JP2009138342A - Manufacturing method for rail overturning prevention plate - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To curb the manufacturing cost of a rail overturning prevention plate capable of exerting an accurate rail overturning prevention effect. <P>SOLUTION: This rail overturning prevention plate (12) of a railroad rail overturning prevention device (1) comprises a rail groove (126) in which a rail (6) is to be arranged, a first inverted L-shaped arm (134) which is provided at the inside edge of the rail groove (126), and a rail reaction bearing seat (136). A leaf spring (14) fixed to the rail overturning prevention plate (12) is engaged with an outside lower end flange (6b) of the rail (6). The first arm (134) has a locking portion (134b) which is elongated to a base end of an inside lower end flange (6a) of the rail (6). A contour of an outer shape of the rail overturning prevention plate (12) is formed of cavities of male and female molds (15) and (16) of a molding tool, and the female mold (16) is provided with a protrusion (16a) for molding an inner surface of the first arm (134). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a rail for a railway, and relates to a method for forming a rail overturn prevention plate for preventing the rail from overturning when a vehicle is derailed.

  Various measures against derailment of railway vehicles have been proposed (for example, Patent Documents 1 to 3). Patent Document 1 proposes to provide a stopper piece that protrudes downward from the vehicle body on the side and adjacent to the wheel. This stopper piece is locked to the side surface of the rail when the wheel is derailed, whereby the range in which the derailed vehicle deviates from the track can be defined.

  As is well known, the lower end flange of the rail is fixed to the sleepers or the track slab by fastening means. However, when the wheel derails from the rail, the derailed wheel contacts the ground and destroys the rail fastening means. There is a fear. For this reason, Patent Document 2 proposes to provide a guide member including a slope portion that abuts on the top of the rail instead of the stopper piece. According to the proposal of this patent document 2, when a wheel derails, it can prevent that a slope part of a guide member gets on the top face of a rail, and a wheel contacts the ground.

  In Patent Document 3, as a means for preventing the rail from overturning while preventing the rail fastening means from being destroyed by a derailed wheel, the edge of the lower and inner flanges of the rails is provided in the vicinity of the rail fastening means. It has been proposed to provide a block-shaped metal fitting for locking and an engaging block attached to the block-shaped metal fitting.

JP-A-10-250576 JP 2006-315518 A JP 2006-316553 A

  The objective of this invention is providing the manufacturing method of the rail fall prevention plate which can show | play the exact rail fall prevention effect and can hold down manufacturing cost.

According to the present invention, the above technical problem is basically as follows:
A rail fall prevention plate that is installed between pillows that support rails of a rail, is fixed below each of the left and right rails, and extends in and out of the rail in the vehicle width direction.
An inverted L-shaped first arm that engages with one lower end flange of the rail, and a rail reaction force receiving seat for receiving an outer end portion of the one lower end flange of the rail, When the load is applied in the lateral direction, the first arm engages with one lower end flange of the rail and the outer end portion of the one lower end flange of the rail is received by the rail reaction force receiving seat. In the method of manufacturing a rail fall prevention plate, the rail fall prevention plate for regulating the fall angle of the rail and preventing the rail from falling by using a molding die having an upper mold and a lower mold,
This is achieved by providing a method for manufacturing a rail overturning prevention plate, wherein the lower mold of the mold is provided with a convex portion that forms the inner surface of the inverted L-shaped first arm.

  That is, according to the rail overturn prevention plate manufactured by the method of the present invention, when a lateral load is applied to the rail by a stopper piece extending downward from the vehicle due to derailment of the vehicle and the rail falls down, one lower end of the rail Since the flange is not only supported by the first arm, but also the outer end of the lower end flange is received by the rail reaction force receiving seat, the tilt angle of the rail can be suppressed to a small value.

