JP2015140574A - Short circuit prevention structure of insulated seam and its short circuit prevention method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a short circuit prevention structure of an insulated seam which can reduce the generation of a short circuit of the insulated seam by a simple structure, and its short circuit prevention method.SOLUTION: Since an insulated seam 8 has a short circuit prevention structure 16, a clearance between rails 6 at front and rear sides of a contact region Aof the insulated seam 8 is widened ( a thickness Wof a rail form 15 becomes thick), and a clearance between the rails 6 at front and rear sides in a non-contact region Aof the insulated seam 8 is narrowed (the thickness Wof the rail form 15 becomes thin). Since ends of the rails 6 of the insulated seam 8 possess magnetism, a magnetic force in a point in which the clearance between the fore-and-aft rails 6 is wide becomes weak, and a magnetic force in a point in which the clearance between the fore-and-aft rails 6 is narrow becomes strong. Since an insulated layer 16a is formed on a surface of the non-contact region Aof the insulated seam 8, a magnetic body M is induced to the insulated layer 16a. As a result, the magnetic body M adheres to the insulated layer 16a, and it can be prevented that the insulated body short-circuits the insulated seam 8.

Description

  The present invention relates to a short-circuit prevention structure and a short-circuit prevention method for preventing a magnetic material from adhering to an insulation joint that electrically insulates and connects a rail joint portion to prevent the insulation joint from short-circuiting.

  In railroads, the left and right rails that make up the track are used as part of the electrical circuit, and when the train enters and the left and right wheels and axles short-circuit the left and right rails and the current flow changes, The track circuit that detects the presence or absence is configured. In such a track circuit, an insulating material is sandwiched between the front and rear rail ends, and an insulating material is sandwiched between both sides of the rail joint and the joint plate, and the joint is electrically insulated and connected. Insulation seams are used. In such an insulation seam, if a metal piece or metal powder or the like is interposed so as to straddle the insulating material between the front and rear rail ends, the track circuit may be illegally dropped due to the track circuit. As a result, the short circuit of the track circuit hinders the regular operation of the train, which is regarded as a problem in metropolitan areas where stable transportation is required.

  A conventional short circuit limiting device for a track circuit includes a current sensor that detects signal currents of two sets of jumper wires connected to an insulation joint of a branching device, and a control that specifies a short circuit point based on the detection result of the current sensor. A monitor unit (see, for example, Patent Document 1). In such a conventional short circuit limiting device for a track circuit, the control monitor compares the signal current value at the time of the short circuit accident detected by the current sensor with the signal current value at the normal time, and this control monitor unit detects the short circuit point. I have identified.

Japanese Patent Laid-Open No. 2001-301618

  In the conventional short circuit limiting device for a track circuit, it is possible to specify a short circuit point from a plurality of insulation seams of the branching device, but there is a problem that the short circuit itself of this insulation seam cannot be prevented. For this reason, workers regularly check the track circuit in the field, and the workers clean the insulation joints to remove metal pieces and metal powder from the insulation joints, or when visual inspection is impossible from the exterior, the insulation joints It was necessary to disassemble and inspect it, and there was a problem that work was troublesome. Also, by applying an insulating spray such as rubber to the insulation seam or coating an insulation resin such as silicone material on the insulation seam, metal pieces or metal powder can be prevented from adhering to the insulation seam and shorting the insulation seam. be able to. However, when the wheel passes through the insulating seam, the insulating spray and the insulating resin formed at the contact portion between the wheel and the rail are peeled off from the insulating seam. As a result, when iron pieces adhere to the insulating joint or iron powder accumulates, there is a problem that the insulating joint is short-circuited and the signal display of the traffic signal becomes a stop signal (red signal).

  An object of the present invention is to provide a short-circuit prevention structure for an insulation seam and a method for preventing the short-circuit which can reduce the occurrence of a short circuit of the insulation seam with an inexpensive and simple structure.

The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
As shown in FIGS. 6, 9, 14, 16, and 18, the invention according to claim 1 is a magnetic body (8) that electrically connects and connects the joints of the rail (6). M) is a short-circuit prevention structure for preventing the insulation seam from being short-circuited, and the insulation seam has a surface of a portion of the surface of the insulation seam that does not contact the wheel (3). The insulating seam short-circuit preventing structure (16) is characterized in that the magnetic body is induced on the surface of the insulating layer (16a) to be electrically insulated by the magnetic force of the end of the rail.

According to a second aspect of the present invention, in the short circuit preventing structure of the insulating seam according to the first aspect, as shown in FIG. 5, FIG. 6, FIG. 8, FIG. A rail shape (15) that is sandwiched between the rail end portions before and after the joint and electrically insulates the insulation seam is provided, and the rail shape is more than the thickness (W ₁ ) of the portion in contact with the wheel. A short-circuit prevention structure for an insulation joint characterized in that the thickness (W ₂ ) of the portion that does not contact the wheel is thin.

According to a third aspect of the present invention, in the short circuit preventing structure of the insulating joint according to the first aspect, as shown in FIGS. 15 to 18, the insulating joint is sandwiched between the rail end portions before and after the insulating joint. A rail shape (15) for electrically insulating the insulation seam is provided, and the rail shape has a thickness (W ₂ ) of a portion not in contact with the wheel rather than a thickness (W ₁ ) of the portion in contact with the wheel. A non-magnetic portion (15A) having a small thickness and a magnetic portion (15B) having a thickness (W ₃ ) that is not in contact with the wheel larger than the thickness of the portion in contact with the wheel, the non-magnetic portion side The insulation seam short-circuit prevention structure is characterized in that the thickness (W ₁ ) of the rail shape is uniform when the joining surface (15m) of the magnetic part and the joining surface (15n) on the magnetic part side are joined. .

  According to a fourth aspect of the present invention, in the short circuit preventing structure of the insulating joint according to any one of the first to third aspects, as shown in FIGS. A non-contact recess (16f, 16g) that does not contact the wheel on the surface, and the insulating layer electrically insulates the surface of the non-contact recess.

  As shown in FIGS. 6, 9, 14, 16, and 18, the invention according to claim 5 is a magnetic body (8) that electrically connects and connects the joints of the rail (6). M) is a method for preventing a short circuit of the insulation seam by adhering to the insulation seam, and electrically insulates the surface of the surface of the insulation seam that does not contact the wheel (3). A method for preventing a short circuit in an insulation seam, wherein the magnetic body is induced on the surface of an insulating layer (16a) by a magnetic force at an end of the rail.

