JP2017160778A - Rail and refining method for rail - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rail and a refining method for rail, in which lubrication effect by a lubrication apparatus may be improved.SOLUTION: A rail (10) comprises a rail main body (1) and a lubrication apparatus (3). The rail main body (1) comprises a head part (11). The head part (11) comprises a head top surface (111) and side surfaces (112, 113). A wheel contacting surface (41) contacts to the head top surface (111). The side surfaces (112, 113) are arranged on both sides of the head top surface (111) in track width direction. The lubrication apparatus (3) is attached on the side surface (113). The head top surface (111) comprises an inclined surface (111a). The inclined surface (111a) has an inclination toward the side surface (112) of the head part (11) and lower side from an outside position rather than a central axis (A) of the rail main body (1) in the track width direction so that a gradient curve of the head top surface (111) crosses with a gradient curve of the wheel contacting surface (41) at a position outside rather than the central axis (A) of the rail main body (1) in the track width direction.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to a rail and a rail correction method, and more particularly, to a rail and a rail correction method for running a railway vehicle having a wheel tread surface that expands inward from the outside in the track width direction.

  On the railroad track curve, for example, the rail is often lubricated with a lubricant in order to improve the traveling safety of the railway vehicle, prevent the occurrence of wavy wear on the rail, or prevent the occurrence of creaking noise. Lubricant is discharged from the lubrication device installed near the entrance of the curve and adheres to the wheels of the railway vehicle. The railway vehicle travels on a curve with the lubricant attached to the wheels. Thereby, the lubricant is applied to the top surface of the rail in the curve.

  Patent Document 1 proposes a method for correcting a rail to which a lubricant is applied. In Patent Document 1, in the cross section of the rail, a range of at least 20 mm on both sides from the axial center of the top surface is corrected to a convex arc shape having a radius greater than 600 mm and not greater than 1000 mm. As a result, the amount of lubricant flowing down to the side of the rail is reduced, so that the extension of the lubricant in the traveling direction of the railway vehicle is improved.

Japanese Patent No. 3803336

  A lubrication device for lubricating the top surface of the inner gauge is installed at a position where it does not contact the wheel. Generally, the lubrication device is attached to the side surface of the outer rail in the track width direction in order to avoid contact with the flange of the wheel. Therefore, when the top surface of the rail and the wheel tread come into contact with each other at the position inside the center axis of the rail in the track width direction, the lubricant from the lubrication device is placed at the contact position between the top surface of the rail and the wheel tread. Hard to be supplied. In this case, the effect of lubrication on the curve is reduced.

  The lubrication device may be attached to the side surface of the inner rail in the track width direction. In this case, when the rail top surface and the wheel tread surface come into contact with each other at a position outside the center axis of the rail in the track width direction, the lubricant from the lubrication device is supplied to the contact position between the rail top surface and the wheel tread surface. This reduces the effect of lubrication on the curve.

  An object of this indication is to provide the rail which can improve the effect of lubrication with a lubrication apparatus, and a rail correction method.

  The present disclosure relates to a rail for running a railway vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail includes a rail body and a lubrication device. The rail body has a head. The head includes a parietal surface and a side surface. The wheel tread comes into contact with the top surface. The side surfaces are disposed on both sides of the top surface in the trajectory width direction. The lubrication device is attached to the outer side surface in the track width direction of both side surfaces of the head. The top surface includes the first inclined surface. The change in the gradient of each of the top surface and the tread surface of the wheel is represented by a gradient curve in a coordinate system in which the horizontal axis indicates the position in the track width direction and the vertical axis indicates the gradient. The first inclined surface is more than the center axis of the rail body in the track width direction so that the gradient curve of the top surface and the gradient curve of the wheel tread intersect at a position outside the center axis of the rail body in the track width direction. It inclines toward the side and inner side of the head from the outside position.

  The present disclosure relates to a method of correcting a rail for running a rail vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail correction method includes a step of grinding the top surface of the head of the rail body to form an inclined surface on the top surface, and a step of attaching a lubricating device to the outer side surface of the head in the track width direction. . The change in the gradient of each of the top surface and the tread surface of the wheel is represented by a gradient curve in a coordinate system in which the horizontal axis indicates the position in the track width direction and the vertical axis indicates the gradient. The inclined surface is located on the outer side of the center axis of the rail body in the track width direction so that the slope curve of the crown surface and the slope curve of the wheel tread intersect at a position outside the center axis of the rail body in the track width direction. Inclined from the position toward the inner side of the head and downward.

  The present disclosure relates to a rail for running a railway vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail includes a rail body and a lubrication device. The rail body has a head. The head includes a parietal surface and a side surface. The wheel tread comes into contact with the top surface. The side surfaces are disposed on both sides of the top surface in the trajectory width direction. The lubrication device is attached to the inner side surface in the track width direction of both side surfaces of the head. The parietal surface includes an inclined surface. The change in the gradient of each of the top surface and the tread surface of the wheel is represented by a gradient curve in a coordinate system in which the horizontal axis indicates the position in the track width direction and the vertical axis indicates the gradient. The inclined surface is located on the inner side of the center axis of the rail body in the track width direction so that the slope curve of the crown surface and the slope curve of the wheel tread intersect at a position inside the center axis of the rail body in the track width direction. Inclined from the position toward the outer side of the head and downward.

  The present disclosure relates to a method of correcting a rail for running a rail vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail correction method includes a step of grinding the top surface of the head of the rail body to form an inclined surface on the top surface, and a step of attaching a lubricating device to the inner side surface in the track width direction of the head. . The change in the gradient of each of the top surface and the tread surface of the wheel is represented by a gradient curve in a coordinate system in which the horizontal axis indicates the position in the track width direction and the vertical axis indicates the gradient. The inclined surface is located on the inner side of the center axis of the rail body in the track width direction so that the slope curve of the crown surface and the slope curve of the wheel tread intersect at a position inside the center axis of the rail body in the track width direction. Inclined from the position toward the outer side of the head and downward.

  According to the rail and the rail correction method according to the present disclosure, the lubrication effect by the lubrication apparatus can be improved.

