JP2019026057A - Direct operation system between different track gauges - Google Patents

Abstract

To provide a technique for enabling direct operation between tracks having different track gauges without changing a relative positional relation between an axle and a wheel.SOLUTION: A direct operation system between different track gauges has a railway vehicle including: first tracks 10 having a relatively wide track gauge; second tracks 12 having a relatively narrow track gauge; and first wheels 14 corresponding to the first tracks 10 and second wheels 16 corresponding to the second tracks 12, and includes at a place where the first tracks 10 are connected to the second tracks 12: a part at which rails of the second tracks are located between rails of the first tracks and the rails of the first tracks are almost as high as the rails of he second tracks; a part at which the rails of the first tracks are inclined to the rails of the second tracks; and a part at which the rails of the second tracks are inclined to the rails of the first tracks.SELECTED DRAWING: Figure 2

Description

The present invention relates to a different-gauge direct communication system that realizes a direct operation between different tracks.

A railway vehicle travels on a track by a wheel shaft in which a pair of left and right wheels are fixed to an axle. In Japan, standard gauges (gauge is 1435 mm) and narrow gauges (1067 mm) are mainly used, and most railway vehicles have a wheelset that fits between either gauge. Therefore, a standard gauge vehicle (for example, a Shinkansen vehicle) cannot travel in a narrow gauge section, and a narrow gauge vehicle (for example, a conventional line vehicle) cannot travel in a standard gauge section.

In recent years, efforts have been made to enable mutual entry between a standard gauge and a narrow gauge. Among them, the new technology attracting the most attention is the Free Gauge Train (FGT). The free gauge train employs a technology that adjusts the distance between the left and right wheels to match the gauge so that the same vehicle can travel in both the standard gauge and narrow gauge sections. However, since this is a mechanism in which the axle and the bearing move relatively, problems of metal fatigue and wear have been pointed out, and there are still many issues for practical application in Japan.

When a mechanism for sliding the wheel with respect to the axle, such as a free gauge train, is adopted, wear at the contact is an inevitable problem as a structural problem. In view of this, there has been proposed a technique for dealing with a change in gauge without using such a slide mechanism (see Patent Documents 1 to 3). Among these, Patent Document 1 discloses a technique in which each of the pair of left and right wheels is provided with a parallel link mechanism, and the wheels are moved between a standard gauge position and a narrow gauge position. Patent Documents 2 and 3 disclose techniques for mounting a total of four wheels, a standard gauge wheel and a narrow gauge wheel, on a common axle.

JP-A-5-246329 JP 2006-315651 A JP 2017-105413 A

In the technique disclosed in Patent Document 1, the problem of wear associated with the slide mechanism is solved by adopting a link mechanism for moving the wheel. However, by introducing a new mechanism different from the conventional method, not only will there be an increase in matters that need to be newly examined and taken countermeasures during design, production, and maintenance inspections, but it will also face unforeseen challenges. Think enough. Moreover, since each of the left and right wheels is provided with a link mechanism, an excessive burden is required to ensure positional accuracy.

On the other hand, the techniques disclosed in Patent Documents 2 and 3 adopt an extremely simple structure in which only a pair of left and right wheels are newly added without introducing a new mechanism such as a slide mechanism or a link mechanism. Yes. When adopting this technology, of course, it is necessary to modify the conventional vehicle (cart) or track maintenance, but the basic structure is not significantly different from the conventional one. And the matters that should be addressed have become apparent, and it is possible to respond within the range that can be assumed. However, in Patent Documents 2 and 3, technical matters that should be dealt with on the track side are not fully examined. The positional relationship between the wheel and the track at the time of changing the gauge, which seems to be particularly important, is hardly considered.

The present invention was created from a technical point of view different from a free gauge train, and enables direct operation between different tracks between tracks without changing the relative positional relationship between the axle and wheels. The purpose is to provide technology.

In order to solve the above-described problems, the present invention provides a different-gauge direct communication system for allowing a railway vehicle to pass directly between different tracks between different gauges.

The different-gauge direct communication system corresponds to a first track having a relatively wide gauge, a second track having a relatively narrow gauge, a first wheel corresponding to the first track, and the second track. A rail vehicle including a second wheel, wherein the rail of the second track is located between the rails of the first track at a location where the first track and the second track are linked, A portion where the rails of the first track and the rails of the second track have substantially the same height, a portion where the rails of the first track gradually descend with respect to the rails of the second track, The rail of the second track has a portion that gradually descends with respect to the rail of the first track.