  According to a sixth aspect of the present invention, there is provided a short circuit preventing method according to the fifth aspect of the present invention, as shown in FIGS. 5, 6, 8, 9, 13, and 14. A rail shape (15) that electrically insulates the joint portion is sandwiched between the end portions, and the rail shape has a thickness of a portion that does not contact the wheel smaller than a thickness of the portion that contacts the wheel. This is a method for preventing a short circuit in an insulation seam.

According to a seventh aspect of the present invention, in the method for preventing a short circuit of the insulation joint according to the fifth aspect, as shown in FIGS. 15 to 18, the joint portion is electrically connected between the rail end portions before and after the insulation joint. An insulating rail shape (15) is sandwiched, and the rail shape is a non-magnetic portion (thickness (W ₂ ) that does not contact the wheel is thinner than the thickness (W ₁ ) of the portion that contacts the wheel ( 15A) and a magnetic part (15B) in which the thickness (W ₃ ) of the part not in contact with the wheel is larger than the thickness of the part in contact with the wheel, the joining surface (15m) on the non-magnetic part side In this method, the rail-shaped thickness (W ₁ ) is uniform when the magnetic part-side joining surface (15n) is joined.

  The invention according to claim 8 is the method of preventing a short circuit of the insulation seam according to any one of claims 5 to 7, as shown in FIGS. A non-contact concave portion (16f, 16g) that does not contact, and the surface of the non-contact concave portion is electrically insulated by the insulating layer.

  According to the present invention, it is possible to reduce the occurrence of a short circuit of the insulation joint with an inexpensive and simple structure.

It is a top view which shows typically the track circuit provided with the short circuit prevention structure of the insulation joint which concerns on 1st Embodiment of this invention. It is a top view of the insulation seam provided with the short circuit prevention structure of the insulation seam concerning a 1st embodiment of this invention. It is a side view of an insulation seam provided with the short circuit prevention structure of the insulation seam concerning a 1st embodiment of this invention. It is sectional drawing which shows the state cut | disconnected by the IV-IV line | wire shown in FIG. It is a rail-shaped perspective view provided with the short circuit prevention structure of the insulation joint concerning a 1st embodiment of this invention. It is an enlarged view of VI part of FIG. 2, (A) is a top view, (B) is a side view. It is a top view of an insulation seam provided with the short circuit prevention structure of the insulation seam concerning a 2nd embodiment of this invention. It is a rail-shaped perspective view provided with the short circuit prevention structure of the insulation seam concerning a 2nd embodiment of this invention. It is an enlarged view of the IX part of Drawing 7, (A) is a top view, and (B) is a side view. It is a top view of the insulation seam provided with the short circuit prevention structure of the insulation seam which concerns on 3rd Embodiment of this invention. It is a side view of an insulation joint provided with the short circuit prevention structure of an insulation joint concerning a 3rd embodiment of this invention. It is sectional drawing which shows the state cut | disconnected by the XII-XII line | wire of FIG. It is a rail-shaped perspective view provided with the short circuit prevention structure of the insulation seam concerning a 3rd embodiment of this invention. It is an enlarged view of the XIV part of FIG. 10, (A) is a top view, (B) is a side view. It is a perspective view which shows the disassembled state of a rail form provided with the short circuit prevention structure of the insulation joint which concerns on 4th Embodiment of this invention. It is an external view of the short circuit prevention structure of the insulation joint which concerns on 4th Embodiment of this invention, (A) is a top view, (B) is a side view. It is a perspective view which shows the disassembled state of a rail form provided with the short circuit prevention structure of the insulation joint which concerns on 5th Embodiment of this invention. It is an external view of the short circuit prevention structure of the insulation joint which concerns on 5th Embodiment of this invention, (A) is a top view, (B) is a side view.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
A train 1 shown in FIG. 1 is a vehicle that is composed for the purpose of driving on a track 5. The train 1 is a railway vehicle such as a train or a train, for example, and is formed by one or a plurality of vehicles. The wheel shaft 2 is a member in which a pair of left and right wheels 3 and an axle 4 are assembled. The wheel 3 is a member that makes rotational contact with the rail 6. As shown in FIG. 4, the wheel 3 is formed continuously on the tread surface 3 a that is in contact with the top surface 6 e of the rail head portion 6 a and receives frictional resistance, and on the outer peripheral portion of the wheel 3 in order to prevent wheel removal. A flange surface 3b is provided. In the wheel 3 shown in FIG. 4, for example, a tread shape (tire contour) is formed on an arc tread where the tread 3 a is a combination of a plurality of arcs so that a cross section of the tread 3 a is a circular curve. The axle 4 is a member that rotates integrally with the wheel 3. In the axle 4, wheels 3 are press-fitted into both ends of the axle 4.

  A track 5 shown in FIG. 1 is a passage (track) on which the train 1 travels. The track 5 includes a pair of left and right rails 6 as shown in FIG. The track 5 shown in FIG. 1 is, for example, a bedded track formed by laying a rail formed of a rail 6 and a sleeper supporting the rail on a road bed formed of granular material such as gravel or crushed stone, or It is a slab track in which rails 6 are laid on a track slab constituted by a concrete plate.

  The rail 6 shown in FIGS. 1 to 4 and 6 is a member that supports and guides the wheels 3 of the train 1 to run the train 1. As shown in FIGS. 2, 3, and 6, the rail 6 has an insulating rail shape 15 inserted in the gap between the front and rear rails 6, and the rail 6 and the joint plate 9 as shown in FIG. 4. Are bonded and insulated rails which are coupled by an insulating adhesive material 14. The rail 6 is usually magnetized within a range of about 15 mm from the end of the rail 6, and the magnetic flux density within this range is 100 to 200 gauss. As shown in FIGS. 2 and 6, the end of the rail 6 is processed into a shape that matches the surface shape of the rail shape 15 so as to be in close contact with the surface (joint surface) of the rail shape 15. . As shown in FIG. 4, the rail 6 includes a rail head portion 6a, a rail bottom portion (flange portion) 6b, a rail abdomen portion (web portion) 6c, a through hole 6d, and the like. The rail 6 has a contact point with the tread surface 3a of the wheel 3 so as to be on a substantially center line of the top surface 6e of the rail 6 in order to reduce the inclination (small rail warpage) of the rail 6 caused by the wheel load. It is laid (inclined) with a slight inclination (for example, about 1/40) inside the gauge.

