JP2023078607A - Derailment prevention device - Google Patents

Abstract

To provide a derailment prevention device which can obtain high derailment prevention effect with a simple structure.SOLUTION: A derailment prevention device provided on a track 1 which has first and second rails 10 positioned with a predetermined gauge is configured to have first and second guard members 40 respectively arranged inside the track of the first and second rails and extending along the first and second rails, and a load transmission member 50 which is provided between the first and second guard members along the sleeper direction, and transmits the load directed toward the inside of the track input from one of the first and second guard members to the other side of the first and second guard members.SELECTED DRAWING: Figure 2

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a derailment prevention device installed on a railroad track to prevent derailment of a vehicle.

For example, when a large-scale earthquake occurs, a railroad vehicle is greatly shaken, and a lateral relative displacement between a wheel and a rail exceeds a limit, resulting in derailment.
As a technique for preventing derailment due to such an earthquake, for example, Non-Patent Document 1 discloses a wheel set fixed to a slab track bed, which, when the wheelset sways in the lateral direction with respect to the track, hits the surface of the flange on the inner side of the track. A derailment prevention guard is described that contacts and restricts further lateral movement of the wheelset to prevent derailment.
In addition, in Non-Patent Document 2, it is possible to obtain a certain degree of derailment prevention effect during an earthquake even with a derailment prevention guard for conventional lines, which has a simpler structure than that for Shinkansen, but the support rigidity of the derailment prevention guard is is low, and displacement of the guard material of about several tens of millimeters occurs at the time of contact with the wheel.

Masaki Seki, Kazuo Konagai, Hiroshige Muramatsu, Yasuhito Watanabe, Takashi Kachi, Junichi Koseki, "Study on derailment prevention guards during earthquakes", Journal of Japan Society of Civil Engineers, Ser. F6 (Safety Issues), Vol.69, No.1, 1-18, 2013. Kohei Iida, Rihito Katsuda, "Improving the driving safety of conventional line vehicles during earthquakes" RRR Vol.78 No.4 2021.4

For example, in Shinkansen, as described in Non-Patent Document 1, a strong derailment prevention guard has been developed as an earthquake countermeasure.
On the other hand, conventional lines have a narrow gauge, so it is difficult to install a derailment prevention device equivalent to that of the Shinkansen.
In addition, from the viewpoint of the cost and man-hours required for installation, measures to prevent derailment during an earthquake with a simple structure are required.
For example, in the case of the technology described in Non-Patent Document 1, the derailment prevention guard needs to be firmly fastened to the PC sleeper or the like with a large number of bolts. etc. becomes necessary, the construction work becomes complicated, and the cost also increases.
On the other hand, in derailment prevention guards for conventional lines, the amount of displacement when a wheel collides is large, and in order to further improve the derailment prevention effect, it is required to improve the support rigidity of the guard member with a simple structure. .
SUMMARY OF THE INVENTION In view of the above-described problems, an object of the present invention is to provide a derailment prevention device that achieves a high derailment prevention effect with a simple structure.

In order to solve the above-described problems, the derailment prevention device of the present invention is a derailment prevention device provided on a railroad track having a first rail and a second rail spaced apart by a predetermined gauge, A first guard member arranged inside the track of the first rail and extending along the first rail; and a second guard member arranged inside the track of the second rail and extending along the second rail. and a guard member provided between the first guard member and the second guard member along the sleeper direction, and input from either the first guard member or the second guard member It is characterized by comprising a load transmission member that transmits a load toward the inside of the track to the other of the first guard member and the second guard member.
According to this, when the wheel collides with one of the first guard member and the second guard member when the railroad vehicle derails, the load to the inside of the track input from the wheel to the guard member is transferred to the load transmission member. can be transmitted to the other guard member as an axial force along the longitudinal direction.
Thereby, the load input to one of the guard members can be transmitted to the member forming the track such as the rail via both the first and second guard members.
Therefore, the substantial support rigidity of the first and second guard members can be approximately doubled, and the derailment prevention effect can be improved.

In the present invention, the load transmission member may have an adjustment mechanism capable of adjusting the length in the sleeper direction.
According to this, by adjusting the length of the load transmission member so that both ends of the load transmission member abut against the first guard member and the second guard member, or face each other with a desired spacing, The above effects can be reliably obtained regardless of variations in the distance between the first guard member and the second guard member.
Further, when the load transmission member is attached or detached for track maintenance work or the like, the work can be easily performed by shortening the length of the load transmission member.