FIG. 1 is a plan view showing a schematic structure of a rail according to the first embodiment. FIG. 2 is a cross-sectional view showing a schematic structure of a portion of the rail shown in FIG. 1 on the inner track side. FIG. 3 is a diagram showing a gradient curve of the top surface of the rail and a gradient curve of the conical tread surface shown in FIG. FIG. 4 is a diagram illustrating a gradient curve of the top surface of the rail and a gradient curve of the arc tread surface illustrated in FIG. 2. FIG. 5 is a cross-sectional view showing a schematic structure of a portion on the inner track side of the rail according to the second embodiment. FIG. 6 is a diagram showing a gradient curve of the top surface of the rail and a gradient curve of the conical tread surface shown in FIG. FIG. 7 is a diagram showing a gradient curve of the top surface of the rail and a gradient curve of the arc tread surface shown in FIG. FIG. 8 is a diagram illustrating a gradient curve of the top surface of each inner track and a gradient curve of the conical tread surface when the wheelset is in the neutral position in the first embodiment. FIG. 9 is a diagram showing the outer shape of the top surface of the rail and the conical tread surface corresponding to each of the gradient curves shown in FIG. FIG. 10 is a diagram illustrating the gradient curve of the top surface of each inner track and the gradient curve of the conical tread surface when the wheelset is at a position closer to the outer track in the first embodiment. FIG. 11 is a view showing the outer shape of the crown surface and the conical tread surface of the inner track corresponding to each of the gradient curves shown in FIG. FIG. 12 is a diagram illustrating a gradient curve of the top surface of each inner track and a gradient curve of the arc tread when the wheelset is in the neutral position in the first embodiment. FIG. 13 is a diagram showing the outer shape of the top surface and the arc tread surface of the inner track corresponding to each of the gradient curves shown in FIG. FIG. 14 is a diagram illustrating a gradient curve of the top surface of each inner track and a gradient curve of the arc tread surface when the wheelset is located closer to the outer track in the first embodiment. FIG. 15 is a view showing the outer shape of the top surface and the arc tread surface of the inner track corresponding to each of the gradient curves shown in FIG. FIG. 16 is a diagram illustrating a change in the derailment coefficient of the inner rail before and after the rail correction in the second embodiment. FIG. 17 is a diagram illustrating a gradient curve of the top surface of each inner track and a gradient curve of the conical tread surface when the wheelset is in the neutral position in the third embodiment. FIG. 18 is a diagram showing the outer shape of the top surface of the rail and the conical tread surface corresponding to each of the gradient curves shown in FIG. FIG. 19 is a diagram illustrating the gradient curve of the top surface of each inner track and the gradient curve of the arc tread surface when the wheelset is in the neutral position in the third embodiment. FIG. 20 is a diagram showing the outer shape of the top surface and the arc tread surface of the inner track corresponding to each of the gradient curves shown in FIG.

  Generally, when a plurality of railway vehicles pass the same curve, if the shape of the wheel tread differs for each railway vehicle, the contact position between the wheel and the rail also differs for each railway vehicle. The types of wheel treads include, for example, a conical tread surface that is generally constituted by a side surface of a truncated cone, an arc tread surface that includes an arc shape in a cross-sectional view, and the like.

  As described above, the lubricating device is often attached to the side surface of the rail on the outer side in the track width direction. On the other hand, the wheel having the conical tread surface generally contacts the top surface of the rail at a position inside the center axis of the rail in the track width direction. That is, the wheel having the conical tread surface comes into contact with the top surface of the rail at a position away from the lubricating device. For this reason, the wheel which has a conical tread surface is hard to receive to the influence of the lubricant supplied from a lubrication apparatus.

  When the wheel of a railway vehicle has a conical tread surface, it is conceivable to attach a lubrication device to the side surface of the rail on the inner side in the track width direction. However, in this case, since there is a concern about contact between the wheel flange and the lubrication device, the lubrication device needs to be arranged away from the top surface of the rail. Therefore, after all, the lubricant is supplied from a distance with respect to the contact position between the wheel and the rail, and the effect of rail lubrication by the lubricating device cannot be improved.

  A wheel having an arc tread usually comes into contact with the top surface of the rail at a position closer to the lubrication device than a wheel having a conical tread. Therefore, the wheel having the arc tread is easily affected by the lubricant supplied from the lubricating device.

  However, the wheel treads wear out during use. The shape of the wheel tread worn by use is different from the shape of the unused wheel tread. As the shape of the wheel tread changes due to wear, the contact position between the wheel and the rail also changes. For example, even with the same type of arc tread, the contact position with the rail may be close to the lubrication device or far from the lubrication device depending on the presence and degree of wear. In other words, among the same type of arc tread, there are those that are easily affected by the lubricant from the lubricating device and those that are not easily received.

  The same problem can occur even when the lubrication device is attached to the side surface of the rail on the inner side in the track width direction. That is, when the position of contact with the rail differs depending on the shape of the wheel tread, the presence or absence of wear, and the degree of wear, there is a difference in the influence of the lubricant that each wheel receives.

  Based on the above knowledge, the present inventors have completed the rail and the rail correction method according to the embodiment.

  The embodiment relates to a rail for running a railway vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail includes a rail body and a lubrication device. The rail body has a head. The head includes a parietal surface and a side surface. The wheel tread comes into contact with the top surface. The side surfaces are disposed on both sides of the top surface in the trajectory width direction. The lubrication device is attached to the outer side surface in the track width direction of both side surfaces of the head. The top surface includes the first inclined surface. The change in the gradient of each of the top surface and the tread surface of the wheel is represented by a gradient curve in a coordinate system in which the horizontal axis indicates the position in the track width direction and the vertical axis indicates the gradient. The first inclined surface is more than the center axis of the rail body in the track width direction so that the gradient curve of the top surface and the gradient curve of the wheel tread intersect at a position outside the center axis of the rail body in the track width direction. It inclines toward the inner side surface of the head and downward from the outer position (first configuration).

  According to the first configuration, since the first inclined surface is formed on the top surface of the rail body, the gradient curve of the top surface intersects with the gradient curve of the wheel tread surface at a position closer to the lubricating device. That is, the top surface comes into contact with the wheel tread surface at a position close to the lubricating device. For this reason, it becomes easy to supply the lubricant from the lubricating device to the contact position between the wheel tread surface and the top surface, and the rail body can be well lubricated. Therefore, the lubrication effect by the lubricating device can be improved.

  The top surface may further include a second inclined surface. The second inclined surface is disposed outside the first inclined surface in the track width direction. The second inclined surface has a gradient opposite to the gradient of the first inclined surface (second configuration).

  The 2nd inclined surface which concerns on a 2nd structure is formed so that it may move away from a wheel tread as it goes to a lubrication apparatus. For this reason, it becomes easy to supply the lubricant from the lubricating device between the wheel tread surface and the top surface. Therefore, the effect of lubrication by the lubrication apparatus can be further improved.

  The first inclined surface may have the same length as the lubricating device in the traveling direction of the railway vehicle (third configuration).

  According to the third configuration, the first inclined surface may be formed on the top surface of the rail body by the length of the lubricating device in the traveling direction of the railway vehicle. For this reason, the rail with a high lubrication effect by a lubrication apparatus can be manufactured easily without spending a long time.

