JP2015007353A - Rail movable device and vehicle extension system with the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce an opening of a rail joint between rails.SOLUTION: There is provided a rail movable device 600 including a pair of rails 701 on a standby side, a pair of rails 604 on a movable base side, a movable base 601 mounted with the pair of rails on the movable base side, and a movable part 610 for disconnecting and connecting the rails to and from each other. The pair of rails on the standby side comprise a pair of tongue rails 702 shaped gradually decreasing in tread width toward tip parts, and a pair of reception rails 703 which come into slide contact with a tapered surface 702a formed from outer side faces to the tip parts of the pair of tongue rails. Further, the rail movable device includes drive parts 704 which allow the reception rails to move forward, and reception guide parts 720 which are provided at the tip parts of the pair of rails on the movable base side opposed to the reception rails and into which some regions, except treads, of the tip parts of the reception rails can be inserted.

Description

  The present invention relates to a rail movable device and a vehicle entry system for filling a gap between rails that can be brought into and out of contact with each other when the rails are close to each other.

A rail is provided along the turning diameter direction on the turntable, a turntable for turning the railway vehicle that has entered the rail, and a rail is provided along the direction perpendicular to the movable direction on the turntable, A transition platform (hereinafter referred to as “traverser”) that translates a rail vehicle that has entered the rail, or a lift bridge with a rail mounted on a platform that can be swung up and down is fixed on the ground. The movable base provided with the rail is moved relative to the rail so that the separation and connection between the rails can be switched.
In such a rail movable structure, it is necessary to make the rail ends accurately face each other when the rails are connected.
For this reason, conventionally, a pair of guide members that can be advanced from both side surfaces of the fixed rail end portion are provided, and the rail end portions on the movable base are sandwiched between the guide members so that the rail end portions are accurately opposed to each other. A rail connecting device has been proposed (see, for example, Patent Document 1).

  Further, similarly to the above-described inter-rail connecting device, a pair of guide members that advance from the end of the rail on the fixed side are provided, and the guide members that are on the inner side of the rail (the inner side in a state where the pair of rails are arranged in parallel) face each other. An inter-rail connection device that holds rails across the treads of both rails has also been proposed (see, for example, Patent Document 2).

Japanese Patent No. 72536 Japanese Patent No. 79563

By the way, in order to prevent interference between the pair of rails at the time of separation or connection between the rail on the movable base side and the rail on the fixed side, there is an idle space ( A gap) is provided.
In the case of the inter-rail connecting device of Patent Document 1, the guide members hold the side surfaces of the fixed-side rail and the movable-side rail, but there is still a gap between the treads of each rail. Therefore, when the railway vehicle passes, the vehicle body vibrates and the collision between the wheel and the rail is repeated, which causes a difference in level or a difference in the joint between the rail and the rail due to deformation or wear.

  Further, in the case of the inter-rail connecting device disclosed in Patent Document 2, the guide members cross over the treads of the fixed-side rail and the movable-side rail, so that the gap between the guide members is covered. Since the wheel of the railway vehicle passes above, the vehicle body vibrates due to the unevenness caused by the guide member, and it was not possible to sufficiently suppress the occurrence of step differences and misunderstandings caused by deformation and wear at the rail-to-rail joint.

  It is an object of the present invention to reduce the space between movable rails.

The invention described in claim 1
A pair of rails on the standby side;
A pair of rails on the movable platform side;
A movable table on which a pair of rails on the movable table side is mounted;
A rail movable device comprising: a movable portion that moves the movable table so that the pair of rails on the standby side and the pair of rails on the movable table side are separated and connected to each other;
The pair of rails on the standby side or the pair of rails on the movable platform side are paired with a pair of tongles formed in a shape in which the tread width gradually decreases toward the tip, and the tips from the outer side surfaces of the pair of tongs rail And a pair of receiving rails that are slidably contacted with the taper surface formed over the portion and supported so as to be able to advance in the extending direction of the tongrel.
A drive unit for applying an advance operation to the receiving rail;
A receiving guide portion that is provided at the tip end of each of the pair of rails on the standby side or the pair of rails on the movable base facing the receiving rail, and that can insert a portion excluding the tread on the tip of the receiving rail. It is characterized by having.

The invention according to claim 2 has the same configuration as the invention according to claim 1,
The receiving guide part has an opening end that is larger than the size of each part of the end face of the front end of the receiving rail, and has a portion that gradually decreases in the insertion depth direction.

The invention according to claim 3 has the same configuration as the invention according to claim 1 or 2,
The movable part moves the movable table in a direction perpendicular to the pair of rails on the movable table side,
The pair of rails on the standby side are respectively provided on both ends of the pair of rails on the movable base side,
Between the at least one end portion of the pair of rails on the movable base side and the pair of rails on the standby side facing the one end portion, the tongrel, the receiving rail, the driving portion, and the receiving guide portion are provided. It is characterized by that.

The invention described in claim 4 has the same configuration as that of the invention described in claim 3,
The Tongrel, the receiving rail, the drive unit, and the receiving guide unit are provided between both ends of the pair of rails on the movable base side and the pair of rails on the standby side facing the both ends. It is characterized by that.

The invention according to claim 5
A pair of rails on the standby side;
A pair of rails on the movable platform side;
A movable table on which a pair of rails on the movable table side is mounted;
A rail movable device comprising: a movable portion that moves the movable table so that the pair of rails on the standby side and the pair of rails on the movable table side are separated and connected to each other;
The pair of rails on the standby side or the pair of rails on the movable platform side are paired with a pair of tongles formed in a shape in which the tread width gradually decreases toward the tip, and the tips from the outer side surfaces of the pair of tongs rail And a pair of receiving rails that are slidably contacted with the taper surface formed over the portion and supported so as to be able to advance in the extending direction of the tongrel.
A drive unit for applying an advance operation to the receiving rail;
A receiving guide portion that is provided at a front end portion of the receiving rail and can be inserted into a portion of the pair of rails on the standby side or the pair of rails on the movable base side facing the receiving rail except for the tread surface of each rail. It is characterized by having.

