P3 (EE cross section), the height of the second flange support surface linearly increases from zero to H2. Therefore, from the position P1 (cross section B-B) to the position P3 (cross section E-E), the second flange support surface 26 is an inclined surface having a rising slope that rises at a constant slope. H, which is the height of the second flange support surface at the top of the slope of this rising slope
2 is hereinafter referred to as "second height".

At the position P1 (BB cross section) shown in FIG. 3, the value of the height of the second flange support surface is zero.
Further, at the position P3 (EE cross section) shown in FIG.
The value of the height of the second flange support surface is the second height H2. As the value of this H2, for example, a value of 171 millimeters is adopted.

From the position P3 (section E-E) to the position P
Up to 5 (GG cross section), the height of the second flange support surface is constant while maintaining the second height H2. Therefore,
From the position P3 (EE cross section) to the position P5 (GG cross section), the second flange support surface 26 is a flat (horizontal) surface having a height H2.

With the above-described structure, the second wheel 302 that has entered the second rebar 2 is guided by the second rebar 2 only in the vertical direction as follows. That is, the bottom portion 323 of the second flange 322 of the second wheel 302.
Is supported by the second flange support surface 26 of the second flange traveling path plate 25 of the second concentrator 2, and the position P1
From the (BB cross section) to the position P3 (EE cross section), the second flange support surface 26 is an inclined surface having an upward slope. Therefore, the railway vehicle (not shown) is
The bottom portion 323 of the second flange 322 of the second wheel 302 moves in exactly the same manner as the vertical shape of the second flange support surface 26 as going from left to right in (C), and moves from position P1 (BB cross section) to position During P3 (EE cross section), the height is raised from zero to the second height H2, and between position P3 (EE cross section) and position P5 (GG cross section), the second height H2 is increased. To be maintained.

After passing through the position P3 (cross section E-E), as shown in the position P4 (cross section F-F) in FIG. Due to the guidance, the first wheel 301 moves in the direction perpendicular to the rail (first rail 20
1, the second wheel 302 is also fixed to the same axle as the first wheel 301 as it is guided to the left side in the drawing, which is a horizontal direction that is perpendicular to the longitudinal direction of the second rail 202 and extends leftward. Therefore, it moves to the left side in the drawing which is the direction perpendicular to the rail, and the bottom portion 323 of the second flange 322 of the second wheel 302 is moved.
Is guided to ride on the crown surface 221 of the second rail 202 (hereinafter, referred to as “second crown surface”).

The second reference height position (type plate 2
The second flange support surface height, which is the height from the upper surface of 05B or the like) to the second flange support surface 26, is from zero (position P1) to the plate thickness of the second flange traveling road plate 25 (t2). Although not shown, the second section
The flange traveling road plate 25 is a wedge-shaped member whose thickness changes from zero to t2. In addition, the second flange traveling road plate 2
In the section from the position where the thickness of 5 is t2 to the position P3, the first support wall 21 and the second support wall 27 have tapered (or elongated trapezoidal) surfaces whose height increases in the traveling direction. It becomes a plate material to have.

The second support wall 27 is located at the position P4 in FIG.
The width changes from the state shown in to the state shown in FIG. 8 at the position P5. That is, the width of the second support wall 27 (the length in the left-right direction in FIG. 7) changes from the width (referred to as b2) in FIG. 7 to zero in FIG. Therefore, the position P
In the section from 4 to the position P5, although not shown,
The second support wall 27 is a wedge-shaped member whose width changes from b2 to zero.

Next, the second inductor 4 will be described. As shown in FIG. 1A, position P5 of this railroad track 200
At the (G-G position), the first retracer 1 and the second inductor 4 are connected. Further, FIG. 9 is a view showing a configuration of a HV cross section in FIG. 1A of the railroad vehicle wheel return line device 101 which is one embodiment of the present invention.

As shown in FIG. 9, the second inductor 4 has a first
It has a wheel regulation wall 41, a bottom plate 43, and a reinforcing rib 44H. The first wheel regulation wall 41, the bottom plate 43, and the reinforcing ribs 44H are plate members made of steel or the like. The first wheel restriction wall 41 and the bottom plate 43 are rectangular plate-shaped members that are long in the rail longitudinal direction, and the reinforcing ribs 44
H is a substantially trapezoidal plate-shaped member. Further, one end (the left end in FIG. 9) of the bottom plate 43 is joined to the lower end of the first wheel restriction wall 41 by welding or bolt joining. First
The left surface of the wheel restriction wall 41 in FIG. 9 is the first rail 20.
1 inner surface (right side surface of the first rail 201 in FIG. 9)
The surface 42 faces the tie plate 204H and is substantially perpendicular to the tie plate 204H. Hereinafter, the surface 42 is referred to as a “first wheel inner side restriction surface”.

