JP2006175034A - End rail for railway model - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an end rail for a railway model with a movable mechanism having superiority in the strength and the cost. <P>SOLUTION: A pair of rails 3 extend linearly and is provided with a joint end connectable to the other rail and an end non-connectable to another rail. A guide groove extends in parallel with the pair of rails 3. A buffer stop 5 is disposed on the pair of rails 3 and is provided with guide claws engaged with the guide groove. The buffer stop 5 receives a railway model car traveling in the approaching direction and thereby slides toward the end side along the guide groove engaged with the guide claws. A spring 9 is provided with a fixed end and a free end displacing by being interlocked with the buffer stop 5 and energizes the buffer stop 5 toward the joint end side against the pushing pressure of the railway model car. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an end rail for a model train provided with a movable vehicle stop.

There are various standards for railway models, such as N gauge, HO gauge, and O gauge, depending on the difference in the distance (gauge) between the left and right rails. The applicant of the present application has conventionally marketed an end rail for a railway model for N gauge (see Non-Patent Document 1). An end rail is a rail that is used at the end of a rail, such as a yard (service line) or a terminal station, and that has a car stop that catches an overrun train. There are various types of end rails, including those with ballast (gravel) at the end, concrete blocks placed on them, and those with movable built-in dampers to reduce vehicle impact. There is something. Among these, a simple end rail that does not have a movable mechanism such as the former two has already been commercialized, but an end rail that has a movable mechanism such as the latter has not yet been commercialized.
TOMIX CATALOG 2004-2005 (Tomix General Catalog 7027) September 2004, p278

  By the way, with regard to the railway model in which the real thing is reduced to the palm size, it is necessary to reproduce the appearance of the real thing as faithfully as possible, that is, reality is required, but due to restrictions on size, cost, strength, etc., some deformation will be performed . In the case of a particularly small N gauge among railway models, the balance between reality and simplification of the configuration by reducing the number of parts is an issue for commercialization. Such a problem similarly applies to commercialization of an end rail having a complicated movable mechanism.

  In addition, the existing product has a simple configuration that does not have a movable mechanism that reduces the impact at the time of a vehicle collision, so the vehicle that has entered the end rail collides with the end end and derails, or in the worst case, There is also the possibility of causing damage due to a collision. Furthermore, since it is an extremely simple configuration that does not have any gimmicks electrically, there is still room for further improvement in product appeal.

  The present invention has been made in view of such circumstances, and an object of the present invention is to improve product appeal by introducing a movable mechanism to the end rail for model railroads and to diversify product variations. It is.

  Another object of the present invention is to provide an end rail for a model train that is excellent in both strength and cost by simplifying the configuration of the movable mechanism without impairing the reality.

  Another object of the present invention is to suppress derailment and damage of the vehicle by adding an impact mitigation function to the movable mechanism.

  Furthermore, another object of the present invention is to further improve the product appeal by providing an end rail for a model railroad equipped with an electric gimmick that interlocks with a movable mechanism.

  In order to solve such a problem, the first invention provides a railroad model end rail having a pair of rails, a guide groove, a movable vehicle stop, and an elastic member. The pair of rails extend linearly, and have joint ends that can be connected to other rails and end ends that cannot be connected to other rails. The guide groove extends in parallel with the pair of rails. The movable wheel stopper is disposed on the pair of rails and has guide claws that engage with the guide grooves. The vehicle stop slides toward the end end side along the guide groove engaged with the guide claw by receiving the model railway vehicle traveling in the approach direction from the joint end side toward the end end side. The elastic member has a fixed end and a free end that is displaced in conjunction with the car stop, and urges the car stop toward the joint end against the pressing by the model train.

  In the first invention, the end rail for the model railway may further include a road bed with a pair of rails attached to the upper surface, and the guide groove is substantially in the middle of the pair of rails on the upper surface of the road bed. You may provide in the intermediate part located. In this configuration, the guide claw protrudes downward from the lower portion of the vehicle stopper in a position corresponding to the guide groove. Further, it is desirable that a projecting portion extending in parallel with the pair of rails and projecting upward is formed at an intermediate portion of the roadbed. In addition, a guide groove may be provided at the top of the protrusion, and the elastic member may be stored in a space formed inside the protrusion. Furthermore, you may provide the insertion part for inserting a guide nail into a guide groove by partially expanding the groove width of a guide groove. In this case, in order to prevent the car stopper from falling off, it is desirable that the insertion portion be positioned outside the movable range in which the car stopper slides by receiving the model train.

