JP3076042U - Low elasticity direct-coupled orbit - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To reduce vibration and noise of a turnout track. A reference rail (3) and a branch rail (3 ') are fastened on a branch sleeper (2), and a low-elastic vibration-proof pad (4) made of rubber or rubber-based elastomer is disposed only on the lower surface of the sleeper (2) immediately below the rail fastening position. A part of the sleeper 2 is cut into the end surface of the sleeper 2 to an intermediate height, and a vibration isolating cap 5 is disposed, and a space between the vibration isolating cap 5 and the vibration isolating pad 4 and each vibration isolating pad 4 are provided. In between, a spacing member 6 such as polyethylene having low resistance to displacement is interposed, and a fastening bolt 8 is attached to the sleeper 2 to assemble a predetermined turnout. And the width of the vibration isolating pad 4 is selected according to the number of rails and the arrangement so as to obtain a substantially predetermined spring constant.

Description

[Detailed description of the invention]

[0001]

[Technical field to which the invention belongs]

 The present invention relates to a low-elasticity direct-coupling orbit that achieves stable orbit.

[0002]

[Prior art]

As shown in FIG. 8, the conventional standard direct-coupled switch comprises a reference rail 3 installed on the sleeper 2 and a branch rail 3 '. In section A, as shown in FIG. Only the reference rail 3 is installed on the nail 2, and in the section B, the reference rail 3 and the branch rail 3 'are installed as shown in FIG. 9 (b), and the gap between the lower surface of the sleeper 2 and the roadbed concrete 1 is provided. An elastic resin material 4a is entirely injected into the base material, and the sleeper 2 is fixed by a fastening bolt 8 via an anchor member 9 previously embedded in the roadbed concrete 1. Reaction force situation where only reference rail 3 is modeled train load when installed, the reaction force q _i next to the wheel load P ₁ is per unit length acting on the left side rail as illustrated in FIG. 10 (a), reaction force q _i next to the wheel load P ₂ are per unit length acting on the right side rail as illustrated in FIG. 10 (b), the wheel load P _{1 +} P ₂ acting on horizontal rails as shown in FIG. 10 (c) the reaction force q _i per unit length. Here, if P ₁ = P ₂ ,

[0003]

(Equation 1)

[0004]

(Equation 2)

[0005] q _a is the average value of _{q i.} The reference rail 3 and a reaction force q _i per unit length as the reaction force situation when the train wheel load P _1, P ₂ acts on the reference rail 3 is shown in Figure 11 when the branch rail 3 'is installed Therefore, the train load does not act on the reference rail and the branch rail at the same time. Therefore, when the row wheel weights P ₁ ′ and P ₂ ′ act on the branch rail 3 ′, the left and right in FIG. 11 are reversed.

[0006]

[Problems to be solved by the invention]

 The conventional structure has the following problems. In order to reduce the spring constant per fastening, the spring constant per unit of resin material needs to be extremely small, and it is difficult to support a low spring.

[0007] The clearance between the sleeper and the roadbed concrete varies depending on the construction, and even when the same resin is injected, the support spring constant varies. The sleeper length in the turnout is short and long, and even if the same resin is injected, there is a difference in the supporting spring constant due to the sleeper. In the turnout track, the number of rails to be loaded on the sleepers, the rail structure, and the rail loading position are different, and the sleeper reaction force due to the train load is complicated, and the effect is particularly large if the supporting spring is small.

As described above, it is very difficult to reduce the supporting spring constant of a turnout track compared to a general track due to the stability of the track, and low elasticity has not been realized. The present invention solves these problems and realizes a reduction in the supporting spring constant of 10 to 12 tf / cm per fastening, equivalent to that of a general track, and furthermore, a variation in the spring constant of each sleeper in the turnout. The aim is to reduce the vibration and noise of the turnout caused by running the train by reducing the noise.

[0009]

[Means for Solving the Problems]

 In order to achieve the above object, the present invention fastens the reference rail and the branch rail on the branch sleeper, and provides a rubber or rubber-based elastomer low-elastic vibration isolating pad only on the lower surface of the sleeper immediately below the rail fastening position. It is arranged, and a part of the sleeper is cut into the end of the sleeper to an intermediate height, and an anti-vibration cap is installed.Between the anti-vibration cap and the anti-vibration pad and between Then, a spacer such as polyethylene having low resistance to displacement was interposed, a fastening bolt was attached to a sleeper, a predetermined turnout was assembled, and roadbed concrete was poured into the turnout to the height of the vibration isolating cap. This is a low-elasticity direct-coupler orbit, characterized in that the width of the anti-vibration pad is selected according to the number of rails and the arrangement so as to obtain a substantially predetermined spring constant.