  The rail head portion 6a shown in FIG. 4 is a portion that comes into contact with the wheel 3 of the railway vehicle, and a head top surface (head top surface) 6e that directly supports the wheel 3, a head side surface 6f that is continuous with the head top surface 6e, A gauge corner surface 6g is formed between the top surface 6e and the head side surface 6f and contacts the flange surface 3b of the wheel 3 when passing through a sharp curve. The rail bottom portion 6b is a portion that is installed on and attached to a support body (support body) such as a sleeper or a track slab, and is installed on the bottom surface 6h that is pressed by a fastening spring of the rail fastening device. Bottom bottom surface 6i, and bottom side surface 6j constituting left and right side portions of the rail bottom portion 6b. The rail abdomen 6c is a part connecting the rail head 6a and the rail bottom 6b, and transmits wheel load and lateral pressure acting on the rail head 6a to the rail bottom 6b. The rail abdomen 6c includes an abdomen side surface 6k to which the joint plate 9 is bonded. The through-hole 6d is a hole through which the tube 12 passes, and is formed in the rail abdomen 6c at a predetermined interval along the length direction of the rail 6.

  Sections AT to DT shown in FIG. 1 are detection sections in which the presence or absence of the train 1 is detected by the track circuit. Sections AT to DT are closed sections that permit occupation of one train and prohibit entry of other trains, for example, to prevent a collision of the train 1.

  The track circuit 7 is a device that detects the presence or absence of the train 1 by using the left and right rails 6 constituting the track 5 as part of an electric circuit. The track circuit 7 is widely used as a signal security device (signal system) for ensuring the safety of operation of the train 1. The track circuit 7 includes a transmitter 7a and a receiver 7b, and constitutes an electric circuit together with the left and right rails 6, the wheels 3, and the axles 4. The transmitter 7a is means for transmitting the train detection signal S. The transmitter 7 a is, for example, a track circuit power supply that supplies power to the left and right rails 6, and outputs a track circuit current as a train detection signal S. The receiver 7b is means for receiving the train detection signal S transmitted by the transmitter 7a. The receiver 7b is provided with a track relay or the like that goes up or down by a track circuit current. For example, as shown in FIG. 1, when the train 1 is present in the section BT, the track circuit 7 short-circuits the left and right rails 6 so that the wheel shaft 2 shorts, so that a train detection signal (track circuit current) is transmitted from the transmitter 7a to the receiver 7b. S is not reached, and it is determined that the train 1 exists in this section BT (there is an existing line). When the track circuit 7 determines that the train 1 is present in the section BT, the track circuit 7 displays the signal display of the traffic signal present at the boundary between the section BT and the section CT as a stop signal (red signal). On the other hand, for example, as shown in FIG. 1, when the train 1 does not exist in the section CT, the track circuit 7 does not short-circuit the left and right rails 6 so that the wheel shaft 2 does not short-circuit, so that a train detection signal (track circuit) is transmitted from the transmitter 7a to the receiver 7b. Current) S arrives, and it is determined that the train 1 in this section CT does not exist (no existing line). When the track circuit 7 determines that the train 1 does not exist in the section CT, the track circuit 7 displays the signal display of the traffic light present at the boundary between the section CT and the section DT as a progress signal (blue signal).

  The insulation joint 8 shown in FIGS. 1 to 4 is a rail joint having a structure in which the joint portion of the rail 6 is electrically insulated and connected. As shown in FIG. 1, the insulation seam 8 is installed at the boundary between adjacent sections AT to DT, and partitions the sections AT to DT by being electrically insulated. As shown in FIG. 6A, the insulating seam 8 is formed on the surface of the insulating layer 16a that electrically insulates the surface of the surface of the insulating seam 8 that does not come into contact with the wheel 3, and the end of the rail 6 is The magnetic body M is induced by the magnetic force. 2 to 4, the insulating seam 8 includes the rail 6 shown in FIGS. 1 to 4, the seam plate 9 shown in FIGS. 2 to 4, the collars 10 and 11 shown in FIG. 2 to 4, the fastening member 13 shown in FIG. 4, the rail shape 15 shown in FIGS. 2 to 6, the short-circuit prevention structure 16 shown in FIGS. 2, 5 and 6, and FIG. 2. And a magnetic force generator 17 shown in FIG. The insulating seam 8 shown in FIG. 4 is an adhesive insulation seam in which a seam plate 9 is bonded to both sides of the joint portion of the rail 6 with an insulating adhesive 14 to electrically insulate and connect the joint portion. The insulation seam 8 is formed between the rail 6 shown in FIG. 4 and the pair of left and right seam plates 9, between the ends of the front and rear rails 6 shown in FIGS. 2, 3 and 6, and the joint plate bolt shown in FIG. This is a joint structure in which an insulating material is sandwiched between 13 a and the rail 6 to electrically insulate the joint portion of the rail 6. Insulating seam 8 integrates rail 6 and joint plate 9 with a strong adhesive 14 in order to strengthen the joint of rail 6, which is a weak spot on the track structure.

  The joint plate 9 shown in FIGS. 2 to 4 is a member that is connected to the rail 6 by being fixed by joint plate bolts 13 a on both side surfaces of the rail abdomen 6 c in the joint portion of the rail 6. As shown in FIG. 4, the joint plate 9 includes a head portion 9a facing the upper neck portion of the rail head portion 6a, a bottom portion 9b facing the upper portion of the rail bottom portion 6b, and an abdomen portion 9c connecting the head portion 9a and the bottom portion 9b. Etc. The joint plate 9 is provided with a through hole 9d at a predetermined interval in the length direction of the joint plate 9. The joint plate 9 is manufactured to have a predetermined size and shape by forging, hot extrusion or machining, and is subjected to quenching and tempering heat treatment.

  The collars 10 and 11 shown in FIG. 4 are insulating materials that electrically insulate the pair of joint plates 9 and the fastening member 13. As shown in FIG. 4, the collars 10 and 11 include insertion portions 10a and 11a and flange portions 10b and 11b. The insertion portions 10a and 11a are cylindrical portions that are inserted into the through holes 9d of the joint plate 9, and the outer peripheral portions of the insertion portions 10a and 11a are fitted to the inner peripheral portion of the through hole 9d. The flange portions 10b and 11b are annular portions sandwiched between the joint plate 9 and the fastening member 13, and are formed integrally with the insertion portions 10a and 11a at one end of the insertion portions 10a and 11a. Yes. The collars 10 and 11 are formed of a synthetic resin such as plastic, for example.

