JP2554987B2 - Tongrail - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a tongue rail which is used in combination with a basic rail and a receiving rail in branching devices of railway tracks, expansion joints and the like.

[0002]

2. Description of the Related Art For branching devices and expansion / contraction seams of railway tracks, the tip of the rail is sharpened while gradually changing the cross section of the rail head.
Thinly processed tongue rails are often used.

Usually, the tongue rail has two functions of receiving the wheel weight of the wheel and guiding the wheel flange, but the conventional tongue rail has exclusively the geometrical theory and safety of the gauge line and the rail tread. It was designed and manufactured in consideration, and little attention was paid to the action behavior of the load at the contact portion between the wheel and the rail.

This is due to the fact that wheel traveling is repeated.
Initial wear and initial metal flow occur on the tongue rails, which naturally causes "familiarity" in the contact area between the wheels and rails.
As a result of inevitable load distribution, "load-point of action"
It was not necessary to carry out detailed examination of

In recent years, there is a tendency to improve wear resistance of tongue rails by heat treatment such as slack quench heat treatment for the purpose of extending the life by omitting maintenance such as rail wear and metal flow.

[0006]

However, when the heat treatment is applied to the conventional tongue rail, the wear resistance is improved, so that the initial wear and the initial metal flow are less likely to occur, and the contact portion between the wheel and the rail is not easily generated. As a result of not being "familiar",
The point contact between the wheel and the rail is maintained, and excessive load is repeatedly applied to the contact point to cause metal fatigue on the rail surface layer, which easily causes shelling scratches and squeak cracks and wear resistance. It has been found that there is a problem in that it causes scratches on the contrary because it is excellent.

[0007] In view of the above problems, it is an object of the present invention to provide a tongue-rel in which scratches such as shelling scratches and squeak cracks are hard to occur even if the wear resistance is improved by heat treatment.

[0008]

Therefore, the tongue rail according to the present invention is used in combination with a basic rail or a receiving rail at a turnout or expansion joint of a railroad track, and the rail head cross-sectional outer shape is used in its longitudinal direction. In a tongue rail that is gradually changed to become sharper and thinner toward the tip side, the wheel load receiving part of the wheel and the guide part of the wheel flange are separated into two parts from the rail bending point to the load transfer point, and the wheel load receiving part is separated. It is characterized in that the portion is located on the top surface of the rail head portion or the upper end portion inside the arc portion of the gauge corner, and the flange guide portion is located outside the cross section inside the arc portion of the gauge corner.

The cross-sectional outer shape of the top surface of the rail head from the rail bending point to the load transfer point is such that the wheel load is smoothly transferred between the tongue rail and the basic rail or the receiving rail. It is preferable that the wheel load receiving portion and the wheel are in surface contact with each other by forming a substantially linear shape having a gradient substantially equal to the outer shape.

Further, the tongue rail according to the present invention is used in combination with a basic rail or a receiving rail at a turnout or expansion joint of a railroad track, with the rail head cross-sectional outer shape directed toward the tip end side in the longitudinal direction. In a tongue rail that is gradually changed to be sharp and thin, a section in which the head width gradually decreases and the height gradually decreases while the gauge corner arc shape is almost maintained in the front part in the longitudinal direction from the vertical cutting start point of the rail. It is characterized by having an outer shape.

[0011]

The ideal wheel-rail contact is such that the top surface of the rail head receives the wheel weight of the wheel, while the arc portion of the wheel flange base and the gauge corner arc of the rail head upper surface. The lower half of the part is in contact, and the wheel flange guidance is performed at the contact point.

In the conventional tongue rail, only the smoothness of the horizontal level of the top surface of the rail head and the continuity of the gauge line are mainly taken into consideration. Therefore, the thin wall portion of the tongue rail is deleted and the basic rail or the receiving rail is removed. Due to bending to the outer rail side, etc., the wheels and rails make complicated contact geometrically during wheel transfer between the tongue rail and the basic rail or the receiving rail,
It was difficult to ensure the smoothness and continuity of the contact points.