The invention described in claim 6
A rail movable device according to claim 3 is provided,
It is provided between the first track section of the predetermined track and the second track section of the specific track whose width is wider than the predetermined track, and a plurality of connected railway vehicles traveling on the predetermined track can enter. A vehicle entry system that carries the plurality of connected railway vehicles to a freight vehicle that includes a vehicle-mounted rail portion and travels on the specific track,
The movable platform of the rail movable device is provided between the first track section and the second track section, and the freight vehicle waiting in the first track section and the second track section has the A first mounting surface formed with a first rail portion communicating with the in-vehicle rail portion; and a second mounting surface formed with a second rail portion communicating with the second track section;
Each of the first track section and the second track section has a pair of rails on the standby side,
The first rail portion of the movable table has a pair of rails on the movable table side having the same width between the predetermined track and the gauge, and the second rail portion of the movable table is on the movable table side having the same width between the specific track and the gauge. Having a pair of rails,
The tongrel, the receiving rail, the driving unit, and the receiving guide unit are provided between the first track section and the first rail unit of the movable base.

The invention according to claim 7 has the same configuration as the invention according to claim,
The receiving guide portion is provided on the pair of rails on the movable base side of the first rail portion of the movable base, and the pair of rails on the standby side of the first track section is the Tongrel, the receiving rail, A drive unit,
The pair of rails on the movable platform side of the second rail portion of the movable platform are provided with the Tongrel, the receiving rail, and the drive unit, and the reception is performed on the pair of rails on the standby side of the second track section. A guide portion is provided.

According to the first or fifth aspect of the present invention, the pair of rails on either the standby side or the movable base side is composed of a tongrel and a receiving rail, and the receiving rail is attached to the tip of the other pair of rails facing each other. It is possible to advance. Also, the receiving guide or the other pair of rails has a receiving guide portion into which the leading end portion of the opposing rail can be inserted, so that the movable base can be moved and the pair of rails on the movable base side can stand by. When the arrangement is made so as to be connected to the pair of rails on the side, it is possible to reduce the gap between the front ends of the pair of rails by advancing the receiving rail. Further, when the receiving rail advances, the tip of the rail facing the receiving guide is inserted into the receiving guide, so that the tip of the pair of rails on the movable base side and the tip of the pair of rails on the standby side are It is possible to maintain the state of being aligned on the same straight line without causing a shift.
Therefore, when a railway vehicle passes through the rail-to-rail joint, it is possible to avoid collision between the wheels and the rail due to vibration caused by play, and this can cause the occurrence of step differences and misunderstandings caused by rail deformation and wear. It becomes possible to reduce.
Also, by eliminating the gap between the rails and keeping them in close contact with each other, it is possible to achieve electrical continuity between the rails, and it is possible to apply safety equipment that allows current to flow between the rails. It becomes possible to improve.
Also, since the receiving rail advances while sliding on the tapered surface of the Tongrel, the rail gauge does not change before and after the advancement, and the vehicle can travel stably on the rail from the Tongrel to the receiving rail. Is possible.
Moreover, since the said rail movable apparatus is comprised using the general purpose member, it has the advantage that the maintenance of the whole apparatus becomes easy.

  According to the second aspect of the present invention, since the opening end of the receiving guide portion is largely open and has a shape portion that gradually decreases in the insertion depth direction, the tip end portion of the receiving rail can be easily guided. At the same time, it is possible to guide to an accurate position.

According to the third and fourth aspects of the present invention, since the pair of rails on the standby side are arranged on both sides of the pair of rails on the movable base side, the pair of rails on the movable base side are used to form a pair of standby side rails. It is possible to suitably perform a vehicle traffic operation and the like between the rail and the other pair of standby-side rails.
Further, at that time, even when a plurality of connected vehicles pass through the joint between the pair of rails on the movable platform side and the pair of rails on the standby side, it can be avoided that many wheels collide with the rails, As a result, it is possible to sufficiently and effectively suppress the occurrence of steps and mistakes caused by rail deformation and wear.
The configuration of the tongrel and the receiving rail may be provided on either the pair of rails on the movable base side or the pair of rails on the standby side.

  Since the rail movable device according to claim 3 is provided in the vehicle entry system, the wheels of the vehicle traveling in each section are arranged on the movable platform side in the vehicle entry system. It is possible to avoid collision with each rail at the joint between the rail and the pair of rails on the standby side, and it is possible to sufficiently suppress the occurrence of steps and mistakes caused by deformation and wear of each rail Become.

It is a schematic block diagram which shows a vehicle entry system. It is a principal part side view of the railroad system utilized for the train movement of a track between different gauges. It is a front view of a freight vehicle in the state where a rail car is carried. It is a front view of a traverser. It is a perspective view of a traverser. FIGS. 6A and 6B are explanatory views showing a schematic configuration of the movable device 610. FIG. 6A shows a state in which the rotating arm faces a direction orthogonal to each rail portion, and FIG. 6B shows the rotating arm in each rail portion. It shows a state of facing the direction parallel to. It is a top view of a rail expansion-contraction mechanism. It is sectional drawing along the AA line of FIG. It is sectional drawing along the BB line of FIG. It is sectional drawing along CC line of FIG. It is an enlarged plan view of the periphery of the front end portion side of the receiving rail. It is sectional drawing along the DD line in FIG. It is a figure which shows the opening end of a reception guide part. It is a top view of an acceptance guide part. It is explanatory drawing for demonstrating the process of carrying in a conventional line wagon into a Shinkansen freight car using the traverser shown in FIG. 4, and a process progresses in order of FIG. 15 (A)-FIG. 15 (C).

[Outline of Embodiment]
As an embodiment of the invention, a railway system comprising a railway train 200 that travels on a narrow gauge (track with a gauge size of 1067 mm (predetermined track)) and a freight train 100 that runs on a standard gauge (track with a gauge size of 1435 mm (specific track)). A vehicle entry system 1000 used in 500 will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram showing a vehicle entry system 1000. As shown in FIG. 1, this vehicle entry system 1000 is installed between a first track section N having a narrow gauge and a second track section S having a standard gauge branched from the main line SH. The railway train 200 having the connected railway vehicle 210 traveling on the road is carried in and out of the freight vehicle 110 of the freight train 100 having the vehicle body 120 (vehicle mounting portion) in which the concave rail structure 123 (vehicle mounting rail portion) is formed. Is for.
The vehicle entry system 1000 is provided between the first track section N and the second track section S, and is movable on the rail provided at the boundary between the first track section N and the second track section S. A traverser 600 as a device and a first traverser formed by branching from the first track section N, a retreat section NY where the locomotive 201 of the railroad train 200 is retracted, and a first traverser branching from the first track section N A locomotive return section NM leading to 600 and a vehicle storage section NT on which a working locomotive 202 that pushes the railway train 200 separated by the locomotive 201 into the freight vehicle 110 of the freight train 100 stands by.

