JP2007145065A - Composite rigid electric train line and manufacturing method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a composite rigid electric train line capable of improving a joining property of a sliding rail and a trestle, and a manufacturing method thereof. <P>SOLUTION: The composite rigid electric train line is equipped with sliding rail 1 slided with a current-collecting shoe, and the trestle 2 to which the sliding rail 1 is fixed. The sliding rail 1 has a center piece 11, and side pieces 12 bent and extended from both sides of the center piece 11. The trestle 2 has an attaching groove 24 wherein the side pieces 12 are fitted in and cramped. The sliding rail 1 has a 3.0 or more ratio W1/W2 of the width W1 of the center piece to the width W2 of the side pieces, and the center piece 11 contacts the trestle substantially over the whole surface in the width direction. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a composite rigid train line used for a subway, a monorail, and the like, and a manufacturing method thereof. In particular, in the composite rigid body electric train line having a sliding rail slidably contacted with the current collecting shoe and a pedestal to which the slidable rail is caulked, a composite that can improve the close contact between the slidable rail and the pedestal. Related to rigid train lines.

  As a rigid train line, a structure in which a stainless sliding rail is caulked to an aluminum alloy frame is known (for example, Patent Document 1). As shown in FIG. 4 (A), the sliding contact rail 1 includes a central piece 11 that contacts the current collecting shoe in a horizontal plane, and side pieces 12 that are extended to bend from both sides of the central piece 11. A cross section having [a long material of a mold. On the other hand, as shown in FIG. 4B, the gantry 2 has a connecting piece 21 that is fixed to the track structure side such as a monorail, a pedestal piece 22 to which a sliding contact rail is attached, and a connection that connects both sides 21 and 22. It consists of a piece 23. An attachment groove 24 is formed on the upper surface of the pedestal piece 22, and the side piece 12 is fitted into the attachment groove 24 when the sliding contact rail 1 is attached to the mount 2. In this state, the slidable rail 1 is pressed against the pedestal piece 22 from above, and at the same time the pedestal piece 22 is compressed from both sides in the direction in which the groove width of the mounting groove 24 is narrowed, so that the slidable rail 1 is caulked to the base 2 Stop.

Japanese Patent Laid-Open No. 61-143233 Fig. 1

  However, in the rigid train line obtained as described above, as shown in FIG. 5, the central piece 11 of the sliding contact rail 1 is curved so as to protrude upward, and the central piece 11 and the base piece 22 of the gantry 2 are A gap G1 is created between the two. This is because a gap G2 (FIG. 4 (B)) is formed between the inside of the side piece 12 of the sliding contact rail 1 and the mounting groove 24 of the pedestal piece 22 due to manufacturing tolerances of the sliding contact rail 1 and the pedestal 2. Therefore, when the pedestal piece 22 is compressed from both sides, the sliding rail 1 is also compressed in the width direction, and the central piece 11 swells upward (in a direction away from the pedestal piece 22) and curves. When the sliding contact rail 1 is caulked to the pedestal 2, the central piece 11 of the rail 1 is pressed so as to come into pressure contact with the pedestal piece side from above, but the sliding contact rail 1 tries to bend the central piece 11 Stress remains. Therefore, when the caulking prevention process is completed and the pressing from the upper part is released, the central piece 11 of the sliding contact rail 1 swells upward and curves, and a gap G1 is formed.

  When the gap G1 is generated between the center piece 11 of the sliding contact rail and the pedestal base piece 22, the following problem occurs.

(1) The contact resistance between the sliding rail and the gantry increases.
Rigid train lines are used as power supply paths, but if there is a gap between the center piece of the sliding contact rail and the pedestal of the pedestal, the contact resistance between the sliding contact rail and the pedestal increases, and the power supply path Obviously, this is not preferred.

(2) The power collection efficiency of traveling vehicles such as subways and monorails decreases.
A current collecting shoe of the traveling vehicle is slidably contacted with the central piece of the slidable rail. At that time, if the central piece is curved, the contact area between the current collecting shoe and the central piece becomes small, leading to a reduction in current collecting efficiency.