The reinforcing ribs are members that are attached when the second inductor 4 is on each sleeper to increase rigidity and strength, and the reinforcing ribs 44H are for the sleepers 203H at the H-H position. It is attached when it is above. The reinforcing ribs 44H are joined to the back surface of the first wheel restriction wall 41 and the top surface of the bottom plate 43 by welding, bolting, or the like.

As shown in FIG. 9, the interval δ6 between the second inductor 4 and the first rail 201 (the vertical interval in FIG. 1A) is constant over the entire section of the second inductor 4. The value is a value, and the value is the first wheel inner side regulation surface 12 and the first rail 20 at the position P5 (GG section) shown in FIG.
It is equal to the interval δ5 of the inner side surface 212 of No. 1.

The first wheel support wall 41 and the bottom plate 43 are
Since the extension in the rail longitudinal direction (track traveling direction) becomes long, members having a shorter extension than that may be joined at appropriate positions by welding or bolt joining to form the whole.

Further, at the position P5, the first wheel restricting wall 11 of the first concentrator 1 and the first wheel restricting wall 41 of the second inductor 4 are joined by welding, bolt joining or the like,
As a result, the first retracer 1 and the second inductor 4 are connected.

As shown in FIG. 9, in this state, the first tread surface 311 of the first wheel 301 rides on the first rail 201, and the first flange 312 is fitted to the inner surface 212 of the first rail head portion. And the second tread 32 of the second wheel 302
1 rides on the second rail 202 and the second flange 322 mates with the inner surface 222 of the second rail head, so that both wheels 301, 302 respectively have both rails 201,
It has returned to 202.

Next, referring to FIG. 10, both wheels 301 and 302 are respectively connected to both rails 201 and 20.
The principle of returning to 2 will be described. FIG. 10 shows FIG. 8 (position P
FIG. 5 is a plan view of the relationship between the wheels and the rails taken along line GG in FIG. As shown in FIG. 9, position P5
After that, the first inductor at the position P5 is moved by the second inductor 4.
The state of the tread surface 311 and the second flange 322 is maintained.
Therefore, in plan view, the state shown in FIG. 10 is maintained.

In this state, the first tread 311 of the first wheel 301 rides on the first crown surface 211 of the first rail 201 and travels. On the other hand, on the second crown surface 221 of the second rail 202, the second flange 32 of the second wheel 302 is provided.
2 is running. In this case, if the diameter of the first tread surface 311 is D1 and the diameter of the second flange 322 is D2, the relationship of D1 <D2 is established.

As described above, when the wheel diameters on both sides of the axle 303 are different, the second flange 322 of the second wheel 302 having the larger diameter has the first wheel 301 in the direction indicated by the curved arrow M in FIG. Performs rotational movement with the center of rotation as. For this reason, the second flange 322 is provided on the second rail 20.
2 laterally to the left side of the second flange 322
It falls to the left side of the rail 202 (inside the track). As a result, as shown in FIGS. 8 and 9, the inner side portion 325 of the second flange 322 is moved to the head inner side surface 222 of the second rail 202.
Mate with. Since the first tread 311 of the first wheel 301 is already on the first crown surface 211 of the first rail 202 at this time, the movement of the second wheel 302 causes the inner portion 315 of the first flange 312 to move to the first side. By fitting with the inner surface 212 of the head of the 1-rail 201, the wheels 301 and 302 return to the positions on the rails 201 and 202, respectively.

FIG. 11 is a view for explaining a structure for mounting the above-described rail vehicle wheel retrace system 101 on a track.
FIG. 11 (A) shows a structure for mounting the first concentrator 1 on the track.
(B) shows the mounting structure of the second retracer 2 to the track.

In the above description, the first retracer 1 is connected to the orbit,
That is, although a specific configuration for attaching to a sleeper, a tie plate, or the like has not been described in detail, an example thereof will be described with reference to FIG. Figure 11
In the case shown in (A), the orbit is taken along the line EE (position P3) in FIG. 6 as an example, and the mounting structure in that case will be described. The same configuration is used at other positions on the track.