In the present invention, the load transmission member may be configured to be placed on the upper surface of a sleeper or track bed to which the first rail and the second rail are attached.
According to this, there is no need to provide a dedicated structure for supporting the weight of the load transmission member, and the present invention can be easily applied to existing tracks.
In this case, the load transmission member may be configured to have fixing means for fixing the load transmission member to the sleeper or the track bed.
According to this, even if both ends of the load transmission member are not brought into contact with the first and second guard members, the load transmission member is prevented from being displaced due to vibration or the like during normal running of the vehicle. can be prevented.
Furthermore, in this case, the fixing means may be configured such that when a predetermined load or more is applied between the load transmission member and the sleeper or the track bed along the longitudinal direction of the track, It can be configured to release the fixation with the track bed.
According to this, when a derailment occurs and the wheel travels between the first and second guard members, the load transmission member falls off from the sleeper or the like in response to the collision between the wheel and the load transmission member, or By being pushed aside in the track, it is possible to prevent damage to the vehicle and the track from increasing.

In the present invention, the end surface portion of the load transmission member facing at least one of the first guard member and the second guard member is formed as a convex curved surface in which the outer side of the track is convex when viewed from above in a plan view. can be configured.
According to this, when the load transmission member is removed for track maintenance work or the like, the first and second guard members can be removed or shifted by rotating the load transmission member about the vertical axis with respect to the track. Therefore, the load transmission member can be easily removed.

As described above, according to the present invention, it is possible to provide a derailment prevention device that achieves a high derailment prevention effect with a simple structure.

1 is a schematic plan view of a track having a first embodiment of a derailment prevention device to which the present invention is applied, viewed from above; FIG. FIG. 2 is a view taken along line II-II of FIG. 1; FIG. 6 is a schematic elevational view of a track having a second embodiment of a derailment prevention device to which the present invention is applied, viewed from the rail longitudinal direction. FIG. 8 is a schematic elevational view of a track having a third embodiment of a derailment prevention device to which the present invention is applied, viewed from the rail longitudinal direction. FIG. 11 is a schematic plan view of a track having a fourth embodiment of a derailment prevention device to which the present invention is applied, viewed from above.

<First embodiment>
A first embodiment of a derailment prevention device to which the present invention is applied will be described below.
The derailment prevention device of the first embodiment is provided on a railroad track, and prevents or suppresses derailment of a vehicle due to shaking of the vehicle in the lateral direction (in the sleeper direction) caused by, for example, an earthquake. .
As an example, the derailment prevention device of the first embodiment can effectively prevent derailment on a narrow gauge track such as a gauge of 1067 mm. (period 1435 mm) or a broad gauge with a wider gauge than this.

FIG. 1 is a schematic plan view of a railroad track having a derailment prevention device according to a first embodiment, viewed from above.
FIG. 2 is a view taken along line II--II in FIG.
The track 1 includes rails 10, sleepers 20, rail fastening devices 30, derailment prevention guards 40, and the like.

The rail 10 is fastened to the sleeper 20 by a rail fastening device 30 .
The rails 10 are, for example, flat-bottomed ordinary rails, and a pair of right and left rails are arranged in parallel with a predetermined gap.
The rail 10 includes a head portion 11, an abdomen portion 12, a bottom portion 13, and the like.
The head portion 11 is provided on the upper portion of the rail 10, and is a portion that contacts a wheel (not shown) and guides the rolling of the wheel.
The abdomen 12 is a flat plate-like portion formed to protrude downward from the widthwise central portion of the lower portion of the head portion 11 .
The abdomen 13 is a base portion for attaching the rail 10 to the sleeper 20 .
The bottom portion 13 is formed so as to project left and right from the lower end portion of the abdomen 12 .

The sleeper 20 is, for example, a prestressed concrete (PC) sleeper in which a core material such as a steel rod is embedded in concrete.
The sleeper 20 is a columnar member having a longitudinal direction orthogonal to the extending direction of the rail 10 (train traveling direction) in plan view of the track from above.
The sleepers 20 are provided with embedded plugs (not shown) to which bolts of the rail fastening device 30 are fastened.
The sleeper 20 is placed on a track bed such as a ballast track bed formed by compacting ballast made of crushed stone or the like, for example.