[0010]

[Embodiment of the invention]

 Next, the low-elasticity direct-coupled turnout track of the present invention will be described with reference to an embodiment shown in FIG. 1. 1 is a roadbed concrete, 2 is a sleeper, and a reference rail 3 and a branch rail 3 'are provided on the sleeper 2. Is located on the lower surface of the sleeper just below the rail fastening, and a rubber or rubber-based elastomer low-elasticity vibration-proof pad 4 is arranged eccentrically slightly outside the rail from the center of the rail, and on the end face of the sleeper 2. As will be described later, a vibration isolating cap 5 is disposed so as to partially bite into the sleeper 2, and the resistance to displacement between the vibration isolating cap 5 and the vibration isolating pad 4 is provided. A spacing member 6 such as a small polyethylene is interposed, and a fastening bolt 8 is attached to the sleeper 2 to assemble it into a predetermined turnout. A roadbed concrete 7 is poured into the turnout to the height of the vibration isolating cap 5. Then it stuck.

The position of the vibration isolating pad 4 is eccentric to the outside of the gauge from the center of the rail so that the rail effectively resists other horizontal forces other than the vertical force due to the train load, that is, the rail small return due to the lateral pressure. It is considered. FIG. 2 is a plan view of the branching device showing the arrangement of the vibration isolating pads according to the present invention. FIG. 3 shows an example of a reaction force situation according to the present invention, which is a modeled example when only the reference rail 3 is fastened. 3A shows the wheel load P ₁ acting on the left rail, FIG. 3B shows the wheel load P ₂ acting on the right rail, and FIG. 3C shows the wheel load P ₁ + P ₂ acting on both rails. It is an example.

[0012] If the load P ₁ As can be seen from the example of FIG. 10 is applied, almost no influence of the reaction force P ₂ under the anti-vibration pad 4, each for load P _1, P ₂ The load is applied under the vibration isolation pad 4 immediately below. If P ₁ = P ₂ ,

[0013]

(Equation 3)

[0014] Therefore as compared with the case of the entire _{bearing, q a × L = 2 (} q 0 × l 0), l 0 is _{q 0} because considerably smaller than the sleepers total length L is considerably larger than the _{q a.} Displacement y in the case of the spring constant k per unit, if y = q / k Since k is constant, the displacement y ₀ in the case of the present invention is substantially greater than the y _a in the case of entire bearing. Therefore, the spring constant per fastening K ₀ = P / y ₀ of the present invention is considerably smaller than that of the conventional full bearing, and a low spring constant even when the same material, that is, the spring constant k per unit is the same. Is possible.

FIG. 4 is a model diagram of a reaction force situation according to the present invention when the reference rail and one of the branch rails approach each other (section c in FIG. 8). When the train is loaded on the reference rail, the reaction force of the left rail (P ₁ ) is supported almost immediately below, but the vibration isolation of the right rail (P ₂ ) is immediately below the adjacent branch rail (P ₁ ′). Affected by pads. _{That, P 1 = q 0 × l} 0, P 2 = (q 1 × l 1) + (q 2 × l 1) = l 1 (q 1 + q 2), if _P 1 = P _{2, q 0} xl ₀ = l ₁ (q ₁ + q ₂ ), and l ₁ may be selected so that q ₀ = q ₁ in order to obtain a predetermined spring constant.

In the case of loading on the branch rail, if the width of the anti-vibration pad immediately below P ₁ , P ₂ ′ is l ₀ , P ₂ , and the width immediately below P ₁ ′ is l ₁ , the reaction force situation becomes the same. . FIG. 5 is an example of a reaction force situation when a total of four rails, a reference rail and a branch rail, are installed at substantially equal intervals. When P ₁ and P ₂ are loaded on the reference rail, they are affected by the vibration isolating pads directly below the branch rails (P ₁ ′, P ₂ ′) as well as directly below each. The reaction force relationship is

[0017]

(Equation 4)

[0018]

(Equation 5)

In this case, l ₂ and l ₃ may be selected so that q ₂ = q ₃ = q ₀ . Like the above case of loading the branch _rail, P 1, _{P 2} 'immediately below and _P 2, _{P 1'} directly below the anti-vibration pad width, if the amount of the same _l 2, _{l 3,} respectively, the reaction force The situation will be the same. As described above, if the width of the vibration isolating pad is appropriately selected according to the number of rails and the state of arrangement, a substantially predetermined spring constant can be obtained and a low-elasticity turnout trajectory can be established under any circumstances.

Although the width l of the vibration isolating pad is strictly different depending on the arrangement of the rails, it is practical to provide a slight allowable range for the spring constant and consolidate it into several types. . FIG. 6 is a cross-sectional view showing the mounting of the fastening bolt according to the present invention. The sleeper 2 is attached with the vibration isolating pad 4, the vibration isolating cap 5, the spacer 6 and the fastening bolt 8, and assembled into a predetermined branching device. Since the concrete 7 is cast and fixed, there is no shift in the position of the sleepers, and the resistance in the rail direction and the horizontal direction is held by the roadbed concrete 7, so the fastening bolts 8 have a protective function especially for uplifts of long sleepers. There is no need to increase the fastening force, and the interposition of the coil spring 11 having a small spring constant reduces the spring constant _Kb of the fastening bolt, so that the effect of the fastening bolt on the overall support spring constant K is small and the The increase in the support spring constant K is suppressed.