In this case, the bottom plate 13 of the horizontal retrace part 18 of the first retracer 1 is provided with a bolt insertion hole 13e having a circular cross section that penetrates in the vertical direction. Also, the bottom plate 13
In the tie plate 204E located below, a bolt insertion hole 241E having a circular cross section and having a similar inner diameter is formed at a location corresponding to the bolt insertion hole 13e.

The sleeper 203E is, for example, a PC.
Made of (prestressed concrete) and shown in FIG.
A female screw member (embedded plug) 231 is provided in FIG. The female screw member 231 is formed by forming a female screw on the inner wall of a cylindrical member, and the female screw is screwed with the male screw portion 71c of the fastening bolt 71 inserted into the bolt insertion holes 13e and 241E described above. It shall have a shape and dimensions compatible with each other.

The fastening bolt 71 is made of steel or the like, and has a head 7
It is a bolt having 1a and a shaft portion 71b. Head 71a
Is formed in, for example, a hexagonal column shape, and a jig such as a spanner for rotating the bolt can be fitted therein. Further, the shaft portion 71b is connected to the lower portion of the head portion 71a,
It is a cylindrical portion having an outer diameter smaller than that of the head portion 71a, and has an external thread portion 71c having an external thread formed on the outer peripheral surface thereof.

The lower end of the female screw member 231 is closed. Further, the female screw member 231 is preferably formed of a material having an electrical insulating property because it is necessary to electrically insulate the first retrace wire 1 from the tie plate 204E and the sleeper 203E.

The female screw member 231 is the sleeper 20.
When the 3E or the like is made of PC, it may be embedded in concrete when being manufactured. Alternatively, in the existing sleeper, a female screw member hole having an inner diameter larger than the outer diameter of the female screw member 231 is drilled by a drill or the like, and the female screw member 231 is inserted into the female screw member hole. The gap between the female screw member hole and the female screw member 231 may be filled and fixed with an adhesive or mortar.

After preparing the sleeper 203E having such a female screw member 231, the sleeper 203 is first prepared.
Although not shown, an insulating plate or the like made of an electrically insulating material is laid on E or the like. It is assumed that this insulating plate is also provided with a bolt insertion hole (not shown) having a similar inner diameter at a position corresponding to the above bolt insertion hole 13e. Next, the female screw member 23 such as the sleeper 203E
The insulating plate is laid so that the center of 1 corresponds to the center of the bolt insertion hole of the insulating plate.

Next, tie plate 2 is placed on the insulating plate.
Place 04E etc. At this time, the center of the bolt insertion hole of the insulating plate and the bolt insertion hole 2 of the tie plate 204E
Tie plate 204 with the centers of 41E aligned
Place E. Next, the bottom plate 13 of the first retracer 1 is placed on the tie plate 204E. At this time, the bottom plate 13 is placed so that the center of the bolt insertion hole 241E of the tie plate and the center of the bolt insertion hole 13e of the bottom plate 13 are aligned.

Next, in this state, the fastening bolts 71 are inserted into the bolt insertion holes 13e from above the bottom plate 13, and the bolt insertion holes 241E of the tie plate 204E and the bolt insertion holes of the insulating plate (not shown) ( (Not shown), a bolt rotating jig (not shown) such as a wrench is fitted to the head portion 71a and rotated to rotate the fastening bolt 71 of the female screw member 231 such as the sleeper 203E. Screw into the female screw. As a result, finally, the head 7 of the fastening bolt 71 is
The lower surface of 1a presses the upper surface of the bottom plate 13, whereby
The first concentrator 1 and the tie plate 204E are the fastening bolts 7.
It is fixed to the sleeper 203E by 1. The number of fastening bolts 71 may be two or more for one sleeper.

Next, a specific structure for attaching the second retracer 2 to a track such as a sleeper or a tie plate will be described with reference to FIG. 11B. Figure 11
In the case shown in (B), the orbit is taken as an example of the EE cross section (position P3) in FIG. 6, and the mounting structure in that case will be described. The same configuration is used at other positions on the track.

In this case, the bottom plate 23 of the second concentrator 2
And a bolt insertion hole 23e having a circular cross section that penetrates in the vertical direction.
Has been established. Further, in the tie plate 205E located below the bottom plate 23, a bolt insertion hole 251E having a circular cross section and having a similar inner diameter is formed at a position corresponding to the bolt insertion hole 23e.