  When manufacturing the rail overturn prevention plate having such an inverted L-shaped first arm, the inner surface of the inverted L-shaped first arm is formed by the lower mold convex portion. It is not necessary to form the inner surface of the first arm in the shape of a post-process by cutting, thereby greatly reducing the amount of work for manufacturing the rail fall prevention plate having the inverted L-shaped first arm. And since productivity can be improved, the manufacturing cost of a rail fall prevention plate can be reduced significantly.

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

  FIG. 1 is a diagram for explaining an example in which a railroad rail overturn prevention device manufactured by the method of the embodiment is applied to a slab track. As is known, the slab track 1 has a large number of concrete plates 2 juxtaposed on a concrete roadbed, and a pillow 4 protruding upward is formed on the concrete plate 2. The rail 6 laid on the pillow 4 is fixed to the concrete plate 2 through springs 8 at the lower and inner flanges 6a and 6b. In FIG. 1, the rail 6 located on the right side is identified with “R”, and the rail 6 located on the left side is identified with “L”.

  With continued reference to FIG. 1, for each of the left and right rails 6 </ b> R and 6 </ b> L, the railroad rail fall prevention device 10 is installed between two adjacent pillows 4 and 4 via an insulating plate (not shown). In this embodiment, with respect to the left and right rails 6R and 6L, the railroad rail overturn prevention devices 10 are arranged in a staggered manner, and each railroad rail overturn prevention device 10 includes two bolts ( It is fixed by tightening a nut N that is screwed onto the screw (not shown). Of course, with respect to the left and right rails 6R and 6L, the railroad rail fall prevention device 10 may be provided between all two adjacent pillows 4 and 4.

  FIG. 1 shows that when a train having a stopper piece that is positioned outwardly in the vehicle width direction from the left and right wheels and hangs downward from the vehicle body causes a derailment accident, the stopper piece is engaged with the rail from the outside. FIG. 2 illustrates an example in which the railroad rail overturn prevention device 10 is installed on the slab track 1 with the intention of preventing the rail from falling over inwardly. This will be specifically described.

  FIG. 2 is a perspective view of the railroad rail overturn prevention device 10. The railroad rail overturn prevention device 10 includes a rail overturn prevention plate 12 made of a forged product and a plate spring 14 which is a press-formed product of a separate member. The rail fall prevention plate 12 may be a cast product. FIG. 3 is an enlarged view of a main part of the rail fall prevention plate 12.

  2 and 3, a rectangular base plate 120 that is long in the direction crossing the rail 6, and a plurality of through holes 124, 124 provided at both ends in the longitudinal direction (in the embodiment, two through holes 124 are provided). ) And a rail groove 126 that is formed in the longitudinal center portion of the base plate 120 and continuously extends from one end to the other end in the width direction of the base plate 120. The rail 6 passes through a portion of the rail groove 126. As for the two through holes 124, in FIG. 2, “a” is added to the through hole located inward in the vehicle width direction with the rail 6 in between, and “b” is added to the through hole located outside. It is added. The rail overturn prevention plate 12 is placed on the slab track 1 by inserting bolts planted in the concrete plate 2 of the slab track 1 into the through holes 124 and tightening nuts (not shown). Before fixing the prevention plate 12, an insulating plate is installed on the concrete plate 2. That is, the rail fall prevention plate 12 is fixed to the slab track 1 via an insulating plate (not shown).

  In FIG. 2, the upper right portion is located inside the left and right rails 6R and 6L in the vehicle width direction, and the lower left portion is located outside the left and right rails 6R and 6L in the vehicle width direction. The base plate 120 also has a first ridge 128 having a rectangular cross section extending continuously along the inner edge of the rail groove 126 and a second ridge 130 having a rectangular cross section extending along the outer edge of the rail groove 126. The rail groove 126 is defined by the first and second raised portions 128 and 130, and the base plate 120 is reinforced.

  The second raised portion 130 includes a relatively long long second raised portion 130a and a relatively short short second raised portion 130b. Between the long and short second raised portions 130a and 130b, the second raised portion 130a is formed. A notch 132 is formed. The leaf spring 14 is disposed in the notch 132.

