JP2006328644A - Wheel guard device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel guard device capable of easily evacuating to the outside of a tamping operation range of a track ballast and to the outside of a working range for a rail correcting vehicle or a maintenance vehicle and causing no problem in safety. <P>SOLUTION: This wheel guard device comprises a guard rail 10 disposed inside the gauge parallel with main rails 8 and 8 and a support member 14 fixed to a sleeper 11. The guard rail 10 is held by a holder 17 rotatably on the sleeper 11 about a center shaft 15 supported on the support member 14 between the main rail side and the gauge inner side. The support member 14 and the holder 17 are locked to each other with bolts 21 by rotating the holder 17 about the center shaft 15 to the main rail 8 side on the sleeper 15. The holder 17 is rotated to the gauge inner side about the center shaft 15 on the sleeper 11 by removing the bolts 21 to evacuate the guard rail 10 to the inside of the gauge. The center shaft 15 is movable in elongated holes 16 and 18 formed in the support member 14 and the holder 17 in the direction of the gauge. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a device that guards wheels by laying in or between gauges.

  For example, when a train travels on a curved track or the like, as shown in FIG. 7, a guard member that guards the wheels 41 from being detached from the main rail 42 is generally arranged in the gauge parallel to the main rail 42. Has been done. An example of the derailment prevention structure by this guard member is as shown in FIG. In FIG. 8, a guard member 43 is arranged in parallel to the main rail 42 (in a direction perpendicular to the paper surface), and a bolt 48 and a nut 49 and a bolt 50 and a nut 51 are used via a block 44 and washers 45, 46 and 47. The guard member 43 is held by fastening. A plurality of sets of bolt-nut fastening structures are provided in the direction perpendicular to the plane of the drawing.

  By the way, in order to prevent orbital settlement, generally, as shown in FIG. 9 (a), the most loaded rails 52 and the ballast 53 just below the 52 are densely packed with a roadbed ballast tamping machine called a tie tamper or multiple tie tamper. The ballast 54 other than just below the rails 52, 52 is made relatively rough. This is because the vertical load received through the rail is maximum near the rail, and the filling density of the ballast 53 near the rails 52 and 52 is the same as the filling density of the ballast 54 except for the rails 52 and 52. With such a filling density, the ballast 53 in the vicinity of the rails 52 and 52 immediately below becomes rough due to a large load received from the rail 52, and the sleeper 55 in that portion sinks, resulting in a track subsidence. is there.

  Therefore, as shown in FIG. 9A, in order to prevent the orbital settlement, the ballast 53 immediately below the most loaded rails 52 and 52 is tightly tamped with a tie tamper or a multiple tie tamper so that the rails 52 and 52 The ballasts 54 other than directly below are made relatively rough, and a large load received from the rails 52 is borne by the ballasts 53 having a high filling density near the rails 52 and 52, and as a result, the sleepers 55 are submerged. Absent.

  However, as time passes, as shown in FIG. 9B, due to the large load received from the rail 52, the ballast filling density near the rails 52, 52 tends to gradually become rough. Therefore, as shown in FIG. 9 (a), the ballast 53 immediately below the rails 52 and 52 is tightly tamped with a tie tamper or a multiple tie tamper before the ballast filling density becomes coarse enough to cause the orbital settlement. It is done.

  Moreover, in addition to the work of ballast ballast tamping with a tie tamper or multiple tie tamper, a rail rectification work with a rail rectifier is performed for rail maintenance. This rail rectification work means that a maintenance vehicle loaded with a measuring device for objectively evaluating the ride comfort of a train with data such as the magnitude of vibration of the vehicle during traveling and the direction of shaking is provided every predetermined period (for example, On the rail where the rail grinding car exceeds the reference value. The rail is cut into a predetermined shape while traveling. This rail rectification operation makes it possible to obtain a comfortable ride so that numerical values such as the magnitude of vibration and the direction of vibration of the vehicle during traveling fall within an appropriate range. This rail correction work is performed not only for the track having the ballast but also for the rail on the slab track as shown in FIG. In FIG. 10, 56 is roadbed concrete, 57 is cement asphalt, 58 is a concrete slab, and 59 is a rail.

  FIG. 11 shows the work range of the tie tamper with respect to the arrangement of the main rail 42 and the derailment prevention guard member 43, and the hatched portion is the work range of the tie tamper. That is, since the structure in the shaded part interferes with the ballast tamping work by the tie tamper, it is necessary to remove it to a place other than the shaded part before the tamping work. As shown in FIG. 11, the guard member 43 becomes an obstacle to the tamping operation, but the conventional derailment prevention guard member has a fastening structure using a large number of combinations of bolts and nuts. It is troublesome and cumbersome. Moreover, in order to prevent the tamping operation of the tie tamper from being hindered, it is necessary to manually move the guard member, which is a heavy object, up to a predetermined distance beside the track. Is done.

