JP2008002148A - Joint structure in railroad rail - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a joint structure of high workability, preventing the occurrence of vibration and noise in a joint of a railroad rail. <P>SOLUTION: Respective rail members 1, 2 butt-joined to each other to form a joint in a joint structure of the railroad rail have cutout parts 11, 21 cut out downward from the mutually connected ends 10, 20 of the respective rail members 1, 2. A rail girder 3 is arranged at the cutout parts 11, 21 to support the upper parts 12, 22 of the cutout parts in the respective rail members 1, 2. The rail girder 3 is fixed to at least one sleeper 40, and the upper faces of the ends 10, 20 of the respective rail members 1, 2 are flush with each other. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a joint structure in a railroad rail on which a train or the like travels.

  Railroad rails laid on the tracks on which trains run, etc. are cut to a predetermined length and joined to accommodate stretchability due to temperature changes in addition to ease of construction such as transportation and assembly. Is provided. Therefore, the amount of construction at the laying site due to assembly work or the like increases.

  In a general track composed of rail members with joints, a step is generated when the train approaches the joint position even though adjacent rail members are connected to each other by a fixture. When the train travels on the rail member where the step is generated, the rail jumps to the rail joint, or the wheel of the train collides with the rail member to generate an impact sound or vibration. Due to the impact sound and vibration, the ride comfort of the train passengers deteriorates, and noise problems for the residents along the railroad are caused. On the other hand, in the long rail system in which the seam is welded, fusing and re-welding are performed when the rail member is replaced, so that the construction work is prolonged and the construction cost is increased.

In order to reduce the impact sound and vibration, various inventive ideas have been proposed. For example, in order to alleviate the impact, a rail joint connection device (see Patent Document 1, etc.), both ends of the wheel receiving portion are cut into an L shape or obliquely, and a metal fitting is attached to the cutting portion to attach the rail member. There is a method of connection (see Patent Documents 2 to 4). However, in the above-mentioned rail joint connection device, skill is required for tightening with a bolt that can be expanded and contracted. Moreover, in the system which connects a rail member with a connection metal fitting, the advancing direction of a train is limited and there exists a problem that it cannot reciprocate on a single track.
Japanese Patent Laid-Open No. 11-336003 JP-A-2-43401 Japanese Patent Laid-Open No. 10-338901 JP-A-11-36202

  Therefore, in view of the above-mentioned problems, the problem to be solved by the present invention is to provide a seam structure which is rich in workability and can remarkably prevent the occurrence of vibration and noise at the railroad rail joints. .

  In order to solve the above-described problems, the rail structure of the railroad rail according to the present invention is such that each rail member joined and joined to each other as a seam is cut down downward with the ends of the rail members connected to each other. Each rail member is provided with a rail girder that supports an upper portion of the notch portion, and the rail girder is fixed to at least one sleeper. It is comprised so that the upper surface of an edge part may become flush | level.

  Preferably, the end portion of each rail member has a parallel end surface substantially parallel to the rail longitudinal direction at the approximate center in the rail width direction, and the parallel end surfaces are in contact with each other and joined.

  More preferably, both end portions of the rail members are provided with means for following the vertical movement of the rail girder.

  More preferably, the rail girder and the upper part of the notch of each rail member are provided with means for engaging each other.

  As described above, since the rail rail joint structure according to the present invention is configured to support the upper portion of the notch portion of the rail member with the rail girder, there is no need for bolt connection, and the workability is high. Furthermore, since the rail girder always makes the upper surface flush and does not cause a step, impact noise and vibration during train traveling can be minimized.

  Hereinafter, a railroad joint structure according to the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a perspective view showing a joint structure of a railroad rail according to the present invention. 2A and 2B are diagrams for explaining a joint structure of a railroad rail, in which FIG. 2A is a plan view and FIG. 2B is a side view. FIG. 3 is a perspective view showing an end portion of the rail member. FIG. 4 shows rail girders, (a) is a front view, and (b) is a side view.

  As shown in FIG. 1, two rail members 1 and 2 face each other at the joint of the rail. The end portions 10 and 20 of the rail members 1 and 2 are abutted and joined to each other. Rail members 1 and 2 are laid on a plurality of sleepers 40. The rail members 1 and 2 are fixed in position by locking the lower flanges of the rail members 1 and 2 with an L-shaped locking member 42 provided on the sleeper 40 so as not to move in the rail width direction W. (See FIG. 1 and FIG. 2 (a)). A rail girder 3 is provided at the end portions 10 and 20 of the rail members 1 and 2. The rail girder 3 is fixed to the sleepers 40 via a fixing member 41 made of bolts and nuts.