The sleeper 203E is, for example, a PC.
Made of (prestressed concrete) and shown in FIG.
A female screw member (embedding plug) indicated by reference numeral 232 is provided in (A). The female screw member 232 is formed by forming a female screw on the inner wall of a cylindrical member, and the female screw is screwed to the male screw portion 72c of the fastening bolt 72 inserted into the bolt insertion holes 23e and 251E described above. It shall have a shape and dimensions compatible with each other.

The fastening bolt 72 is made of steel or the like and has a head 7
It is a bolt having 2a and a shaft portion 72b. Head 72a
Is formed in, for example, a hexagonal column shape, and a jig such as a spanner for rotating the bolt can be fitted therein. Further, the shaft portion 72b is connected to the lower portion of the head portion 72a,
It is a cylindrical portion having an outer diameter smaller than that of the head portion 72a, and has a male screw portion 72c having a male screw formed on its outer peripheral surface.

The lower end of the female screw member 232 is closed. In addition, the female screw member 232 is preferably formed of a material having an electrical insulation property because it is necessary to electrically insulate the second retracer 2 from the tie plate 205E and the sleeper 203E.

The female screw member 232 is used for the sleeper 20.
When the 3E or the like is made of PC, it may be embedded in concrete when being manufactured. Alternatively, a hole for a female screw member having an inner diameter larger than the outer diameter of the female screw member 232 is drilled in an existing sleeper by a drill or the like, and the female screw member 232 is inserted into the hole for the female screw member. The gap between the female screw member hole and the female screw member 232 may be filled and fixed with an adhesive or mortar.

After preparing a sleeper 203E having such a female screw member 232, first, the sleeper 203
Although not shown, an insulating plate or the like made of an electrically insulating material is laid on E or the like. It is assumed that this insulating plate is also provided with a bolt insertion hole (not shown) having a similar inner diameter at a position corresponding to the above bolt insertion hole 23e. Next, the female screw member 23 such as the sleeper 203E
The insulating plate is laid so that the center of 2 and the center of the bolt insertion hole of the insulating plate coincide with each other.

Next, the tie plate 2 is placed on the insulating plate.
05E etc. are mounted. At this time, the center of the bolt insertion hole of the insulating plate and the bolt insertion hole 2 of the tie plate 205E
Tie plate 205 so that the centers of 51E coincide
Place E. Next, the bottom plate 23 of the second concentrator 2 is placed on the tie plate 205E. At this time, the bottom plate 23 is placed so that the center of the bolt insertion hole 251E of the tie plate and the center of the bolt insertion hole 23e of the bottom plate 23 are aligned.

Next, in this state, the fastening bolts 72 are inserted into the bolt insertion holes 23e from above the bottom plate 23, and the bolt insertion holes 251E of the tie plate 205E and the bolt insertion holes of the insulating plate (not shown) ( (Not shown), a jig for turning bolts (not shown) such as a spanner is fitted to the head 72a and turned to turn the fastening bolts 72 of the female screw member 232 such as the sleeper 203E. Screw into the female screw. As a result, finally, the head 7 of the fastening bolt 72 is
The lower surface of 2a presses the upper surface of the bottom plate 23, whereby
The second concentrator 2 and the tie plate 205E connect the fastening bolts 7
It is fixed to the sleeper 203E by 2. The number of fastening bolts 72 may be two or more for one sleeper.

The first inductor 3 and the second inductor 4 can also be attached to sleepers, tie plates, etc. by using an attachment structure (not shown) having the same structure as the above-mentioned attachment structure.

In the above embodiment, the first retracer 1
Corresponds to the first return line means in the claims. The second retracer 1 corresponds to the second retracer means in the claims. The first inductor 1 corresponds to the first guiding means in the claims. The second inductor 1 corresponds to the second guiding means in the claims. The position P1 corresponds to the first position in the claims. Also, the position P2
Corresponds to the second position in the claims.
The position P3 corresponds to the third position in the claims. The position P4 corresponds to the fourth position in the claims. The position P5 corresponds to the fifth position in the claims. The position P6 corresponds to the sixth position in the claims. Further, the position P7 is the seventh position in the claims.
Corresponds to position.

With the above-mentioned structure, the railway vehicle wheel return line device 101 of the first embodiment has the following advantages.

A) The first retrace rail 1 allows the first wheels 301 to move horizontally in the direction perpendicular to the rail and move vertically upward as the railway train travels.
This allows the second wheel 3 to move along with the movement of the first wheel 301.
02 can also be horizontally moved in the direction perpendicular to the rail.
In addition, with the second contrarailer 2, as the train travels,
The second wheel 302 can be moved vertically upward.
The wheels of the railroad vehicle derailed from the railroad track can be returned to the original rails by the cooperative action of the first and second retracers 1 and 2.