  Referring to FIGS. 2 and 3, the first raised portion 128 is provided with a first arm 134 at a portion facing the notch 132 of the second raised portion 130. The first arm 134 may be arranged offset from the notch 132 in the longitudinal direction of the rail groove 126. As best seen in FIG. 3, the first arm 134 extends upward from the first raised portion 128, and extends laterally from the upper end of the raised portion 24a toward the inner side in the width direction of the rail groove 126. The engaging portion 134b has an inverted L-shaped cross section, and the leading end of the engaging portion 134b intrudes inward in the width direction of the rail groove 126. That is, the first arm 134 has a locking portion 134 b extending in a direction crossing the rail groove 126, and the distal end of the locking portion 134 b is located at the proximal end portion of the inner lower end flange 6 a of the rail 6. (FIGS. 4 and 7).

  The rail fall prevention plate 12 further includes a pair of left and right rail reaction force receiving seats 136 and 136 on both sides of the first arm 134. Each rail reaction force receiving seat 136 has a rectangular cross section, and slightly extends from the inner first raised portion 128 toward the inner side in the vehicle width direction of the rail groove 126. In other words, the left and right rail reaction force receiving seats 136 and 136 are located on both sides of the first arm 134 and extend slightly inward in the vehicle width direction of the rail groove 126 from the first raised portion 128 in parallel with each other. . The pair of rail reaction force receiving seats 136 and 136 are located below the outer end portion of the inner lower end flange 6a of the rail 6, and when the rail 6 is tilted inward by a predetermined angle, the outer end of the inner lower end flange 6a of the rail 6 is The rail reaction force receiving seat 136 can be contacted.

  The rail fall prevention plate 12 further has an opening 138 at a portion sandwiched between the left and right rail reaction force receiving seats 136 and 136. More specifically, the opening 138 has a size substantially corresponding to the locking portion 134b of the first arm 134 when viewed in plan. The opening 138 will be described in detail later.

  Referring to FIG. 2, the plate spring 14 includes a main body 140 having a size corresponding to the notch 132 of the second raised portion 130 and a second arm formed at one end of the main body 140 when viewed in plan. The second arm 142 includes an upright portion 142a and an engaging portion 142b extending laterally from the upper end of the upright portion 142a toward the inner side in the width direction of the rail groove 126.

  A groove 139 is formed in each of the opposed wall surfaces 132a and 132b of the long and short second raised portions 130a and 130b that define the cutout portion 132 in the cutout portion 132 that receives the leaf spring 14. . In FIG. 3, only the groove 139 of the wall surface 132a of the long second raised portion 130a is drawn for the purpose of drawing, and the groove 139 of the wall surface 132b of the short second raised portion 130b does not appear. By inserting the leaf springs 14 into the grooves 139 formed in the wall surfaces 132 a and 132 b that define the notches 132, both side edges of the leaf springs 14 are locked by the grooves 139. The groove 139 is formed by cutting after the rail fall prevention plate 12 is formed by forging.

  As described above, the rail fall prevention plate 12 is installed on the slab track via the insulating plate. First, the rail fall prevention plate 12 is temporarily positioned under the rail 6, and then the rail fall prevention plate 12 is lifted. Thus, a gap is formed between the rail overturning prevention plate 12 and the slab track, and an insulating plate is inserted into the gap. The minimum clearance C (FIGS. 4 and 5) necessary to allow the lifting operation of the rail overturning plate 12 during the installation is set between the locking portion 134b of the first arm 134 and the rail groove 126. ing.

  FIG. 5 is an explanatory diagram of the operation of the railroad rail overturn prevention device 10, and a stopper piece (Patent Document 1) that hangs down from the vehicle due to a vehicle derailment accident is formed on the side surface of the top portion 6 d located at the upper end of the standing portion 6 c of the rail 6. A state when a lateral load F that abuts and causes the rail 6 to fall inward in the vehicle width direction is applied.

