JP3153582U - Nose movable crossing structure - Google Patents

Abstract

In a movable nose crossing structure used on a railroad track, a structure for preventing wear of a tip end portion of a nose rail and preventing vibration and side-contact of a vehicle is provided. A reference line side and a branch line side are formed by arranging a pair of fixed wing rails and a pair of main rails corresponding to the respective fixed wing rails, and the movable rails are positioned between the wing rails. In a nose movable crossing structure having a mechanism for switching between the reference line side and the branch line side by a nose rail, an anti-wear guard rail 10 is installed inside the main rail on the branch side, and the anti-wear guard rail is a movable nose rail 2. In order to prevent wear of the front end portion 2a of the main rail 104, the main rail 104 has a reference flange way (straight portion) 11 parallel to the main rail 104 and three-stage gradient guide portions 12 and 13 formed on both ends thereof. And the reference flange way (straight portion) 11 which is the gradient end point position (A position and B position) of the wear prevention guard is set to 39 mm plus slack or less.[Selection] Figure 1

Description

  The present invention relates to a crossing structure in a turnout used on a railway track, and more particularly to a structure for preventing wear of a tip portion of a nose rail in a nose movable crossing structure having a function of moving the nose rail.

  As shown in FIG. 2, the railroad track branching device 100 includes a right basic rail 101, a left basic rail 102, a right main rail 103, a left main rail 104, a right tongue rail 105, a left tongue rail 106, a right lead rail 107, The left lead rail 108 is laid and the branch line is branched with respect to the reference line. The crossing rail 110 is used at the intersection of the reference line and the branch line, and each main rail at a position facing the crossing rail. Guard rails 109 are respectively provided inside. The crossing rail 110 is roughly classified into a fixed crossing structure in which all rails are fixed and a movable crossing structure in which some rails are movable according to conversion.

  As shown in FIG. 3, the fixed crossing structure is configured such that the right wing rail 111 and the left wing rail 112 are arranged and fixed facing each other, and the nose rail 113 is arranged and fixed between the wing rails on the rear end side. . Spacing members 114 are arranged between the wing rails and between the wing rails and the nose rails, and the rails are fixed at a constant interval.

According to the above-mentioned fixed crossing structure, because of the structure, there is a gap line portion between the wing rail and the nose rail on which the wheel travels, and therefore there are drawbacks as shown in the following (a) to (c). .
(A) A guard rail 109 (FIG. 2) for preventing the entry of a different line is required, and since a lateral lateral pressure is generated on the guard rail 109, the train passing speed is limited.
(B) When a wheel is transferred between the wing rails 111 and 112 and the nose rail 113, a transfer impact is generated, and this part is worn down for a long time and causes wear.
(C) When the wing rails 111 and 112 or the nose rail 113 fall down and wear out, the train is shaken and noise and vibration are generated when the train passes.

  On the other hand, the movable crossing structure makes some of the rails movable according to the change, and eliminates the above-mentioned gauge line missing line portion, thereby facilitating wheel transfer between the wing rail and the nose rail, for a long time. Even if it is used, it has a structure that does not cause wear due to falling wheels.

  For example, as shown in FIG. 4, the movable crossing structure has a structure in which the movable nose rail 113 is in close contact with each of the wing rails 111 and 112 in order to eliminate a broken line portion between the nose rail and the wing rail. The movable nose rail 113 has a tip 115 connected to the lower end of the movable nose rail 113 in a direction intersecting the rail, and the position of the movable nose rail 113 is changed by the changing operation.

In recent years, there has been a demand for a laying structure capable of suppressing low-noise and low-vibration train fluctuations in a railway line from the viewpoint of speeding up the railway, environmental measures along the railway, and improving ride comfort. The movable crossing structure generates less noise and vibration than the fixed crossing structure, but further improvement has been desired.
Further, according to the movable crossing structure described above, when the train wheel travels, the wheel hits the tip of the movable nose rail, so that wear occurs in that portion and causes vibration generation. Has occurred.

  On the other hand, since the guard rail 109 (FIG. 2) provided on the inner side of the main rail in the above-described fixed crossing structure is installed to prevent the entry of a different line, friction prevention of the nose rail and rolling of the vehicle (train swinging) are performed. Coping with was not considered.