B) Therefore, even if the wheels of the railway vehicle derail, the derailed vehicle does not move further out of the track and fall or fall. It is possible to return to the original rail by traveling in accordance with the device 1 and the second retracer 2, so that it is possible to prevent deterioration of the derailment situation and reduce recovery work after the derailment. have.

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

For example, in the above embodiment, the rail 201 on the left side in the traveling direction of the railroad track is the first rail, and the rail 2 on the right side in the traveling direction of the railroad track.
An example in which 02 is the second rail, the first rail means is provided on the first rail (for example, the first rail track 1), and the second rail means is provided on the second rail (for example, the second rail track 2) has been described. The present invention is not limited to this, and other configurations, for example,
Contrary to the above embodiment, the rail on the right side in the traveling direction of the railroad track is the first rail, the rail on the left side in the traveling direction of the railroad track is the second rail, and the first return line is on the first rail. The second rail return means may be provided on the second rail (hereinafter, referred to as “second configuration”). Alternatively, the configuration of the above embodiment and the second configuration may be combined.

Further, in the above-mentioned embodiment, the railroad track on which the railroad vehicle wheel return device (for example, 101) is installed has been described by taking a track having rails and sleepers as an example, but the present invention is not limited to this. The configuration is not limited, and other configurations, for example, the railroad track on which the railroad vehicle wheel return device is installed may be a slab track using a track slab plate instead of sleepers.

Further, in the above-described embodiment, the first return line means (for example, the first return liner 1) and the second return line means (for example, the second return liner 2) are moved from the first position (for example, the position P1) to the fifth position.
Although the example of installing up to the position (for example, the position P5) has been described, the present invention is not limited to this, and other configurations, for example, the first retrace means (for example, the first retracer 1) and the second retrace means ( For example, the second retracer 2) may be installed at least up to an intermediate position between the third position (for example, the position P3) and the fourth position (for example, the position P4). If at least the third position (position P3; see the EE cross section of FIG. 6) is reached, the first wheel (reference numeral 301 in FIG. 6) is caused due to rolling and the like accompanying traveling of the railway vehicle. This is because it is sufficiently possible that the second wheel (see FIG. 6) and the second wheel (see reference numeral 302 in FIG. 6) move to the left in the figure. In this way, FIG.
This is because if the first wheel and the second wheel move to the left in the state of, the return to each rail is sufficiently possible.

Further, in the above embodiment, the railroad vehicle wheel return line device (for example, 101) has the tie plate 204.
Although an example in which the railroad vehicle wheel return line device (for example, 101) is fixed to the sleeper 203E or the like via E or the like and is permanent or fixed equipment of the railroad track has been described, the present invention is not limited to this. Other configurations, for example, the railroad vehicle wheel return line device may be a temporary facility and may be detachable from the railroad track later. That is, when an earthquake is predicted to occur due to earthquake prediction or the like, the railcar wheel return line device may be attached to the railroad track.

The railroad track wheel return device may be installed in front of the turnout, in front of the platform, in front of the bridge, in the section of the bridge, in front of the tunnel, or the like.

In the above embodiment, the first height is H1 and the second height is H2, and the numerical values are described as an example. However, these numerical values are the values for the Shinkansen railway, In the case of conventional line railways, another appropriate value may be used.

Further, in the above embodiment, the first guide means (eg, the first inductor 3) is connected to the front side of the first return wire means (eg, the first return wire 1) in the traveling direction, and the first return wire means ( For example, the example in which the second guiding means (for example, the second inductor 4) is connected to the back side in the traveling direction of the first concentrator 1) has been described, but the present invention is not limited to this, and other configurations, For example, neither the first guiding means nor the second guiding means may be provided, or only one of them may be provided.

Further, in the above-mentioned embodiment, when the first return line means (for example, the first retracer 1) is attached to the railway line (for example, sleepers), the first return line means is used as the sleepers by the tie plate and the fastening bolts. Although the example of attachment has been described, the present invention is not limited to this, and another configuration, for example, the first return line means is first attached to the tie plate with a bolt or the like, and this tie plate is attached to the sleeper with another bolt or the like. It may be configured as follows. Also, the second
The same applies to the return line means (for example, the second return liner 2). For example, the second return line means is first attached to the tie plate with a bolt or the like, and this tie plate is attached to the sleeper with another bolt or the like. Good. With this configuration, the railroad vehicle wheel return line device can be appropriately attached to and detached from the railroad track.