  In the first invention, it is preferable to provide an insertion port of a feeder for supplying current to the pair of rails. In this case, an electric circuit may be provided between the feeder inserted into the insertion port and at least one of the pair of rails. This electric circuit switches the energization state from the feeder to the rail in conjunction with the displacement of the vehicle stop. In addition, you may provide the said insertion port in each side surface of the end rail for railroad models.

  In the first aspect of the invention, the electric circuit permits energization of the rail in an initial state where the vehicle stop does not receive the model train. On the other hand, in the pressed state where the vehicle stop receives the model train. It is preferable to cut off the energization. Alternatively, in the initial state where the vehicle stop does not receive the model train, the electric circuit allows the rail to be energized, while in the pressed state where the vehicle stop receives the model train. You may interrupt | block the electricity supply to the rail regarding the 1st current polarity made to drive | work to an approach direction, and may allow the electricity supply to the rail regarding the 2nd current polarity opposite to a 1st current polarity.

  The second invention provides an end rail for a model railway having a pair of rails, a movable vehicle stop, a feeder insertion port, and a switch as a circuit element. The pair of rails extend linearly, and have joint ends that can be connected to other rails and end ends that cannot be connected to other rails. The movable vehicle stop is disposed on a pair of rails. This vehicle stop is slid toward the end end side by receiving the model train traveling in the approach direction from the joint end side to the end end side, and is pressed against the model train vehicle by a built-in elastic member. On the other hand, it is biased toward the joint end side. Current supply to the pair of rails is performed through the feeder insertion port. The switch as a circuit element is provided between the feeder inserted into the insertion port and at least one of the pair of rails. This switch switches the energized state of the pair of rails in conjunction with the displacement of the vehicle stop. In addition, you may provide the said insertion port in each side surface of the end rail for railroad models.

  Here, in the second invention, the switch permits energization to the rail in an initial state where the car stop does not receive the model train. On the other hand, in the pressed state where the car stop receives the model train. It is preferable to cut off the energization.

  In the second invention, a diode as a circuit element provided in parallel with the switch may be further provided. This diode is connected in the reverse direction in the first current polarity that causes the model train to travel in the approach direction, and is connected in the forward direction in the second current polarity that is opposite to the first current polarity.

  In the second invention, the pair of rails may further include a roadbed attached to the upper surface. A printed circuit board on which circuit elements such as switches and diodes are mounted is accommodated in the space formed inside the roadbed. Here, the switch as the circuit element is preferably composed of a switch piece and a pair of switch terminals. This switch piece is housed in a space in the roadbed and interlocks with the displacement of the vehicle stop. The pair of switch terminals are provided on the printed circuit board and are electrically connected or separated according to the displacement of the switch piece.

  According to the first invention, the vehicle stop for receiving the model train is made movable, and the impact at the time of the vehicle collision is reduced by the urging force of the built-in elastic member. As a result, it is possible to suppress derailment or damage of the vehicle that has entered the model railroad end rail. In addition, since the vehicle stopper can be moved with a relatively simple structure of engagement between the guide groove and the guide claw, both strength can be secured and cost can be reduced without impairing the reality. Furthermore, by providing a railroad model end rail that has a new movable mechanism that did not exist in existing products, it is possible to improve product appeal and diversify product variations.

  In addition, according to the second aspect of the present invention, a built-in switch that switches the energization state of the pair of rails in conjunction with the movable vehicle stop can compare a new electric gimmick that did not exist in the existing product. Can be realized easily. Thereby, the product appeal can be further improved along with diversification of product variations.

(First embodiment)
FIG. 1 is an overall perspective view of a railroad model end rail according to the first embodiment. This railroad model end rail 1 (hereinafter simply referred to as “end rail 1”) is used at a rail end portion such as a yard or a terminal station of a layout and travels in the approach direction (hereinafter simply referred to as “vehicle”). A movable vehicle stop 5 is provided to receive the vehicle. One end of the pair of rails 3 included in the end rail 1 is a joint end connectable to another rail, and the other end is an end end that cannot be connected to another rail. In this specification, the traveling direction of the vehicle from the joint end side to the end end side is defined as an “entry direction”, and the opposite direction is defined as a “non-entry direction”.