  The rail 6 is inclined at an angle α by the lateral load F applied to the top portion 6d of the rail 6. In this state, the inner and outer lower end flanges 6a and 6b are locking portions of the first and second arms 134 and 142, respectively. It is restrained by 134b, 142b, and in particular, not only the engagement between the distal end of the locking portion 134b of the first arm 134 and the proximal end portion of the inner lower end flange 6a of the rail 6, but also the inner lower end flange 6a of the rail 6 When the outer end is received by the rail reaction force receiving seat 136 protruding upward from the bottom surface of the rail groove 126, the tilt angle α of the rail 6 can be regulated to a relatively small value.

  FIG. 6 shows a rail fall prevention plate 22 as a modified example of the rail fall prevention plate 12 described above. In the rail fall prevention plate 22 of this modification, the rail reaction force receiving seat 136 has the first raised portion 128 extending from one end to the other end in the longitudinal direction of the rail groove 126 except for the portion of the first arm 134. It extends in an integrated state. As can be seen from this modification, the rail reaction force receiving seat 136 can be provided in any portion as long as it is a portion excluding the opening 138 in the direction transverse to the base plate 120, that is, in the longitudinal direction of the rail groove 126. For example, the rail groove 126 may be provided only at one end and the other end in the longitudinal direction.

  Rail fall prevention plates 12 and 22 are made by forging as described above. FIG. 7 is a view for explaining the upper mold 15 and the lower mold 16 of the mold for forming the rail overturn prevention plate 12 or 22. The lower die 16 has a convex portion 16a for molding the raised portions 134a of the first arm 134 and the inner surfaces of the locking portions 134b. By forging the rail fall prevention plate 12 or 22 using the lower mold 16, the molded product may have the outer contour of the rail fall prevention plate 12 or 22 having the inverted L-shaped first arm 134. Therefore, the mechanical processing after forging only needs to be cut to the extent of finishing the groove 139 plate for locking the plate spring 14 described above.

  Of course, the cavity formed by the upper die 15 and the lower die 16 has a contour along the outer contour of the rail fall prevention plate 12 or 22 described above, and has been described above by forging using the upper die 15 and the lower die 16. Needless to say, the first through hole 124, the rail groove 126, the first raised portion 128, the second raised portion 130, and the rail reaction force receiving seat 136 are formed.

  The opening 138 below the first arm 134, which is seen in the rail fall prevention plates 12 and 22, is inevitably formed by the convex portion 16a (lower mold 16) for forming the inverted L-shaped first arm 134. It can be said that the result is formed.

  As described above, the rail overturning prevention plate 12 or 22 is molded by using the lower mold 16 having the convex portions 16a shown in FIG. It is sufficient to apply some degree of post-processing. This is because, for example, the amount of work can be greatly reduced and productivity can be improved as compared with the case where the inner surface of the inverted L-shaped first arm 134 is formed depending on the cutting process. Or the manufacturing cost of 22 can be reduced significantly.

It is a figure which shows the example which applied the rail fall prevention plate manufactured by the method of the Example to the slab track. It is a disassembled perspective view of the rail fall prevention plate manufactured by the method of the Example, and the leaf | plate spring fixed to this. FIG. 3 is an enlarged view of a main part of the rail overturning prevention plate illustrated in FIG. 2. FIG. 3 is a cross-sectional view of a main part of the rail fall prevention plate illustrated in FIG. 2. It is action | operation explanatory drawing of the rail fall prevention apparatus containing the rail fall prevention plate shown in FIG. It is a perspective view of the rail fall prevention plate of a modification. It is principal part sectional drawing for demonstrating the shaping | molding die for forging a rail fall prevention plate.