[Various track sections]
The first track section N is, for example, a conventional track section, and a pair of rails having a narrow gauge width is formed.
The main line SH is, for example, a double-track line section of a Shinkansen, and rails are formed with a standard gauge width. The second line section S branches off from each of the double lines of the main line SH, and these are merged to form the traverser 600. The second rail section S is also formed with a pair of rails having a standard gauge width.

  The portion of the second track section S in front of the traverser 600 is an area for the freight train 100 to stand by when the railroad train 200 enters. Such entry work is performed in a state where the locomotive 101 on the front side of the freight train 100 (the front side when the freight train 100 enters the second track section S from the main line SH) is disconnected from the freight vehicle 110.

The retreat section NY is formed by branching from the vicinity of the end on the traverser 600 side of the first line section N, and a rail with a narrow gauge width is formed in the retreat section NY.
When the railway train 200 enters the freight train 100, the locomotive 201 used for the operation on the conventional line is disconnected from the railway vehicle 210, and the railway vehicle 210 is traversed from the rear by the work locomotive 202. Is pushed into. When exchanging the locomotive, the locomotive 201 is separated from the railway vehicle 210 before the retreat section NY, and only the locomotive 201 enters and retreats into the retreat section NY.
Further, the vehicle storage section NT joins the first track section N from a position behind the railroad train 200 where the locomotive 201 is disconnected before the traverser 600, and the vehicle storage section NT also has a narrow gauge gauge. A rail is formed with a width.

  The locomotive return section NM branches off from the vicinity of the end that leads to the traverser 600 of the first track section N together with the retreat section NY. The locomotive return section NM branched from the first track section N is a standard track rail section 605 of two sets of rail sections 604 and 605 that can be switched in the position of the traverser 600 described later. N is formed up to a position communicating with the narrow rail portion 604 in a state of being aligned on the route of the second line section S. A rail is formed in the locomotive return section NM with a narrow gauge width.

[Rail train]
2 is a side view of the railway system 500, and FIG. 3 is a front view with a part cut away.
The railway train 200 is composed of a plurality of connected railway vehicles 210 and a locomotive 201 (see FIG. 1). Each railcar 210 is exemplified here as a vehicle carrying cargo 211 as an example. As shown in FIGS. 2 and 3, the railway vehicle 210 mainly includes a vehicle body 220 on which the cargo 211 is placed, and a carriage 230 provided in the vicinity of the lower front end portion and the lower rear end portion of the vehicle body 220. And a coupler 240 provided at each of the front end portion and the rear end portion of the vehicle body 220.

  Although not shown in FIGS. 2 and 3, the locomotive 201 of the railroad train 200 is larger than the railcar 210 and has a weight in front view, so that it is separated from the railroad train 200, and only the railcar 210 is the freight train 100. Mounted on.

[freight train]
The freight train 100 is composed of a plurality of connected freight vehicles 110 and a locomotive 101 connected to the front end and the rear end of the plurality of freight vehicles 110 connected (FIG. 2 shows only the front end side). ).
As shown in FIGS. 2 and 3, the freight vehicle 110 includes a vehicle body 120 as a train mounting portion on which the railcar 210 is placed, a lower front end portion of the vehicle body 120, a lower rear end portion, and a lower portion. The three trains 130 provided at the side intermediate positions, the coupler 140 provided at each of the front end portion and the rear end portion of the vehicle body 120, and the railroad train 200 between the freight vehicles 110 can be moved. And a wheel holding mechanism (not shown) for fixing the wheels of the mounted railway vehicle 210.

The vehicle body 120 includes a frame 121 and a side structure 122 that forms a roof and side surfaces, and a wife structure is not formed so that the railroad train 200 can travel inside.
The upper surface of the underframe 121 is flat, and a concave rail structure 123 as an in-vehicle rail portion is formed at the center portion thereof in accordance with the width of the narrow gauge over the entire length of the vehicle body.
The concave rail structure 123 is fixedly mounted on a concave portion 124 having a rectangular cross section formed over the entire length in the vehicle traveling direction with respect to the upper surface of the underframe 121 and a bottom surface of the concave portion 124 formed flat. It comprises a rail body 125 as a pair of rails on the standby side. The rail body 125 is formed over the entire length of the vehicle body, and the upper surface thereof is in contact with the tread surface of the wheel 231 of the railway vehicle 210 so that the outer periphery of the flange portion of the wheel 231 is not directly in contact with the bottom surface of the concave portion 124. ing. With the concave rail structure 123, when the railway train 200 travels when the vehicle is mounted, the wheels 231 are guided and connected by the left and right inner side surfaces of the concave portion 124 so as not to be derailed. The vehicle body 120 can be moved smoothly. Moreover, since it is formed in a concave shape with respect to the upper surface of the underframe 121, the height of the railcar 210 when mounted is kept lower than the underframe 121 compared to the case where a rail is provided on the upper surface of the underframe 121. This makes it possible to reduce the overall height of the vehicle body 120 and to easily fit within the vehicle limit range.
In addition, about the pillow beam part of the frame 121, the height of the member which forms the recessed part 124 of the recessed rail structure 123 is formed higher in the range which does not produce interference with the railcar 210 mounted, As a result, the strength is improved.

The wheel holding mechanism is provided for each corresponding position of each wheel 231 of the railway vehicle 210, and each wheel 231 can be locked and released by an actuator under the control of the locomotive 101 of the freight train 100.
The crossing device is provided between adjacent freight vehicles 110 and 110 and includes a rail portion that extends from the left and right concave rail structures 123 of one freight vehicle 110 to the left and right concave rail structures 123 of the other freight vehicle 110. This is for enabling the train 200 to travel between the vehicles. Specifically, a known cross rail device disclosed in JP 2008-273432 A, JP 2008-279888 A, JP 2008-307929 A, and JP 2008-307931 A is mounted. .

