JP2015148046A - Rail bond switching method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable a rail bond, which is made of one conductor, to easily and inexpensively switch between disconnectable and connectable states.SOLUTION: An intermediate part 3a of a rail bond 3 is cut so that the rail bond can be divided into a first conductor section 31 welded to one rail 13 and a second conductor section 32 welded to the other rail 13. A first terminal 33 is attached to a tip of the first conductor section 31 newly formed by cutting the rail bond 3, and a second terminal 34 disconnected from/connected to the first terminal 33 is attached to a tip of the second conductor section 32. The first and second terminals 33 and 34 are connected together to secure electrical continuity between the one rail 13 and the other rail 13.

Description

  The present invention relates to a method for switching a rail bond consisting of a single conductor welded to a rail to a state where it can be disconnected / connected.

  In recent years, a structure such as a bridge or a passage (hereinafter referred to as a structure under the track) may be newly provided below an existing track from the viewpoint of effective use of space and improvement of convenience. As a general flow for constructing the structure under the track, first, the rail and the roadbed on the construction planned location are removed. Next, the roadbed under the temporarily removed roadbed is excavated. Then, a new structure under the track is constructed in the excavated space. Finally, the roadbed and rails that were removed are restored. When constructing a structure under the track, it is generally desirable to perform the construction at night when the train does not pass because it is desirable to avoid stopping the train operation as much as possible. However, it is extremely difficult to finish the construction of the structure under the track overnight, so the track that was removed as much as possible until the next morning was temporarily restored, and then temporarily removed again the next night. The work will proceed while repeating the process of resuming the work.

  The construction flow varies depending on the rails laid on the existing track. In other words, if the long rail that is laid is seamless, the long rail is cut and temporarily removed at both ends of the part to be removed, and at the time of temporary restoration, the removed rail is Connect them using a seam plate in the same way as connecting the standard rails. At the time of temporary restoration, since the joint can be made to the rail, it is necessary to ensure electrical continuity by rail bonding. Therefore, one end is welded to the rail, and a rail bond with terminal fitting (hereinafter referred to as CZ bond) having a terminal with a bolt hole formed at the other end is welded to each of the divided rails. Connect them with bolts and nuts. In this way, in the second and subsequent temporary removals, the rail bond can be divided simply by removing the terminal bolts and nuts, and in the temporary restoration, the terminals and terminals can be made conductive by simply connecting them with the bolts and nuts. .

Fukuyama Fumiaki et al. Japan Railway Facility Association August 1997 “Safety Measures for Improvement of Yokohama Station” p. 630-631

On the other hand, in the case where a plurality of fixed-length rails are butted and joined using a joint plate, a rail bond for electrically connecting the butted rail and the rail is originally attached. In such a track, if a CZ bond is to be attached to the rail in the process up to the first provisional restoration, it is necessary to replace the already attached rail bond with the CZ bond. Depending on the welding form of the rail bond that has already been attached, the rail bond welding traces that were removed in the initial temporary removal may remain at the location to be attached. In that case, the weld trace is very difficult to remove and cannot be further welded over the weld trace, so the new CZ bond must be welded to a different location from the weld trace. However, if the CZ bond is to be welded to a position farther from the joint than the welding mark, the CZ bond becomes longer and the electric resistance becomes too high. On the other hand, if the CZ bond is to be welded at a position closer to the joint than the welding mark, it is difficult to attach the joint plate or the like because it is in the way. In addition, the space above the weld mark cannot be secured because the head of the rail is in the way. Moreover, there is a possibility that the maintenance work may be hindered below the welding mark. For this reason, in order to change to the CZ bond, the rail must be exchanged with one having no welding marks remaining.
As described above, in the case of a track configured by connecting a plurality of fixed-length rails, it has been troublesome and costly to replace the rail bond.

  The present invention has been made in view of the above problems, and an object of the present invention is to make it possible to easily and inexpensively switch a rail bond made of a single conducting wire to a state where it can be disconnected / connected.