Explanation of symbols

6 Rail 6a Inner lower end flange of rail 6b Outer lower end flange of rail 10 Railroad rail overturn prevention device 12 Rail overturn prevention plate 15 Upper mold 16 Lower mold 16a Lower mold convex part (molded part of first arm)
120 Base plate of rail fall prevention plate 12 Rail fall prevention plate 120 Base plate of rail fall prevention plate 124 Through hole of rail fall prevention plate 126 Rail groove of rail fall prevention plate 128 First raised portion of rail fall prevention plate 130 Rail fall prevention plate Second raised portion 130a Long second raised portion 130b Short second raised portion 132 Notch portion of second raised portion 134 First arm of rail fall prevention plate 134a First arm standing portion 134b Locking of first arm Part 136 Rail reaction force receiving seat of rail fall prevention plate 14 Leaf spring

Claims (5)

A rail fall prevention plate that is installed between pillows that support rails of a rail, is fixed below each of the left and right rails, and extends in and out of the rail in the vehicle width direction.
An inverted L-shaped first arm that engages with one lower end flange of the rail, and a rail reaction force receiving seat for receiving an outer end portion of the one lower end flange of the rail, When the load is applied in the lateral direction, the first arm engages with one lower end flange of the rail and the outer end portion of the one lower end flange of the rail is received by the rail reaction force receiving seat. In the method of manufacturing a rail fall prevention plate, the rail fall prevention plate for regulating the fall angle of the rail and preventing the rail from falling by using a molding die having an upper mold and a lower mold,
A method for manufacturing a rail overturn prevention plate, comprising: a lower mold of the molding die including a convex portion that forms an inner surface of the inverted L-shaped first arm. Rail fall prevention device installed between the pillows supporting the rails of the rail, the rail fall prevention plate provided with an inverted L-shaped first arm that engages one lower flange of each of the left and right rails, A plate spring fixed to the rail fall prevention plate and engaged with the other lower end flange of the rail;
The rail fall prevention plate is
A base plate located under the rail and extending inward and outward in the vehicle width direction of the rail;
A rail groove formed in the base plate and in which the rail is located;
A molding die having an upper die and a lower die, the rail overturning prevention plate comprising a rail reaction force receiving seat located below the outer end in the vehicle width direction of one lower end flange of the rail in the rail groove; A method of manufacturing a rail fall prevention plate that is molded using,
A method of manufacturing a rail overturning prevention plate, comprising: a lower mold of the molding die including a convex portion that forms an inner surface of the inverted L-shaped first arm. Rail fall prevention device installed between the pillows supporting the rails of the rail, the rail fall prevention plate provided with an inverted L-shaped first arm that engages one lower flange of each of the left and right rails, A plate spring fixed to the rail fall prevention plate and engaged with the other lower end flange of the rail;
The rail fall prevention plate is
A base plate located under the rail and extending inward and outward in the vehicle width direction of the rail;
A first raised portion having a rectangular cross section provided on the base plate and extending along the longitudinal direction of the rail located on one side in the vehicle width direction across the rail crossing the base plate;
The first arm provided on the first raised portion and engaged with one lower end flange of the rail;
A rail reaction force receiving seat provided on the base plate and receiving an outer end portion of one lower end flange of the rail;
A second ridge provided on the base plate and positioned on the other side in the vehicle width direction across the rail and extending along the longitudinal direction of the rail;
The rail overturning prevention plate is formed by forming the rail overturning prevention plate having a notch partly cut out of the second raised portion using a forming die having an upper die and a lower die. And
A method for manufacturing a rail overturn prevention plate, comprising: a lower mold of the molding die including a convex portion that forms an inner surface of the inverted L-shaped first arm.   The manufacturing method of the rail fall prevention plate as described in any one of Claims 1-3 with which the latching | locking part of the said 1st arm is extended to the base end part of one lower end flange of the said rail.   The manufacturing method of the rail fall prevention plate of Claim 3 including the post-process which cuts the groove | channel which receives the side edge part of the said leaf | plate spring in the mutually opposing wall surface which defines this notch part.

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