  The tube 12 is an insulating material that electrically insulates the rail 6 and the fastening member 13 from each other while electrically insulating the pair of joint plates 9 and the fastening member 13. The tube 12 is a cylindrical member that is inserted into the through hole 6 d of the rail 6 and the through hole 9 d of the joint plate 9. The tube 12 is formed of a synthetic resin such as plastic.

  The fastening member 13 shown in FIGS. 2 to 4 is a member that fastens the joint plate 9 to both sides of the joint portion of the rail 6. As shown in FIG. 4, the fastening member 13 includes a seam plate bolt 13a, a nut 13b, a flat washer 13c, and the like. The joint plate bolt 13a shown in FIGS. 2 to 4 is a bolt for fastening the rail 6 and the joint plate 9 and is inserted into the collars 10 and 11 and the tube 12 as shown in FIG. The nut 13b shown in FIGS. 2 to 4 is a member attached to the joint plate bolt 13a, and has an internal thread portion that meshes with the external thread portion of the joint plate bolt 13a. The flat washer 13c shown in FIG. 4 is a member inserted between the joint plate 9 and the nut 13b, and prevents the joint plate bolt 13a and the nut 13b from loosening due to an impact generated when the wheel 3 passes.

  The adhesive 14 shown in FIG. 4 is a member that bonds the rail 6 and the joint plate 9 together. The adhesive 14 is sandwiched between the rail 6 and the joint plate 9 to join them, and electrically insulates the rail 6 and the joint plate 9 from each other. The adhesive 14 is formed into a composite material by, for example, laminating a plurality of molding intermediate material (prepreg) adhesive sheets obtained by impregnating a nonwoven fabric of glass paper with a resin, and heating and curing these adhesive sheets. The adhesive material 14 includes a through hole 14a through which the tube 12 passes. The through hole 14a is formed at a predetermined interval in the length direction of the adhesive material 14 after the adhesive sheet is heated and cured.

The rail shape 15 shown in FIGS. 2, 3, 5, and 6 is a member that is sandwiched between the ends of the rail 6 before and after the insulating seam 8 to electrically insulate the insulating seam 8. As shown in FIG. 6, the rail shape 15 has a thickness W ₂ at a portion not in contact with the wheel 3 smaller than a thickness W ₁ at a portion in contact with the wheel 3. The rail shape 15 is substantially the same as the shape of the end portion of the rail 6, and is formed into a thin plate shape so that it can be inserted into the gap between the butted portions of the rail 6 before and after the insulating seam 8 as shown in FIGS. Is formed. The rail shape 15 is a non-magnetic insulating material formed in a shape substantially the same as the cross-sectional shape of the rail 6 using, for example, a synthetic resin such as an epoxy resin. Below, about the part of the rail shape 15 side corresponding to the rail 6 side, the code | symbol corresponding to the rail 6 is attached | subjected and detailed description is abbreviate | omitted. The rail shape 15 includes a head portion 15a, a bottom portion 15b, an abdominal portion 15c, and the like as shown in FIG. 5, similarly to the rail 6 shown in FIG. The head 15a includes a top surface 15e, a head side surface 15f, a gauge corner surface 15g, and the like. The bottom 15b includes a bottom upper surface 15h, a bottom lower surface 15i, a bottom side surface 15j, and the like. The abdomen 15c includes an abdomen side surface 15k and the like, like the rail abdomen 6c.

  The magnetic body M shown in FIG. 6 is a member that adheres to the insulating seam 8. The magnetic body M is a conductive metal piece or metal powder such as iron. As shown by a two-dot chain line in FIG. 6A, the magnetic body M is attracted by the magnetic force at the end of the rail 6 and is attracted to the insulating seam 8 to short-circuit the insulating seam 8. The magnetic body M includes, for example, an idling scratch formed on the rail 6 due to the idling of the wheel 3, a sliding scar formed on the tread surface 3a of the wheel 3 due to the fixing of the wheel 3, and a brake device brake device on the tread surface 3a of the wheel 3. It is a wear piece or wear powder derived from friction when pressed, friction when the sliding plate of the current collector slides on the trolley wire of the overhead wire, and the like.

  The short-circuit prevention structure 16 shown in FIGS. 2, 5, and 6 prevents the magnetic material M from adhering to the insulation seam 8 that electrically insulates and connects the joint portion of the rail 6, and the insulation seam 8 is short-circuited. This is a structure to prevent. As shown in FIG. 6A, the short-circuit prevention structure 16 moves the magnetic body M to a place where the wheel 3 and the rail 6 do not come into contact with each other by the magnetic force of the rail 6 itself. Prevents the insulation seam 8 from being electrically short-circuited. The short-circuit prevention structure 16 has an end face shape of the rail 6 and an end face of the rail shape 15 so that the magnetic flux density of the portion where the insulating layer 16a is formed is higher than the magnetic flux density of the portion where the insulating layer 16a is not formed. The shape and are set. The short-circuit prevention structure 16 narrows the gap between the front and rear rail 6 ends so that the magnetic force is strong on the surface of the insulating seam 8 where the insulating layer 16a is formed, and the insulating seam where the insulating layer 16a is not formed. The gap between the ends of the front and rear rails 6 is widened so that the magnetic force on the surface 8 is weakened. The short-circuit prevention structure 16 includes an insulating layer 16a shown in FIGS. 2, 3, 5, and 6, a thick portion 16b shown in FIGS. 2, 5, and 6, a thin portion 16c, and FIGS. A joint recess 16d shown in (A) and a joint flat part 16e shown in FIGS. 2 and 6 are provided.

The insulating layer 16 a shown in FIGS. 2, 3, 5, and 6 is a member that electrically insulates the surface of the insulating seam 8 that does not contact the wheel 3. As shown in FIG. 6A, the insulating layer 16 a is not formed in the contact area A ₁ in contact with the tread surface 3 a of the wheel 3 on the surface of the insulating seam 8, and the wheel on the surface of the insulating seam 8. 3 is formed in a non-contact area A ₂ that does not contact 3. Here, the contact area A ₁ includes the top surface 6e of the rail 6, the top surface 15e of the rail shape 15, and the like. As shown in FIGS. 5 and 6, the non-contact area A ₂ includes a head side surface 6f of the rail 6, a gauge corner surface 6g, a bottom top surface 6h, a bottom side surface 6j, a rail-shaped head side surface 15f, and a gauge corner surface 15g. , Bottom top surface 15h, bottom side surface 15j, and the like. The insulating layer 16a is formed by applying an insulating material made of an insulating paint such as rubber or silicone resin, for example.