  The end rail 1 is mainly composed of a road bed 2, a pair of rails 3, an end main body portion 4, a car stopper 5, and a regulating member 6. The pair of rails 3 are made of metal, and the other members 2 and 4 to 6 are made of plastic. A pair of rails 3 extending in a straight line are attached to the upper surface of the road bed 2. In the present embodiment, at least one of the rails is composed of a plurality of rail pieces that are electrically insulated from each other in order to realize an electrical gimmick described later. Current supply to the vehicle is performed via the pair of rails 3, whereby a power vehicle with a built-in motor travels, or a headlight or an interior light built in the vehicle is turned on. The end main body 4 is integrally formed with the road bed 2 on the end end side. The main body 4 has an external shape simulating a concrete block provided in an actual end rail, and a light-emitting sign 4a is provided on the top. The vehicle stop 5 is disposed on the pair of rails 3 and receives a vehicle traveling in the entry direction. Accordingly, the car stop 5 is pressed by the approaching vehicle and moves within a predetermined movable range. The restricting member 6 has an external shape imitating a real end rail damper, but does not expand and contract itself, and only plays a role of restricting the movable range of the car stopper 5.

  Next, a specific configuration of the end rail 1 will be described in detail according to the assembly order with reference to FIGS.

  First, as shown in FIG. 2, the regulating member 6 is accommodated in a space formed inside the end main body 4. A rectangular opening 4b is provided in front of the end main body 4 (on the joint end side), and a substantially concave receiving portion that receives the tip of the rail 3 on the inner wall on the rear (end end side) thereof. 4c is provided in two places. The restricting member 6 is a single plastic molded member. The plate member 6a, the notches 6b provided at the two edges of the plate portion 6a, and the front center of the plate portion 6a. And a protruding bar-like portion 6c. These notches 6b are respectively engaged with a pair of rails 3 to be attached in a subsequent assembly process, whereby the displacement of the regulating member 6 in the space is partially regulated. The rod-like portion 6c regulates the movable range on the end end side of the vehicle stopper 5 by contacting the wall portion of the vehicle stopper 5 whose protruding tip moves backward. When the regulating member 6 is stored, the rod-shaped portion 6c is inserted into the opening 4b from the tip, and is stored in the space with the rod-shaped portion 6c protruding from the opening 4b. In this state, the regulating member 6 is not yet fixed and is in a state of being freely displaceable in the space.

  Next, as shown in FIG. 3, two rail pieces 3 a and 3 b are attached to the upper surface of the roadbed 2. On the left and right sides of the road bed 2, a pair of claw portions 2 a having hook shapes facing each other are formed in a line. The right rail piece 3a is sequentially inserted and locked in the row of the right claw portions 2a from the direction of the arrow shown in the figure, whereby the rail piece 3a is fixed on the road bed 2. Further, the left rail piece 3b is sequentially inserted and locked in a row of the left claw portions 2a, whereby the rail piece 3b is fixed on the road bed 2. Here, the right rail 3 shown in FIG. 1 includes only the rail piece 3a, but the left rail 3 includes a rail piece 3b shown in FIG. 3 and a rail piece 3c shown in FIG. Consists of. This is because a gap is formed in the left rail 3, and the rail piece 3b is shorter than the rail piece 3a.

  Here, on the upper surface of the road bed 2, a protruding portion 2b protruding upward is integrally formed. The projecting portion 2 b is provided at an intermediate portion located approximately in the middle of the pair of rails 3 (the rail pieces 3 a and 3 b in FIG. 3), and extends in parallel with the pair of rails 3. Further, a guide groove 2c extending in parallel with the pair of rails 3 and penetrating inside and outside is provided at the top of the protruding portion 2b.