[Freight train locomotive]
Each locomotive 101 before and after the freight train 100 has a first coupler 102 for coupling with a coupler 140 of the freight vehicle 110 at an end portion (an end portion coupled to the freight vehicle 110) on the towing vehicle connection side. And a second coupler 103 for coupling with the coupler 240 of the railway vehicle 210.
The freight vehicle 110 and the railcar 210 have the same overall length, and the same number of railcars 210 as the freight vehicle 110 are mounted. As a result, the full lengths of the connected freight vehicle 110 and the connected rail vehicle 210 are equal.
In addition, the first coupler 102 is provided with an electric jumper coupler (not shown) for connecting the brake of each cargo vehicle 110 and the actuator control system of each wheel holding mechanism. Is provided with an air hose (not shown) for connecting a brake control system of each railway vehicle 210.

[Traverser]
A traverser 600 as a rail moving device will be described with reference to FIGS.
The traverser 600 avoids the locomotive 101 of the freight train 100 and allows the passage of the rail train 200 from the first track section N to the freight vehicle 110 in order to allow the rail train 200 to enter the freight train 100. .
The traverser 600 includes a movable stage 601 as a movable table having first and second mounting surfaces 602 and 603, and the first mounting surface 602 has a pair of movable table sides formed with a narrow gauge width. A narrow gauge rail portion 604 is provided, and a standard gauge rail portion 605 which is a pair of rails on the movable platform side formed with a standard gauge width is provided on the second mounting surface 603.

In the first and second line sections N and S described above, the lines are formed such that the center lines of the paired rails are on the same straight line with the traverser 600 interposed therebetween.
The rail portions 604 and 605 of the traverser 600 are all formed in parallel with the rails in the vicinity of the traverser 600 in each of the track sections N and S, and the first mounting surface 602 and the second mounting surface 603 are rails. Are arranged side by side in a direction orthogonal to the extending direction of the. Moreover, the narrow gauge rail part 604 and the standard gauge rail part 605 are formed so that the position of both ends may correspond, respectively.

Further, in order to carry in the railroad train 200, the track of the first track section N is different from the track of the second track section S in the freight vehicle 110 and the railcar 210 mounted on the freight vehicle 110. A height difference equal to the height difference is provided. That is, the height difference is such that the tread surface of the rail body 125 of the concave rail structure 123 and the tread surface of the rail of the first track section N when the freight train 100 is in the second track section S are at the same height. Is provided.
As described above, since the narrow gauge track and the standard gauge track are provided with a height difference, in order to cope with this, the narrow gauge rail portion 604 of the first mounting surface 602 of the movable stage 601 is replaced with the first track. The height is the same as the rail of the section N, and the standard rail portion 605 of the second mounting surface 603 is the same height as the rail of the second track section S. Thereby, the first mounting surface 602 and the second mounting surface 603 of the movable stage 601 are provided with the same height difference as the first line section N and the second line section S.

The movable stage 601 is supported by slide guides 607 and 607 that are slidable in the direction orthogonal to the rail portions 604 and 605 on the ground, and a movable device 610 as a movable unit (not shown) for performing the sliding movement. I have.
FIG. 6 shows a schematic configuration of the movable device 610. The movable device 610 is provided below the movable stage 601. As shown in the figure, the movable device 610 includes a movable motor 611 serving as a drive source, a speed reducer 612 and 612 that receives torque input from the movable motor 611, and a vertical direction by the speed reducers 612 and 612. Rotating arms 613 and 613 that rotate around the support shaft, and a transmission shaft 614 that transmits torque from the movable motor 611 between the two speed reducers 612 and 612.
The speed reducer 612 outputs a torque from the movable motor 611 at a predetermined reduction ratio, and ensures a sufficient output to be moved even when the vehicle is loaded on the movable stage 601.
The rotating arm 613 is in a state (FIG. 6 (B)) from a state (FIG. 6 (A)) in a direction perpendicular to the rails 604 and 605 to a direction parallel to the rails 604 and 605. Rotation operation is performed in the range of 180 ° until the condition (1).
A rotating roller 615 is provided at the rotating end of the rotating arm 613 and is inserted into a guide elongated hole 616 formed in a direction parallel to the rail portions 604 and 605 at the bottom of the movable stage 601. ing. Accordingly, when the rotation arm 613 rotates, the roller 615 moves along the longitudinal direction in the guide elongated hole 616, so that the rail portions 604 and 605 at the rotation end of the rotation arm 613 are moved to the rail 604. The displacement in the parallel direction is not transmitted to the movable stage 601, and only the displacement in the direction orthogonal to the rail portions 604 and 605 is applied to the movable stage 601. Thereby, the movable stage 601 moves and the position switching between the narrow gauge rail part 604 and the standard gauge rail part 605 with respect to the first and second track sections N and S is performed.
In addition, the movable apparatus using a rotation arm is not restricted to the said structure. For example, a movable motor 611 serving as a driving source and a rotating arm 613 may be provided on the movable stage 601 side, and a guide long hole 616 may be formed on the ground side.
Further, the rotation angle range of the rotation arm 613 is not limited to the above, and the rotation arm 613 may be rotated within a narrower range, or may be capable of full 360 ° rotation.

[Traverser: Rail telescopic mechanism]
Further, the traverser 600 as a rail movable device includes a rail expansion / contraction mechanism 700. That is, since the movable stage 601 of the traverser 600 moves in the direction orthogonal to the extending direction of the rail, the rails 604 and 604 on the movable stage 601 and the rails of the first and second line sections N and S are moved. In order to avoid interference with 605, the formation of play between the rails is inevitable. Therefore, in order to eliminate this gap, the rail telescopic mechanism 700 allows one of the rails facing each other to advance toward the other.