Further, the tie plate 204 has both the first rail and the first retrace line means (for example, the first retracer 1) as a tie plate (for example, 204E) and sleepers (for example, 2
03E). The tie plate of the first rail and the tie plate to which the first return line means is attached may be separate. Second return line means, first
The same applies to the guiding means and the second guiding means.

[0126]

As described above, according to the present invention,
A first return line means is provided along the first rail from the first position to the third position on the inside of the track of the railroad track, and from the first position to the third position on the outside of the railroad track along the second rail. 2 second return line means is provided, and the first return line means pushes in a direction perpendicular to the rail while supporting the first flange of the first wheel of the railroad vehicle to approach the first rail and raise the rail, thereby moving the first rail from the first position. It guides to the 2 position, and makes the 1st tread of the 1st wheel higher than the 1st crown surface of the 1st rail in the 2nd position, and after passing the 2nd position, The height of the bottom portion of the first flange is maintained at the first height, and the second return line means guides the second flange of the second wheel while ascending while supporting the second flange of the second wheel, and at the third position. The bottom of the 2 flange is the same as the 2nd crown surface of the 2nd rail. The height of the bottom of the second flange from the second reference height position is maintained at the second height after passing through the third position. Has the advantage that it can be returned to the top of the second rail and the second wheel to the top of the second rail.

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of a railway vehicle wheel return line device that is an embodiment of the present invention, and FIG. 1 (A) is a schematic plan view showing the overall configuration of a railway vehicle wheel return line device. B)
1C is a diagram showing a gradient along the rail longitudinal direction of the first flange supporting surface of the first concentrator in FIG. 1A, and FIG.
1A is a plan view showing the configuration of the first and second retracers in FIG. 1A, and FIG. 1D is the second view in FIG.
The figure which shows the gradient along the rail longitudinal direction of the 2nd flange support surface of a retracer is each shown.

FIG. 2 is a diagram showing a configuration of a railroad vehicle wheel retrace system according to an embodiment of the present invention taken along the line AA in FIG. 1A, in which a derailed first wheel is a first inductor and a first rail. FIG. 6 is a cross-sectional view seen in the rail longitudinal direction showing a state in the middle of FIG.

FIG. 3 is a diagram showing a configuration of a cross section taken along the line BB in FIG. 1 (A) of the rail vehicle wheel retrace system according to the embodiment of the present invention, showing a state in which the first flange is at the starting end of the first retrace rail. It is sectional drawing seen in the rail longitudinal direction shown.

FIG. 4 is a diagram showing a configuration of a CC-C cross section in FIG. 1A of a railroad vehicle wheel retrace system according to an embodiment of the present invention, in which a first flange is above a first retracer and is lifted. FIG. 6 is a cross-sectional view seen in the rail longitudinal direction, showing a state in which the second flange is on the second concentrator and is in the middle of rising, in the middle of FIG.

FIG. 5 is a diagram showing a configuration of a cross section taken along the line D-D in FIG. 1 (A) of the rail vehicle wheel retrace system according to the embodiment of the present invention, in which the first flange is above the first retrace rail and is raised. FIG. 7 is a cross-sectional view as seen in the rail longitudinal direction showing a state in which it is on the start end of a flat surface that has ended and the second flange is on the second concentrator and is in the middle of rising.

FIG. 6 is a diagram showing a configuration of a railway vehicle wheel retrace system according to an embodiment of the present invention taken along line EE in FIG. 1 (A), in which a first flange is on a first retracer and is flat. FIG. 6 is a cross-sectional view as seen in the rail longitudinal direction, showing a state in which the vehicle is traveling on a flat surface and the second flange is above the second concentrator and has finished rising and is on the starting end of a flat surface.

FIG. 7 is a diagram showing a configuration of a FV cross section in FIG. 1A of a railway vehicle wheel retrace system according to an embodiment of the present invention, in which a first flange is on a first concentrator and is flat. On the end of the flat surface, and the second flange is
It is sectional drawing seen in the rail longitudinal direction which shows the state which transferred on the rail.

FIG. 8 is a diagram showing a configuration of a G-G cross section in FIG. 1 (A) of the rail vehicle wheel retrace system according to the embodiment of the present invention, in which the first tread is transferred onto the first rail and It is sectional drawing seen in the rail longitudinal direction which shows the state in which 2 flanges are running on the 2nd rail.