  As shown in FIG. 4, a storage portion 2 d as an internal space is provided on the back side of the projecting portion 2 b, and the storage portion 2 d is continuous with the internal space of the road bed 2. In a state where the rail pieces 3 a and 3 b are attached, the rail pieces 3 a and 3 b engage with a pair of cut portions 6 b provided at the edge of the regulating member 6, and their tips are connected to the end main body portion 4. It touches the rear inner wall. In the figure, the restricting member 6 is retracted to the rear inner wall of the end main body portion 4, but this state is temporary, and finally the end member is slid forward to end the end member. The main body 4 is almost in contact with the front inner wall.

  Next, as shown in FIG. 5, the rail piece 3c is further attached to the upper surface of the road bed 2 to which the rail pieces 3a and 3b are attached. Thus, one continuous left rail 3 is constituted by two rail pieces 3b and 3c. However, these rail pieces 3b and 3c are slightly separated and insulated (gap) from each other.

  Next, as shown in FIG. 6, three rail contacts 7 a to 7 c are fitted into the three contact portions 2 e provided on the road bed 2 from the back side. Each contact part 2e is a through-hole which penetrates the inside and outside of the road bed 2, and a part of each rail piece 3a-3c is exposed to the back side of the road bed 2 through these. Further, each of the rail contacts 7a to 7c functions as wiring for guiding the rail pieces 3a to 3c partially exposed on the back side to an internal space of the road bed 2 (specifically, a printed circuit board 14 described later). . The rail contacts 7a to 7c are formed by bending a thin metal plate into a substantially funnel shape, and have a rectangular head portion fitted into the contact portion 2e and an arm extending obliquely from the head portion. The rail piece 3a is energized via the rail contact 7a, the rail piece 3b is energized via the rail contact 7b, and the rail piece 3c is energized via the rail contact 7c.

  Next, as shown in FIG. 7, the car stopper 5 is attached to the guide groove 2c on the road bed 2 from above, and the joint 8 for connecting to another rail is attached to the joint end side of the rail piece 3c. FIG. 8 is a rear view of the car stopper 5 and FIG. 9 is a side view thereof. The car stopper 5 is a single plastic molded part, and includes a car stopper main body 5a having an external shape imitating a car stopper included in an actual end rail, and a guide claw 5b including parts 50 to 53. The guide claw 5b protrudes downward from the lower portion of the car stopper body 5a in correspondence with the guide groove 2c. As shown in FIG. 8, the guide portion 50 is formed to be narrower than the protruding portion 51, and is a portion that directly engages with the above-described guide groove 2c while maintaining a slight clearance. The protruding portion 51 extends downward from the guide portion 50. A spring receiving portion 52 protruding toward the end end side is formed in the middle of the protruding portion 51, and a hook portion 53 bent in a substantially L shape is formed at the tip thereof.

  As shown in FIG. 7, the guide groove 2c is formed with an insertion portion 2f in which the groove width is partially expanded. When attaching the car stopper 5, the front end of the guide claw 5b of the car stopper 5 is inserted into the widened insertion portion 2f from above, and then the car stopper 5 is slid forward. As a result, the vehicle stopper 5 disposed on the pair of rails 3 is slidable back and forth by the engagement between the guide claw 5b (more specifically, the guide portion 50) and the guide groove 2c. In this attached state, the spring receiving portion 52 formed in the middle of the guide claw 5b is accommodated in the accommodating portion 2d, and the hook portion 53 at the tip protrudes downward through the accommodating portion 2d (FIG. 10). See).

  The displacement of the attached car stopper 5 is regulated by the front end of the guide groove 2c with respect to the front side (joint end side), but with respect to the rear side (end end side), the regulating member 6 is not the rear end of the guide groove 2c. It is regulated by the tip of the rod-shaped part 6c that it has. Although FIG. 7 shows a state in which the regulating member 6 is retracted, as described above, since the regulating member 6 is finally slid forward, the rod-like portion 6c covers at least the portion directly above the insertion portion 2f. It will protrude to the position. By projecting the rod-like part 6c in this manner, the insertion part 2f is positioned outside the movable range in which the car stopper 5 slides due to the pressing of the model train. Therefore, in the state after the assembly is completed, the car stopper 5 is not dropped from the insertion portion 2f by sliding.