In order to solve the above-described problems, the present invention makes it possible to disconnect / connect a rail bond composed of one conductive wire attached across one connected rail and the other rail at an intermediate portion thereof. In the rail bond switching method to switch to the state,
By cutting the rail bond at an intermediate portion thereof, the rail bond is divided into a first conductor portion welded to the one rail and a second conductor portion welded to the other rail, and the rail A first terminal is attached to the tip of the first conductor part newly formed by cutting the bond, and a second terminal that can be separated / coupled to the first terminal is attached to the tip of the second conductor part. The first terminal and the second terminal are coupled to ensure electrical continuity between the one rail and the other rail.

  According to the present invention, since the terminal is provided on the existing rail bond, it is not necessary to replace the rail bond with a new one, and the removal work of the existing rail bond and the welding work of the new rail bond become unnecessary. For this reason, the rail bond can be easily and inexpensively switched to a state where it can be disconnected / connected.

Preferably, in the above invention, the member that forms the first terminal includes a joint portion that joins the second terminal, and a compression portion that compresses to a tip portion of the first conductor portion. The member that forms the two terminals has a joint portion that joins the first terminal, and a compression portion that compresses the tip of the second conductor portion, and the joint portion of the first terminal and the second terminal It is preferable to secure electrical continuity between the one rail and the other rail by joining the joint with a bolt and a nut.
In this way, since the rail bond can be switched using a general member that can be easily obtained, further cost reduction can be achieved.

Desirably, in the above invention, the rail bond and the second rail bond straddle the one rail and the other rail, and an intermediate portion thereof is substantially the intermediate portion of the rail bond. When the second rail bonds are attached so as to be parallel to each other, the second rail bond is cut at a location that does not overlap with the rail bond cut location, whereby the second rail bond is welded to the one rail. A fourth terminal is divided into a conductive wire portion and a fourth conductive wire portion welded to the other rail, and a third terminal is provided at the tip of the third conductive wire portion newly formed by cutting the second rail bond, and the fourth terminal A fourth terminal that can be separated / coupled to the third terminal may be attached to the tip of the conducting wire.
Compared to the thickness of the conductor, the width of the joint between the terminal tends to be large, so if the two joints are side by side, there is a risk of taking too much width and obstructing the construction. Since the position of the connecting portion of the terminal is shifted between the rail bond and the second rail bond, the connecting portion of the terminal does not get in the way, and there is no concern that the progress of the construction will be hindered.

Preferably, in the above invention, after the rail bond does not need to be in a state where it can be disconnected / connected, the intermediate portion of the first conductive wire portion is cut off from the first conductive wire portion. The first conductor newly formed by cutting the first terminal and cutting the second terminal from the second conductor by cutting an intermediate portion of the second conductor, and cutting the first terminal. One end of the fifth conductor portion is connected to the tip portion of the second portion inseparably, and the other end of the fifth conductor portion cannot be separated from the tip portion of the second conductor portion newly formed by cutting out the second terminal. It is preferable that the one rail and the other rail are made conductive by being connected to each other.
If it does in this way, since a 1st conducting wire part and a 2nd conducting wire part are used again as a rail bond, it is not necessary to replace a rail bond with a new thing, removal work of a 1st conducting wire part and a 2nd conducting wire part, and a new rail Bond welding work is not required. For this reason, the labor of construction is reduced, the construction period can be shortened, and the cost can be reduced.

  According to the present invention, it is possible to switch a rail bond made of one conductive wire to a state where it can be disconnected / connected easily and at low cost.

It is a figure explaining the flow at the time of applying the rail bond switching method concerning the embodiment of the present invention to construction construction of a structure under a track. It is a figure explaining the flow following FIG. It is the figure which showed the joint part of the rail in each process of construction. It is the figure which showed an example of the metal fitting used as the terminal of rail bond, and the method of the coupling | bonding. It is the figure which showed an example of the intermediate connection bond.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The rail bond switching method of the present embodiment is used when it is necessary to frequently repeat the temporary removal and temporary restoration of some rails in an existing track formed by connecting a plurality of fixed-length rails. Therefore, here, as an example of such a case, a case where construction for constructing a structure under the track (bridge, underground space, passage, etc.) under the track will be described as an example.