Hereinafter, the case where the rail expansion / contraction mechanism 700 is provided at the end of the first track section N on the movable stage 601 side will be described as an example.
As shown in FIGS. The rail expansion / contraction mechanism 700 includes a pair of tongue rails 702 and 702 and receiving rails 703 and 703 constituting a pair of fixed-side rails 701 and 701, and hydraulic pressure as a drive unit that applies an advance operation to the pair of receiving rails 703 and 703. Cylinders 704 and 704, hydraulic pumps 705 and 705 that supply pressure oil to the hydraulic cylinders 704 and 704, and receiving guide portions 720 provided on the tip end sides of the pair of rails of the narrow gauge rail portion 604 on the movable stage 601. , 720.

8 to 10 are cross-sectional views taken along lines AA, BB, and CC in FIG.
The pair of tongrels 702 and 702 has a base end portion (on the opposite side to the movable stage 601) constituting a pair of rails in the first line section N, and the tongue portion on the distal end side (the movable stage 601 side). Tapered surfaces 702a and 702a are formed from the outer side surface of the rail 702 to the tip, and the width of the tread surface is gradually reduced. The inner side surfaces of the Tongrel 702 and 702 are kept parallel to each other.

In the pair of receiving rails 703 and 703, the inner side surface of the rear end portion (the side opposite to the movable stage 601) is in close contact with the outside of the tapered surfaces 702 a and 702 a of the pair of tongrel 702 and 702, and the distal end portion (movable stage 601 Side) is disposed in parallel with the same width as the inner side surface of the Tongrel 702, 702. These receiving rails 703 and 703 are held in a state where the rear end portions thereof are curved so as to be slightly bent outward along the tapered surfaces 702a and 702a of the Tongrel 702 and 702, respectively, by a rail support structure described later. The tip end side (traverser 600 side) is held in parallel with the same interval as the pair of tongrels 702 and 702.
Further, as shown in FIGS. 8 to 10, in a portion where the Tongrel 702 and the receiving rail 703 are adjacent to each other, the Tongrel can be adjusted so that the total width of the treads of these rails 702 and 703 is substantially equal to the normal tread width. The head 702 is formed so that the tread width decreases gradually toward the tip, and the receiving rail 703 has the head formed so that the tread width gradually increases toward the tip.

As shown in FIGS. 8 to 10, the Tongleil 702 and the receiving rail 703 are made of a sleeper 712 fixed by bolts on a roadbed 711 formed smoothly by concrete, and a steel plate fixed by bolts on the upper surface thereof. And a floor plate 713.
The receiving rail 703 includes a flat bottom portion 703a, a standing portion 703b raised from the bottom portion 703a, and a head portion 703c formed thereon (see FIG. 12). The cross-sectional shape of the Tongrel 702 is the same. And the upper surface of the said head becomes a tread which contacts a wheel.
Both the Tongrel 702 and the receiving rail 703 are held from above by a pair of rail holding members 714 and 714 on both sides of the bottom. The rail holding members 714 and 714 are fixed to the floor plate 713 with bolts.
Further, as shown in FIGS. 9 and 10, in a section where the Tongrel 702 and the receiving rail 703 are arranged, a pair of rail holding members 714 and 714 are held so as to sandwich the rails 702 and 703 from both sides. Yes.

Each rail holding member 714, 714 includes support portions 714a, 714a extending on the side surfaces of the standing portions of the rails 702, 703, and prevents the rails 702, 703 from being displaced in the width direction. The support portions 714a and 714a of the rail holding members 714 and 714 have a slight clearance with respect to the side surfaces of the standing portions of the rails 702 and 703.
The rail holding members 714 and 714 stably hold the posture of the rails 702 and 703, and the clearance of the receiving rail 703 is enabled by this clearance.
Each rail holding member 714, 714 is provided with ridges 714c, 714c inclined at the bottom of the rails 702, 703 at the bottom, and the ridges 714c, 714c are on the upper surface of the floor plate 713. Similarly, the grooves 713a and 713a are formed so as to be skewed so that the rail holding members 714 and 714 are prevented from being displaced in the width direction and the longitudinal direction of the rail.

FIG. 11 is an enlarged plan view of the periphery of the front end side of the receiving rails 703 and 703 (illustration of one receiving rail 703 is omitted).
Bracket members 715 and 715 extending to the side are attached to the outer side surfaces of the standing portions of the pair of receiving rails 703 and 703 by bolts, and hydraulic cylinders 704 and 704 are attached to the tip portions thereof. The plunger part is connected. The hydraulic cylinders 704 and 704 are supported by support columns 716 and 716 whose cylinder portions are fixed to the roadbed 711.
Each of the hydraulic cylinders 704 and 704 is a double-acting type, and the receiving rail can be moved forward and backward by hydraulic pumps 705 and 705.
The hydraulic pumps 705 and 705 are under the control of a control device for the traverser 600 (not shown), and are controlled in cooperation with a movable motor 611 that moves the movable stage 601. That is, each of the hydraulic pumps 705 and 705 is positioned after the narrow rail portion 604 on the movable stage 601 is positioned at a position that matches the pair of rails in the first track section N or the locomotive return section NM by the movement of the movable motor 611. However, the control of moving the pair of receiving rails 703 and 703 into close contact between the opposed rail and the tip is performed. In addition, when the movable stage 601 is moved by driving the movable motor 611, operation control is performed so that the hydraulic pumps 705 and 705 maintain the retracted state of the pair of receiving rails 703 and 703.

  In addition, the pair of receiving rails 703 and 703 are curved outwardly at the sliding contact portions with the tapered surfaces 702a and 702a of the tongrel 702 and 702, but when advanced, the portion on the front side of the tip of the tongrel 702 is Due to the elasticity, the shape returns to a straight state. The same applies when retreating.