  The present invention has been proposed in view of the above circumstances, and provides a structure for preventing the tip of the nose rail from being worn, and preventing vibration and side-contact of the vehicle in a movable nose crossing structure in which the nose rail is movable. For the purpose.

  In order to achieve the above object, the present invention provides an anti-wear guard rail for the main rail when the anti-wear guard rail is installed inside the main rail on the branch side to prevent noise and rolling of the vehicle in the nose movable crossing structure. Considering various configurations for the position of the guard and the shape of the anti-wear guard rail, the distance between the main rail and the straight portion of the anti-wear guard is 39 mm plus slack or less to prevent wear of the movable nose rail and rolling of the vehicle. It was found that it was effective, and the present invention was completed.

In other words, the invention of claim 1 forms a reference line side and a branch line side by disposing a pair of fixed wing rails and main rails facing the fixed wing rails, and is positioned between the wing rails. A crossing structure provided with a mechanism for switching between the reference line side and the branch line side by a movable nose rail is characterized by including the following structure.
Install an anti-wear guard rail on the gauge line side of the main rail on the branch side.
The wear prevention guard rail includes a straight portion parallel to the main rail and three-stage gradient guide portions formed on both end sides of the movable nose rail in order to prevent the tip of the movable nose rail from being worn.
The distance between the main rail and the straight line portion that is the gradient end point position (A position and B position) of the wear prevention guard is 39 mm plus slack or less.

Further, the invention of claim 2 is the nose movable crossing structure according to claim 1, wherein each of the three-stage gradient guiding portions formed on both end sides of the wear prevention guard rail has a first gradient portion, a first gradient portion from the end side. Each having two gradient portions and a third gradient portion;
An interval between the inner position (C position and D position) of each second gradient portion and the main rail is 45 mm plus slack.

  According to the present invention, an anti-wear guard rail having a three-stage gradient guiding portion is provided on the gauge line side of the main rail on the branch side, and the distance between the main rail and the straight portion that is the gradient end point position of the anti-wear guard is 39 mm plus slack. By reducing the impact on the tip of the movable nose rail by gently guiding the vehicle's wheels to the main rail side, the occurrence of wear is reduced and noise and vehicle rolls are reliably suppressed. Made it possible to do.

It is plane explanatory drawing which shows schematic structure of the nose movable crossing structure of this invention. It is plane explanatory drawing which shows the structure of a branching device. It is a plane explanatory view of a fixed crossing structure. It is plane structure explanatory drawing which shows the principal part of a nose movable crossing structure.

  A nose movable crossing structure as an example of an embodiment of the present invention will be described with reference to FIG. In the figure, parts having the same configuration as in FIG.

As shown in FIG. 1, the nose movable crossing structure includes a movable nose rail 2 whose one end is rolled and coupled to the rod 1, a right fixed wing rail 3 and a left fixed wing rail 4, and each fixed wing rail. The right main rail 103 and the left main rail 104 which oppose are each installed on the floor board (not shown), and are comprised.
The movable nose rail 2 is configured such that the tip end portion 2 a that is tapered comes into close contact with the fixed wing rail 3 or the fixed wing rail 4 by the operation of the rolling bar 1 so that the missing line portion is eliminated.

As a characteristic configuration of the present invention, an anti-wear guard rail 10 is provided at a position on the gauge line side of the left main rail 104 on the branch side.
This wear prevention guard rail 10 needs to have a narrower flange way interval L than the cross-line entry prevention guard rail 109 of the fixed crossing structure of FIG. 2 in order to suppress the occurrence of wear at the distal end portion 2 a of the movable nose rail 2.
The inventor of the present invention has found that the flange way interval L of 39 mm plus slack or less is effective in suppressing the occurrence of wear on the distal end portion 2 a of the movable nose rail 2. On the other hand, when the flange way interval L of the wear prevention guard rail 10 is narrowed, the wheel back side lateral pressure entering the wear prevention guard rail 10 increases, and impact noise and vehicle roll (train swing) are induced.