(3) The life of the sliding contact rail is shortened.
When the central piece of the sliding rail is curved so as to swell upward, the current collecting shoe comes into contact with only a part of the surface of the central piece, and this central piece is locally unevenly worn. As a result, the life of the sliding contact rail is shortened.

  The present invention has been made in view of the above-described circumstances, and one of its purposes is to provide a composite rigid train line that can enhance the bonding property between the sliding rail and the gantry.

  Another object of the present invention is to provide a composite rigid train line in which a sliding rail is fixed to a gantry with high flatness.

  Furthermore, another object of the present invention is to provide a method for manufacturing a composite rigid electric train line capable of caulking the sliding contact rail to the frame without causing a gap between the center piece of the sliding contact rail and the pedestal piece of the frame. It is in.

  According to the present invention, in the case of a large composite rigid train line, particularly a composite rigid train line using a wide sliding contact rail, a gap is likely to be generated between the center piece of the sliding contact rail and the base piece of the gantry. The above-described object is achieved by using a sliding contact rail in which a center piece is warped in advance.

  The composite rigid train line of the present invention is a composite rigid train line including a sliding contact rail that is slidably contacted with a current collecting shoe and a gantry on which the sliding contact rail is fixed. This sliding contact rail has a center piece and side pieces bent and extended from both sides of the center piece. The mount has a mounting groove in which the side piece is fitted and fixed. The ratio W1 / W2 between the width W1 of the central piece and the width W2 of the side piece is 3.0 or more, and the central piece is in contact with the gantry over substantially the entire surface in the width direction.

  The sliding contact rail in which the ratio W1 / W2 between the width W1 of the central piece and the width W2 of the side piece is 3.0 or more has a wide central piece and a small side piece. When such a sliding contact rail is caulked to the gantry, the central piece is more likely to bend as shown in FIG. 5 than the side piece is further bent with respect to the central piece by compression in the gantry width direction. The gap G1 shown in the figure is likely to occur. Therefore, even when such a wide sliding rail is used, as will be described later, by using a sliding rail having a warp in the width direction in advance, this central piece is substantially attached to the gantry over the entire width direction. It is possible to obtain a composite rigid train line in contact with the cable.

  In the composite rigid railway line of the present invention, the following configurations (A) to (C) are preferably provided alone or in combination.

(A) The ratio W1 / W2 is 5.0 or more.
If this ratio W1 / W2 is 5.0 or more, a sliding contact rail is used in which the width of the central piece is very wide relative to the width of the side piece. In such a large slidable contact rail, the center piece is more easily bent when caulking to the mount, and the gap G1 in FIG. 5 is easily formed. As will be described later, by using a sliding rail that has a warp in the width direction in advance, even when a wide sliding rail with a ratio W1 / W2 of 5.0 or more is used, the central piece of the sliding rail is in close contact with the frame. Can be obtained.

(B) The thickness of the sliding contact rail shall be 5.0 mm or more.
When the thickness of the sliding contact rail is large, it is difficult to bend the side piece with respect to the central piece when the rail is caulked to the frame. Accordingly, as shown in FIG. 5, the central piece is curved, and a gap G1 is easily formed between the center piece and the frame. Therefore, when using a sliding contact rail with a thickness of 5.0 mm or more, it is possible to prevent a gap between the sliding contact rail and the pedestal, thereby reducing the contact resistance between them and improving the current collection efficiency of the traveling vehicle. This is effective.

(C) The mount is made of aluminum or aluminum alloy, and the sliding contact rail is made of stainless steel.
Aluminum or an aluminum alloy is a material suitable as a base for a rigid train wire because it is excellent in conductivity and formability. Since the slidable rail is in sliding contact with the current collecting shoe, it is required to have conductivity and high wear resistance and corrosion resistance. Therefore, stainless steel is suitable as a material that satisfies this requirement.