On the other hand, according to the present invention, from the rail bending point to the load transfer point, the wheel load receiving portion is the top surface of the rail head or the upper end portion in the arc portion of the gauge corner, and the flange guide portion is in the lower portion of the arc portion of the gauge corner. Located in half,
Since the wheel weight receiving portion of the wheel and the guide portion of the wheel flange are always separated into two at a predetermined interval, the wheel and the tongue rail contact smoothly and continuously, and the wheel weight and lateral load Can be distributed and received at Tongler. In particular, when the top surface of the rail head is formed into a straight line having a slope substantially equal to that of the rail tread to bring them into surface contact, the effect of dispersing wheel load is great.

Moreover, in the conventional tongue rail, since the flange guide portion is located at the upper end portion of the gauge corner arc portion of the rail head portion, a force for forcibly moving the wheel inward is exerted by the wheel weight. However, according to the present invention, since the flange guide portion is always located in the lower half portion inside the arc portion of the gauge corner, the excessive load acts on the rail. It does not work.

As a result, even when the tongue rail is subjected to heat treatment such as slack quench heat treatment to improve wear resistance, an excessive concentrated load does not repeatedly act on the contact portion between the wheel and the rail. It is possible to prevent the occurrence of shelling scratches and squeak cracks due to metal fatigue.

Further, according to the present invention, the front portion from the vertical cutting start point of the rail has a cross-sectional outer shape in which the head width is gradually reduced and the height is lowered while substantially maintaining the arc shape of the gauge corner. Therefore, at the front part of the vertical cutting start point of the rail, especially at the front part of the load transfer point, the flange guide part comes into contact with the arc part of the gauge corner to guide the wheel flange smoothly, and at the corner part as in the past. Unlike the above contact, the contact is made in an arc-shaped portion, so that the concentrated load at the contact portion can be relaxed, and the narrowing phenomenon of the gauge due to the vertical wear of the basic rail and the receiving rail can be prevented.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below with reference to specific examples shown in the accompanying drawings. 1 to 8 show a tongue rail according to one embodiment of the present invention, which is an example applied to a tongue rail (70S rail) for a branching machine combined with a basic rail. In the figure, the outer shape of the cross section of the 70S rail 1 behind the rail bending point 1F (G-G cross section of FIG. 1)
As shown in FIG. 8, the wheel 2 is formed in a shape to support the wheel 2 at two points c and d on the top surface 1a of the rail head and the upper end portion 1b in the arc portion of the gauge corner. In addition, 1c is a lower half of the arc portion of the gauge corner, and 1d is a gauge line.

The rail bending point 1F of the 70S rail 1
At the load transfer point 1D, as shown in FIGS. 7 to 5, the wheel weight receiving portion c of the wheel 2 and the guide portion d of the wheel flange 20 are always separated into two, and the wheel weight receiving portion c is a rail. Located on the top surface 1a of the head, the flange guide portion d is formed to have an outer cross-sectional shape located at the inner lower half portion 1c of the arc portion of the gauge corner, and the outer shape of the top surface 1a of the rail head is the tread surface of the wheel 2 It is formed in a straight line having a gradient substantially equal to the outer shape of the cross section so that it can come into surface contact with the tread surface of the wheel 2.

Further, the rail bending point 1F and the transfer point 1
Vertical cutting start point 1E between D and front part 1D,
In 1C, 1B, and 1A, as shown in FIGS. 6 and 2, the gauge corner arc shape is substantially maintained, while the head width is gradually reduced and the height is reduced to a cross-sectional outer shape. .

Next, the operation of the tongue rail of this example will be described. In the standard section of the 50N rail 10 which is the basic rail, as shown in FIG. 9, the wheel 2 having the basic tread shape of the conventional line contacts while being guided by the flange, but both contact at two points a and b. However, the wheel load is received at the point a, and the flange guidance is performed at the point b.