  In addition, when a train runs on a curved track, a safety rail is required to prevent derailed vehicles from running off the track even if the wheels deviate from the main rail, and to minimize derailment damage. It is laid in various places. An example of the installation of the safety rail is as shown in FIGS. 12 (a) and 12 (b). As shown in FIG. 12 (a), safety rails 61, 61 are provided inside the rails of the main rails 60, 60, or in places where there is a lot of falling rocks and snow or particularly necessary places, as shown in FIG. 12 (b). Safety rails 62 and 62 are provided outside the main rails 60 and 60. This safety rail, as well as the derailment prevention guard member, is an obstacle to tie tamper ballast tamping work, rail rectifying car and maintenance car work, so that it does not interfere with those work. Since it is necessary to manually move the safety rail, which is a heavy object, up to a predetermined distance, there is a concern about safety problems during the movement.

  In addition, this invention is based on an inventor's original idea, There is nothing which should be described as a prior art document.

  The present invention has been made in view of such problems of the prior art, and the object thereof is to provide a guard member for laying in a gauge and guarding a wheel so that it does not come off the main rail. Can be easily retreated out of the ballast tamping work range or above the vehicle working range so that it does not hinder the work of the tamping work, rail rectification car or maintenance car, and there is no safety problem. It has a function as a derailment prevention guard and can prevent the derailed vehicle from running off the track even if the wheel is detached from the main rail, which hinders the work of the ballast tamping machine and the work of the above vehicle An object of the present invention is to provide a wheel guard device that is arranged at a position where it does not become a function and also has a function as a safety rail device.

  In order to achieve the above object, the present invention provides a device for guarding a wheel by laying inside or outside the gauge, and supporting the guard rail and the sleeper or slab track arranged inside or outside the gauge. Comprising a member, holding the guard rail with a holder that can rotate on the sleeper or slab track between the main rail side and the inside of the gauge or the outside of the gauge, with the central axis supported by the support member as the rotation center, The holding member is rotated about the center axis on the sleeper or slab track to the main rail side, and the locking member is inserted into the insertion hole provided in the support member and the holding tool. By locking the support member and the holding tool, and removing the locking member from the insertion hole, the holding tool is placed on the sleeper or slab track with the center axis as the center of rotation or between the gauges. In the wheel guard device having a structure capable of retracting the guard rail to the inside of the gauge or to the outside of the gauge by rotating to the side, the main rail and the guard rail are curved, and the support member and the holding tool The center axis is movable in the long hole in the gauge direction provided.

  As shown in FIG. 1, when the main rails 1 a and 1 b and the guard rail (safety rail) 2 are curved, they are the rotation centers of a plurality of holders 3, 4 and 5 that hold the guard rail (safety rail) 2. Since the distance from each central axis 3a, 4a, 5a to the guardrail (safety rail) 2 is different, if each central axis of the plurality of holders 3, 4, 5 is fixed (if it cannot move), The guard rail (safety rail) 2 cannot be rotated. In order to turn the curved guard rail (safety rail) 2 to the position 2a inside the gauge, a common central axis for forming line symmetry is required. In this case, if a plurality of holders whose positions of the respective central axes coincide with the virtual central axis 6 that is a common central axis are used, the guard rail (safety rail) 2 is held by the plurality of holders so that the virtual central axis 6 is Although it is possible to rotate the inside of the gauge as the center, in this case, it is necessary to align a plurality of holders having different positions of the center axis, and the manufacturing cost becomes extremely high.

  However, according to the wheel guard device of the present invention, since the central shafts 3a, 4a, and 5a can move in the long holes in the gauge direction provided in the support member and the holder, the central shafts 3a, 4a, and 5a can be moved. By moving to a position coinciding with the virtual center axis 6, the guard rail (safety rail) 2 is held by the plurality of holders 3, 4, and 5 and the main line rail on the sleeper 7 with the virtual center axis 6 as the center of rotation. The locking member is inserted into an insertion hole provided in the support member and the holder, the support member and the holder are locked by the locking member, and the locking member is detached from the insertion hole. By rotating the holders 3, 4, and 5 holding the guard rail (safety rail) 2 around the virtual center axis 6 on the sleeper 7, the inside of the gauge is moved inward by the guard rail (safety rail). Easily evacuate Come, there is no need to move manually the guardrail (safety rail) which is a heavy object to beside the line upon retraction of the guard rails (safety rail).