  The embodiment relates to a method of correcting a rail for traveling a railway vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail correction method includes a step of grinding the top surface of the head of the rail body to form an inclined surface on the top surface, and a step of attaching a lubricating device to the outer side surface of the head in the track width direction. . The change in the gradient of each of the top surface and the tread surface of the wheel is represented by a gradient curve in a coordinate system in which the horizontal axis indicates the position in the track width direction and the vertical axis indicates the gradient. The inclined surface is located on the outer side of the center axis of the rail body in the track width direction so that the slope curve of the crown surface and the slope curve of the wheel tread intersect at a position outside the center axis of the rail body in the track width direction. It inclines toward the side and inner side of the head from the position (fourth configuration).

  According to the fourth configuration, the top surface of the rail body is ground, and the inclined surface is formed so that the gradient curve of the top surface intersects the gradient curve of the wheel tread surface at a position close to the lubrication device. Thereby, the top surface contacts the wheel tread surface at a position close to the lubricating device. For this reason, it becomes easy to supply the lubricant from the lubricating device to the contact position between the wheel tread surface and the top surface, and the rail body can be well lubricated. Therefore, the lubrication effect by the lubricating device can be improved.

  The embodiment relates to a rail for running a railway vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail includes a rail body and a lubrication device. The rail body has a head. The head includes a parietal surface and a side surface. The wheel tread comes into contact with the top surface. The side surfaces are disposed on both sides of the top surface in the trajectory width direction. The lubrication device is attached to the inner side surface in the track width direction of both side surfaces of the head. The parietal surface includes an inclined surface. The change in the gradient of each of the top surface and the tread surface of the wheel is represented by a gradient curve in a coordinate system in which the horizontal axis indicates the position in the track width direction and the vertical axis indicates the gradient. The inclined surface is located on the inner side of the center axis of the rail body in the track width direction so that the slope curve of the crown surface and the slope curve of the wheel tread intersect at a position inside the center axis of the rail body in the track width direction. It inclines toward the outer side of the head and downward from the position (fifth configuration).

  According to the fifth configuration, by providing the inclined surface on the top surface of the rail body, the gradient curve of the top surface and the gradient of the wheel tread are positioned near the lubricating device on the inner side surface in the track width direction of the rail body. The curve intersects. That is, the top surface comes into contact with the wheel tread surface at a position close to the lubricating device. For this reason, it becomes easy to supply the lubricant from the lubricating device to the contact position between the wheel tread surface and the top surface, and the rail body can be well lubricated. Therefore, the lubrication effect by the lubricating device can be improved.

  The embodiment relates to a method of correcting a rail for traveling a railway vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail correction method includes a step of grinding the top surface of the head of the rail body to form an inclined surface on the top surface, and a step of attaching a lubricating device to the inner side surface in the track width direction of the head. . The change in the gradient of each of the top surface and the tread surface of the wheel is represented by a gradient curve in a coordinate system in which the horizontal axis indicates the position in the track width direction and the vertical axis indicates the gradient. The inclined surface is located on the inner side of the center axis of the rail body in the track width direction so that the slope curve of the crown surface and the slope curve of the wheel tread intersect at a position inside the center axis of the rail body in the track width direction. It inclines toward the outer side of the head and downward from the position (sixth configuration).

  According to the sixth configuration, when the lubrication device is provided on the inner side surface of the rail body in the track width direction, the top surface of the rail body is ground, and the gradient curve of the top surface is at a position near the lubrication device. An inclined surface is formed so as to intersect the gradient curve of the tread surface. Thereby, the top surface contacts the wheel tread surface at a position close to the lubricating device. For this reason, it becomes easy to supply the lubricant from the lubricating device to the contact position between the wheel tread surface and the top surface, and the rail body can be well lubricated. Therefore, the lubrication effect by the lubricating device can be improved.

  Hereinafter, embodiments will be described with reference to the drawings. In the drawings, the same or corresponding components are denoted by the same reference numerals, and the same description is not repeated. For convenience of explanation, in each drawing, the configuration may be simplified or schematically illustrated, or a part of the configuration may be omitted.

<First Embodiment>
[Rail structure]
FIG. 1 is a plan view showing a schematic structure of a rail 10 according to the embodiment. The railway vehicle travels on the rail 10. The rail 10 is a rail at the ground lubrication device installation point on the railway line. As shown in FIG. 1, the rail 10 includes a pair of rail bodies 1 and 2 and a lubrication device 3.

  The rail bodies 1 and 2 constitute a relaxation curve on the entrance side in the route on which the railway vehicle travels. That is, the rail main bodies 1 and 2 are arranged in the section of the relaxation curve located immediately before the curve in the traveling direction of the railway vehicle. However, the rail bodies 1 and 2 may be arranged in a straight section immediately before the relaxation curve in the traveling direction of the railway vehicle. Or the rail main bodies 1 and 2 can also be arrange | positioned in the position near an entrance among the areas of a curve.

  The rail bodies 1 and 2 are arranged in parallel in the track width direction. The rail body 1 is connected to a curved inner track. The rail body 2 is connected to a curved outer track. In the present embodiment, the rail body 1 on the inner track side and the related configuration will be mainly described, and the rail body 2 on the outer track side and the related configuration will not be described in detail. The rail body 2 and its related configuration may be the same as the rail body 1 and its related configuration.

  The lubrication device 3 is a lubrication device for lubricating the top surface of the inner track. The lubrication device 3 is also referred to as an inner track top surface lubrication device or an inner track lubrication device. The lubrication device 3 is attached to the rail body 1. Lubricant is supplied to the lubricating device 3 from a tank (not shown) via a pump 9. The lubricating device 3 discharges the lubricant toward the rail body 1.

  FIG. 2 is a cross-sectional view showing a schematic structure of a portion of the rail 10 on the inner track side. In FIG. 2, some of the wheels 4 of the railway vehicle traveling on the rail 10 are also shown. The wheel 4 includes a wheel tread 41 and a flange 42.

  The rail body 1 has a head 11, an abdomen 12, and a bottom 13. The head 11 is supported from below by the abdomen 12 and the bottom 13.

  The head 11 includes a parietal surface 111 and side surfaces 112 and 113. The side surfaces 112 and 113 are disposed on both sides of the top surface 111 in the trajectory width direction. The side surface 112 is located inside the top surface 111 in the trajectory width direction. The side surface 113 is located outside the top surface 111 in the trajectory width direction.

  The wheel tread 41 is in contact with the top surface 111. The wheel tread 41 increases in diameter from the outer side to the inner side in the track width direction. The wheel tread 41 is connected to the flange 42 via the throat 43.

  The top surface 111 includes inclined surfaces 111a and 111b. The inclined surface 111a descends toward the side surface 112 from a position outside the center axis A of the rail body 1 in the track width direction. The central axis A is a straight line that passes through the center of the top surface 111 in the trajectory width direction and is substantially equidistant from the side surfaces 112 and 113. The inclined surface 111b is disposed outside the inclined surface 111a in the track width direction. The inclined surface 111b has a gradient opposite to that of the inclined surface 111a.