As the construction flow, there are (1) pre-process shown in FIG. 1, (2) temporary removal process, (3) construction process, (4) temporary recovery process, and (5) main recovery process shown in FIG. After the step (1), the steps (2) to (4) are sequentially repeated, and finally the step (5) is performed to proceed with the construction.
As shown in FIG. 1A, the track 1 before the start of construction is composed of a ballast roadbed (hereinafter referred to as the roadbed 11) formed on the roadbed 2 and a rail 12 laid on the roadbed 11. ing. As shown in FIG. 3A, one rail 13 and the other rail 13 whose ends are butted together are joined together by a joint plate 14 and bolts and nuts, and the first rail bond 3 and the second rail bond 4 One end is welded to the abdomen of one rail 13, and the other end is welded to the abdomen of the other rail 13, whereby conduction between one rail 13 and the other rail 13 is ensured.

〔pre-process〕
In the case of the present embodiment, the pre-process is performed before the removal process. However, depending on the case, the pre-process may be performed in the construction process described later, or may not be performed depending on the structure to be constructed. In the pre-process, first, as shown in FIG. 1B, spaces S1 are respectively formed on the left and right sides of a predetermined portion of the track 1. Specifically, it is formed by constructing a cylindrical earth retaining wall using a liner plate or the like and excavating the earth and sand inside the wall. A plurality of pairs of spaces S1 and S1 are formed at predetermined intervals along the laying direction of the track 1. After forming the space S1, as shown in FIG. 1C, the piles 51 are driven from the bottom of each space S1 toward the ground so that the upper ends of the piles 51 are at the same height.

[Temporary removal process (first time)]
In the first removal step, first, as shown in FIG. 3 (b), the intermediate portions 3a and 4a of the first and second rail bonds 3 and 4 respectively attached to both ends of the rail 13 to be removed are cut out. . The cut-out location of the second rail bond 4 is a location that does not overlap the cut-out location of the first rail bond 3. Thus, the first rail bond 3 is divided into a first conductor portion 31 welded to one rail 13 and a second conductor portion 32 welded to the other rail 13, and the second rail bond 4 is It is divided into a third conductor part 41 welded to the other rail 13 and a fourth conductor part 42 welded to the other rail.

  After the intermediate portions 3a and 4a of the rail bonds 3 and 4 have been cut off, the metal wires 33, 34, 43 and 44 are attached, respectively. As shown in FIGS. 4 (a) and 4 (b), the metal fittings 33, 34, 43, and 44 are formed with a cylindrical compression portion 331 into which the leading end portion of each conductive wire portion is inserted, and a bolt hole 332a. The one having a connection portion 332 having a shape is used. When the distal end portion of each of the conductive wire portions 31, 32, 41, 42 is inserted into the compression portion 331 of each metal fitting and the compression portion 331 is compressed from the outside using a predetermined tool (not shown), the compression portion 331 bites into the distal end portion. Thus, the lead wire portions 31, 32, 41, 42 are compressed into the metal fittings 33, 34, 43, 44. By doing so, the metal fittings become the first to fourth terminals 33, 34, 43, 44 of the respective conductive wire portions 31, 32, 41, 42, and the first, third conductive wires can be replaced without replacing the existing rail bonds 3, 4. The parts 31 and 41 and the second and fourth conductor parts 32 and 42 are in the same state as a pair of CZ bonds that are disconnected. After providing the first to fourth terminals in each conductor part, as shown in FIG. 2A, the joint plate 14 is removed, and the rail 12 is removed. And as shown in FIG.2 (b), the road bed 11 under the removed gauge 12 is removed.

[Building process (first half)]
The construction process is divided into a plurality of small processes, and is a process performed while sandwiching the temporary restoration process and the temporary removal process between the small process and the small process. In the construction process, first, as shown in FIG. 2B, the roadbed 2 exposed by removing the roadbed 11 is excavated so as to connect the pair of spaces S <b> 1 formed on the left and right of the track 1. And as shown in FIG.2 (c), the handing girder 52 is spanned so that it may pass through space S2 created by excavation, and may straddle the upper end of the right and left pile 51. FIG. By performing this operation also in the place where the pair of spaces S1 formed in other places is formed, a plurality of hairpins 52 are installed below the track 1.