  Since the present invention is configured as described above, the guard rail that guards the wheels from being removed from the main rail or the safety rail that guides the derailed vehicle not to run out of the track causes the road floor ballast to be tamped or railed. Provided is a wheel guard device that can be easily retreated out of a ballast tamping work range or the vehicle work range so as not to hinder the running of a rectifying vehicle or a maintenance vehicle, and has no safety problems. be able to.

  Next, examples of the present invention will be described with reference to the drawings. However, the present invention is not limited to the following examples, and can be appropriately changed and modified without departing from the technical scope of the present invention. It is.

  2A is a side view of an embodiment of a structure in which the wheel guard device of the present invention is applied to a railroad track (track having a ballast) as a derailment prevention guard, and FIG. 2B is a plan view of FIG. FIG.

  2A and 2B, 8 and 8 are main rails, and 9 is a wheel. A guard rail 10 is disposed in the gauge parallel to the main rails 8 and 8.

  A support member 14 is fixed to the sleeper 11 by hooks 12 and bolts 13. A member 14 a protruding from the support member 14 is provided with a long hole 16 in the gauge direction in which the central axis 15 can move, and the holder 17 that holds the guard rail 10 also has a gauge direction in which the central axis 15 can move. A long hole 18 is provided. In the plan view, the longitudinal positions of the long holes 16 and 18 coincide. The holder 17 can be rotated on the sleeper 11 between the main rail and the inside of the gauge with the central axis 15 as a rotation center.

  Usually, one guardrail is often held by 3 to 5 holders. For example, it is assumed that the guard rail 10 is held by three holders. In FIG. 1, the central axes 3a, 4a, 5a (reference numeral 15 in FIG. 2) of the holders 3, 4, 5 (reference numeral 17 in FIG. 2) having the configuration of FIG. It moves along the long hole (in FIG. 2, long hole 16 and long hole 18) provided in the tool, and each central axis 3a, 4a, 5a is made into the virtual central axis 6 which is a common central axis. The guards 2 are arranged in parallel to the main rail 1a by rotating the holders 3, 4, and 5 on the sleeper 7 toward the main rail 1a with the virtual central axis 6 as the center of rotation. Then, in each holder 3, 4, and 5, as shown in FIG. 2, a bolt (locking member) 21 is inserted through the insertion hole 19 provided in the holder 17 and the insertion hole 20 provided in the support member 14. Thus, the support member 14 and the holding tool 17 are locked with the bolt 21 (the left side state in FIGS. 2A and 2B).

  Further, in each of the holders 3, 4, and 5, as shown in FIG. 2, by removing the bolt 21 from the insertion holes 19 and 20, the virtual central axis 6 that is a common central axis as shown in FIG. 1. The guard rail is retracted to the position 2a on the inner side of the gauge by rotating the holders 3, 4, and 5 to the inner side of the gauge on the sleeper 7 (the state on the right side in FIG. 2A).

  3 is a view taken in the direction of arrows III-III in FIG. 2A, and the main rail 8 and the wheels 9 are omitted.

  FIG. 4 is an enlarged side view showing a state in which the guard rail 10 is held by the holder 17 shown in FIG. The guard rail 10 is sandwiched and fixed by a trapezoidal member 22 and a protrusion 23 of the holder 17, and the trapezoidal member 22 is fastened to the holder 17 by a bolt 24 and a nut 25. The curvature of the main rail varies and is not limited. For example, as shown in FIG. 5, when the radius of curvature 26 of the main rail and the guard rail is 300 m, the arc 27 is formed by a chord 28 having a length of 6 m. When tied, the maximum length 29 of the perpendicular from the arc 27 to the string 28 is 15 mm. Therefore, if the long hole 18 (and the long hole 16) provided in the plurality of holders 17 installed in the guardrail portion having a curvature radius of 300 m is at least 15 mm as the movable axis L, the central shaft 15 is By moving in the gauge direction along the long hole 18 and the long hole 16, the central axis 15 of each holder 17 is made to coincide with the virtual central axis 6 which is a common central axis as shown in FIG. The guard rail 10 can be held by the tool 17 and the guard rail 10 can be rotated to the inside of the gauge without any trouble with the virtual central axis 6 as the rotation center.

  According to the wheel guard device configured as described above, in FIG. 2A, when some of the wheels 9 of the train traveling on the main rail are about to derail, the guard rail 10 guards the wheels 9. Is prevented from moving in the lateral direction, and the wheel 9 is pulled back toward the main rail 8 so as to accompany the wheel normally traveling on the main rail 8, so that it is not derailed. Note that the guard rail when functioning as a derailment prevention guard does not need to have a function of positively pressing the wheel, unlike the case of using it as a safety rail, and as a resistor that suppresses the lateral movement of the wheel. It is sufficient to have the function of.