  Hereinafter, in the direction from the side surface 113 on the outer side in the track width direction to the side surface 112 on the inner side in the track width direction, the downward gradient is positive and the upward gradient is negative. Therefore, the inclined surface 111a has a positive gradient. The inclined surface 111b has a negative gradient.

  In general, the rail body 1 is installed with the central axis A tilted inward in the track width direction. Hereinafter, in the rail body 1, the state in which the central axis A is inclined inward in the track width direction is referred to as a tilted state, and the state in which the central axis A is vertical is referred to as a vertical state.

  The inclination of the inclined surface 111a after installation is obtained by adding the inclination of the rail body 1 to the inclination of the inclined surface 111a in the vertical state. For example, when the inclination of the inclined surface 111a in the vertical state is 1/20 and the rail body 1 is installed with an inclination of 1/40, the inclination of the inclined surface 111a after installation is 1/20 + 1/40. .

  The gradient of the inclined surface 111b after installation is obtained by adding the inclination of the rail body 1 to the gradient of the inclined surface 111b in the vertical state. For example, when the slope of the inclined surface 111b in the vertical state is −1/20 and the rail body 1 is installed with an inclination of 1/40, the slope of the inclined surface 111b after installation is −1 / 20 + 1/40. It becomes.

  The range of the inclined surfaces 111a and 111b in the track width direction may be determined as appropriate. For example, the inclined surface 111b can be provided in the range of 0 to 13 mm in the trajectory width direction from the side surface 113 of the top surface 111. The inclined surface 111a is preferably provided on the top surface 111 in a range of 23 to 65 mm from the side surface 113 in the track width direction, and more preferably in a range of 18 to 65 mm from the side surface 113 in the track width direction.

  The top surface 111 further includes a connecting portion 111c that connects the inclined surface 111a and the inclined surface 111b. The connecting portion 111c is a portion positioned on the top of the top surface 111. The top surface 111 is in contact with the wheel tread 41 at the connecting portion 111c. The connecting portion 111c is preferably an arc surface.

  The lubrication device 3 is attached to the side surface 113. The lubricating device 3 is arranged next to a portion of the top surface 111 where the inclined surfaces 111a and 111b are formed. The lubricating device 3 discharges the lubricant toward the top surface 111 of the rail body 1.

  In the traveling direction of the railway vehicle, the length of the lubrication device 3 is preferably substantially the same as the length of the inclined surfaces 111a and 111b. That is, it is preferable that the inclined surfaces 111 a and 111 b are formed on the top surface 111 by a length that allows the lubricating device 3 to supply the lubricant in the traveling direction. The length of the inclined surfaces 111a and 111b in the traveling direction can be set to about 23 cm, for example.

One lubricating device 3 may be attached to the side surface 113 of the head 11, or a plurality of lubricating devices 3 may be attached. The plurality of lubricating devices 3 are installed at equal intervals along the traveling direction of the railway vehicle. The plurality of lubrication devices 3 can be arranged in a range in which the wheels 4 travel in one rotation. For example, the number of the lubrication devices 3 is n, the rotation angle (°) of the wheel 4 is R _i = 360 ° × {(i−1) / n}, i = 1, 2,. position of the i-th lubricating apparatus 3 in 113, corresponding to the position where the wheel 4 is rotated R _i.

  For example, when two lubrication devices 3 are installed, the first lubrication device 3 is arranged corresponding to the position where the wheel 4 is rotated by 0 °, and the second lubrication device 3 is disposed at a position where the wheel 4 is rotated by 180 °. Arrange them in correspondence. When four lubrication devices 3 are installed, the lubrication device 3 is arranged corresponding to each of a position where the wheel 4 is rotated 0 °, a position rotated 90 °, a position rotated 180 °, and a position rotated 270 °. .

  When a plurality of lubrication devices 3 are installed, the inclined surfaces 111a and 111b may not be formed in a portion corresponding to the space between the lubrication devices 3 in the top surface 111 of the rail body 1. That is, the inclined surfaces 111a and 111b can be provided for each lubricating device 3. Alternatively, inclined surfaces 111 a and 111 b extending in the traveling direction of the railway vehicle can be provided across the plurality of lubricating devices 3.

[Gradient curve]
Changes in the gradients of the top surface 111 and the wheel tread surface 41 of the rail body 1 can be represented by gradient curves. Hereinafter, each gradient curve of the top surface 111 and the wheel tread surface 41 will be described.

  The gradient curve is a line on the coordinate system in which the horizontal axis indicates the position in the trajectory width direction and the vertical axis indicates the gradient. The position in the track width direction is set such that the position in the track width direction center (wheel center) of the wheel 4 when the rail 10 and the wheel 4 are in the neutral position is 0, and the position outside the track width direction from the wheel center is positive. The position inside the trajectory width direction is defined as negative. When the rail 10 and the wheel 4 are in the neutral position, the positional relationship between the wheel 4 and the rail body 1 on the inner gauge side and the positional relationship between the wheel 4 and the rail body 2 on the outer gauge side are substantially equal. The case where they are equal. The gradient is defined as positive when descending from the outside to the inside in the trajectory width direction, and negative when rising.

  FIG. 3 is a diagram showing the gradient curve L1 of the top surface 111 of the rail body 1 and the gradient curve L21 of the wheel tread 41 when the rail 10 and the wheel 4 are in the neutral position. The wheel tread 41 represented by the gradient curve L21 is a conical tread.

Slope curve L1 parietal surface 111 of the rail body 1, in the range of from the position _{x 1} of the track width direction to the position _{x 2,} has a positive slope _{y 1.} Range of from the position _{x 1} of the track width direction to a position _{x 2} of the gradient curve L1 corresponds to the inclined surface 111a. Position x ₁ is a negative value, the position x ₂ is a positive value. Value of the position x ₂ is greater than the value of the position x _A of the track width direction of the center axis A of the rail body 1. That is, the inclined surface 111a is the central axis A of the rail body 1 in the track width direction from the position x ₂ of the outside position x ₁ of the inner, inclined at a gradient y _1.

Slope curve L1 is in a range from the position _{x 2} of the track width direction to a position _{x 3,} it has a negative slope _{y 2.} Range of from the position _{x 2} of the track width direction to a position _{x 3} of the gradient curve L1 corresponds to the inclined surface 111b. The positions x ₂ and x ₃ are both positive values larger than the value of the position x _{A in} the track width direction of the central axis A of the rail body 1. The value of the position _{x 3} is greater than the value of the position _{x 2.} That is, the inclined surface 111b is the central axis A of the rail body 1 in the track width direction are arranged outside, towards the position x ₃ from the position x _2, inclined at the inclined surface 111a opposite slope y _2.