  Next, as shown in FIG. 10, an elastic member is provided between the spring receiving portion 52 of the guide claw 5b and the rear inner wall of the storage portion 2d facing the guide claw 5b. A spring 9 is attached as an example. As a result, one end of the spring 9 becomes a free end interlocked with the car stopper 5 and the other end becomes a fixed end fixed by the inner wall of the storage portion 2d. The attached spring 9 is a compression coil spring, and always biases the wheel stopper 5 toward the front, that is, toward the joint end. In this assembling step, the regulating member 6 located on the end end side is slid forward while maintaining the engagement with the pair of rail pieces 3a and 3b. In this embodiment, the spring 9 is used as an example of the elastic member, but a plate spring, a rubber material, or the like may be used in addition to this.

  Next, as shown in FIG. 11, the center part of the switch piece 11 is attached to the hook part 53 protruding from the storage part 2d. As a result, the switch piece 11 is interlocked with the displacement of the vehicle stop 5. A prism 10 as a light guide for guiding light to the sign part 4a is attached to the sign part 4a. Thereby, the regulating member 6 is fixed by the prism 10, the rail pieces 3 a and 3 b, and the front inner wall of the end main body 4.

  Next, as shown in FIG. 12, a plate-like feeder guide 12 is attached to the bottom surface of the end main body 4. Near the center of the feeder guide 12, a through-hole of the prism 10 is provided for guiding the light of the illuminator mounted on the printed circuit board 14 to the marker portion 4a. Further, two concave cuts are respectively provided on both side surfaces of the end main body portion 4. In a state where the feeder guide 12 is attached, feeder insertion holes 13 having openings corresponding to these notches are formed in the left and right lower portions, respectively.

  Finally, as shown in FIG. 13, the end rail 1 is completed by attaching the printed circuit board 14 to the entire bottom surface including the road bed 2 and the end main body 4 with screws 15. The printed circuit board 14 is mounted with a main part of an electric circuit that switches the energization state from the feeder 16 to the rail 3 in conjunction with the displacement of the car stopper 5. LED) and a noise countermeasure circuit are also mounted. In the present embodiment, the printed circuit board 14 on which circuit elements such as switches and diodes to be described later are mounted also serves as a bottom cover of the end rail 1.

  FIG. 14 is an explanatory diagram of feeder insertion of the end rail 1. In order to facilitate the routing of the wiring at the time of layout creation, the insertion holes 13 of the feeder 16 for supplying current to the pair of rails 3 are provided on the left and right side surfaces of the end rail 1, respectively. In order to operate the electric gimmick provided in the end rail 1, the line section (block) including the end rail 1 is electrically separated from other line sections using a gap, and the energization of this section is performed by the feeder 16. It is assumed that this is done through An electric circuit centered on the printed circuit board 14 is provided between the inserted feeder 16 and at least one of the pair of rails 3, and is energized from the feeder 16 to the rails 3 in conjunction with the displacement of the vehicle stopper 5. Switch state.

  Hereinafter, the operation of the end rail 1 as the vehicle enters will be described with reference to FIGS. 15 to 18. Prior to this, the electrical circuit configuration of the end rail 1 will be described first.

  Basically, energization of the pair of rails 3 (rail pieces 3a to 3c) is performed by a controller 20 (power supply) connected via a feeder 16. The rail piece 3a is electrically connected to one terminal of the feeder 16 inserted into the insertion port 13, and the rail piece 3b is electrically connected to the other terminal, but the rail piece 3c is The gap 19 is insulated from the rail piece 3b. These rail pieces 3a to 3c are electrically connected to the contacts on the printed circuit board 14 via the rail contacts 7a to 7c described above. The end rail 1 includes circuit elements such as a switch 17 and a diode 18. A switch 17 provided between the feeder 16 and the rail piece 3c includes a switch piece 11 (see FIG. 7) housed in the interior space of the road bed 2 and a pair of switch contacts formed on the printed circuit board 14. It consists of and. Specifically, one switch contact is connected to the rail piece 3b, and the other switch contact is connected to the rail piece 3c. These switch contacts are electrically connected or disconnected according to the displacement of the switch piece 11 that is interlocked with the vehicle stop 5, and thereby the conductive state (conductive / non-conductive) between the two rail pieces 3 b and 3 c. Is determined. The diode 18 is provided in parallel with the switch 17, and specifically, the anode is connected to the rail piece 3b and the cathode is connected to the rail piece 3c.