[Temporary restoration process]
For example, when the small process of the construction process is completed in the state shown in FIG. 2C, first, the shearing girder 52 is backfilled with earth and sand in the restoration process, and the road bed 11 is formed thereon again. Then, the rail 12 is laid again on the formed road bed 11, and the rail 13 left on the track 1 and the laid rail 13 are joined together using a joint plate 14. By doing so, as shown in the right part of FIG. 2C, the knurled girder 52 is hidden under the track 1. After that, the bolt hole 332a matches the joint portion 332 of the first terminal 33 attached to the tip portion of the first conductor portion 31 and the joint portion 332 of the second terminal 34 attached to the tip portion of the second conductor portion 32. Then, as shown in FIGS. 4C and 4D, the first terminal and the second terminal are connected by coupling with a bolt 333 and a nut 334. Further, the third terminal attached to the distal end portion of the third conducting wire portion 41 and the fourth terminal 44 attached to the distal end portion of the second conducting wire portion 32 are connected in the same manner. The connected first, second, third, and fourth terminals are each covered with a protective material (not shown). In this way, the rail 13 can be energized again, and the state returns to the state where the train can pass.

[Temporary removal process (second and later)]
In the second and subsequent removal steps, first, the protective material covering the terminals 33, 34, 43, and 44 is removed, and the bolts 333 and nuts 334 that connect the first and second terminals 33 and 34 are removed. The connection between the first terminal 33 and the second terminal 34 is released, and the bolt 333 and the nut 334 connecting the third and fourth terminals 43 and 44 are removed, and the third terminal 43 and the fourth terminal 44 are removed. And the rail bonds 3 and 4 are again divided into the first and third conductor portions 31 and 41 and the second and fourth conductor portions 32 and 42. And the joint board 14 is removed from the rail 13, and the rail 12 and the road bed 11 are removed. Since the rail bonds 3 and 4 can be divided simply by removing the bolts 333 and nuts 334, the second and subsequent removal steps are much faster than the first time.

[Building process (second half)]
When the construction process is restarted after all the hairpins 52 have been installed, as shown in FIG. 2 (d), the rail 12 and the roadbed below it are removed, and two adjacent hairpins 52 are removed. Expose the top surface of. And as shown in FIG.2 (e), the construction girder 53 is spanned so that it may straddle over the upper surface of the hairpin girder 52, and the upper surface of the hairpin girder 52 adjacent to it. By repeating this operation while changing the position, a plurality of construction girders 53 are connected along the laying direction of the track 1, and the bridge 5 is constructed as shown in FIG. After the bridge 5 is constructed, a space S4 is formed by excavating under the work beam 53.

[Main restoration process]
This restoration process is a process after finishing the last construction process. In this restoration process, first, the rail 12 is laid on the bridge 5 and the rails 13 are connected. And as shown in FIG.3 (d), each conducting wire part 31,32,41,42 is cut | disconnected in an intermediate part, and metal fittings 33,34,43,44 are each cut out from each conducting wire part. Thereafter, as shown in FIG. 3 (e), the first conductor portion 31 and the second conductor portion 32 are connected by a first intermediate connection bond 35 (third conductor portion), and the third conductor portion 41 and The fourth conductor portion 42 is connected to the second intermediate connection bond 45. As shown in FIG. 4, the intermediate connection bonds 35 and 45 are connected to both ends of a conductive wire 351 similar to the conductive wire portions 31, 32, 41 and 42, with the conductive wires 351 and the conductive wires in contact with each other. The compression sleeves 352 and 353 to be compressed are used so that they can be compressed by inserting conductive wires at both ends. The tip of the first conductor 31 is inserted into one end of the first intermediate connection bond 35 and compressed, and the tip of the second conductor 32 is inserted into the other end and compressed. The tip of the third conductor 41 is inserted into one end of the second intermediate connection bond 45 and compressed, and the tip of the fourth conductor 42 is inserted into the other end and compressed. As a result, the first and third conductor portions 31 and 41 and the second and fourth conductor portions 32 and 42 are inseparably connected to return to the same state as the original rail bonds 3 and 4, and one rail 13 and the other The rail 13 is conducted. In this way, a series of construction work is completed.