Slope curve L21 of the conical tread intersect at position _{x 2} gradient curve L1 parietal surface 111 of the rail body 1. This is the central axis position x ₂ of the outside than the position x _A of the A rail body 1 in the track width direction, which means that the contact between the conical tread and top surface 111.

  FIG. 4 is a diagram showing a gradient curve L1 of the top surface 111 of the rail body 1 and a gradient curve L22 of the wheel tread 41 when the rail 10 and the wheel 4 are in the neutral position. The wheel tread 41 represented by the gradient curve L22 is an arc tread.

  The arc tread is a wheel tread that includes an arc shape in a cross-sectional view, and is different in shape from the conical tread constituted by the side surface of the truncated cone. Therefore, the arc tread slope curve L22 shown in FIG. 4 has a different shape from the conical tread slope curve L21 shown in FIG.

Slope curve L22 arc tread, as well as the slope curve L21 of the conical tread, to intersect at a position _{x 2} gradient curve L1 of the rail main body 1 of the top surface 111. Therefore, the arc tread, similar to the conical tread, the central axis A of the rail body 1 in the track width direction in contact with the top surface 111 at a position outside x _2.

Thus, top surface 111 of the rail body 1, regardless of the shape of the wheel tread 41, the central axis A of the rail body 1 in the track width direction at the outer position x _2, in contact with the wheel tread 41. That is, the top surface 111 is in contact with the wheel tread 41 at a portion near the lubricating device 3.

[Rail correction method]
For example, when the rail 10 is newly installed or when the rail body 1 and / or the wheel tread 41 is worn, the rail 10 is corrected. Hereinafter, a method for correcting the rail 10 will be briefly described with reference to FIG. 2 again.

  In order to form the rail 10 having the above-described configuration, the top surface 111 of the rail body 1 is ground to form the inclined surface 111a shown in FIG. In addition, the top surface 111 is ground to form the inclined surface 111b at a position outside the inclined surface 111a in the trajectory width direction. Grinding of the top surface 111 is performed in a state where the lubricating device 3 is not attached to the side surface 113 of the head 11.

  After grinding the rail body 1, the lubrication device 3 is attached to the side surface 113 of the head 11 of the rail body 1. The lubricating device 3 is positioned next to the formed inclined surfaces 111a and 111b. The lubricating device 3 is disposed at a position where the lubricant can be supplied toward the connecting portion 111c between the inclined surfaces 111a and 111b. Thereby, the rail 10 is completed.

[effect]
In the rail 10 according to the present embodiment, an inclined surface 111a is formed on the top surface 111 of the rail body 1 on the inner rail side. The inclined surface 111a is inclined inward and downward from a position outside the central axis A of the rail body 1 in the track width direction. The inclined surfaces 111a, slope curves L1 crown surface 111, at a position outside _{x 2} from the central axis A of the rail body 1 in the track width direction becomes intersects the gradient curve L21, L22 of the wheel tread 41. That is, the top surface 111 is in contact with the wheel tread 41 at a position near the lubricating device 3. For this reason, it becomes easy to supply the lubricant from the lubricating device 3 to the contact position between the top surface 111 and the wheel tread surface 41, and the rail body 1 can be sufficiently lubricated. Therefore, the lubrication effect by the lubrication apparatus 3 can be improved.

In this embodiment, top surface 111 of the rail body 1, even when the type of wheel tread 41 are different, substantially in contact with the wheel tread 41 at the same position x _2. For this reason, it is possible to prevent a situation in which one type of wheel tread 41 receives excessive supply of lubricant while another type of wheel tread 41 hardly receives supply of lubricant. That is, even if the wheel tread 41 is different for each rail vehicle traveling on the rail 10, the influence of the lubricant from the lubricating device 3 on each wheel tread 41 can be made uniform. As a result, it is possible to suppress the occurrence of wavy wear and creaking noise due to insufficient lubrication.

  In the present embodiment, the top surface 111 of the rail body 1 has an inclined surface 111b. The inclined surface 111b is disposed outside the inclined surface 111a in the track width direction, and has a gradient opposite to the gradient of the inclined surface 111a. In other words, the inclined surface 111 b is formed so as to move away from the wheel tread 41 as it goes from the contact position with the wheel tread 41 to the lubricating device 3. For this reason, it becomes easy to supply the lubricant from the lubricating device 3 to the contact position between the top surface 111 and the wheel tread 41. Therefore, the effect of lubrication can be further improved.

  In general, the gradient of the arc tread surface is smaller than the gradient of the conical tread surface in the portion on the outer side in the track width direction, that is, the portion on the lubricating device side. Therefore, in the portion on the lubricating device side, the arc tread surface is closer to the top surface of the rail than the conical tread surface. For this reason, it is difficult for the lubricant from the lubrication device to be supplied between the arc tread surface and the top surface. In addition, when a railway vehicle having an arc tread and a railway vehicle having a conical tread travel on the same curve, the arc tread near the top surface carries a large amount of lubricant, and the conical tread becomes a lubricant. There is also a problem that it is less susceptible to influence.

  In the present embodiment, an inclined surface 111 b is formed on the top surface 111 of the rail body 1 to widen the gap between the wheel tread surface 41 and the top surface 111 in the portion on the lubricating device 3 side. For this reason, even when the wheel tread 41 is an arc tread, the lubricant from the lubricating device 3 is easily supplied between the wheel tread 41 and the top surface 111. It is also possible to prevent a large amount of lubricant from being conveyed by the arc tread. Therefore, the influence of the lubricant on the arc tread surface and the conical tread surface can be made uniform.

  As described above, the length of the inclined surface 111a is preferably equal to the length of the lubricating device 3 in the traveling direction of the railway vehicle. In this case, the inclined surface 111 a may be formed on the top surface 111 of the rail body 1 by the length of the lubricating device 3. Therefore, the rail 10 can be easily corrected without spending a long time.

Second Embodiment
[Rail structure]
FIG. 5 is a cross-sectional view showing a schematic structure of a portion on the inner track side of the rail according to the second embodiment. The rail according to the second embodiment includes a rail body 1A. The rail body 1A is connected to a curved inner track. Although illustration is omitted, in the rail according to the present embodiment, the configuration of the rail main body connected to the outer track is the same as the configuration of the rail main body 2 (FIG. 1) of the rail 10 according to the first embodiment.

  The rail according to the present embodiment is different from the rail 10 according to the first embodiment (FIG. 1) in the shape of the rail main body 1A on the inner rail side and the mounting position of the lubricating device 3. Hereinafter, the structure of the rail according to the present embodiment will be described focusing on the differences from the first embodiment.