  FIG. 15 is an explanatory diagram of an initial state (entry direction) of the end rail 1. In an initial state where the vehicle stop 5 does not receive the vehicle, the switch 17 is turned on, and the rail piece 3b and the rail piece 3c directly connected to the feeder 16 are electrically connected. That is, energization to the rail 3c via the feeder 16 is allowed. Further, the diode 18 is connected in the reverse direction in the current polarity (the rail piece 3a is positive and the rail pieces 3b and 3c are negative) that cause the vehicle to travel in the approach direction. As a result, the vehicle that has entered the track section including the end rail 1 (a train including a motor vehicle with a built-in motor) continues to travel in the approach direction.

  FIG. 16 is an explanatory diagram of a pressed state (entry direction) of the end rail 1. When the front end of the vehicle that has traveled in the approach direction comes into contact with the car stop 5, the initial state changes to a pressed state in which the car stop 5 receives the vehicle. In this pressed state, the vehicle stopper 5 slides toward the end end side against the urging force of the spring 9 by the pressing of the vehicle. The impact due to the contact with the car stop 5 is absorbed and alleviated by the biasing force of the spring 9 against the pressing of the vehicle. Further, the switch 17 that has been turned on is turned off by the displacement (retreat) of the vehicle stop 5. Thereby, the rail piece 3b directly connected to the feeder 16 and the rail piece 3c are electrically separated. That is, energization to the rail 3c via the feeder 16 is interrupted. In this state, the diode 18 is reversely connected. As a result, the vehicle that has entered the track section including the end rail 1 is forcibly stopped due to the energization interruption accompanying the backward movement of the car stop 5.

  FIG. 17 is an explanatory diagram of a pressed state (non-entry direction) of the end rail 1. The user operates the controller 20 to switch the current polarity so that the rail piece 3a is a negative electrode and the rail pieces 3b and 3c are a positive electrode. Although the switch 17 remains off in the pressed state, the diode 18 connected in parallel to the switch 17 is switched to the forward connection because the current polarity is reversed. Thereby, a current path passing through the rail piece 3c, the diode 18, and the rail piece 3b is formed, and the stopped vehicle starts to travel in the non-entry direction.

  FIG. 18 is an explanatory diagram of the initial state (non-entry direction) of the end rail 1. When the vehicle travels in the non-entry direction, the urging force of the spring 9 returns the vehicle stopper 5 from the pressed state to the initial state. Thereby, the switch 17 which has been turned off is turned on again, and the vehicle traveling in the approach direction in the track section including the end rail 1 is allowed again. A vehicle traveling in the non-entry direction on the track section including the end rail 1 will eventually leave the track section.

  As described above, in the end rail 1 according to the present embodiment, the vehicle stopper 5 that receives the vehicle is made movable, and the urging force toward the joint end side is applied to the vehicle stopper 5 by the built-in spring 9. Since the impact at the time of the vehicle collision is reduced by this urging force, it is possible to suppress derailment or damage of the vehicle. Further, a guide groove 2c is formed in a portion integrated with the road bed 2 to which the pair of rails 3 are attached (in this embodiment, the road bed 2 itself), and a guide claw 5b is engaged with the guide groove 2c. Realization of mobility. Therefore, the mobilization of the car stop 5 can be realized with a relatively simple structure, and both securing of strength and cost reduction can be achieved without impairing reality. Furthermore, by providing the end rail 1 provided with a new movable mechanism that did not exist in existing products, it is possible to improve product appeal and diversify product variations.

  Moreover, according to this embodiment, by switching the energized state of the rail 3 in conjunction with the movable vehicle stop 5, a new electrical gimmick that did not exist in existing products can be realized relatively easily. . As a result, the product appeal can be further improved along with further diversification of product variations.

  In particular, the end rail 1 according to the present embodiment incorporates a switch 17 that switches the energized state of the rail 3 in conjunction with the displacement of the car stop 5. In an initial state where the vehicle stop 5 does not receive the vehicle, the switch 17 is turned on, and energization of the pair of rails 3 is allowed. Further, in a pressed state where the vehicle stop 5 receives the vehicle, the switch 17 is turned off and the energization is cut off. Thereby, even if the user does not operate the controller 20, the vehicle traveling in the approach direction can be automatically stopped, so that derailment and breakage of the vehicle can be more effectively suppressed.