The rail fastening device 30 fixes the rail 10 to the sleeper 20 to maintain the gauge, resists the rail movement caused by temperature change and braking of the train, and mitigates the shock input to the rail 10 from the wheels of the train. and transmit it to the sleeper 20.
The rail fastening device 30 holds the bottom portion 13 of the rail 10 from above with a spring, and fastens the spring to a spring cradle provided on the sleeper 20 with a bolt.

The derailment prevention guards 40 are long members (first guard member, second guard member) provided inside the tracks of the left and right rails 10 (on the other rail side) and extending along the rails 10 . .
The derailment prevention guard 40 is formed in an upside-down L shape having a side surface portion 41 and an upper surface portion 42 in a cross-sectional view taken along a plane perpendicular to the longitudinal direction.
The side surface portion 41 is a strip-shaped portion having a width direction along the vertical direction, and is arranged to face the side surface portion inside the track of the rail 10 with a predetermined gap therebetween.
The upper surface portion 42 is a flange-like portion that protrudes from the upper end portion of the side surface portion 41 toward the inner side of the track substantially along the horizontal direction.

The derailment prevention guards 40 are attached to the rail 10 at a plurality of locations in the longitudinal direction (typically at intervals of about several sleepers) with fasteners (not shown).
As such a derailment prevention guard 40, for example, an existing derailment prevention guard that is installed as a countermeasure against derailment during normal running of the vehicle (when an earthquake does not occur) can be used.

In the first embodiment, the track 1 is further provided with a load transmission member 50 .
The load transmission member 50 cooperates with the derailment prevention guard 40 to constitute the derailment prevention device of the first embodiment.
The load transmission member 50 is a columnar member extending along the sleeper 20 .
The load transmission member 50 is placed on the upper surface of the sleeper 20 and held at a predetermined installation position by its own weight. Note that the load transmission member 50 is not fixed to the sleeper 20 in the first embodiment.
The load transmission member 50 is provided across the left and right derailment prevention guards 40 .
An end portion 51 of the load transmission member 50 in the longitudinal direction (sleeper direction) is arranged below the upper surface portion 42 of the derailment prevention guard 40 .
The end surface of the end portion 51 abuts on the surface portion inside the track of the side surface portion 41 of the derailment prevention guard 40, or is arranged to face the surface portion with a small gap therebetween.
For example, the load transmission member 50 may be configured such that a plurality of load transmission members 50 are repeatedly arranged at predetermined intervals along the longitudinal direction of the rail 10 .
In order to prevent the end portion 51 of the load transmission member 50 from interfering with the rail fastening device 30, the end portion 51 may be provided with an interference prevention portion such as a notch or a recess.

The load transmission member 50 may be made of a metallic material such as steel or an aluminum-based alloy, provided that it does not affect various electric devices such as signal devices and electronic devices.
In addition, if there is concern about the impact on signal devices, etc., for example, a non-conductive material such as a composite material of a reinforcing material of long glass fiber and a resin material such as hard urethane foam (for example, the same material as that of synthetic sleepers) material may be used.

In the first embodiment, for example, due to the occurrence of a large-scale earthquake, when the wheelset of a railway vehicle (a member in which a pair of left and right wheels are fixed to both ends of the axle) shows a significant sway in the sleeper direction, one of the left and right The inner surface of the wheel may collide with the side surface of one of the derailment prevention guards 40 .
At this time, part of the load in the sleeper direction input from the wheels to one of the derailment prevention guards 40 is transmitted to the other derailment prevention guard 40 as a compressive axial force along the longitudinal direction of the load transmission member 50 .

According to the first embodiment described above, the following effects can be obtained.
(1) When a railroad vehicle derails and a wheel collides with one of the left and right derailment prevention guards 40, the load to the inside of the track that is input from the wheel to the derailment prevention guard 40 is transferred in the longitudinal direction of the load transmission member 50 ( can be transmitted to the other derailment prevention guard 40 as an axial force along the sleeper direction).
As a result, the load input to one of the derailment prevention guards 40 can be transmitted to the members forming the track 1 such as the rails 10 via the left and right derailment prevention guards 40 .
Therefore, the substantial support rigidity of each derailment prevention guard 40 can be approximately doubled, and the derailment prevention effect during an earthquake can be improved.
(2) By placing the load transmission member 50 on the upper surface of the sleeper 20, there is no need to provide a dedicated structure to support the weight of the load transmission member 50, and the present invention can be easily applied to existing tracks. can do.
Further, in the unlikely event that derailment cannot be prevented and one of the left and right wheels runs (rolls) between the left and right derailment prevention guards 40, the load transmission member 50 falls off from the sleeper 20, or It is possible to prevent damage to the vehicle and the track 1 from increasing by being pushed aside in the track so as to shift to the upper part of the ballast track bed adjacent to the sleeper 20 .