  The rail body 1A has a head portion 11A. The top surface 111A of the head portion 11A includes inclined surfaces 111d and 111e. The inclined surface 111d descends from the position inside the center axis A of the rail body 1A toward the outer side surface 113 in the track width direction. The inclined surface 111e is disposed inside the inclined surface 111d in the track width direction.

  The inclined surfaces 111d and 111e have a reverse gradient. As in the first embodiment, in the direction from the outer side to the inner side in the orbit width direction, the downward gradient is positive and the upward gradient is negative. The inclined surface 111d has a negative gradient in a state where the rail body 1A is installed. The inclined surface 111e has a positive gradient in a state where the rail body 1A is installed.

  The range of the inclined surfaces 111d and 111e in the track width direction may be determined as appropriate. For example, the inclined surface 111e can be provided in the range of 0 to 13 mm in the trajectory width direction from the side surface 112 of the top surface 111A. The inclined surface 111d is provided in the top surface 111A, preferably in the range of 23 to 65 mm from the side surface 112 in the track width direction, and more preferably in the range of 18 to 65 mm from the side surface 112 in the track width direction.

  The top surface 111A further includes a connecting portion 111f that connects the inclined surface 111d and the inclined surface 111e. The connecting portion 111f is a portion positioned at the uppermost position on the top surface 111A. The top surface 111A contacts the wheel tread 41 at the connecting portion 111f. The connecting portion 111f is preferably an arc surface.

  In the present embodiment, the lubricating device 3 is attached to the inner side surface 112 in the track width direction. In the traveling direction of the railway vehicle, the length of the lubricating device 3 is preferably substantially the same as the length of the inclined surfaces 111d and 111e. That is, it is preferable that the inclined surfaces 111d and 111e are formed on the top surface 111A by a length that allows the lubricating device 3 to supply the lubricant in the traveling direction. The length of the inclined surfaces 111d and 111e in the traveling direction can be set to about 23 cm, for example.

  One lubrication device 3 may be attached to the side surface 112 of the head portion 11A, or a plurality of lubrication devices 3 may be attached. The arrangement method of the plurality of lubricating devices 3 is as described in the first embodiment.

  When a plurality of lubrication devices 3 are provided, the inclined surfaces 111d and 111e may not be formed in a portion corresponding to the space between the lubrication devices 3 in the top surface 111A of the rail body 1A. That is, the inclined surfaces 111d and 111e can be provided for each lubricating device 3. Alternatively, inclined surfaces 111d and 111e extending in the traveling direction of the railway vehicle can be provided across the plurality of lubricating devices 3.

[Gradient curve]
Hereinafter, each gradient curve of the top surface 111A and the wheel tread 41 of the rail body 1A will be described. The definition of the gradient curve is as described in the first embodiment.

  FIG. 6 is a diagram illustrating a gradient curve L3 of the top surface 111A of the rail body 1A and a gradient curve L21 of the wheel tread surface 41 when the rail and the wheel 4 according to the present embodiment are in the neutral position. The wheel tread 41 represented by the gradient curve L21 is a conical tread.

Gradient curve of the top surface 111A L3 is in a range from the position _{x 4} of the track width direction to the position _{x 5,} with a positive slope _{y 3.} Range from the position _{x 4} of the track width direction to a position _{x 5} of the gradient curve L3 corresponds to the inclined surface 111e. The positions x ₄ and x ₅ are smaller than the value of the position x _{A in} the track width direction of the central axis A of the rail body 1A. That is, the inclined surface 111e is disposed on the inner side of the central axis A of the rail main body 1A in the track width direction, inclined at positive slope y _3.

Slope curve L3 is in a range from the position _{x 5} of the track width direction to the position _{x 6,} having a negative slope _{y 4.} Range from the position _{x 5} of the track width direction to the position _{x 6} out of gradient curve L3 corresponds to the inclined surface 111d. Position _{x 6} is greater than the value of the position _{x A} of the central axis A of the rail body 1A. That is, the inclined surface 111d is directed from the position x ₅ inside the outer position x ₆ the central axis A of the rail main body 1A in the track width direction, is inclined at a negative slope y _4.

Slope curve L21 of the conical tread intersect at a position _{x 5} gradient curve L3 of the top surface 111A of the rail body 1A. This is because, in the track width direction, the central axis position x ₅ inner than the position x _A of the A rail body. 1A, means to contact a conical tread and top surface 111A.

  FIG. 7 is a diagram illustrating a gradient curve L3 of the top surface 111A of the rail body 1A and a gradient curve L22 of the wheel tread surface 41 when the rail and the wheel 4 according to the present embodiment are in the neutral position. The wheel tread 41 represented by the gradient curve L22 is an arc tread.

Slope curve L22 arc tread, as well as the slope curve L21 of the conical tread, to intersect at a position _{x 5} gradient curve L3 of the top surface 111A of the rail body 1A. Therefore, the arc tread, similar to the conical tread, the central axis A of the rail main body 1A in the track width direction in contact with the inner side of the position x ₅ and top surface 111A.

Thus, top surface 111A of the rail body 1A, regardless of the shape of the wheel tread 41, inside the position x ₅ than the center axis A of the rail main body 1A in the track width direction, into contact with the wheel tread 41. That is, the top surface 111 </ b> A comes into contact with the wheel tread surface 41 at a portion near the lubricating device 3.

[Rail correction method]
The rail according to the present embodiment can also be created in the same manner as the rail 10 according to the first embodiment. That is, the top surface 111A of the rail body 1A is ground to form the inclined surfaces 111d and 111e shown in FIG. The inclined surface 111d is formed at a position outside the inclined surface 111e in the track width direction. The grinding of the top surface 111A is performed in a state where the lubricating device 3 is not attached to the side surface 112 of the head 11A. Thereafter, the lubricating device 3 is attached to a portion of the side surface 112 corresponding to the inclined surfaces 111d and 111e.

[effect]
In the present embodiment, the lubricating device 3 is attached to the inner side surface 112 in the track width direction in the rail main body 1A on the inner track side. On the top surface 111A of the rail body 1A, an inclined surface 111d is formed that is inclined outward and downward from a position inside the center axis A of the rail body 1 in the track width direction. Due to the inclined surface 111d, the top surface 111A comes into contact with the wheel tread 41 at a position close to the lubricating device 3. Therefore, also in this embodiment, the lubricant from the lubricating device 3 can be sufficiently supplied to the contact position between the top surface 111A and the wheel tread surface 41, and the lubricating effect of the lubricating device 3 can be improved.

Top surface 111A of the rail body 1A, even when the type of wheel tread 41 are different, substantially in contact with the wheel tread 41 at the same position x _5. Therefore, even if the wheel tread 41 is different for each railway vehicle, the influence of the lubricant on each wheel tread 41 can be made uniform. For this reason, generation | occurrence | production of the wavy wear and creaking sound by insufficient lubrication can be suppressed.