  Further, the end rail 1 according to the present embodiment incorporates a diode 18 connected in parallel with the switch 17. The diode 18 is connected in the reverse direction when the current polarity causes the vehicle to travel in the approaching direction and cuts off the power to the rail 3, while the diode 18 is connected in the forward direction and permits the power supply to the rail 3 when the polarity is reverse. Thereby, even when the vehicle traveling in the approach direction stops, it is possible to travel in the non-entry direction only by operating the controller 20 and switching the current polarity. As a result, troublesome work such as the user moving the stopped vehicle by hand becomes unnecessary, and the convenience for the user can be improved.

  In the above-described embodiment, the electric circuit mainly composed of the switch 17 and the diode 18 is provided only on one rail 3, but it is also possible to provide both on the assumption that the gap 19 is provided.

(Second Embodiment)
FIG. 19 is an overall view of a model railroad end rail according to the second embodiment. This end rail 1 'is of the platform integrated type used at the terminal station. The end rail 1 ′ includes a road bed 2, a pair of rails 3, an end main body portion 4, a car stopper 5, and a platform 21. The basic mechanism related to the movement of the car stop 5 is the same as that of the first embodiment, but the difference is in the formation position of the guide groove 2c and the guide claw 5b. Although the platform 21 and the road bed 2 are integrated, they do not have to be integrally formed, and may be detachable (integrated when the platform 21 is attached to the road bed 2). Is enough).

  Specifically, the guide grooves 2 c are respectively formed on the left and right side surfaces of the platform 21 (positionally corresponding to both sides of the vehicle stop 5), and extend in parallel with the pair of rails 3. Moreover, the guide claw 5b protrudes from the both sides of the car stopper 5 to the right and left, and each engages with the corresponding guide groove 2c. The vehicle stopper 5 is disposed on the rail 3 so as to be separated by engagement of the guide groove 2c and the guide claw 5b, and is slidable along the guide groove 2c while maintaining a floating state. Further, the spring 9 built in the side portion of the platform 21 always urges the vehicle stopper 5 toward the joint end side against the pressing by the vehicle, as in the first embodiment. Since the other points are the same as those in the first embodiment, description thereof is omitted here.

  As described above, in this embodiment, the guide groove 2c is formed in the portion integrated with the road bed 2 to which the pair of rails 3 are attached, that is, the platform 21, and the guide pawl 5b is engaged with the guide groove 2c. 5 has been realized. Thereby, although it differs in form from 1st Embodiment, it becomes functionally the same as that of 1st Embodiment, As a result, there exists an effect similar to 1st Embodiment.

Overall view of an end rail for a model railway according to the first embodiment Assembly drawing of railroad model end rail Assembly drawing of railroad model end rail Assembly drawing of railroad model end rail Assembly drawing of railroad model end rail Assembly drawing of railroad model end rail Assembly drawing of railroad model end rail Rear view of car stop Side view of car stop Assembly drawing of railroad model end rail Assembly drawing of railroad model end rail Assembly drawing of railroad model end rail Assembly drawing of railroad model end rail Explanatory drawing of feeder insertion of railroad model end rail Explanatory drawing of the initial state (entry direction) of the railroad model end rail Explanatory drawing of the pressing state (entry direction) of the railroad model end rail Explanatory drawing of the pressed state (non-entry direction) of the railroad model end rail Explanatory drawing of the initial state (non-entry direction) of the railroad model end rail Overall view of a model railroad end rail according to the second embodiment

Explanation of symbols

1,1 'Model Rail End Rail (End Rail)
2 Roadbed 2c Guide Groove 3 Pair of Rails 4 End Body 5 Car Stop 5b Guide Claw 6 Regulating Member 7a-7c Rail Contact 8 Joint 9 Spring 10 Prism 11 Switch Piece 12 Feeder Guide 13 Insertion Port 14 Printed Circuit Board 15 Screw 16 Feeder 17 switch 18 diode 19 gap 20 controller 21 platform

Claims (15)