The thick portion 16b shown in FIGS. 2, 5 and 6 is a portion where the rail shape 15 is thick. The thick portion 16 b is made of the same material as the rail shape 15 and is formed integrally with the rail shape 15. The thick portion 16b is formed on the surface (joint surface) on the side to be joined to the end face of the rail 6 so that a portion where the tread surface 3a of the wheel 3 and the top surface 15e of the rail shape 15 come into contact with each other is thickened. The thick portion 16b is as shown in FIGS. 2, 5 and FIG. 6 (A), the thickest thickness W ₁ of the central portion of the top surface 15e of the rail-shaped 15, the head side from the center of the top surface 15e thickness gradually becomes thinner toward the 15f, the thickness W ₂ of the end of the head side 15f closer is formed as best thinner. The thick portion 16b has, for example, a thickness W ₁ of about 8 mm and a thickness W ₂ of about 3 mm. As shown in FIG. 2 and FIG. 6 (A), the thick portion 16b is formed in a convex arc when the planar shape of both edges when the insulating seam 8 is viewed from above.

The thin portion 16c shown in FIGS. 2, 5 and 6 is a portion where the rail shape 15 is thin. The thin portion 16c is made of the same material as the rail shape 15, and is formed integrally with the rail shape 15 like the thick portion 16b. The thin portion 16c is formed on the surface (joint surface) on the side joined to the end face of the rail 6 so that the portion where the tread surface 3a of the wheel 3 and the top surface 15e of the rail shape 15 do not come into contact with each other becomes thin. As shown in FIGS. 5 and 6, the thin portion 16 c is formed so that the thickness W ₂ of the portion other than the portion where the thin portion 16 c is formed in the rail shape 15 is uniform. The thin portion 16c is, for example, a thickness W ₂ of about 3 mm. As shown in FIGS. 2 and 6, the thin-walled portion 16 c is formed in a straight line in which the planar shape of both edges when the insulating seam 8 is viewed from above is parallel.

  The joint recess 16d shown in FIGS. 2 and 6A is a part to be joined to the thick part 16b. 16 d of joining recessed parts are each formed in the edge part of the rail 6 before and behind the insulation seam 8 by machining. As shown in FIG. 6 (A), when the rail shape 15 is sandwiched between the ends of the rail 6 before and after the insulating seam 8, the bonding recess 16d is in close contact with the thick portion 16b without any gap. The planar shape when the insulating seam 8 is viewed from above is formed as a concave arc.

  The joining flat part 16e shown in FIG.2 and FIG.6 is a part joined with the thin part 16c. The joining flat part 16e is formed in the edge part of the rail 6 before and behind the insulation seam 8 by machining, respectively. As shown in FIG. 6, when the rail shape 15 is sandwiched between the ends of the rail 6 before and after the insulating seam 8, the joint flat part 16e is in close contact with the thin part 16c without any gap and joined. When viewed from above, the planar shape is formed in a planar shape.

  2 and 3 is a means for generating a magnetic force at the end portion of the rail 6 of the insulating seam 8 indicated by a two-dot chain line. The magnetic force generation part 17 is a permanent magnet or the like that is used supplementarily when it is difficult to guide the magnetic body M to the surface of the insulating layer 16a only by the magnetic force generated by the end part of the rail 6 itself. For example, as shown in FIG. 2, the magnetic force generator 17 is attached to the joint plate 9 on the inner side and the outer side of the track 5 by magnetic force.

Next, the operation of the short-circuit prevention structure for the insulation joint according to the first embodiment of the present invention will be described.
When the insulation joint 8 does not include the short-circuit prevention structure 16 shown in FIG. 2 and FIG. 6, a magnetic material M such as an iron piece or iron powder falls on the insulation joint 8, and a gap between the front and rear rails 6 is formed. When the magnetic material M adheres so as to straddle, the insulating seam 8 is short-circuited. As a result, for example, the train detection signal (track circuit current) S does not reach the receiver 7b from the transmitter 7a in the zone BT shown in FIG. 1, and the zone BT is present even though the train 1 does not exist in the zone BT. The track circuit 7 erroneously determines that the train 1 exists in the vehicle, and the signal display of the traffic light is displayed in the stop signal (red signal).

On the other hand, when the insulation seam 8 is provided with the short-circuit prevention structure 16 shown in FIGS. 2 and 6, the gap between the front and rear rails 6 in the contact area A ₁ of the insulation seam 8 is wide (the thickness of the rail shape 15). W ₁ is thicker), and the gap between the front and rear rails 6 in the non-contact region A ₂ of the insulating seam 8 is narrowed (the thickness W ₁ of the rail shape 15 is thin). As shown in FIG. 6, since the end of the rail 6 of the insulating joint 8 is magnetized, a magnetic field (lines of magnetic force) is generated around the end of the rail 6. At this time, since the magnetic force generated around the end of the rail 6 of the insulating seam 8 is inversely proportional to the square of the gap between the front and rear rails 6, the magnetic force is weakened at a portion where the gap between the front and rear rails 6 is wide. The magnetic force becomes strong at a portion where the gap between the rails 6 is narrow.

As shown in FIG. 6 (A), the insulating layer 16a in a non-contact area A ₂ of the surface of the insulating seam 8 is formed, the magnetic body M and attached so as to straddle the insulating seam 8, an insulating joint 8 The magnetic body M that falls so as to straddle is guided to the insulating layer 16 a by the magnetic force at the end of the rail 6. As a result, as shown by a two-dot chain line in the figure, the magnetic body M is prevented from adhering to the insulating layer 16a, and the magnetic body M is prevented from short-circuiting the insulating joint 8. When the magnetic force generated from the end portion of the rail 6 itself shown in FIG. 6 is not sufficient, a magnetic force generating portion 17 indicated by a two-dot chain line in FIGS. As a result, the magnetic body M is guided to the insulating layer 16 a formed on the surface of the joint plate 9 by the magnetic force generated by the magnetic force generation unit 17, and the insulating body 8 is prevented from being short-circuited.