<Second embodiment>
Next, a second embodiment of a derailment prevention device to which the present invention is applied will be described.
In each embodiment described below, the same reference numerals are assigned to the same parts as in the previous embodiment, and description thereof is omitted, and differences are mainly described.
FIG. 3 is a schematic elevational view of a track having a derailment prevention device of the second embodiment, viewed from the rail longitudinal direction.

In the second embodiment, the load transmission member 50 is divided into a first member 52 and a second member 53 at an intermediate portion in the longitudinal direction.
An adjustment mechanism 60 is provided between the first member 52 and the second member 53 to adjust the overall length of the load transmission member 50 by adjusting the distance between the first member 52 and the second member 53 .

The adjusting mechanism 60 has threaded portions 61 and 62, an engaged portion 63, and the like.
The threaded portions 61 and 62 are concentric bolt portions formed at both ends of a cylindrical member.
One of the screw portions 61 and 62 is a general right-hand screw, and the other is a reverse screw (left-hand screw).
The screw portions 61 and 62 are fastened to embedded nuts (embedded plugs) (not shown) provided on the first member 52 and the second member 53 of the load transmission member 50, respectively.
The engaged portion 63 is a portion with which a tool for rotating the screw portions 61 and 62 by an operator is engaged.
The engaged portion 63 is provided at an intermediate portion between the threaded portions 61 and 62, and has a regular hexagonal shape when viewed from the axial direction thereof, for example.
The operator rotates the engaged portion 63 using a tool such as a single-ended spanner (single-ended wrench) to change the distance between the first member 52 and the second member 53 , thereby adjusting the load transmission member 50 . Full length is adjustable.

According to the second embodiment described above, in addition to the same effects as those of the first embodiment described above, the ends 51 on both sides of the load transmission member 50 come into contact with the left and right derailment prevention guards 40, respectively, or By adjusting the length of the load transmission member 50 so that the load transmission members 50 face each other at a desired distance, the above effects can be reliably obtained regardless of variations in the distance between the left and right derailment prevention guards 40 .
Further, when the load transmission member 50 is attached and detached for track maintenance work or the like, the work can be easily performed by shortening the length of the load transmission member 50 .

<Third Embodiment>
Next, a third embodiment of a derailment prevention device to which the present invention is applied will be described.
FIG. 4 is a schematic elevational view of a track having a derailment prevention device of the third embodiment, viewed from the rail longitudinal direction.
In the third embodiment, the load transmission member 50 is fastened to the sleeper 20 with a fixing jig (fixing means) 70 such as a bolt.
For example, the fixing jigs 70 can be provided at a plurality of locations (for example, two locations) at intervals in the sleeper direction in the intermediate portion of the load transmission member 50 .
For example, when the fixing jig 70 is a bolt, an embedded nut (not shown) is embedded in the sleeper 20, and the bolt is inserted from above through an opening formed in the load transmission member 50 and tightened. can do.

The fixing jig 70 prevents the load transmission member 50 from moving to the sleeper 20 when a predetermined load or more is applied between the sleeper 20 and the load transmission member 50 along the rail longitudinal direction (vehicle traveling direction). It is preferable to have a structure in which it falls off (fixation is released).
For example, when the fixing jig 70 is a bolt, by appropriately setting the shear strength, the bolt can be configured to shear and break when a predetermined load is applied.

According to the third embodiment described above, the following effects can be obtained in addition to the effects similar to those of the first embodiment described above.
(1) Even if the ends 51 on both sides of the load transmission member 50 are not brought into contact with the left and right derailment prevention guards 40, the load transmission member 50 may move due to vibrations during normal running of the vehicle, and deviation may occur. can be prevented from occurring.
(2) The fastening jig 70 releases the fixation of the load transmission member 50 and the sleeper 20 in response to the input of a predetermined load, causing derailment and causing the wheels to move between the left and right derailment prevention guards 40. When running, the load transmission member 50 is dislodged from the sleeper 20 in response to a collision between the wheel and the load transmission member 50, or is pushed aside in the track such that it shifts to the upper part of the ballast bed adjacent to the sleeper 20. , the damage to the vehicle and the track 1 can be prevented from increasing.