  FIG. 6A is a side view including a cross-section of an embodiment of a structure in which the wheel guard device of the present invention is applied to a railroad track (slab track) as a derailment prevention guard, and FIG. 6B is a side view of FIG. It is a top view. The only difference from FIG. 2 is that a slab track made of roadbed concrete 30, cement asphalt 31 and concrete slab 32 is used instead of sleeper 11. The actions and effects are the same as in FIG. 2, and the description of other members having the same reference numerals as those in FIG. 2 is also omitted.

  As shown in FIG. 9 (b), due to a large load received from the rail, the filling density of the ballast in the vicinity immediately below the rail tends to gradually become rough. Therefore, as shown in FIG. 9 (a), the ballast directly under the rail needs to be tightly tamped with a tie tamper or a multiple tie tamper before the ballast filling density becomes coarse enough to cause the orbital settlement. In addition, as a result of the test run of the rail by the maintenance vehicle, if the riding comfort evaluation data of the train exceeds the reference value, it is necessary for the rail correction vehicle to correct the rail. In such a case, according to the present invention, as shown in FIG. 2 or FIG. 18 is moved in the gauge direction, the center axis 15 of the plurality of holders is made to coincide with the virtual center axis 6 shown in FIG. 1, and as shown on the right side of FIG. 2 (a) or FIG. 6 (a), The guard rail 10 can be retracted inward of the gauge by rotating the holder 17 on the sleeper 11 or on the slab track with the virtual center axis 6 as the center of rotation so that the guard rail 10 can be retracted inward of the gauge. Alternatively, the ballast tamping operation directly below the rail 8 of the multiple tie tamper does not hinder the operation of the maintenance vehicle or the rail rectifying vehicle. In addition, there is no need to manually move heavy guard rails to the outside of the tie-tamper tamping work range or to the side of the track that is outside the work range of maintenance vehicles or rail rectifiers, creating a safety problem. Absent.

  In addition, when using the guard rail 10 as a safety rail, it is preferable to lay inside the gauge further than the position in FIG. 2 and FIG. Moreover, when using the guardrail 10 as a safety rail, it can also be laid outside a gauge.

It is a figure explaining the effect | action of the derailment prevention guard of this invention. FIG. 2A is a side view of an embodiment of a structure in which the derailment prevention guard of the present invention is applied to a railway track, and FIG. 2B is a plan view of FIG. It is the III-III arrow line view of Fig.2 (a), and the main line rail and wheel are abbreviate | omitted. It is an enlarged side view which shows the state which hold | maintained the guardrail with the holder. It is a figure which shows an example of the curvature of a rail. FIG. 6A is a side view including a cross section of another embodiment of a structure in which the derailment prevention guard of the present invention is applied to a railway track, and FIG. 6B is a plan view of FIG. It is a general figure which shows the positional relationship of a rail and a wheel. It is a front view of the conventional derailment prevention guard. FIGS. 9A and 9B are diagrams showing an example of a dense and dense ballast immediately below and near the rail. It is a perspective view of one Example of a slab track. It is a figure which shows the working range of a tie tamper with respect to arrangement | positioning of a main line rail and a derailment prevention guard member. It is a top view which shows an example of arrangement | positioning of a main line rail and a safety rail.

Explanation of symbols

1 main line rail 2 guard rail 3 holder 4 holder 5 holder 3a central axis 4a central axis 5a central axis 6 virtual central axis 7 sleeper 8 main rail 9 wheel 10 guard rail 11 sleeper 12 hook 13 bolt 14 support member 15 central axis 16 long hole 17 holder 18 long hole 19 insertion hole 20 insertion hole 21 bolt (locking member)
22 Trapezoidal member 23 Protruding portion of holder 24 Bolt 25 Nut 26 Radius of curvature 27 Arc 28 String 30 Subbase concrete 31 Cement asphalt 32 Concrete slab

Claims (1)

  A device that guards wheels by laying inside or outside the gauge and comprising a guard rail disposed inside or outside the gauge and a support member fixed to the sleeper or slab track, and supported by the support member Hold the guard rail with a holder that can rotate on the slab track or sleep between the main rail side and the inside of the gauge or the outside of the gauge with the central axis as the center of rotation. The support member and the holding tool are locked by the locking member by rotating the sleeper or the slab track toward the main rail and inserting the locking member into the insertion hole provided in the support member and the holding tool. By removing the locking member from the insertion hole, the holder can be rotated inwardly or outwardly between the gauges on the sleeper or slab track with the central axis as the center of rotation. In the wheel guard device having a structure capable of retracting the rail to the inside of the gauge or to the outside of the gauge, the main rail and the guard rail are curved, and the length in the gauge direction provided on the support member and the holder A wheel guard device characterized in that a central axis is movable in a hole.

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