FIG. 10 shows a state in which a wheel 2 of the same basic rail tread shape is in contact with the bending point (corresponding to the section FF of FIG. 1) of the conventional 70S rail 11 while being guided by a flange. However, the wheel load is supported and the flange is guided at two points c'and d'that are close to each other. This is because the arc shape of the tread surface of the conventional 70S rail 11 is 600R, 50
This is because the wheel side is constituted by a combination of a linear gradient of 1/20 and a circular arc of 14R, while it is constituted by a combination of R and 13R. 50N rail 1
The 0 tread arc is composed of a combination of 300R, 80R, and 13R.

Further, in each (b) of FIGS. 2 to 7, the 50N rail 10 between the tip side and the bending point (corresponding to the section AA to the section FF in FIG. 1) is connected to the conventional 70S. The transfer state of the wheel 2 to the rail 11 is shown. The passage-side arc of the 70S rail 11 has the same shape as the standard cross section of the 70S rail 11, and the top surface of the head is cut down with a horizontal plane inclined from the bending point toward the front end side. Therefore, the intersection of the 13R plane and the horizontal plane becomes an acute angle as it goes to the front end. In the portion shown in each of FIGS. 2 to 5 (b), that is, the portion in front of the load transfer point, the 70S rail 11 only guides the wheels, and the conventional rail 10 alone supports the wheel weight and the flange guide 70s. The contact points d ′ of the rail 11 are concentrated at a sharp point at the intersection of the 13R plane and the horizontal plane.

FIG. 5 (b) shows a state in which the wheels 2 are on the 50N rail 10 and the 70S rail 11 at the same time. The wheel weight is received at the point a, and the wheel weight is received at the points c'and d '. And flange guidance is performed.

In FIG. 6 (b), the wheel 2 is completely 70S rail 1
In the state where the vehicle is moved to 1, the wheel load bearing and the flange guide are performed at points c'and d ', which are close to each other.

In the conventional 70S rail 11, the rail 11 and the wheel 2 come into contact with each other in the above-mentioned state.
The plastic deformation and wear of No. 1 gradually caused the “Same-in” along the wheel shape on the 70S rail 11, which was not a big problem.

On the other hand, in recent years, there has been an increasing demand for maintenance-free and longer life of tracks, and with the generalization of the adoption of high-strength rails heat-processed into a fine pearlite structure having excellent wear resistance, special tracks The above-mentioned high-strength rail having a fine pearlite structure tends to be adopted also in a branching device having a structure, a tongue rail having expansion joints, and the like.

However, if the conventional 70S rail 11 is heat-treated to form a fine pearlite structure having excellent wear resistance, the rail 11 is moved in the process of transferring the two rails 10 and 11 to the wheel 2 as described above. The load locally acts on the contact point between the wheel 2 and the wheel 2, and the stress exceeds the allowable stress, so that the rail structure in the surface layer is destroyed. However, since the rail structure has a high strength, a destroyed structure remains, and this serves as a starting point of the scratch, and the scratch progresses to a still healthy rail structure and develops into a larger scratch.

In order to prevent this from occurring in the 70S rail 1 of this embodiment, the load transfer point 1D to the rail bending point 1F.
When the rail 1 performs two functions of receiving the wheel load and guiding the flange, it is always separated from two locations c and d.
And the wheel weight is not locally received below the vicinity of the center of the arc portion of the gauge corner.

Further, since the rail has a characteristic that it can be used even if a certain amount of wear progresses, it is desirable that the above-mentioned two-point contact be maintained due to the progress of this wear. For example, in the conventional 70S rail 11,
As shown in each of FIGS. 2 to 6B, 70S rail 1
The top surface of the head on the 1st side was scraped off with a predetermined vertical slope, but this was 70% due to vertical wear on the 50N rail 10 side.
This is because the S-rail 11 is designed and manufactured so as not to support the wheel load at a thin head width and to facilitate smooth transfer.

The gauge on the railroad track is the dimension inside the rails facing each other at a position 14 mm below the crown, and this relationship is maintained even if the rail wear progresses. Is desirable.

Therefore, the 70S rail 1 of this embodiment has the following cross-sectional outer shape as compared with the conventional 70S rail 11.