In the end rail for model railroad,
A pair of rails having joint ends connectable to other rails and end ends not connectable to the other rails and extending linearly;
A guide groove extending in parallel with the pair of rails;
The guide claws are disposed on the pair of rails and have guide claws that engage with the guide grooves, and by receiving a model railway vehicle that travels in an approach direction from the joint end side toward the end end side. A movable vehicle stopper that slides toward the end end side along the engaged guide groove;
A fixed end and a free end that is displaced in conjunction with the vehicle stop, and an elastic member that biases the vehicle stop toward the joint end against the pressing by the model railway vehicle. Characteristic end rail for model railway. The pair of rails further includes a roadbed attached to the upper surface,
The guide groove is provided in an intermediate portion located substantially in the middle of the pair of rails on the upper surface of the roadbed,
The end rail for a railway model according to claim 1, wherein the guide claw protrudes downward from a lower portion of the vehicle stop in correspondence with the guide groove.   The intermediate portion of the road bed is formed with a protrusion that extends in parallel with the pair of rails and protrudes upward, and the guide groove is provided at the top of the protrusion. The railroad model end rail according to claim 2, wherein the elastic member is housed in a space formed inside the projecting portion.   The insertion portion for inserting the guide claw into the guide groove by partially widening the groove width of the guide groove is provided. End rail for model railroad.   5. The model railroad end rail according to claim 4, wherein the insertion portion is positioned outside a movable range in which the vehicle stopper slides by receiving the railroad model vehicle. 6. An insertion port of a feeder for supplying current to the pair of rails;
An electric circuit that is provided between the feeder inserted into the insertion port and at least one of the pair of rails, and switches an energization state from the feeder to the rail in conjunction with displacement of the vehicle stopper. The railroad model end rail according to claim 1, further comprising:   The railroad model end rail according to claim 6, wherein the insertion port is provided on each side surface of the railroad model end rail. The electrical circuit is
In an initial state where the vehicle stop does not receive the model railway vehicle, energization of the rail is permitted,
The railroad model end rail according to claim 6 or 7, wherein in the pressed state where the vehicle stop receives the railroad model vehicle, power supply to the rail is cut off. The electrical circuit is
In an initial state where the vehicle stop does not receive the model railway vehicle, energization of the rail is permitted,
In the pressed state where the vehicle stop is receiving the model train, the rail is de-energized with respect to the first current polarity that causes the model train to travel in the approach direction, and the first current polarity and The railroad model end rail according to claim 6 or 7, wherein energization of the rail with respect to the second current polarity of reverse polarity is permitted. In the end rail for model railroad,
A pair of rails having joint ends connectable to other rails and end ends not connectable to the other rails and extending linearly;
An elastic member that is arranged on the pair of rails and that slides toward the end end side by receiving a model railway vehicle that travels in the approach direction from the joint end side toward the end end side, and that is built in. By, against the pressure by the railway model vehicle, a movable vehicle stop urged toward the joint end side,
An insertion port of a feeder for supplying current to the pair of rails;
A switch as a circuit element that is provided between the feeder inserted into the insertion port and at least one of the pair of rails and switches the energized state of the pair of rails in conjunction with the displacement of the vehicle stopper; An end rail for a railway model, characterized by comprising:   The railroad model end rail according to claim 10, wherein the insertion port is provided on each side surface of the railroad model end rail. The switch as the circuit element is:
In an initial state where the vehicle stop does not receive the model railway vehicle, energization of the rail is permitted,
The end rail for a model train according to claim 10 or 11, wherein in the pressed state in which the vehicle stop receives the model railroad vehicle, energization to the rail is cut off. A diode as a circuit element provided in parallel with the switch;
The diode is
In the first current polarity that causes the model railway vehicle to travel in the approach direction, a reverse connection is established.
The end rail for a model train according to claim 12, wherein the second current polarity having a polarity opposite to the first current polarity is a forward connection. The pair of rails further includes a roadbed attached to the upper surface,
The railroad model end rail according to claim 10, 12 or 13, wherein a printed circuit board on which the circuit elements are mounted is accommodated in a space formed inside the roadbed. The switch as the circuit element is:
A switch piece housed in the space in the road bed and interlocked with the displacement of the vehicle stop;
15. The model for a railway model according to claim 14, comprising a pair of switch contacts provided on the printed circuit board and electrically connected or separated according to displacement of the switch piece. End rail.

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