12 is a cross-sectional view taken along line DD in FIG. As shown in FIGS. 7 and 11, the receiving guide portions 720 and 720 are provided on the front side (receiving rails 703 and 703 side) of the tip ends of the pair of rails of the narrow gauge rail portion 604.
FIG. 13 is a view showing an open end of the receiving guide portion 720 (an opposing surface on the receiving rail 703 side), and FIG. 14 is a plan view of the receiving guide portion 720.
The receiving guide part 720 includes a bottom plate 721 and symmetrical blocks 722 and 723 fixed to the bottom plate 721 by bolts, and in the state in which these are integrated, the tip of the receiving rail 703 that has advanced is inserted. A possible opening 724 is formed.
The receiving rail 703 inserted into the opening 724 has a bottom surface 703a whose bottom surface is in contact with the top surface of the bottom plate 721, and whose top surface is in contact with the blocks 722 and 723. The rail 703 and the rail of the narrow gauge rail portion 604 are in a state where they are accurately matched in the vertical and horizontal directions. The front end surface of the receiving rail 703 and the front end surface of the rail of the narrow gauge rail portion 604 have the same shape and the same dimensions.
In addition, the head 703c of the receiving rail 703 is exposed to the upper side in a state of being inserted into the receiving guide portion 720, and has a structure that does not cause interference with wheels passing through the tread.

As shown in FIGS. 13 and 14, the receiving guide portion 720 has an opening width in which the receiving rail 703 is inserted widened in the upper, lower, left and right directions on the opposite surface side on the receiving rail 703 side. That is, the left and right receiving widths of the standing portion 703 b of the receiving rail 703 and the upper and lower receiving widths of the bottom portion 703 a at the opening 724 are wider than the respective portions of the receiving rail 703.
The width of each part of the opening 724 of the receiving guide part 720 is reduced as it goes to the deep part in the insertion direction of the receiving rail 703. When the insertion part 720 is inserted to a certain extent, the opening 724 has a width that substantially matches the dimension of each part. It is supposed to be.
Since the opening 724 of the receiving guide portion 720 is formed in this way, even if the rail of the narrow rail portion 604 with respect to the receiving rail 703 is slightly displaced due to the limit of positioning accuracy of the movable stage 601, It is possible to insert the receiving rail 703 that advances, and to guide it to an appropriate position.

In addition, although the case where the rail expansion / contraction mechanism 700 is provided between the pair of rails of the narrow gauge rail portion 604 of the movable stage 601 and the pair of rails of the first track section N is illustrated here, the present invention is not limited to this and is movable. Between the pair of rails of the narrow gauge rail part 604 of the stage 601 and the pair of rails of the locomotive return section NM, between the pair of rails of the narrow gauge rail part 604 of the movable stage 601 and the concave rail structure 123 of the freight vehicle 110. Also, it may be provided between the pair of rails of the standard rail section 605 of the movable stage 601 and the pair of rails of the second track section S.
In the example of the rail expansion / contraction mechanism 700, the ends of the pair of rails in the first track section N can be expanded / contracted, but the pair of rails of the narrow gauge rail portion 604 of the movable stage 601 may be expanded / contracted.
Also, a concave rail structure 123 that the freight vehicle 110 has between the pair of rails of the narrow gauge rail portion 604 of the movable stage 601 and the pair of rails of the locomotive return section NM and the pair of rails of the narrow gauge rail portion 604 of the movable stage 601. Between the pair of rails of the standard gauge rail portion 605 of the movable stage 601 and the pair of rails of the second track section S, or any of the opposing rails may be extendable. .
In addition, it is desirable to reduce the occurrence of play between the opposing rails by providing the same configuration as the rail expansion / contraction mechanism 700 in each of the above parts, but using other configurations that advance and retract the rail by using a configuration different from the rail expansion / contraction mechanism 700 Also good.

[Description of vehicle entry operation]
FIG. 15 shows an operation explanatory diagram when the railway train 200 enters the freight train 100. Hereinafter, the entering operation will be described with reference to FIG. In the following description, it is assumed that a rail expansion / contraction mechanism is provided at the connecting portion of each rail.
First, all the rail expansion / contraction mechanisms of the respective parts are in a state in which the receiving rail is retracted, and the traverser 600 is configured such that the standard rail part 605 of the second mounting surface 603 is the rail of the first track section N and the second track section S. The movable stage 601 is slid so as to be on the same line as.
And after the movement of the movable stage 601, the rail expansion-contraction mechanism between the standard gauge rail part 605 of the 2nd mounting surface 603 and the 2nd track section S advances a receiving rail.
In this state, the freight train 100 enters the vehicle entry system 1000 from the second track section S (state shown in FIG. 15A). The freight train 100 stops at a position where the leading locomotive 101 is on the second mounting surface 603 of the traverser 600, and the leading locomotive 101 is separated from the freight vehicle 110.

  On the other hand, although not shown in FIG. 15, in the first track section N, the locomotive 201 of the railroad train 200 is disconnected from the railcar 210 and moves alone to the retreat section NY. The working locomotive 202 waiting in the vehicle storage section NT enters the first track section N and is connected to the rear end portion of the railroad train 200 including only the railcar 210.

  Next, the rail telescopic mechanism between the standard gauge rail portion 605 of the second mounting surface 603 and the second track section S retracts the receiving rail, and the traverser 600 has the first mounting surface 602 in the first track section. The movable stage 601 is slid so as to be on the same line as N and the second line section S (state of FIG. 15B). And the rail expansion-contraction mechanism between the narrow gauge rail part 604 of the 1st mounting surface 602 and the 1st track section N, the narrow gauge rail part 604 of the 1st mounting surface 602, and the concave rail structure 123 which the freight vehicle 110 has The rail expansion and contraction mechanism in between advances the receiving rail. In this state, each separated locomotive 101 is retracted together with the second mounting surface 603 of the traverser 600, and the narrow gauge rail portion 604 formed on the first mounting surface 602 is connected to the concave rail structure 123 of the freight vehicle 110. It becomes a state of communication. Further, the narrow gauge rail portion 604 of the traverser 600 is in communication with the rail of the first track section N. For this reason, the railway vehicle 210 pushed to the work locomotive 202 from behind can enter the freight vehicle 110 from the first track section N, and the work locomotive 202 is placed on the first mounting surface 602 of the traverser 600. Proceed until it is mounted, and stop. Then, the working locomotive 202 is separated from the railway vehicle 210.