As shown in FIG. 8, the tread shape of the 70S rail 1 behind the bending point 1F is a top surface 1a of the rail head.
And 2 points c and d on the upper end 1d in the arc portion of the gauge corner
The wheel 2 is supported by, and the supporting portion c is provided with an inclined surface so as to be in surface contact with the basic tread shape of the wheel.

Regarding the shape of the tread surface on the tip side from the bending point 1F of the 70S rail 1, the arc portion of the gauge corner is 13
R is changed to a complex arc shape of 10R and 25R. As shown in FIG. 9, among the contact points a and b between the 50N rail 10 and the wheel 2, the guide part b for guiding the flange is at the arc portion of the gauge corner, but this is located at the tip side from the bending point 1F. This is also because the upper part of the gauge corner arc is set to be 25R larger than the corner arc (14R) of the flange 20 of the wheel 2 to prevent the wheel load from being supported.

That is, the gauge corner arc of the conventional 70S rail 11 is approximately 13R and has a constant height, and only the top surface is machined horizontally with a longitudinal gradient in the longitudinal direction.
In the 0S rail 1, the top surface is formed in a straight line with a gradient of 1/20 from the upper end of the 25R and 10R composite arc shape,
The outer shape of the cross section is substantially maintained in the longitudinal direction, and vertical gradient processing is performed.

Therefore, even when the high-strength rail 1 having a fine pearlite structure excellent in wear resistance is adopted in the tongue rail for a branching device, the load transfer point 1D to the rail bending point 1
Between F, the support of the wheel weight and the function of the flange guide are always separated with a predetermined interval, so the load on the rail head is reduced, and in the front part of the load transfer point 1D, at the arc portion of the gauge corner. Since flange guidance is performed, localized load concentration does not occur and scratches can be reliably prevented,
The original performance of the high-strength rail material, which was adopted for the purpose of maintenance-free and long life, is demonstrated, and the initial purpose can be achieved.

Further, the front portion of the vertical cutting start point 1E of the 70S rail 1 has a uniform cross-section with the arc shape of the gauge corner substantially maintained, and since the head width and height are gradually reduced, the basic rail is used. It is also possible to prevent the phenomenon that the gauge is narrowed due to the vertical wear of No. 10.

The present inventors have made the 70S rail 1 of this embodiment.
Was prototyped, and the wheel load receiving portion c and the flange guide portion d were compared with the conventional wheel load receiving portion c ′ and the flange guide portion d ′. The result is shown in FIG. In the conventional 70S rail 11, the wheel load receiving portion c'has a point contact, and with respect to the wheel load receiving portion a of the 50N rail 10, there is a discontinuous portion between the load transfer point and the vertical cutting start point. On the other hand, in the 70S rail 1 of the present embodiment, the wheel load receiving portion c is in surface contact with each other and is surely continuous with the wheel load receiving portion a of the 50N rail 10. Therefore, it can be understood that in the 70S rail 1 of the present embodiment, local load concentration due to wheel load does not act from the load transfer point to the standard cross-section outer shape portion.

In the 70S rail 1 of this embodiment, the flange guide portion d is closer to the gauge line 1d than the conventional 70S rail 11. This is because the conventional 70S rail 11 guides the flange at the upper end of the arc portion of the gauge corner, whereas the 70S rail 1 of this embodiment performs the flange guide at the lower half 1c of the arc portion of the gauge corner. Is. Therefore, the wheel flange portion 2
It can be seen that the 0 guide is smoothly performed near the gauge line 1d.

Further, with respect to the tongue rail 1 of this embodiment and the conventional tongue rail 11, the amount of forced movement of the wheel 2 inwardly of the gauge and the amount of movement of the wheel 2 outward of the gauge were examined. Also, 50
The case where the top surface of the head of the N rail 10 was worn by 5 mm was also examined. The result is shown in FIG. In the conventional 70S rail 11, a load in the direction of forcible inward movement of the wheel 2 has already begun to act on the wheel 2 in front of the load transfer point D-D, and forcible inward of the track at the load transfer point D-D. The amount of movement was maximum, and when the 50N rail 10 was worn by 5 mm, the amount of forced movement inward of the gauge was further increased. This is because the flange guide portion d'is located at the upper end of the arc portion of the gauge corner, and the force that forces the wheels to move inwardly by the wheel weight acts as a result of which an excessive load acts on the tongue rail. Because it was.