FIG. 9 is a diagram showing a configuration of a HV cross section in FIG. 1 (A) of a railroad vehicle wheel retrace system according to an embodiment of the present invention, in which a first tread rides on a first rail and a first tread; The flange fits on the inner surface of the first rail head, the second tread rides on the second rail, and the second flange fits on the inner surface of the second rail head so that both wheels are on both rails. FIG. 6 is a cross-sectional view as seen in the rail longitudinal direction showing a state in which the rail has been returned to the position.

FIG. 10 is a conceptual diagram for explaining a returning action of the wheels in FIG. 9 to the rails of the railroad vehicle wheel retrace system according to the embodiment of the present invention.

FIG. 11 is a view for explaining a structure for mounting the railcar wheel return line device, which is an embodiment of the present invention, on a track, and FIG.
(A) shows the mounting structure of the first retracer to the track, as shown in FIG.
(B) shows the mounting structure of the second retracer to the track.

[Explanation of symbols]

1 first retracer 2 Second concentrator 3 First inductor 4 Second inductor 11 First Wheel Control Wall 12 First wheel inner side regulation surface 13 Bottom plate 13e Bolt insertion hole 14B-14G Reinforcing rib 15 First flange traveling road plate 16 First flange support surface 17 Support wall 18 Horizontal return line 19 Vertical return line 21 First support wall 23 Bottom plate 23e Bolt insertion hole 24C-24F Reinforcing rib 25 2nd flange traveling road plate 26 Second Flange Support Surface 27 Second support wall 31 First Wheel Control Wall 32 1st wheel inner side regulation surface 33 Bottom plate 34A Reinforcing rib 41 First Wheel Control Wall 42 First Wheel Inner Restriction Surface 43 Bottom plate 44H Reinforcing rib 71 Fastening bolt 71a head 71b Shaft 71c male thread 72 Fastening bolt 72a head 72b Shaft 72c male thread 101 Railway vehicle wheel return line device 200 railroad tracks 201 First rail 202 second rail 203A-203H sleepers 204A-204H 1st tie plate 205A-205H Second tie plate 206A to 206H First reference height position 207A to 207H Second reference height position 211 First parietal surface 212 Inside of head 221 Second parietal surface 222 Inside of head 301 First wheel 302 Second wheel 303 axle 231 female screw member 232 female screw member 241E bolt insertion hole 251E bolt insertion hole 311 First tread 312 First flange 313 Bottom of 1st flange 314 Inside of the first flange 315 First flange outer side 316 Inside surface of the first wheel 321 second tread 322 Second flange 323 Bottom of second flange 324 Inner part of second flange 325 Outer part of second flange 401 safety rail D1 1st tread diameter D2 2nd flange diameter H1 first height H2 second height L1 first overlap length M movement direction P1 first position P2 second position P3 3rd position P4 4th position P5 5th position P6 6th position P7 7th position

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Hideaki Yanagawa             38-8, Hikarimachi, Kokubunji, Tokyo 38 Foundation             Corporate Railway Technical Research Institute (72) Inventor Makoto Yoshida             38-8, Hikarimachi, Kokubunji, Tokyo 38 Foundation             Corporate Railway Technical Research Institute

Claims (9)