  On the other hand, the manufacturing method of the composite rigid rail line of the present invention includes a first preparation step of preparing a sliding contact rail, a second preparation step of preparing a pedestal, and an attachment step of fixing the sliding contact rail to the pedestal. This is a method of manufacturing a rigid train line. The slidable contact rail prepared in the first preparation step has a central piece having a warp that is low in the middle in the width direction and high on both sides, and a side piece that is bent and extended from both sides of the central piece. Further, the gantry prepared in the second preparation step has a mounting groove. In the mounting step, the side piece of the slidable contact rail is fitted into the mounting groove of the gantry and the center piece of the slidable rail is pressed so as to press down the warp. At least the sliding contact rail is fixed to the gantry.

  According to this manufacturing method, when the sliding contact rail is caulked to the frame, even if the sliding contact rail is compressed in the width direction, the middle of the central piece is previously low and the both sides are high. Warpage is provided. Therefore, even if the force that presses the center piece of the slidable rail against the gantry after the caulking is released, the slidable rail can be prevented from curving so that the middle of the center piece is high and both sides are low. It is possible to prevent a gap from being formed between the base and the mount.

  In the method of manufacturing a composite rigid rail wire of the present invention, it is preferable that the warpage width of the sliding contact rail is determined by the following procedure.

(1) A comparative sliding contact rail similar to the sliding contact rail except that there is no warp in the width direction is prepared.
(2) Fit the side piece of this comparative sliding contact rail into the mounting groove of the base similar to the above, and press the central piece of the comparative sliding contact rail while caulking the base in the direction of narrowing the mounting groove. Fix the sliding rail for comparison to the frame.
(3) When the pressing of the center piece is released, the interval of the gap formed between the center piece of the comparative sliding contact rail and the mount is used as the reference for the warp width.

  That is, like the sliding contact rail 1 shown in FIG. 4, when a comparative sliding contact rail without warpage is used and this rail is caulked to the pedestal, it is formed between the comparative sliding contact rail and the pedestal. The warp width of the sliding contact rail is determined based on the gap. If a sliding contact rail having such a warp width is pressed so that the central piece is flat and is caulked to the frame, a gap is formed between the central piece and the frame even after the pressing is released. There is nothing. For example, the warpage width of the sliding contact rail may be the same value as the gap with the frame when the comparative sliding contact rail is caulked, or may be a value slightly larger than this clearance.

  According to the composite rigid body electric wire of the present invention, since the sliding contact rail can be in close contact with the gantry, it is possible to suppress the formation of a gap between them. Along with this, it is possible to reduce the contact resistance between the sliding contact rail and the gantry and to improve the flatness of the sliding contact rail fixed to the gantry, thereby improving the current collection efficiency of the traveling vehicle and the uneven wear of the sliding contact rail. be able to.

  In addition, according to the method of manufacturing a composite rigid rail line of the present invention, the center piece of the rail is bent in a direction away from the gantry by being caulked to the gantry using a sliding contact rail having a predetermined warp in advance. It is possible to suppress the formation of a gap between the two. In particular, by using conventional manufacturing equipment for a rigid train line, a composite rigid train line with high adhesion between the sliding contact rail and the gantry can be obtained.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(overall structure)
The composite rigid train line of the present invention is a so-called rail-type train line, and includes a sliding contact rail 1 and a mount 2 as shown in FIG. The slidable contact rail 1 is fixed by caulking along the longitudinal direction of the gantry 2 and is a portion where a current collecting shoe such as a monorail is slidably contacted. On the other hand, the gantry 2 mainly has a function as a power supply line, and also has a function as an attachment portion for fixing the rigid train line to the side of the track structure such as a monorail. Such a rigid train line is usually commercialized as a long unit having a length of about 12 to 15 m, and a train line is constructed by connecting a number of such units in the longitudinal direction.