FIG. 7 is a cross-sectional view of mounting the vibration isolating cap 6 on the sleeper. Since the anti-vibration cap 6 is bitten into the notch 2 'at the lower part of the sleeper, lifting of the anti-vibration cap 6 due to train load and lifting or displacement of the anti-vibration cap 6 due to vibration are prevented.

[0022]

[Effect of the invention]

 In the present invention, the reference rail and the branch rail are fastened on the branch sleeper as described above, and a rubber or rubber elastomer low-elastic vibration-isolating pad is disposed only on the lower surface of the sleeper immediately below the rail fastening position. A part of the sleeper is cut into the end surface of the lug to an intermediate height to provide a vibration isolating cap, and a resistance to displacement between the vibration isolating cap and the vibration isolating pad and between each vibration isolating pad is provided. A low-elasticity direct-coupled track with low-elasticity direct-coupler track with small spacers such as polyethylene interposed, fastening bolts attached to the sleepers, assembling a predetermined branch, and casting roadbed concrete to the height of the vibration-isolating cap. However, the width of the vibration-isolating pad was selected according to the number of rails and the arrangement so as to obtain a substantially predetermined spring constant. Becomes the support of the low elastic anti-vibration pad immediately below the rail, the bearing area is reduced, the support spring constant per engagement is decreased, the support reaction force situation simplified. Even if the sleeper length is different, if the number of rails is the same, the same spring constant can be obtained with the same size vibration-isolating pad, and even if the number of rails loaded on the sleeper and the structure are different, By adjusting the area and mounting position of the low-elasticity vibration-isolating pad according to the state, it is possible to obtain almost the same support spring constant, and to achieve a support spring constant of 10 to 12 tf / cm per fastening equivalent to a general track. The concrete is poured with the specified vibration-proof pad attached, so that the variation in spring constant of each sleeper in the turnout can be reduced, and vibration and noise of the turnout caused by train running can be reduced. .

[Brief description of the drawings]

FIG. 1 is a schematic side view showing an embodiment of the present invention.

FIG. 2 is a plan view of the branching device showing an arrangement state of the anti-vibration pad of the present invention.

FIG. 3 is an explanatory view showing a reaction force situation of the reference rail of the present invention.

FIG. 4 is an explanatory view showing a reaction force situation when the reference rail and the branch rail are installed close to each other in the present invention.

FIG. 5 is an explanatory diagram showing a reaction force situation when the reference rail and the branch rail are installed at substantially equal intervals in the present invention.

FIG. 6 is a sectional view of the fastening bolt according to the present invention;

FIG. 7 is a cross-sectional view illustrating the mounting of the anti-vibration cap of the present invention.

FIG. 8 is a plan view showing a conventional standard direct-connection branching device.

9A is a longitudinal sectional front view in a section A of FIG. 8, FIG.
(B) is a vertical sectional front view in section B of FIG. 8.

10A is an explanatory diagram showing a reaction force per unit length of wheel weight acting on a left rail, and FIG. 10B is an explanatory diagram showing a reaction force per unit length of wheel weight acting on a right rail. Figure,
(C) is an explanatory view showing an explanatory view showing a reaction force per unit length of wheel weight acting on the left and right rails.

FIG. 11 is an explanatory diagram showing a reaction force per unit length of wheel weight acting on the reference rail when the reference rail and the branch rail are installed.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Roadbed concrete 2 Sleeper 3 Reference rail 3 'Branch rail 4 Anti-vibration pad 5 Anti-vibration cap 6 Spacing material 7 Roadbed concrete 8 Fastening bolt

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Sumio Higashida 9-7 Yasakacho, Neyagawa-shi, Osaka Keihan Electric Railway Co., Ltd. (72) Inventor Hideo Taguchi 5-1-115 Ginza, Chuo-ku, Tokyo Kowaka Seiko Co., Ltd.

Claims (1)

[Utility model registration claims] 1. A reference rail and a branch rail are fastened on a branch sleeper, and a rubber or rubber elastomer low-elastic vibration-proof pad is provided only on the lower surface of the sleeper immediately below the rail fastening position. A part of the sleeper is bitten into the sleeper to an intermediate height, and an anti-vibration cap is provided. Between the anti-vibration cap and the anti-vibration pad and between the anti-vibration pads, polyethylene or the like having a small resistance to displacement is used. A low-elasticity direct-coupled turnout track in which a spacing material is interposed, a fastening bolt is attached to a sleeper, a predetermined turnout is assembled, and a roadbed concrete is poured into the turnout to the height of the vibration-proof cap. A low-elasticity direct-coupled turnout track, characterized in that the width of the vibration-isolating pad is selected in accordance with the number of rails and the arrangement so as to obtain a predetermined spring constant.