  Although the embodiments have been described above, the present disclosure is not limited to the above-described embodiments, and various modifications can be made without departing from the gist thereof.

  Hereinafter, the effects of the rail and the rail correction method according to the present disclosure will be described in more detail by way of examples. However, the present disclosure is not limited to the following examples.

[Example 1]
Assuming that the 60 kg rail on the inner rail side is corrected so as to have the same configuration as the rail (10) according to the first embodiment, a gradient curve before and after the correction was created. In addition, gradient curves were created for each of the conical tread and the north-south arc tread, and the relationship between these gradient curves and the gradient curves of the rails before and after cutting was confirmed. Hereinafter, the rail before cutting is referred to as a 60 kg rail, and the rail after cutting is referred to as a cutting rail.

  When the railcar passes the track relaxation curve or curve, the positional relationship between the rail and the wheel changes from the neutral position. For example, in the relaxation curve, the position of the wheel with respect to the rail is displaced from the neutral position to the outer gauge side by about 6 mm at the maximum. Therefore, in the present Example, each gradient curve was created about the case where a rail and a wheel are in a neutral position, and the case where the position of the wheel with respect to a rail is displaced 6 mm from the neutral position to the outer gauge side. Hereinafter, the position of the wheel with respect to the rail displaced 6 mm from the neutral position to the outer gauge side is also simply referred to as a position closer to the outer gauge.

(1. Conical tread)
(1-1. In the neutral position)
FIG. 8 is a diagram illustrating a relationship between each of the rail gradient curves before and after the cutting and the gradient curve of the conical tread surface at the neutral position. As shown in FIG. 8, the gradient curve of the 60 kg rail intersects the gradient curve of the conical tread surface at a position of −10 mm in the track width direction. On the other hand, the gradient curve of the grinding rail intersects the gradient curve of the conical tread at a position slightly over 20 mm in the track width direction. Hereinafter, the horizontal coordinate (position in the track width direction) of the point where the gradient curve of each rail and the gradient curve of the wheel tread intersect each other is referred to as an intersection position.

  FIG. 9 is a diagram created corresponding to each of the gradient curves in FIG. 8 and shows the outer shape of each of the 60 kg rail, the cutting rail, and the conical tread surface. In FIG. 9, the contact position with the conical tread surface is indicated by double arrows for each of the 60 kg rail and the cutting rail. The contact position between each rail and the conical tread surface corresponds to the intersection position of the gradient curve of each rail and the conical tread surface shown in FIG.

  As shown in FIG. 9, the 60 kg rail is in contact with the conical tread surface at a position on the inner side in the track width direction from the center axis A1. On the other hand, the grinding rail is in contact with the conical tread surface at a position outside the center axis A2 in the track width direction.

(1-2. In the case of a position near the outer gauge)
FIG. 10 is a diagram illustrating a relationship between each of the rail gradient curves before and after the cutting and the gradient curve of the conical tread surface at a position near the outer track. As shown in FIG. 10, the gradient curve of the 60 kg rail intersects the gradient curve of the conical tread surface at a position of −10 mm in the track width direction. On the other hand, the gradient curve of the grinding rail intersects the gradient curve of the conical tread at a position slightly over 20 mm in the track width direction. The intersection position between the gradient curve of each rail and the gradient curve of the conical tread surface is the same as that at the neutral position in the case of a position closer to the outer gauge.

  FIG. 11 is a diagram created corresponding to each gradient curve of FIG. 10 and shows the outer shape of each of the 60 kg rail, the cutting rail, and the conical tread surface. In FIG. 11, the contact position with the conical tread surface is indicated by double arrows for each of the 60 kg rail and the cutting rail. The contact position between each rail and the conical tread surface corresponds to the intersection position of the gradient curve of each rail and the conical tread surface shown in FIG.

  As shown in FIG. 11, the 60 kg rail is in contact with the conical tread surface at a position on the inner side in the track width direction from the central axis A1. On the other hand, the grinding rail is in contact with the conical tread surface at a position outside the center axis A2 in the track width direction.

(2. North-South arc tread)
(2-1. Neutral position)
FIG. 12 is a diagram showing a relationship between each of the rail gradient curves before and after the cutting and the gradient curve of the north-south arc tread at the neutral position. As shown in FIG. 12, the gradient curve of the 60 kg rail intersects the gradient curve of the arc tread at a position near −5 mm in the track width direction. On the other hand, the gradient curve of the grinding rail intersects the gradient curve of the arc tread at a position slightly over 20 mm in the track width direction.

  FIG. 13 is a diagram created corresponding to each of the gradient curves in FIG. 12, and shows the outer shape of each of the 60 kg rail, the cutting rail, and the arc tread. In FIG. 13, for each of the 60 kg rail and the grinding rail, the contact position with the arc tread surface is indicated by a double arrow. The contact position between each rail and the arc tread corresponds to the intersection position of the gradient curve of each rail and the arc tread shown in FIG.

  As shown in FIG. 13, the 60 kg rail is in contact with the arc tread at a position on the inner side in the track width direction from the center axis A1. On the other hand, the grinding rail is in contact with the arc tread at a position outside the center axis A2 in the track width direction.

(2-2. In the case of a position near the outer gauge)
FIG. 14 is a diagram illustrating a relationship between each of the rail gradient curves before and after the cutting and the gradient curve of the north-south arc tread at a position near the outer track. As shown in FIG. 14, the gradient curve of the 60 kg rail intersects the gradient curve of the arc tread at a position near 5 mm in the track width direction. On the other hand, the gradient curve of the grinding rail intersects the gradient curve of the arc tread at a position slightly over 20 mm in the track width direction.

  FIG. 15 is a diagram created corresponding to each gradient curve of FIG. 14 and shows the outer shape of each of the 60 kg rail, the cutting rail, and the arc tread. In FIG. 15, for each of the 60 kg rail and the grinding rail, the contact position with the arc tread surface is indicated by a double arrow. The contact position between each rail and the arc tread corresponds to the intersection position between the gradient curve of each rail and the gradient curve of the arc tread shown in FIG.

  As shown in FIG. 15, the 60 kg rail is in contact with the arc tread near the central axis A1. On the other hand, the grinding rail is clearly in contact with the arc tread at a position outside the center axis A2 in the track width direction.

(3. Evaluation)
From the above, it was confirmed that the grinding rail was in contact with the wheel tread at a position outside the center axis A2 in the track width direction. That is, the grinding rail comes into contact with the wheel tread on the lubricating device (3) side. Therefore, it is considered that the lubricant from the lubricating device (3) can be sufficiently supplied to the contact position between the grinding rail and the wheel tread.