  As shown in FIG. 2 and FIG. 3, each rail member 1, 2 has a notch 11, 21 cut out downward at its end 10, 20. The notches 11 and 21 are configured by notching the webs and lower flanges of the rail members 1 and 2 (see FIGS. 2B and 3). The side surfaces of the notches 11 and 21 are substantially trapezoidal when the rail members 1 and 2 are joined. The shape of the notches 11 and 21 is configured to match the side surface shape of the rail girder 3 (see FIG. 2B). Accordingly, the notches 11 and 21 of the rail members 1 and 2 are arranged on the rail girder 3, so that the rail girder 3 is positioned at the upper portions 12 and 22 (each rail member 1) of the notch portions of the rail members 1 and 2. , 2 upper flange).

  Since the railway rail joint structure according to the present invention has the above-described configuration, the rail members 1 and 2 are simply arranged on the rail girder 3 at the time of construction by notching the rail members 1 and 21. Can be joined. Further, since the upper portions 12 and 22 of the end portions 10 and 20 of the rail members 1 and 2 are respectively supported by the rail girders 3, the upper surfaces of the rail members 1 and 2 are flush with each other even during train travel. There is no step.

  As shown in FIGS. 2A and 3, the end portions 10 and 20 of the rail members 1 and 2 are parallel end faces 1 a and 2 a that are cut substantially parallel to the length direction L at a substantially central portion in the width direction W. have. Further, the end portions 10 and 20 of the rail members 1 and 2 have first inclined end surfaces 1b and 2b inclined from the left end of the parallel end portions 1a and 2a in FIG. It has the 2nd inclination end surfaces 1c and 2c which incline to the lower right from the right end of the parallel edge parts 1a and 2a. Each end face 1a-1c and 2a-2c are formed in the upper part 11 and 22 of the notch part in each rail member 1,2. The shapes of the end portions 10 and 20 of the rail members 1 and 2 are symmetrical with respect to the width direction W.

  As shown in FIG. 2A, the end portions 10 and 20 of the rail members 1 and 2 are arranged such that the parallel end surfaces 1a and 2a are in contact with each other. Accordingly, it is possible to prevent the positional displacement of the rail members 1 and 2 in the width direction W, and it is possible to cope with expansion and contraction in the length direction L due to temperature changes in the rail members 1 and 2.

  As shown in FIG. 4, the rail girder 3 includes a main body portion 30 and leg portions 31 and 31. As shown in FIG. 4A, the leg portions 31, 31 have a plate shape and are provided at the lower portion of the main body portion 30. Two bolt holes 31 a are provided in the leg portion 31, and the bolts of the fixing member 41 are inserted into the bolt holes 31 a to fix the rail girder 3 to the sleepers 40.

  As described above, the main body portion 30 has a substantially trapezoidal side shape (see FIG. 4B). And the notch parts 11 and 21 of each rail member 1 and 2 are comprised so that the trapezoid shape of the main-body part 30 may be adapted. As shown in FIG. 4 (a), the main body 30 has a reverse hem shape in which the front surface shape of the upper surface 32 is inclined downward by an angle α (for example, about 5 °) toward the central portion. As shown in FIG. 4B, the upper surface 32 has a top view 32 in which the upper end 32a and the lower end 32b are substantially horizontal.

  Further, the main body portion 30 is provided with a groove portion 33 extending in the drawing depth direction (rail length direction L) of FIG. As shown in FIG. 4 (b), the groove 33 has a bottom surface 33a formed in a square shape inclined at an angle θ (for example, about 5 °) downward from the central portion in side view. Thereby, the water accumulated in the groove 33 is drained.

  The upper portions 12 and 22 of the notch portions of the rail members 1 and 2 are formed so that the lower surfaces thereof are along the upper surface 32 of the main body portion 30, and further, the protrusions (fitting to the groove portions 33 of the main body portion 30 ( For example, the rail member 2 has a reference numeral 20a) shown in FIG. Thereby, since each rail member 1 and 2 is arrange | positioned and engaged with the rail girder 3, while being able to install in a predetermined position easily and correctly, the position shift of the rail width direction W and the height direction H is possible. Can be prevented. Further, the rail members 1 and 2 can be extended and contracted in the length direction L. Thereby, the upper surfaces of the rail members 1 and 2 are always flush with each other, and the collision noise and vibration of the train at the joint can be minimized.