Next, the short circuit prevention structure and the short circuit prevention method according to the first embodiment of the present invention have the following effects.
(1) In the first embodiment, the magnetic body M is applied to the surface of the insulating layer 16a that electrically insulates the surface of the insulating seam 8 that does not come into contact with the wheel 3 by the magnetic force at the end of the rail 6. To induce. Therefore, it is possible to prevent the insulating seam 8 from being short-circuited by the magnetic body M by guiding the magnetic body M to be attached so as to straddle the rails 6 before and after the insulating seam 8 to the insulating layer 16a. As a result, it is possible to reduce the occurrence of a short circuit in the insulation seam 8 with an inexpensive and simple structure.

(2) In the first embodiment, the rail shape 15 is sandwiched between the ends of the rail 6 before and after the insulation seam 8, and the rail shape 15 electrically insulates the insulation seam 8. Moreover, in this 1st Embodiment, the thickness of this rail shape 15 of the part which does not contact this wheel 3 is thinner than the thickness of the rail shape 15 of the part which contacts the wheel 3. FIG. For this reason, the flow of magnetic flux due to the magnetic force at the end of the rail 6 is collected on the insulating layer 16a formed on the surface of the insulating seam 8 that does not contact the wheel 3, and the insulating seam 8 is short-circuited by the magnetic body M. Can be prevented.

(Second Embodiment)
In the following, the same parts as those shown in FIGS. 1 to 6 are denoted by the same reference numerals and detailed description thereof is omitted.
The thick portion 16b shown in FIGS. 7 to 9A is different from the thick portion 16b shown in FIGS. 2, 5, and 6 and is joined to the end of one of the rails 6 before and after the insulating joint 8. It is formed on the surface (bonding surface) on the side to be used. The thick portion 16b shown in FIGS. 7 to 9A is formed such that one surface protrudes in a mountain shape, and the other surface is continuous with the thin portion 16c and has the same height as the thin portion 16c. It is formed so as to be flat. For example, as shown in FIG. 9A, the thick portion 16b has a thickness W ₁ at the center of the thickest top surface 15e of about 8 mm and a thickness W at the end near the thinnest head side surface 15f. ₂ is about 3mm. In the thick portion 16b, the planar shape of both edge portions when the insulating seam 8 is viewed from above is formed in a substantially triangular shape. The thin portion 16c has, for example, a thickness W ₂ of about 3 mm, and is formed in a straight line in which the planar shape of both edges when the insulating seam 8 is viewed from above is parallel.

  7 and 9A, the joint recess 16d shown in FIGS. 7 and 9A is different from the joint recess 16d shown in FIGS. 2 and 6A by machining at the end of one of the rails 6 before and after the insulation seam 8. Is formed. As shown in FIGS. 7 and 9A, the bonding recess 16d is in close contact with and bonded to the thick portion 16b when the rail shape 15 is sandwiched in the gap between the rails 6 before and after the insulating joint 8. Thus, the planar shape when the insulation seam 8 is viewed from above is formed in a mountain shape.

The second embodiment has the following effects in addition to the first embodiment.
In the second embodiment, unlike the first embodiment, one joining surface of the thick portion 16b of the rail shape 15 is formed in a planar shape. Therefore, as compared with the first embodiment, it is only necessary to form only the end of either one of the rails 6 before and after the insulating seam 8 to be joined with the planar joining surface of the thick wall portion 16b. It is possible to save the labor required for processing the end portion of 6.

(Third embodiment)
The short-circuit prevention structure 16 shown in FIGS. 10 to 14 is substantially the same as the short-circuit prevention structure 16 shown in FIGS. 2, 3, and 5 to 9, but includes non-contact recesses 16 f and 16 g. 10-14 is a part which electrically insulates the surface of the non-contact recessed parts 16f and 16g. Insulating layer 16a is, FIG. 2, unlike the insulating layer 16a as shown in FIGS. 3 and 5-9, not formed in the non-contact area A _2, the non-contact recesses as shown in FIGS. 10 to 14 It is formed by applying an insulating material to the surfaces of 16f and 16g.

  The non-contact recesses 16 f and 16 g shown in FIGS. 10 to 14 are portions that do not contact the wheel 3 on the surface of the insulating seam 8. 10 to 12 and FIG. 14 are formed on the rail 6 side, and the non-contact recess 16g shown in FIGS. 10, 11, 13 and 14 is formed on the rail shape 15 side. ing. As shown in FIG. 12, the non-contact recesses 16 f and 16 g are formed on a part of the surface of the surface of the insulating seam 8 that is in contact with the wheel 3. As shown in FIGS. 10, 11, and 14, the non-contact recess 16 f has a predetermined width at both edges near the head side surface 6 f of the top surface 6 e of the rail 6, and extends along the length direction of the rail 6. It is formed with a predetermined length. As shown in FIG. 13, the non-contact recess 16 g is formed on the head 15 a so as to cut out a part of the head 15 a of the rail shape 15 at both edges near the head side surface 15 f of the top surface 15 e of the rail shape 15. 15a. As shown in FIGS. 10, 11, 13, and 14, the non-contact recess 16g is formed to have the same cross-sectional shape as that of the non-contact recess 16g on the rail 6 side. The non-contact recesses 16f and 16g are formed at a predetermined depth so that the bottom surfaces of the non-contact recesses 16f and 16g do not contact the tread surface 3a of the wheel 3 when the wheel 3 passes through the rail 6 of the insulating joint 8. Has been.

In addition to the effects of the first embodiment, the short-circuit prevention structure and the short-circuit prevention method according to the third embodiment of the present invention have the effects described below.
In the third embodiment, the insulating seam 8 is provided with non-contact concave portions 16f and 16g that do not contact the wheel 3 on the surface of the insulating seam 8, and the insulating layer 16a is electrically connected to the surfaces of the non-contact concave portions 16f and 16g. Insulate. For this reason, for example, when it is difficult to form the insulating layer 16a in a place where the insulation seam 8 and the wheel 3 do not contact, the train 6 is part of the place where the rail 6 and the wheel 3 of the insulation seam 8 come into contact. The non-contact recesses 16f and 16g can be formed within a range that does not hinder the traveling of 1. As a result, the magnetic body M can be guided to the insulating layer 16a by the magnetic force at the end of the rail 6, and the insulating seam 8 can be prevented from being short-circuited by the magnetic body M.