  When the wheel tread is an arc tread, as shown in FIGS. 12 and 14, the intersection position of the 60 kg rail gradient curve and the wheel tread gradient curve is a neutral position and a position near the outer gauge. Different. That is, the contact position between the 60 kg rail and the arc tread changes depending on the positional relationship between the rail and the wheel.

  On the other hand, the intersection position between the gradient curve of the cutting rail and the gradient curve of the arc tread does not change even if the positional relationship between the rail and the wheel changes. The intersection position of the gradient curve of the cutting rail and the gradient curve of the arc tread is the same as the intersection position (FIGS. 8 and 10) of the gradient curve of the cutting rail and the conical tread. Therefore, it can be said that the grinding rail contacts the wheel tread at substantially the same position regardless of the shape of the wheel tread and the positional relationship with the wheel. For this reason, even if the shape of a wheel tread and the position of a rail and a wheel change, it is thought that the lubricant from a lubricating device (3) can be supplied to a wheel tread similarly.

[Example 2]
For an actual rail on which a railway vehicle having a conical tread and an arc tread is running, the derailment coefficient (inner gauge Q / P) of the inner gauge corresponding to the friction coefficient was measured for a certain period on the exit side of the curve. . The measured inner gauge Q / P is shown in FIG. In the middle of the measurement period, the rail was trimmed so as to have the same configuration as that of the rail (10) according to the first embodiment, and the change of the internal gauge Q / P due to the trimming was confirmed.

  As shown in FIG. 16, after the rail is corrected, the internal gauge Q / P generally decreases. In particular, for rail cars having a conical tread surface, the internal gauge Q / P significantly decreased after the rail was corrected. Therefore, it can be said that the effect of lubrication is improved by rail correction.

[Example 3]
Assuming that the 60 kg rail on the inner rail side is corrected to have the same configuration as the rail according to the second embodiment, a gradient curve before and after the correction was created in the same manner as in Example 1. . In addition, gradient curves were created for each of the conical tread and the north-south arc tread, and the relationship between these gradient curves and the gradient curves of the rails before and after cutting was confirmed.

  FIG. 17 is a diagram illustrating the relationship between each of the gradient curves of the rail before and after grinding and the gradient curve of the conical tread surface at the neutral position. FIG. 18 is a diagram created corresponding to each gradient curve of FIG. 17 and shows the outer shape of each of the 60 kg rail, the cutting rail, and the conical tread surface. 17 and 18, after the correction, the position where the rail slope curve and the wheel tread slope intersect, that is, the contact position between the rail and the wheel tread has moved inward in the track width direction. I understand that.

  FIG. 19 is a diagram showing a relationship between each of the rail gradient curves before and after the cutting and the gradient curve of the north-south arc tread at the neutral position. FIG. 20 is a diagram created corresponding to each gradient curve of FIG. 19 and shows the outer shape of each of the 60 kg rail, the cutting rail, and the arc tread. 19 and 20, it can be seen that after the correction, the intersection position between the rail gradient curve and the wheel tread gradient curve, that is, the contact position between the rail and the wheel tread has moved inward in the track width direction.

  From Example 3, it was confirmed that the grinding rail was reliably in contact with the wheel tread at a position inside the track width direction with respect to the central axis. Therefore, according to the grinding rail according to the third embodiment, when the lubrication device is attached to the inner side surface in the track width direction, the lubricant is stably supplied to the contact position between the rail and the wheel tread surface. can do.

10: Rail 1, 1A: Rail body 11, 11A: Head 111, 111A: Top surface 111a, 111b, 111d, 111e: Inclined surface 112, 113: Side surface 3: Lubricating device

Claims (6)

A rail for running a railway vehicle having a wheel tread surface that expands inward from the outside in the track width direction,
A rail body having a head surface including a head surface that contacts the wheel tread surface and side surfaces disposed on both sides of the head surface in the track width direction;
A lubricating device attached to an outer side surface in the orbit width direction among both side surfaces of the head;
With
The parietal surface has a position in the trajectory width direction on the horizontal axis and a gradient curve in a coordinate system having a gradient on the vertical axis, and when the change in the gradient of each of the parietal surface and the wheel tread surface is expressed, From the position outside the center axis of the rail body in the track width direction so that the slope curve and the slope curve of the wheel tread intersect at a position outside the center axis of the rail body in the track width direction. A rail including a first inclined surface that is inclined toward a lower side and an inner side surface of the head. The rail according to claim 1,
The top surface further includes a second inclined surface that is disposed outside the first inclined surface in the track width direction and has a gradient opposite to the gradient of the first inclined surface. The rail according to claim 1 or 2,
The first inclined surface is a rail having the same length as the length of the lubricating device in the traveling direction of the railway vehicle. A method of correcting a rail for running a railway vehicle having a wheel tread that expands inward from the outside in the track width direction,
Grinding the top surface of the head of the rail body to form an inclined surface on the top surface;
Attaching a lubricating device to an outer side surface of the head in the orbit width direction;
With
The inclined surface has a position in the trajectory width direction on the horizontal axis, and a gradient curve in a coordinate system having a gradient on the vertical axis. From the position outside the center axis of the rail body in the track width direction so that the slope curve and the slope curve of the wheel tread intersect at a position outside the center axis of the rail body in the track width direction. A rail correction method, wherein the rail is inclined toward the inner side surface and downward. A rail for running a railway vehicle having a wheel tread surface that expands inward from the outside in the track width direction,
A rail body having a head surface including a head surface that contacts the wheel tread surface and side surfaces disposed on both sides of the head surface in the track width direction;
A lubricating device attached to an inner side surface in the orbit width direction among both side surfaces of the head;
With
The parietal surface has a position in the trajectory width direction on the horizontal axis and a gradient curve in a coordinate system having a gradient on the vertical axis, and when the change in the gradient of each of the parietal surface and the wheel tread surface is expressed, From the position inside the center axis of the rail body in the track width direction so that the slope curve and the slope curve of the wheel tread intersect at a position inside the center axis of the rail body in the track width direction. A rail including an outer side surface of the head and an inclined surface inclined downward. A method of correcting a rail for running a railway vehicle having a wheel tread that expands inward from the outside in the track width direction,
Grinding the top surface of the head of the rail body to form an inclined surface on the top surface;
Attaching a lubricating device to an inner side surface of the head in the orbit width direction;
With
The inclined surface has a position in the trajectory width direction on the horizontal axis, and a gradient curve in a coordinate system having a gradient on the vertical axis. From the position inside the center axis of the rail body in the track width direction so that the slope curve and the slope curve of the wheel tread intersect at a position inside the center axis of the rail body in the track width direction. A method for correcting a rail, wherein the rail is inclined toward an outer side surface and downward.

Images