[Claims] 1. A first to a third rail along the first rail of the track inner side of the first rail and the second rail of the railroad track.
A first return line means provided to a position, and a second return line means provided from the first position to the third position along the second rail out of the track of the first rail and the second rail of the railroad track. The first return line means may be a flange of the first wheel when the first wheel of the wheels of the railroad vehicle progresses after derailing between the first rail and the first return line means. 1
While supporting the flange, the rail is pressed in a direction perpendicular to the rail so as to approach the first rail and raise the rail, and the guide is guided from the first position to a second position in the vicinity of the first rail. A first tread surface which is a tread surface of the first wheel is a top surface of the first rail.
After passing through the second position, the height of the bottom portion of the first flange from the first reference height position is set to be higher than the top surface, and the height from the first reference height position in the second position is set to be higher than the first reference height position. The second return line means is a flange of the second wheel when the second of the wheels of the railroad vehicle has derailed to the outside of the second rail before proceeding. The second flange, which is the second flange, is guided upward from the first position while being raised, and at the third position, which is a position advanced from the second position in the track direction, the bottom of the second flange is the second position. The height of the bottom of the second flange from the second reference height position after passing through the third position is set to be the same as that of the second top surface which is the top surface of the rail. At the second height, which is the height from the second reference height position By maintaining, the derailed first wheel is returned to the top of the first rail, and the derailed second wheel is returned to the second rail. apparatus. 2. The railway vehicle wheel retrace system according to claim 1, wherein the first retrace mechanism is in a rail right-angle direction while supporting the first flange after the first wheel has passed the second position. A railway vehicle wheel retrace system characterized in that it is pressed to approach the first rail so that the first tread surface overlaps above the first crown surface. 3. The railcar wheel retrace system according to claim 2, wherein the first retrace means is configured to move the first flange from the first reference height position after the railcar has passed the third position. While maintaining the height of the bottom portion at the first height, the rail is pressed in the direction perpendicular to the rail to approach the first rail, and the first tread surface of the first wheel is above the first crown surface by a predetermined amount. First
After passing the fourth position that overlaps the overlapping length, the first flange is guided while being lowered while supporting the first flange, and the first position is set at the fifth position which is a position advanced in the track direction from the fourth position. A railway vehicle wheel retrace system, wherein a tread rides on the first crown surface and the second flange rides on the second crown surface. 4. The railway vehicle wheel retrace system according to claim 1, wherein the first position is located on the inner side of the railroad track along the first rail and is closer to the first position than the first position. Further provided with a first guide means connected to the first return line means, the first guide means pressing the inner side surface of the derailed first wheel in a direction perpendicular to the rail to approach the first rail,
A railway vehicle wheel rebar system, wherein the first wheel is transferred to the first rebar means. 5. The railway vehicle wheel retrace device according to claim 3, wherein a position, which is located inside the track of the railroad track and extends along the first rail, from the fifth position in the track direction further than the fifth position. And a second guide means connected to the first return line means at the fifth position, wherein the second guide means includes the first tread surface and the second flange at the fifth position. And the lateral movement of the second wheel due to the difference between the diameter of the first tread on the first rail and the diameter of the second flange on the second rail is used to maintain the second state. A railway vehicle wheel retrace system, wherein the second wheel is returned to above the second rail by dropping the flange to the inside of the track of the second rail and fitting it with the inner surface of the head. 6. The railway vehicle wheel retrace system according to claim 1, wherein the first rail is a rail on the left side in the traveling direction of the railway track, and the second rail is the traveling direction of the railway track. A railroad vehicle wheel return line device, which is a rail on the right side toward. 7. The railway vehicle wheel retrace system according to claim 1, wherein the first rail is a rail on the right side in the traveling direction of the railway track, and the second rail is the traveling direction of the railway track. A railroad vehicle wheel return line device, which is a rail on the left side toward. 8. The railroad vehicle wheel return line device according to claim 1, wherein the first return line means is provided with a rail on the left side in the traveling direction of the railroad track as a first rail, and A rail on the right side in the traveling direction is provided as a first rail, and the second return line means is provided with a rail on the right side in the traveling direction of the railway track as a second rail, and A railroad vehicle wheel return line device, wherein a rail on the left side in the traveling direction is provided as a second rail. 9. A first to a third rail along the first rail of the track inner side of the first rail and the second rail of the railroad track.
A first return line means provided to a position, and a second return line means provided from the first position to the third position along the second rail out of the track of the first rail and the second rail of the railroad track. The first return line means is used to
When the wheel progresses after derailing between the first rail and the first return line means, pressing the rail in a direction perpendicular to the rail while supporting the first flange which is the flange of the first wheel,
The second rail near the first rail is moved from the first position such that the second rail approaches the first rail and is raised.
After the vehicle has passed through the second position, the first tread, which is the tread of the first wheel, is higher than the first crest, which is the crest of the first rail, at the second position. Maintains the height of the bottom portion of the first flange from the first reference height position at the first height which is the height from the first reference height position at the second position, and by the second retrace line means. , The second of the wheels of the rail car
When the wheel progresses after derailing to the outside of the second rail, the wheel is guided from the first position so as to be raised while supporting the second flange that is the flange of the second wheel, and from the second position. Also, at the third position, which is the position advanced in the track direction, the bottom of the second flange is at the same height as the second crown surface that is the crown surface of the second rail, and after passing through the third position. By maintaining the height of the bottom portion of the second flange from the second reference height position at the second height which is the height from the second reference height position in the third position, the derailed first A method for returning to a wheel of a railroad vehicle, wherein one wheel is returned onto the first rail, and the derailed second wheel is returned onto the second rail.