(Sliding rail)
The sliding rail 1 has a cross section in which a central piece 11 that contacts a current collecting shoe (not shown) and side pieces 12 that are bent and extended from both sides of the central piece 11 are integrated. Among these, the side piece 12 is fitted into a mounting groove 24 of the gantry 2 to be described later and is caulked.

  Here, FIG. 2 (A) shows the sliding contact rail in a stage before being fixed to the gantry. When the sliding rail 1 is arranged so that the side piece 12 protrudes downward, a rail having a warp in which the middle in the width direction of the central piece 11 is low and both sides are high is used. The warp width h (difference between the lowest and the highest part on the surface of the central piece 11) is determined in advance when a comparative sliding contact rail without warpage (same configuration as in FIG. 4A) is caulked to the frame. The size is determined based on the size of the gap formed between the central piece of the comparative sliding contact rail and the mount. The comparison sliding contact rail is caulked to the gantry while pressing the central piece of the rail against the gantry. When the comparative sliding contact rail without warping is caulked to the pedestal, there is a maximum gap of 1.0mm to 3.0mm between the comparative sliding contact rail and the pedestal, depending on the size of the rigid rail line. It is formed. For this reason, the warp width h of the sliding contact rail 1 may be about 1.0 mm to 3.0 mm.

  The sliding contact rail 1 has a ratio W1 / W2 between the width W1 of the central piece 11 and the width W2 of the side piece 12 of 3.0 or more. When this ratio W1 / W2 is less than 3.0, there is a gap between the sliding rail 1 and the gantry 2 when the rail 1 is caulked to the gantry 2 without using the slidable rail 1 provided with a warp in advance. This is because it is difficult to form. Here, as shown in FIG. 1, the width W1 of the central piece 11 is the distance between the intersection of the extended surface of the upper surface of the central piece and the extended surface of the outer surface of each side piece in the sliding rail 1 fixed to the gantry 2. The distance. Further, the width W2 of the side piece 12 refers to the vertical distance between the lower surface of the center piece and the lower end of the side piece in the sliding contact rail 1 fixed to the gantry 2 as shown in FIG.

  Further, the thickness of the sliding contact rail 1 is preferably 5.0 mm or more. If the sliding rail is less than 5.0m thick, a gap is formed between the sliding rail and the base when the rail is caulked to the base without using a pre-warped sliding rail. Because it is hard to be done.

  As the material of the sliding contact rail 1, a material having excellent wear resistance, corrosion resistance and workability and having conductivity is preferable. Specific examples include stainless steel such as SUS304 and SUS430.

  Such a sliding contact rail 1 is formed using an appropriate forming technique such as roll forming. For example, both sides of a long flat plate are bent to form the center piece 11 and both side pieces 12 bent with respect to the center piece 11, and the center piece 11 is also bent in the width direction to form a warp.

(Frame)
The gantry 2 includes an attachment piece 21 fixed to the track structure side such as a monorail, a pedestal piece 22 to which the sliding rail 1 is attached, and a connecting piece 23 that connects the two pieces 21 and 22 (FIG. 1). FIG. 2 (B)). The attachment piece 21 has a substantially belt-like shape extending in the horizontal direction, and a connecting piece 23 is integrated at the center in the cross section, and has an upward inclined surface toward the connecting piece 23 at the upper part. The connecting piece 23 has a substantially belt-like shape extending in the vertical direction, and an attachment piece 21 is integrated at the lower end and a base piece 22 is integrated at the upper end. The pedestal piece 22 is a long material with a flat cross section, and on its upper surface, a mounting groove 24 into which the side piece 12 of the slidable rail 1 is fitted is formed, and the connecting piece 23 is integrated at the center of the lower surface. . Here, a total of two grooves along the longitudinal direction of the gantry 2 are formed as attachment grooves 24 at positions near both sides of the pedestal piece 22. The side piece 12 of the slidable rail 1 is fitted into the mounting groove 24 and the pedestal piece 22 is compressed from both sides to narrow the width of the mounting groove 24, and the slidable rail 1 is caulked to the mount 2.