As mentioned above, although this invention was concretely demonstrated based on embodiment, this invention is not limited to the said embodiment, It can change in the range which does not deviate from the summary.
For example, in the present embodiment, the terminal is connected by a bolt and a nut. However, any terminal can be used as long as it can be separated / connected a plurality of times without coming off due to vibration. Good.
Further, in this embodiment, in the initial temporary removal process, the metal fittings that are terminals are attached to the tip of the conductive wire part. May be.
Moreover, in the said embodiment, although the intermediate part of the rail bond was partially cut off in the first temporary removal process, it is good also as only cut | disconnecting.
In the above embodiment, the rail bond is returned to an inseparable shape by using the intermediate connection bond in this restoration process, but the rail and the rail are welded to form a long rail, and the rail bond itself is removed. May be.
Moreover, in the said embodiment, although the bridge (under-track structure) was constructed under the track, it can be applied not only to constructing a structure but also to roadbed or roadbed improvement work that requires a long time. .

1 track 13 rail 3 first rail bond (rail bond)
31 1st conducting wire part 32 2nd conducting wire part 33 metal fitting (1st terminal)
34 Hardware (second terminal)
35 First intermediate connection bond (5th conductor)
4 Second rail bond 41 Third conductor portion 42 Fourth conductor portion 43 Metal fitting (third terminal)
44 Hardware (4th terminal)
45 Second intermediate connection bond

Claims (4)

In a rail bond switching method for switching a rail bond composed of one conductive wire that is attached across one rail and the other rail connected to each other to a state that enables disconnection / connection at an intermediate portion thereof,
By cutting the rail bond at an intermediate portion thereof, the rail bond is divided into a first conductor portion welded to the one rail and a second conductor portion welded to the other rail,
A first terminal at the tip of the first conductor part newly formed by cutting the rail bond, and a second terminal separable / coupled to the first terminal at the tip of the second conductor part, Each installed,
A rail bond switching method, wherein electrical connection between the one rail and the other rail is ensured by coupling the first terminal and the second terminal. The member that forms the first terminal has a joint part that joins the second terminal, and a compression part that compresses the tip part of the first conductor part,
The member that forms the second terminal has a joint portion that joins the first terminal, and a compression portion that compresses the tip of the second conductor portion,
The electrical connection between the one rail and the other rail is ensured by connecting the joint of the first terminal and the joint of the second terminal with a bolt and a nut. The rail bond switching method according to claim 1. Along with the rail bond, the second rail bond is attached so as to straddle the one rail and the other rail, and its intermediate portion is substantially parallel to the intermediate portion of the rail bond. If
By cutting the second rail bond at a location that does not overlap the rail bond cut location, the second rail bond is welded to the one rail and the third rail is welded to the other rail. Divided into the fourth conductor part,
A third terminal newly formed by cutting the second rail bond, a third terminal at the tip of the third conductor, and a fourth terminal separable / coupled to the third terminal at the tip of the fourth conductor The rail bond switching method according to claim 1, wherein the rail bond is switched. After the rail bond does not need to be in a state where it can be disconnected / connected, the first terminal is cut off from the first conductor portion by cutting an intermediate portion of the first conductor portion, and the Cutting the second terminal from the second conductor portion by cutting an intermediate portion of the second conductor portion;
One end of the fifth conductor portion is connected to the tip end portion of the first conductor portion newly made by excision of the first terminal inseparably, and the second conductor portion newly made by excision of the second terminal 4. The one rail and the other rail are made conductive by connecting the other end of the fifth conductor portion to the tip end of the first wire in a non-separable manner. 5. The rail bond switching method described.

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