On the other hand, in this embodiment, the flange guide portion d is located in the lower half portion 1c of the gauge corner arc portion, and the shape of the gauge corner arc portion is almost maintained up to the tip of the rail. No forced movement was seen, but rather it was possible to move outside the gauge. Moreover, even when the 50N rail 10 was worn by 5 mm, almost no forced movement inward was observed. Therefore, it was confirmed that an excessive lateral load does not act on a portion in front of the load transfer point D-D of the 70S rail, that is, a portion where the head width is narrow and the wheel load is not received.

In the above embodiment, the tongue rail for branching device was described as an example, but the same applies to the tongue rail for expansion joints combined with the receiving rail.

[Brief description of drawings]

FIG. 1 is a diagram showing a side surface configuration and a plane configuration of a tongue rail according to an embodiment of the present invention.

FIG. 2 is a diagram showing the relationship between the wheel, the basic rail, and the tongue rail of the above embodiment and the conventional example at the position AA in FIG.

FIG. 3 is a diagram showing the relationship between the wheel, the basic rail, and the tongue rail of the above embodiment and the conventional example at the position BB in FIG.

FIG. 4 is a diagram showing the relationship between the wheel of the embodiment and the conventional wheel, the basic rail, and the tongue rail at the CC position in FIG.

5 is a diagram showing the relationship between the wheel of the embodiment and the conventional wheel, the basic rail, and the tongue rail at the D-D position in FIG.

FIG. 6 is a diagram showing the relationship between the wheel and the basic rail and the tongue rail of the above embodiment and the conventional example at the EE position in FIG.

FIG. 7 is a diagram showing the relationship between the wheels and the tongue rails of the above embodiment at the FF position in FIG.

FIG. 8 is a diagram showing the relationship between the wheels and the tongue rails of the above embodiment at the GG position in FIG.

FIG. 9 is a diagram showing a relationship between a basic rail and wheels.
is there.

FIG. 10 is a diagram showing a relationship between a standard cross-sectional shape and a wheel in a conventional tongue rail.

FIG. 11 is a diagram showing trajectories of wheel load receiving parts c and c _′ and flange guide parts d and d ′ in this embodiment and a conventional tongue rail.

FIG. 12 is a diagram showing changes in the amount of movement of wheels in this embodiment and a conventional tongue rail.

[Explanation of symbols]

 1 Tongue rail 1a Top surface 1b Upper end part inside arc part of gauge corner 1c Lower half part inside arc part of gauge corner 2 Wheel 20 Flange part c Wheel weight receiving part d Flange guide part

Claims (3)

(57) [Claims] 1. Used in combination with a basic rail or a receiving rail at a turnout or expansion joint of a railroad track, and gradually changing a rail head cross-sectional outer shape so as to become sharply thin toward the front end side in the longitudinal direction. in tongue rail comprising Te, the contact portion of the wheel load receiving portion c of the wheel tread, the wheel flange
The rail guide is used as the flange guide part d.
Outside rail cross section from point IF to load transfer point 1D
The shape, the wheel load receiving portion c is positioned on the top surface 1a or gauge corner arc portion upper end portion 1b of the rail head, and the flange guide portion d has no shape located in the lower half portion 1c in the gauge corner arc portion Tongle rail. 2. The outer cross-sectional shape of the top surface of the rail head is substantially linear with a slope substantially equal to the linear portion of the wheel tread surface, and the wheel weight receiving portion c and the wheel tread surface are in surface contact with each other. Item 1. The tongue rail according to item 1. 3. A rail track branching device or expansion joint, which is used in combination with a basic rail or a receiving rail, to gradually change the rail head cross-sectional outer shape so as to become sharply thin toward the front end side in the longitudinal direction. In the tongue rail, the front part of the rail vertical cutting start point 1E has a cross-sectional outer shape in which the head width is gradually reduced and the height is lowered while the gauge corner arc shape is almost maintained. Characteristic Tongue Rail.