  As the material of the gantry 2, a material excellent in conductivity and formability can be suitably used. Specific examples include aluminum and aluminum alloys. Examples of aluminum alloys include JIS 6000 series (Al-Mg-Si series) alloys. Further, the gantry 2 is formed by extrusion, for example.

<Procedure for attaching the sliding rail to the base>
The above sliding contact rail 1 is fixed to the gantry 2 as follows.

  First, a sliding contact rail 1 having a warp as shown in FIG. 2 (A) is prepared, and a gantry 2 as shown in FIG. 2 (B) is further prepared.

  Next, each side piece 12 of the sliding contact rail 1 is fitted into each mounting groove 24 of the gantry 2, and the sliding contact rail 1 is arranged so that the central piece 11 is positioned on the pedestal piece 22. If necessary, it is preferable to interpose a conductive compound between the sliding contact rail 1 and the pedestal 2 so that the contact resistance between the sliding contact rail 1 and the pedestal 2 is further reduced.

  The combined body of the sliding contact rail 1 and the gantry 2 in this state is introduced into the caulking machine shown in FIG. This caulking machine 3 sandwiches the lower roller 31 that supports the gantry 2 from the lower surface of the mounting piece, the upper roller 32 that presses the central piece of the sliding rail 1 against the gantry 2 from above, and the pedestal piece of the gantry 1 from both sides. There are a total of four rollers consisting of left and right lateral rollers 33 and 34 to be pressed. Among these, the outer peripheral surfaces of the side rollers 33 and 34 are formed as inclined surfaces that substantially follow the inclination of the side pieces of the sliding contact rail when the base piece is caulked. Then, by rotating these rollers 31 to 34, the introduced combination is sent out in one direction while being processed.

  When the above combination is introduced into the caulking machine, the upper roller 31 presses the central piece 11 (see FIG. 1) of the sliding rail 1 against the gantry 2 to suppress the warp, so that the central piece 11 is substantially horizontal. Let it be maintained. In this state, the pedestal piece 22 (see FIG. 1) of the gantry 2 is compressed from both sides by the left and right side rollers 33 and 34. Then, the base piece 22 is compressed in the direction in which the groove width of the mounting groove 24 (see FIG. 1) becomes narrower, and the side piece 12 (see FIG. 1) of the sliding contact rail 1 is caulked and stopped between the mounting grooves.

  Due to the compression of the side rollers 33 and 34, the central piece 11 tries to bend so as to swell upward, but since the warp in the reverse direction is previously applied, this warp suppresses the above-described bend. As a result, as shown in FIG. 1, the rigid train line discharged from the caulking machine is such that the lower surface of the central piece 11 of the sliding contact rail 1 contacts the pedestal pedestal piece 22 over substantially the entire surface in the width direction, and the sliding The upper surface of the central piece 11 of the contact rail 1 is formed in a substantially horizontal plane.

  The following Example 1 was produced as the composite rigid railway line of the present invention shown in FIG. 1, and the presence or absence of a gap between the sliding rail and the gantry in this example was examined. The specifications of each train line are as follows.

<Example 1>
Base material: Aluminum alloy (JIS A6063-T5)
Width of base pedestal piece before caulking: 114mm
Mounting height: 99mm
Connecting piece width: 18mm
Sliding rail material: Stainless steel (SUS304)
Warpage width h of sliding rail: 1.5mm ± 0.5mm (considering machining tolerance)
The width W1 of the center piece of the sliding rail: approx. 92mm
Width W2 of side piece of sliding contact rail: Approximately 14.3mm
Ratio W1 / W2: Approximately 6.4
Sliding rail thickness: 6mm

<Comparative example>
For comparison, a comparative example in which the sliding width of the sliding rail in Example 1 was 0 was also produced, and the presence or absence of a gap between the central piece of the sliding rail and the gantry was similarly examined.

<Result>
As a result, in Example 1, it was found that the center piece of the sliding contact rail was in close contact with the gantry over the entire surface in the width direction. On the other hand, in the comparative example, the central piece of the slidable rail is raised and curved in a direction away from the gantry, and a gap is formed between the slidable rail and the gantry. The maximum width of this gap was 2.0 mm.