(Fourth embodiment)
The rail 6 shown in FIGS. 15 and 16 is different from the rail 6 shown in FIGS. 2, 3, 5, and 6, and the end of the rail 6 is in close contact with the surface (joint surface) of the rail shape 15. The part is cut at right angles. Unlike the rail shape 15 shown in FIGS. 5 and 6, the rail shape 15 shown in FIGS. 15 and 16 has a uniform width W _{1 as} a whole, and the same width (for example, 5 mm or 8 mm) as the conventional rail shape. Is formed. As shown in FIGS. 14 and 15, the rail shape 15 includes a nonmagnetic portion 15A and a magnetic portion 15B. As shown in FIG. 15, the rail shape 15 has a uniform thickness W ₁ when the joining surface 15 m on the nonmagnetic portion 15 A side and the joining surface 15 n on the magnetic portion 15 B side are joined. As shown in FIG. 15, the rail shape 15 is configured by bonding two magnetic parts 15B on both surfaces of one nonmagnetic part 15A. As shown in FIG. 16, the nonmagnetic part 15A and the magnetic part 15A are formed. The external shape when bonded to 15B is a thin plate.

The nonmagnetic portion 15A shown in FIGS. 15 and 16 is a member in which the thickness W _{2 of the} portion not in contact with the wheel 3 is thinner than the thickness W _{1 of the} portion in contact with the wheel 3. The nonmagnetic portion 15A is formed in the same shape as the thick portion 16b and the thin portion 16c shown in FIGS. 2, 3, 5, and 6. As shown in FIG. 15, the nonmagnetic portion 15A includes a bonding surface 15m, and this bonding surface 15m is a portion that is bonded to the bonding surface 15n on the magnetic portion 15B side. The bonding surface 15m is formed on both surfaces of the nonmagnetic portion 15A. The nonmagnetic portion 15A is an insulating material made of a synthetic resin such as an epoxy resin, for example.

The magnetic part 15B shown in FIGS. 15 and 16 is a member in which the thickness W ₃ (= (W ₁ −W ₂ ) / 2) of the portion not in contact with the wheel 3 is thicker than the thickness of the portion in contact with the wheel 3. It is. The magnetic part 15B is formed in the same shape as the bonding concave part 16d and the bonding flat part 16e shown in FIGS. 2, 3, 5, and 6. As shown in FIG. 15, the magnetic part 15 </ b> B includes bonding surfaces 15 n and 15 p. The bonding surface 15n is a portion that is bonded to the bonding surface 15m on the nonmagnetic portion 15A side, and the bonding surface 15p is a portion that is bonded to the ends of the rail 6 before and after the insulating joint 8. The bonding surface 15n is formed on one surface of the magnetic part 15B, and the bonding surface 15p is formed on the other surface of the magnetic part 15B. For example, the magnetic part 15B is heat-cured in a state where an adhesive sheet similar to the adhesive 14 is sandwiched between the non-magnetic part 15A and is joined and integrated with the non-magnetic part 15A. The magnetic part 15B is an insulating material in which a magnetic material such as magnetic powder or magnetic particles is dispersed in a synthetic resin such as an epoxy resin.

In addition to the effects of the first embodiment, the short-circuit prevention structure and the short-circuit prevention method according to the fourth embodiment of the present invention have the following effects.
In the fourth embodiment, the thickness of the nonmagnetic portion 15A in the portion not in contact with the wheel 3 is thinner than the thickness of the nonmagnetic portion 15A in the rail shape 15 in the portion in contact with the wheel 3. Moreover, in this 4th Embodiment, the thickness of the magnetic part 15B of the part which does not contact this wheel 3 is thicker than the thickness of the magnetic part 15B of the rail shape 15 of the part which contacts the wheel 3. FIG. Furthermore, in the fourth embodiment, the thickness W ₁ of the rail shape 15 when the joining surface 15m on the nonmagnetic portion 15A side and the joining surface 15n on the magnetic portion 15B side are joined is uniform. For this reason, it is possible to assemble the insulation joint 8 in a short time by simply inserting it into the gap between the rails 6 before and after the insulation joint 8 as in the conventional rail shape. Further, as compared with the first to third embodiments, it is not necessary to form the joint recess 16d at the end of the rail 6, and the labor of processing the end of the rail 6 can be saved.

(Fifth embodiment)
The rail 6 shown in FIGS. 17 and 18 is different from the rail 6 shown in FIGS. 7 to 9 and is in close contact with the surface (joint surface) of the rail shape 15 in the same manner as the rail 6 shown in FIGS. The end of the rail 6 is cut at a right angle. The rail shape 15 shown in FIGS. 17 and 18 differs from the rail shape 15 shown in FIGS. 8 and 9 in that it has a uniform width W _{1 as} a whole and has the same width (for example, 5 mm or 8 mm) as the conventional rail shape. Is formed. Rail type 15, as shown in FIG. 17, the thickness W ₁ of the rail-shaped 15 when bonding the bonding surface 15n of the junction surface 15m and the magnetic portion 15B side of the non-magnetic portion 15A side is uniform. As shown in FIG. 17, the rail shape 15 is configured by bonding one magnetic part 15B to one surface of one nonmagnetic part 15A. As shown in FIG. 18, the nonmagnetic part 15A and the magnetic part are formed. The external shape when bonded to 15B is a thin plate.

The nonmagnetic portion 15A shown in FIGS. 17 and 18 is a member in which the thickness W _{2 of the} portion not in contact with the wheel 3 is thinner than the thickness W _{1 of the} portion in contact with the wheel 3. The nonmagnetic portion 15A is formed in the same shape as the thick portion 16b and the thin portion 16c shown in FIGS. As shown in FIG. 17, the nonmagnetic portion 15 </ b> A includes joint surfaces 15 m and 15 p, the joint surface 15 m is a portion joined to the joint surface 15 n on the magnetic portion 15 </ b> B side, and the joint surface 15 p is an insulating seam 8. It is a part joined to the ends of the front and rear rails 6. The bonding surface 15m is formed on one surface of the nonmagnetic portion 15A, and the bonding surface 15p is formed on the other surface of the nonmagnetic portion 15A.

17 and 18 is a member in which the thickness W ₃ (= W ₁ −W ₂ ) of the portion not in contact with the wheel 3 is thicker than the thickness of the portion in contact with the wheel 3. The magnetic part 15B is formed in the same shape as the bonding recess 16d and the bonding flat part 16e shown in FIGS. As shown in FIG. 17, the magnetic part 15 </ b> B includes bonding surfaces 15 n and 15 p. The bonding surface 15n is a portion that is bonded to the bonding surface 15m on the nonmagnetic portion 15A side, and the bonding surface 15p is a portion that is bonded to the ends of the rail 6 before and after the insulating joint 8. The bonding surface 15n is formed on one surface of the magnetic part 15B, and the bonding surface 15p is formed on the other surface of the magnetic part 15B. The magnetic part 15B is joined and integrated with the nonmagnetic part 15A by an adhesive or the like.