Next, a rail expansion / contraction mechanism between the narrow rail portion 604 of the first mounting surface 602 and the first track section N, the narrow rail portion 604 of the first mounting surface 602, and the concave rail structure 123 included in the freight vehicle 110. A rail expansion / contraction mechanism between them causes the receiving rail to retreat. Then, the traverser 600 slides the movable stage 601 so that the second mounting surface 603 is collinear with the rails of the first track section N and the second track section S, and the second mounting surface 603 is moved. The rail telescopic mechanism between the standard rail portion 605 and the second track section S and the rail telescopic mechanism between the narrow rail portion 604 of the first mounting surface 602 and the first track section N advances the receiving rail. .
Furthermore, the locomotive 101 that has been retracted to the second mounting surface 603 of the traverser 600 is again connected to the rear end portion of the freight vehicle 110, and the freight train 100 starts traveling toward the second track section S, Depart from the vehicle entry system 1000 and enter the main line SH (FIG. 15C).
On the other hand, the working locomotive 202 retracted to the first mounting surface 602 of the traverser 600 is in a state where the narrow gauge rail portion 604 of the first mounting surface 602 communicates with the return section NM due to the movement of the movable stage 601. The working locomotive 202 moves to the return section NM, and returns to the vehicle storage section NT via the first track section N.

Moreover, when carrying out the railroad vehicle 210 from the freight train 100, it is performed in the reverse procedure to the above.
That is, in the traverser 600, the movable stage 601 is slid so that the second mounting surface 603 is collinear with the rails of the sections N and S, and the second mounting surface 603 and the second track section S are moved. The rail expansion / contraction mechanism between the two makes the receiving rail advance. In this state, the freight train 100 on which the railway vehicle 210 is mounted enters the second mounting surface 603 of the traverser 600 from the second track section S (see FIG. 15C).
Thereafter, the locomotive 101 at the head (traverser 600 side) is disconnected from the freight vehicle 110, and a rail expansion / contraction mechanism between the second mounting surface 603 and the second track section S causes the receiving rail to retreat. The movable stage 601 is slid so that the first mounting surface 602 is on the same line as the rails of the sections N and S (see FIG. 15B). And the rail expansion-contraction mechanism of the both ends side of the 1st mounting surface 602 advances a receiving rail.
As a result, the leading locomotive 101 retreats from the course, and the locomotive 201 of the railway train 200 enters the first mounting surface 602 of the traverser 600 from the first track section N and is connected to the railway vehicle 210. After the connection, the railroad train 200 travels toward the first track section N and is carried out from above the freight vehicle 110.
The rail expansion / contraction mechanism on both ends of the first mounting surface 602 of the traverser 600 moves the receiving rail backward, and the traverser 600 is movable so that the second mounting surface 603 is on the same line as the rails of the sections N and S. The stage 601 is slid (see FIG. 15A). Furthermore, the rail expansion / contraction mechanism between the second mounting surface 603 and the second track section S advances the receiving rail.
In this state, the locomotive 101 on the second mounting surface 603 is connected to the freight vehicle 110 again. Then, after the connection, the freight train 100 starts traveling toward the second track section S, is removed from the vehicle entry system 1000, and the carry-out operation is completed.

[Effect of the embodiment of the invention]
In the vehicle entry system 1000, the second locomotive 101 of the freight train 100 is stored in the second mounting surface 603 with the second mounting surface 603 of the traverser 600 communicating with the second track section S, and then the traverser By switching the first mounting surface 602 of 600 to the state in which the rail of the first track section N and the concave rail structure 123 of the freight vehicle 110 are communicated, the railway train 200 is moved from the first track section N to the traverser 600. It can pass through and enter the concave rail structure 123 of the freight vehicle 110. Therefore, the locomotive 101 of the freight train 100 can be retracted and the freight train 110 can be easily and quickly moved into the freight vehicle 110.
Further, by returning the second mounting surface 602 of the traverser 600 to the same line as the first and second track sections N and S, the separated locomotive 101 can be quickly connected to the freight vehicle 110. It is.
Further, the railway train 200 can be carried out from the freight train 100 in the reverse work process.
Therefore, it is possible to carry in and out the railway trains with respect to the freight train 100 very easily and quickly.

Further, the vehicle entry system 1000 includes a rail telescopic mechanism 700 and other rail telescopic mechanisms, so that a pair of rails 604 and 605 of the traverser 600 and a pair of rails in each track section (and moreover, a freight vehicle) Since the clearance between the 110 and the concave rail structure 123) can be made sufficiently small by the advancement of the rail, the receiving rail can accurately match the tread surface in the vertical and horizontal directions with the opposing guide rail. When the railroad train 200 or the freight train 100 passes through the rail-to-rail joint, it is possible to avoid the collision between the wheels and the rail due to vibrations, and thereby the occurrence of steps or mistakes caused by deformation or wear of the rails. It can be sufficiently suppressed.
In addition, by eliminating the gap between the rails so that they are in close contact with each other, it is possible to achieve electrical continuity between the rails, and it is possible to apply safety equipment that allows current to flow between the rails in the vehicle entry system 1000. Thus, security can be improved.

  In addition, since the opening end of the opening 724 of the receiving guide portion 720 of the rail expansion / contraction mechanism 700 (same for other rail expansion / contraction mechanisms) has a large opening and has a shape portion that gradually decreases in the insertion depth direction inside, The leading end of the receiving rail 703 can be easily guided and can be guided to an accurate position.

  In particular, in the vehicle entry system 1000, the rail telescopic mechanism is also arranged at a location where the connected railroad train 200 or freight train 100 passes, so that it is avoided that many wheels collide with the rail due to the presence of play. Therefore, it is possible to sufficiently and effectively suppress the occurrence of a difference in level or a difference due to deformation or wear of the rail.

[Others]
In the rail expansion / contraction mechanism 700, the receiving rail 703 needs to be bent from the middle in the longitudinal direction by the tapered surface 702a of the tongue rail 702, so that there is a limit to the moving distance when the receiving rail 703 moves forward and backward. For example, the moving distance when the receiving rail 703 advances and retracts can be increased by structural adjustments such as reducing the tip angle of the Tongrel 702 by the tapered surface 702a and increasing the length of the receiving rail 703. Is possible. Therefore, the rail expansion / contraction mechanism 700 can be applied even when the clearance is wider.