Since the railway vehicle includes two types of wheels corresponding to the first track and the second track, it can travel on both tracks without changing the distance between the wheels. When a railway vehicle enters the second track from the first track, it first travels in a section where only the first track is laid, and then travels in a section in which the first track and the second track are provided. Finally, the vehicle travels in a section where only the second track is laid. When the railway vehicle is traveling on the first track, only the first wheel is in contact with the rail and the second wheel is in a suspended state. When the railroad vehicle approaches the second track, the second track rail appears from between the rails of the first track, the appearing rail gradually rises, and finally the same as the rail of the first track. Reach the height of. In the process, the second wheel that has been in the air until then comes into contact with the rail of the second track. The railway vehicle travels for a while on a section in which the first and second tracks are provided with both the first wheel and the second wheel in contact with the rail. When the end of this side section approaches, the rail of the first track gradually descends and moves away from the first wheel. When the railway vehicle passes the side section and travels on the second track, only the second wheel contacts the rail, and the first wheel is in a suspended state.

In addition, the rim | limb part of a railway vehicle is comprised with the soft metal compared with a rail, and since wear progresses with the elongation of a travel distance, the diameter of a wheel becomes small gradually. Therefore, even if the rails and the height of the wheels are adjusted so as to match each other at the beginning, a non-conforming part may occur with time. When the stroke distance of the first track and the stroke distance of the second track are different, there is a difference in the progress of wear of the first wheel and the second wheel, and as a result, the first wheel and the second wheel. It is also conceivable that a difference occurs in the outer diameters. If there is a relatively large difference in the outer diameter, both the first wheel and the second wheel are not always in contact with the track in the side section of the first track and the second track, As long as one of the first wheel and the second wheel is in contact with the track, there is no problem in the running safety of the railway vehicle. Rather, even if there is a difference between the outer diameters of the first wheel and the second wheel, the first track rail and the second track rail are linked with a certain angle before and after the parallel running section. By providing such a portion, it is possible to realize a smooth entry with minimal influence of the difference in the outer diameter of the wheels. If the rail of the first track and the rail of the second track are laid in parallel at the connecting part, the level difference between the wheel and the rail must be exceeded when entering the track from one track to the other track. As a result, large vibrations and shocks are generated, which not only impairs comfort but also may cause derailment accidents.

In the different-rail direct communication system, the first wheel and the second wheel may share an axle, or may include an independent axle. Furthermore, the 1st wheel and the 2nd wheel may be equipped with the rim | limb part which was mutually independent while sharing a board part and a boss | hub part.

In principle, the first wheel and the second wheel are each composed of a pair of left and right pairs of wheels, but one of the pair of left and right wheels may be shared. Good.

According to the cross-straight-line direct communication system of the present invention, when the railway vehicle enters the other track from one track, the track side is devised so as not to cause a step between the wheel and the rail. And direct operation without impairing comfort.

Diagram showing wheel shaft structure Diagram showing the structure of the orbit Diagram showing the positional relationship between wheels and rails Diagram showing the positional relationship between wheels and rails Diagram showing another structure of wheel shaft Diagram showing another structure of wheel shaft Diagram showing another structure of wheel shaft Diagram showing another structure of rail

The different-gauge direct communication system of the present invention will be described with reference to the attached drawings. A standard gauge is illustrated as a first track having a relatively wide gauge, and a narrow gauge is illustrated as a second track having a relatively narrow gauge. The different-gauge direct communication system is intended to allow a railway vehicle to pass directly between a standard gauge 10 and a narrow gauge 12 having different gauges. The railway vehicle includes a standard gauge wheel 14 that is used when traveling on the standard gauge 10 and a narrow gauge wheel 16 that is used when traveling on the narrow gauge 12.

In the standard gauge 10 and the narrow gauge 12, the narrow gauge 12 is positioned between the gauges of the standard gauge 10 in a part of the section, that is, a section in which the railway vehicle enters between different gauges (hereinafter referred to as an entry section). And it is laid so that the narrow gauge 12 may run in parallel. In the entry section, the standard gauge 10 and the narrow gauge 12 are laid in a straight line so that the center lines coincide in the horizontal direction. In the vertical direction, the portion of the standard gauge 10 and the narrow gauge 12 have substantially the same height, the standard gauge 10 is inclined with respect to the narrow gauge 12, and the narrow gauge 12. Is laid so as to have a portion inclined with respect to the rail of the standard rail 10.

The standard gauge wheel 14 and the narrow gauge wheel 16 are fixed to the axle 18 so that the narrow gauge wheel 16 is positioned between the pair of left and right standard gauge wheels 14. Here, the standard gauge wheel 14 and the narrow gauge wheel 16 are the same, but the diameter, the width, and the like may be slightly different as long as there is no problem in running performance.