In addition to the effects of the second embodiment and the fourth embodiment, the short-circuit prevention structure and the short-circuit prevention method according to the fifth embodiment of the present invention have the following effects.
In the fifth embodiment, unlike the fourth embodiment, one rail portion 15B is bonded to one surface of one nonmagnetic portion 15A to form the rail shape 15. For this reason, compared to the fourth embodiment, the rail shape 15 can be easily manufactured by simply joining one nonmagnetic portion 15A and one magnetic portion 15B, and the labor required for assembly is saved. In addition, the number of parts can be reduced and the rail shape 15 can be manufactured at low cost.

(Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In this embodiment, the case where the insulating seam 8 is an adhesive insulating seam has been described as an example. However, the present invention is not limited to such an adhesive insulating seam. For example, the present invention can be applied to an insulating seam in which an insulating plate is sandwiched between the front and rear rails 6 and the joint plate 9 without using the adhesive 14. Further, in this embodiment, the case where the insulating layer 16a is formed on the top surface 15e or the gauge corner surface 15g where the wheel 3 and the rail 6 are not in contact with each other is described as an example. The formation location of is not limited to these surfaces. For example, in the sharp curve section, the head side surface 15f on the inner rail side of the rail 6 that contacts the flange surface 3b of the wheel 3 and the insulating layer 16a on the gauge corner surface 15g can be omitted. Further, in this embodiment, the case where the magnetic body M is guided to the head side surface 6f of the rail 6 on the track inner side and the track outer side has been described as an example. The body M can also be induced.

(2) In this embodiment, the case where the magnetic force generation part 17 is disposed on the left and right joint plates 9 has been described as an example, but the magnetic force generation part 17 may be disposed on either the left or right joint plate 9. . Further, in the third embodiment, the non-contact recess 16f, has been described as an example a case of forming only the insulating layer 16a 16g, contactless recess 16f, a 16g and non-contact surface A ₂ in the insulating layer 16a It can also be formed. In the third embodiment, the case where the non-contact concave portions 16f and 16g are formed in a part of the portion where the insulating seam 8 and the wheel 3 are in contact is described as an example. However, the insulating seam 8 and the wheel 3 are in contact with each other. The non-contact recesses 16f and 16g can be formed in the portions that are not.

1 train 2 wheel shaft 3 wheel 4 axle 5 track 6 rail 6a rail head 6b rail bottom 6c rail abdomen 6e top surface 6f head side surface 6g gauge corner surface 7 track circuit 8 insulating joint 9 joint plate 10, 11 collar 12 tube 13 fastening member DESCRIPTION OF SYMBOLS 14 Adhesive material 15 Rail shape 15a Head part 15b Bottom part 15c Abdominal part 15e Head top surface 15f Head side surface 15g Gauge corner surface 16 Short-circuit prevention structure 16a Insulating layer 16b Thick part 16c Thin part 16d Joint flat part 16f, 16g Non-contact concave part 17 magnetic force generator AT~DT section M magnetic S train detection signal W ₁ to _W-3 width A ₁ contact area A ₂ noncontacting region

Claims (8)

A magnetic body adheres to the insulation joint that electrically insulates and connects the joint portion of the rail, and the insulation joint is prevented from being short-circuited.
The insulating seam induces the magnetic body by the magnetic force of the end of the rail on the surface of the insulating layer that electrically insulates the surface of the portion of the insulating seam that does not contact the wheel,
Insulation seam short-circuit prevention structure. In the short circuit prevention structure of the insulation joint according to claim 1,
The insulation seam is sandwiched between rail ends before and after the insulation seam, and has a rail shape that electrically insulates the insulation seam.
In the rail shape, the thickness of the portion not in contact with the wheel is smaller than the thickness of the portion in contact with the wheel.
Insulation seam short-circuit prevention structure. In the short circuit prevention structure of the insulation joint according to claim 1,
The insulation seam is sandwiched between rail ends before and after the insulation seam, and has a rail shape that electrically insulates the insulation seam.
The rail shape is
A non-magnetic part in which the thickness of the part not in contact with the wheel is smaller than the thickness of the part in contact with the wheel;
The magnetic part is thicker than the part in contact with the wheel than the part in contact with the wheel.
The thickness of the rail shape is uniform when the non-magnetic portion side bonding surface and the magnetic portion side bonding surface are bonded,
Insulation seam short-circuit prevention structure. In the short circuit prevention structure of the insulation seam according to any one of claims 1 to 3,
The insulating seam includes a non-contact recess that does not contact the wheel on the surface of the insulating seam;
The insulating layer electrically insulates the surface of the non-contact recess;
Insulation seam short-circuit prevention structure. A magnetic body adheres to an insulating seam that electrically insulates and connects the joint portion of the rail, and this insulating seam is prevented from being short-circuited.
Inducing the magnetic body by the magnetic force of the end of the rail on the surface of the insulating layer that electrically insulates the surface of the insulating seam that does not contact the wheel,
A method for preventing a short circuit in an insulation seam. In the short circuit prevention method of the insulation joint according to claim 5,
Between the rail ends before and after the insulation joint, a rail shape that electrically insulates the joint is sandwiched,
In the rail shape, the thickness of the portion not in contact with the wheel is smaller than the thickness of the portion in contact with the wheel.
A method for preventing a short circuit in an insulation seam. In the short circuit prevention method of the insulation joint according to claim 5,
Between the rail ends before and after the insulation joint, a rail shape that electrically insulates the joint is sandwiched,
The rail shape is
A non-magnetic part in which the thickness of the part not in contact with the wheel is smaller than the thickness of the part in contact with the wheel;
The magnetic part is thicker than the part in contact with the wheel than the part in contact with the wheel.
The thickness of the rail shape is uniform when the non-magnetic portion side bonding surface and the magnetic portion side bonding surface are bonded,
A method for preventing a short circuit in an insulation seam. In the short circuit prevention method of the insulation seam according to any one of claims 5 to 7,
A non-contact recess that does not contact the wheel on the surface of the insulation seam;
Electrically insulating the surface of the non-contact recess by the insulating layer;
A method for preventing a short circuit in an insulation seam.

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