  FIG. 5 is a front view showing an upper portion of a rail girder according to another embodiment. In the rail girder 3 of the embodiment shown in FIG. 5 (a), the upper surface 32 'of the main body 30 is uneven, and the rail members 1 and 2 are configured to engage with this shape. Further, in the rail girder 3 of the embodiment shown in FIG. 5B, the upper surface 32 '' of the main body 30 is wavy, and the rail members 1 and 2 are engaged with this shape. . As a result, the installation workability of the rail members 1 and 2 can be improved, and the collision noise and vibration can be prevented.

  6A and 6B are diagrams for explaining the vertical movement follow-up means, where FIG. 6A is a plan view and FIG. 6B is a side view. As shown in FIG. 6, the vertical movement follower 6 includes a plate member 60 including a horizontal portion 6 a and an arcuate L-shaped portion 6 b, and an abutting member 61 attached to the side surface side of the rail girder 3. As shown in FIG. 6A, two vertical movement followers 6, 6 'are provided at the joints of the rail members 1, 2. 6 (a) and 6 (b), one of the vertical movement follower means 6 has a horizontal portion 6a that is an upper portion of a notch portion in the rail member 1 via fixing members 62 and 62 made of bolts and nuts. 12 is fixed to the lower surface side. The free end of the L-shaped portion 6 b of the vertical movement follower 6 is in contact with the lower surface of the contact member 61. Similarly, the plate member is fixed to the rail member 2 and the contact member is attached to the rail girder in the other vertical movement follower 6 '.

  By configuring as described above, for example, when the train travels from the right side to the left side in FIG. 6B, a moving load is applied to the rail members 1 and 2 via the wheels T. At this time, if there is no vertical movement follow-up means 6, the rail members 1 and 2 vibrate due to the moving load of the train, and a gap is intermittently generated between the rail beam 3 and the rail members 1 and 2. Impact noise or vibration may occur. However, by providing the vertical movement follow-up means 6, the rail members 1 and 2 both move up and down following the vertical movement of the rail girder, so that the upper surfaces of the rail members 1 and 2 are always flush with each other at the joint. Furthermore, according to the configuration of the vertical movement follow-up means 6 described above, it is possible to cope with expansion and contraction of the rail members 1 and 2 in the length direction L.

  As mentioned above, although embodiment of this invention was explained in full detail, this invention is not limited to the said embodiment, A various change is performed within the range of the summary of this invention described in the claim. Is possible. The rail girder 3 may be supported and fixed across a plurality of sleepers 40, or the side shape may be a rectangle or the like. In the above-described embodiment, the vertical movement follow-up means 6 is provided with one plate member 60 for each of the rail members 1 and 2, but a plurality of the vertical movement follower means 6 may be provided. The shape is not limited to a leaf spring, and may be a coil spring.

It is a perspective view which shows the joint structure of the railroad rail which concerns on this invention. It is a figure for demonstrating the joint structure of a rail, Comprising: (a) is a top view, (b) is a side view. It is a perspective view which shows the edge part of a rail member. The rail girder is shown, (a) is a front view, (b) is a side view. It is a front view which shows the upper part of the rail girder which concerns on other embodiment. It is a figure for demonstrating a vertical motion follow-up means, Comprising: (a) is a top view, (b) is a side view.

Explanation of symbols

1, 2 Rail members 10 and 20 End portions 11 and 21 of rail members Notched portions 12 and 22 of rail members Upper portions 1a and 2a of notches in rail members Parallel end surfaces 3 of rail members 6 Rail girder 6 Vertical movement follow-up means 32 , 33 Top surface of rail girder W Rail width direction L Rail longitudinal direction

Claims (4)

  In the rail structure of the rail, the rail members (1, 2) that are joined and joined to each other are connected to each other, and the ends (10, 20) of the rail members (1, 2) are connected downward. It has a notch (11, 21) that has been cut out, and is disposed in the notch (11, 21), and the upper part (12, 22) of the notch in each rail member (1, 2). ) Supporting the rail girders (3), the rail girders (3) are fixed to at least one sleeper (40), and the upper surfaces of the end portions of the rail members are flush with each other. Railway rail joint structure characterized by that.   The end portions (10, 20) of the rail members (1, 2) have parallel end faces (1a, 2a) substantially parallel to the rail longitudinal direction (L) at the approximate center in the rail width direction (W). 2. The railway rail joint structure according to claim 1, wherein the parallel end faces (1 a, 2 a) are in contact with each other and joined to each other.   The end (10, 20) of each rail member (1, 2) is provided with means (6) for following the vertical movement of the rail girder (3) together. The rail structure of the described rail.   The rail girder (3) and the upper part (12, 22) of the notch of each rail member (1, 2) are provided with means (32, 33) for engaging with each other. A rail rail joint structure according to any one of claims 1 to 3.

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