<Example 2>
In addition, with the same configuration as in FIG. 1, we also made a rigid train line with a different ratio W1 / W2 and different sliding rail thickness. As a result, even when the ratio W1 / W2 is 3.0 or more and the thickness of the sliding contact rail is 5.0 mm or more, the center piece of the sliding contact rail is in contact with the pedestal over the entire surface in the width direction and has high flatness. I was able to confirm.

  The train line of the present invention can be suitably used as a composite rigid train line for subways, monorails, new transportation systems, and the like. In addition, the production method of the present invention can be suitably used for the production of such a composite rigid train line.

It is a cross-sectional view of this invention composite rigid body electric wire. (A) is a transverse cross-sectional view of a sliding contact rail used for the composite rigid train line of the present invention, and (B) is a transverse sectional view of the rigid train line of the present invention showing a state before the sliding contact rail is caulked to a frame. It is a schematic block diagram of the caulking machine which caulking-stops a sliding contact rail to a mount frame. (A) is a cross-sectional view of a slidable contact rail used for a conventional composite rigid train line, (B) is a cross-sectional view of a conventional composite rigid train line showing the state before the slidable rail is caulked to a frame. is there. It is a cross-sectional view of a conventional composite rigid train line.

Explanation of symbols

1 Sliding rail
11 Central piece 12 Side piece
2 frame
21 Mounting piece 22 Base piece 23 Connecting piece 24 Mounting groove
3 Caulking machine
31 Lower roller 32 Upper roller 33, 34 Side roller

Claims (6)

A composite rigid rail line comprising a sliding rail slidably contacted with a current collecting shoe, and a frame on which the sliding rail is fixed,
The sliding contact rail has a central piece and side pieces that are bent and extended from both sides of the central piece,
The mount has a mounting groove in which the side piece is fitted and fixed,
The ratio W1 / W2 between the width W1 of the central piece and the width W2 of the side piece is 3.0 or more,
A composite rigid-body electric wire characterized in that the central piece is in contact with a frame over substantially the entire surface in the width direction.   The composite rigid body electric wire according to claim 1, wherein the ratio W1 / W2 is 5.0 or more.   The composite rigid body electric wire according to claim 1 or 2, wherein the sliding rail has a thickness of 5.0 mm or more.   4. The composite rigid electric train wire according to claim 1, wherein the frame is made of aluminum or an aluminum alloy, and the sliding contact rail is made of stainless steel. A first method for preparing a sliding contact rail, a second preparation step for preparing a gantry, and a method for manufacturing a composite rigid electric train line comprising an attaching step for fixing the slidable rail to the gantry,
The sliding contact rail prepared in the first preparation step has a central piece having a warp that is low in the middle in the width direction and high on both sides, and a side piece that is bent and extended from both sides of the central piece,
The platform prepared in the second preparation step has a mounting groove,
In the attaching step, the side piece of the sliding contact rail is fitted into the mounting groove of the gantry and the center piece of the sliding contact rail is pressed so as to suppress the warp, and the gantry is squeezed in the direction in which the groove width of the mounting groove is narrowed. A method of manufacturing a composite rigid train line, characterized in that a contact rail is fixed to a frame. 6. The method of manufacturing a composite rigid rail wire according to claim 5, wherein the warpage width of the sliding contact rail is determined by the following procedure.
(1) A comparative sliding contact rail similar to the sliding contact rail except that there is no warp in the width direction is prepared.
(2) Fit the side piece of this comparative sliding contact rail into the mounting groove of the base similar to the above, and press the central piece of the comparative sliding contact rail while caulking the base in the direction of narrowing the mounting groove. Fix the sliding rail for comparison to the frame.
(3) When the pressing of the center piece is released, the interval of the gap formed between the center piece of the comparative sliding contact rail and the mount is used as the reference for the warp width.

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