Further, as described above, the rail expansion / contraction structure and the configuration for providing the advancement operation thereof are not limited to the ground side, and can be mounted on the movable stage 601 of the traverser 600.
For example, in the example of FIG. 5, the first track section N, the standard rail section 605, and the locomotive return section NM side are configured with tongrails and receiving rails, and the narrow rail section 604 and the second track section S side. Although the case where the receiving guide part is provided is illustrated, for all or a part of the combinations facing each other among them, the configuration of the tongue rail, the receiving rail, etc. and the configuration of providing the receiving guide part may be interchanged. .

  Also, in each rail expansion / contraction mechanism, a receiving guide portion is provided at the front end portion of the receiving rail, and the receiving guide portion moves forward toward the facing rail so that the front end portion of the facing rail is provided on the receiving rail. It is good also as a structure by which it connects to and the connection between rails is performed.

  Moreover, although the case where the rail expansion-contraction mechanism 700 is provided in the traverser 600 as a movable rail apparatus was illustrated, it is also possible to provide the rail expansion-contraction mechanism 700 as a movable rail apparatus in a turntable or a raising bridge.

DESCRIPTION OF SYMBOLS 100 Freight train 101 Locomotives 102 and 103 Connector 110 Cargo vehicle 123 Concave rail structure (vehicle-mounted rail part)
124 concave portion 125 rail body (a pair of rails on the standby side)
200 Railway train 201 Locomotive 202 Working locomotive 210 Railway vehicle 231 Wheel 500 Railway system 600 Traverser (rail movable device)
601 Movable stage (movable stand)
604 Narrow gauge rail part (a pair of rails on the movable platform side)
605 Standard gauge rail (a pair of rails on the movable platform side)
610 Movable device (movable part)
611 Movable motor 700 Rail telescopic mechanism 701 A pair of rails on the fixed side (a pair of rails on the standby side)
702 Tongue rail 702a Tapered surface 703 Receiving rail 703a Bottom portion 703b Standing portion 703c Head portion 704 Hydraulic cylinder (drive portion)
705 Hydraulic pump 720 Guide portion 724 Opening portion 1000 Vehicle entry system N First track section (a pair of rails on the standby side)
NM locomotive return section (a pair of rails on the standby side)
NT Vehicle storage section S Second track section (a pair of rails on the standby side)

Claims (7)

A pair of rails on the standby side;
A pair of rails on the movable platform side;
A movable table on which a pair of rails on the movable table side is mounted;
A rail movable device comprising: a movable portion that moves the movable table so that the pair of rails on the standby side and the pair of rails on the movable table side are separated and connected to each other;
The pair of rails on the standby side or the pair of rails on the movable platform side are paired with a pair of tongles formed in a shape in which the tread width gradually decreases toward the tip, and the tips from the outer side surfaces of the pair of tongs rail And a pair of receiving rails that are slidably contacted with the taper surface formed over the portion and supported so as to be able to advance in the extending direction of the tongrel.
A drive unit for applying an advance operation to the receiving rail;
A receiving guide portion that is provided at the tip end of each of the pair of rails on the standby side or the pair of rails on the movable base facing the receiving rail, and that can insert a portion excluding the tread on the tip of the receiving rail. The rail movable device characterized by having.   2. The receiving guide portion has a portion whose opening end is larger than the size of each end surface of the tip end portion of the receiving rail, and has a portion that gradually decreases in the insertion depth direction. Rail moving device as described. The movable part moves the movable table in a direction perpendicular to the pair of rails on the movable table side,
The pair of rails on the standby side are respectively provided on both ends of the pair of rails on the movable base side,
Between the at least one end portion of the pair of rails on the movable base side and the pair of rails on the standby side facing the one end portion, the tongrel, the receiving rail, the driving portion, and the receiving guide portion are provided. The rail movable device according to claim 1 or 2, wherein the rail movable device is provided.   The Tongrel, the receiving rail, the drive unit, and the receiving guide unit are provided between both ends of the pair of rails on the movable base side and the pair of rails on the standby side facing the both ends. The rail movable device according to claim 3. A pair of rails on the standby side;
A pair of rails on the movable platform side;
A movable table on which a pair of rails on the movable table side is mounted;
A rail movable device comprising: a movable portion that moves the movable table so that the pair of rails on the standby side and the pair of rails on the movable table side are separated and connected to each other;
The pair of rails on the standby side or the pair of rails on the movable platform side are paired with a pair of tongles formed in a shape in which the tread width gradually decreases toward the tip, and the tips from the outer side surfaces of the pair of tongs rail And a pair of receiving rails that are slidably contacted with the taper surface formed over the portion and supported so as to be able to advance in the extending direction of the tongrel.
A drive unit for applying an advance operation to the receiving rail;
A receiving guide portion that is provided at a front end portion of the receiving rail and can be inserted into a portion of the pair of rails on the standby side or the pair of rails on the movable base side facing the receiving rail except for the tread surface of each rail. The rail movable device characterized by having. A rail movable device according to claim 3 is provided,
It is provided between the first track section of the predetermined track and the second track section of the specific track whose width is wider than the predetermined track, and a plurality of connected railway vehicles traveling on the predetermined track can enter. A vehicle entry system that carries the plurality of connected railway vehicles to a freight vehicle that includes a vehicle-mounted rail portion and travels on the specific track,
The movable platform of the rail movable device is provided between the first track section and the second track section, and the freight vehicle waiting in the first track section and the second track section has A first mounting surface formed with a first rail portion communicating with the vehicle-mounted rail portion; and a second mounting surface formed with a second rail portion communicating with the second track section;
Each of the first track section and the second track section has a pair of rails on the standby side,
The first rail portion of the movable table has a pair of rails on the movable table side having the same width between the predetermined track and the gauge,
The second rail part of the movable table has a pair of rails on the movable table side having the same width between the specific track and the gauge,
The vehicle entry system, wherein the tongrel, the receiving rail, the driving unit, and the receiving guide unit are provided between the first track section and the first rail portion of the movable base. The receiving guide portion is provided on the pair of rails on the movable base side of the first rail portion of the movable base, and the pair of rails on the standby side of the first track section is the Tongrel, the receiving rail, A drive unit,
The pair of rails on the movable platform side of the second rail portion of the movable platform are provided with the Tongrel, the receiving rail, and the drive unit, and the reception is performed on the pair of rails on the standby side of the second track section. The vehicle entry system according to claim 6, further comprising a guide portion.

Images