<Fourth Embodiment>
Next, a fourth embodiment of a derailment prevention device to which the present invention is applied will be described.
FIG. 5 is a schematic plan view of a railroad track having a derailment prevention device according to a fourth embodiment, viewed from above.
In the fourth embodiment, the shape of the end surface of the end portion 51 of the load transmission member 50 (the surface facing the side surface portion 41 of the derailment prevention guard 40) when viewed from above the track 1 is convex on the outside of the track. It has a convex surface curved in an arc.
According to the fourth embodiment described above, in addition to the effects similar to those of the first embodiment described above, when it is necessary to remove the load transmission member 50 from the track 1 for track maintenance work, for example, the left and right The load transmission member 50 can be easily removed by rotating it around the vertical axis without removing the derailment prevention guard 40 or widening the gap.
In addition, in the structure of 4th Embodiment, you may provide the fixing jig similar to 3rd Embodiment.

(Other embodiments)
It should be noted that the present invention is not limited to the above-described embodiments, and various applications and modifications are conceivable.
(1) The configurations of the track and the derailment prevention device are not limited to the configurations of the above-described embodiments, and can be changed as appropriate.
For example, the track in each embodiment is configured by placing sleepers on a ballast track bed, but the present invention is not limited to this, and can also be applied to tracks having other track beds such as slab track beds. can.
In this case, the load transmission member may be configured to be placed on the upper surface of the slab track bed or the like.
Further, the fixing jig can be configured to fix the load transmission member to the slab track bed or the like.
Further, in a track having a ballasted track bed, a configuration may be adopted in which a load transmission member is installed on the upper surface of the ballasted track bed. In this case, there is an effect that interference with the rail fastening device is less likely to occur with respect to the configuration in which the load transmission member is placed on the upper surface of the sleeper.
(2) The shape, structure, material, manufacturing method, arrangement of the load transmission member and the guard member, and the method of attaching the guard member to the track are not limited to the configuration of each embodiment and can be changed as appropriate.
For example, in each embodiment, the guard member (derailment prevention guard) is attached to the rail as an example, but it may be configured to be attached to the sleeper or the slab track bed.
(3) Characteristic configurations of each embodiment can be applied in combination with characteristic configurations of other embodiments.
For example, the adjustment mechanism 60 of the second embodiment, the fixing jig 70 of the third embodiment, and the shape of the convex end portion 51 of the load transmission member 50 of the fourth embodiment are provided in the same load transmission member. can be

1 Track 10 Rail 11 Head 12 Abdomen 13 Bottom 20 Sleeper 30 Rail fastening device 40 Derailment prevention guard 41 Side portion 42 Upper surface portion 50 Load transmission member 51 End portion 52 First member 53 Second member 60 Adjustment mechanism 61 Screw portion 62 Threaded portion 63 Engaged portion 70 Fixing jig

Claims (6)

A derailment prevention device provided on a railroad track having a first rail and a second rail spaced apart by a predetermined gauge,
a first guard member disposed inside the track of the first rail and extending along the first rail;
a second guard member disposed inside the track of the second rail and extending along the second rail;
A track-inward load that is provided between the first guard member and the second guard member along the sleeper direction and is input from either the first guard member or the second guard member to the other of the first guard member and the second guard member. The derailment prevention device according to claim 1, wherein the load transmission member has an adjustment mechanism capable of adjusting a length in a sleeper direction. The derailment prevention device according to claim 1 or 2, wherein the load transmission member is placed on an upper surface of a sleeper or a track bed to which the first rail and the second rail are attached. . The derailment prevention device according to claim 3, further comprising fixing means for fixing the load transmission member to the sleeper or the track bed. The fixing means is configured to fix the load transmission member and the sleeper or the track bed when a predetermined load or more is applied between the load transmission member and the sleeper or the track bed along the longitudinal direction of the track. The derailment prevention device according to claim 4, wherein the fixing is released. An end face portion of the load transmission member facing at least one of the first guard member and the second guard member is formed as a convex curved surface in which the outer side of the track is convex when viewed from above in a plan view. The derailment prevention device according to any one of claims 1 to 5.

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