Side line No. 2 shown in FIG. 1 to side line no. The relationship between the wheel and the track when the wheel is located on five side lines up to 5 will be described with reference to FIGS. 3 and 4. Side line No. Reference numeral 1 denotes a position when the railway vehicle is traveling in the standard gauge section. Side line No. 1, only the standard gauge 10 is laid. The railway vehicle travels with the standard gauge wheel 14 in contact with the standard gauge 10 and the narrow gauge wheel 16 supported by the axle 18 and floating in the air.

Side line No. 2 indicates a position immediately after the railcar enters the entry section. Side line No. 2, a standard gauge 10 and a narrow gauge 12 are laid. The narrow gauge 12 gradually rises from between the standard gauge 10 and finally becomes substantially the same height as the standard gauge 10, but here it is in the middle of ascent and does not reach the height of the standard gauge 10. Therefore, the railway vehicle travels with the standard gauge wheel 14 in contact with the standard gauge 10 and the narrow gauge wheel 16 supported by the axle 18 and floating in the air.

Side line No. 3 indicates a position when the railway vehicle travels for a while after entering the entry section. Side line No. In this stage, the narrow gauge 12 that was in the middle of ascending in 2 reaches the height of the standard gauge 10 and is running in parallel while maintaining the same height. The railway vehicle travels with both the standard gauge wheel 14 and the narrow gauge wheel 16 in contact with the standard gauge 10 and the narrow gauge 12, respectively.

Side line No. 4 indicates a position immediately before the railcar exits the entry section. Side line No. 4, a standard gauge 10 and a narrow gauge 12 are laid. The standard gauge 10 begins to descend gradually as the end of the entry section approaches, and the height difference from the narrow gauge 12 increases. Therefore, the railroad vehicle travels in a state where the standard gauge wheel 14 is supported by the axle 18 and floats in the air, and only the narrow gauge wheel 14 is in contact with the narrow gauge 12.

Side line No. 5 indicates a position when the railway vehicle is traveling in a narrow gauge section. Side line No. 5, only the narrow gauge 12 is laid. The railway vehicle travels with the narrow gauge wheel 16 in contact with the narrow gauge 12 and the standard gauge wheel 14 supported by the axle 18 and floating in the air.

As described above, the standard gauge wheel 14 and the narrow gauge wheel 16 share the axle 18 as a standard form. For example, as shown in FIG. 5, independent axles 18a and 18b are used. You can also. Further, as shown in FIG. 6, the wheel plate portion and the boss portion are shared, and two independent rim portions 14 a and 16 a can be substituted for the standard gauge wheel 14 and the narrow gauge wheel 16. Further, as shown in FIG. 7, one wheel on one side can be shared as a wheel corresponding to both the standard gauge and the narrow gauge, and both the tracks can be driven by three wheels.

In addition, when using independent axles 18a and 18b for the wheel axles for standard gauge and narrow gauge, the wheels that are not used for traveling are moved to the railway vehicle side by moving the axles to avoid contact with the branching device or the like. It is also possible to evacuate.

For the rails of the standard 10 and the narrow rail 12, as described above, in addition to the method of forming an inclination while raising or lowering one rail relative to the other rail, for example, in the side view of FIG. As shown, an inclination angle can be formed on the upper surface of the front end portion of the rail 20. Furthermore, as shown in the plan view, by making the front end portion of the rail 20 into a tapered shape, the rail itself plays the role of a wheel guide, and a smooth entry of the railway vehicle can be realized.

10 Standard gauge 12 Narrow gauge 14 Standard gauge wheel 16 Narrow gauge wheel 18 Axle

Claims (5)

In a different-gauge direct-connection system for allowing a railway vehicle to pass directly between different tracks between gauges,
A first orbit having a relatively wide gauge,
A second orbit having a relatively narrow gauge,
A railway vehicle comprising a first wheel corresponding to the first track and a second wheel corresponding to the second track;
In the place where the first track and the second track are linked, the rail of the second track is located between the rails of the first track, and the rail of the first track and the second track A portion where the rails of the track are substantially the same height, a portion where the rails of the first track are inclined with respect to the rails of the second track, and the rails of the second track are the first A portion inclined with respect to the rail of the orbit of
Different gauge direct system. The first wheel and the second wheel share an axle,
The system for directly connecting different gauges according to claim 1. The first wheel and the second wheel are provided with axles independent of each other,
The system for directly connecting different gauges according to claim 1. The first wheel and the second wheel share a plate portion and a boss portion and have rim portions independent of each other,
The cross-rail direct-connection system according to claim 2. The first wheel and the second wheel share either one of a pair of left and right wheels,
The cross-rail direct-connection system according to claim 2.

Images