The anti-wear guard rail 10 employs the following configuration in order to cope with the increase in the wheel rear lateral pressure and the induction of train swing.
That is, the wear prevention guard rail 10 includes a reference flange way (straight portion) 11 parallel to the main rail 104 and a three-stage gradient guide formed on both ends thereof in order to prevent the tip 2a of the movable nose rail 2 from being worn. It has parts 12 and 13. Further, the three-stage gradient guiding parts 12 and 13 are configured to have first gradient parts 12a and 13a, second gradient parts 12b and 13b, and third gradient parts 12c and 13c, respectively, from the end side. Yes.

  The first gradient portion 12a in the three-stage gradient guiding portion 12 located on the front end side of the left main rail 104 on the branch side of the wear prevention guard rail 10 is about 80 mm plus slack on the front end side with respect to the distance from the left main rail 104. The inner side is set to 55 to 65 mm plus slack, and has a length of about 100 mm. The first gradient portion 12a is configured to act as a wheel introduction portion from the front end side.

  The second gradient portion 12b of the three-step gradient guide portion 12 located on the front end side of the wear prevention guard rail 10 is 55 to 65 mm in distance from the left main rail 104 because the front end side is continuous with the first gradient portion 12a. The plus slack has a length of about 1400 to 1500 mm with the inside (C position) set to 45 mm plus slack. The wheel is guided to the main rail side by the second gradient portion 12b.

  The third gradient portion 12c of the three-step gradient guide portion 12 located on the front end side of the wear prevention guard rail 10 is continuous with the second gradient portion 12b on the front end (C position) side with respect to the distance from the left main rail 104. Therefore, about 45 mm plus slack, the inner (A position) interval (interval between the left main rail 104 and the reference flange way (straight portion) 11 which is the gradient end point position of the wear prevention guard 10) is set to 39 mm plus slack, It has a length of about 500 to 700 mm. The third gradient portion 12c guides the wheel to an appropriate position and prevents the tip portion 2a of the movable nose rail 2 from being worn.

  Similarly, the first gradient portion 13a in the three-stage gradient guiding portion 13 located on the rear end side of the left main rail 104 on the branch side of the wear prevention guard rail 10 is about the rear end side with respect to the distance from the left main rail. 80 mm, the inner side is set to about 55 to 65 mm, and the length is about 100 mm. The first gradient portion 13a is configured to act as a wheel introduction portion from the rear end side.

  The second gradient portion 13b of the three-stage gradient guide portion 13 located on the rear end side of the wear prevention guard rail 10 is about the distance from the left main rail 104, because the rear end side is continuous with the first gradient portion 13a. The inner side (D position) is set to 45 mm at 55 to 65 mm, and the length is about 600 to 700 mm. The wheel is guided to the main rail side by the second gradient portion 13b.

  The third gradient portion 13c of the three-step gradient guide portion 13 located on the rear end side of the wear prevention guard rail 10 is spaced from the left main rail 104 with respect to the rear end (D position) side to the second gradient portion 13b. In order to be continuous, the distance between the inner side (position B) (the distance between the left main rail 104 and the reference flange way (straight line portion 11), which is the gradient end point position of the wear prevention guard 10), is set to 39 mm. It has a length of about 700 mm. The third gradient portion 13c guides the wheel to an appropriate position and suppresses the occurrence of wear on the side surface portion 2b of the movable nose rail 2.

  The reference flange way (straight portion) 11 of the wear prevention guard rail 10 is laid so as to be parallel to the left main rail 104, and the reference flange way is used to reduce the occurrence of wear by the wheel at the distal end portion 2 a of the movable nose rail 2. An end portion (position A) on the front end side of (straight portion) 11 is set to about 400 mm on the front side from a joint portion (position X) with the straight rail of fixed wing rail 3. Further, the end (position B) on the rear end side of the reference flange way (straight portion) 11 is the position on the most rear end side where the movable nose rail 2 and the left fixed wing rail 4 are in contact (contact with the wing rail and the nose rail). End point).

  By adopting the above-described anti-wear guard rail 10 configuration, when a train enters from the front end or rear end of the movable crossing structure, the impact due to the lateral lateral pressure generated on the wheels is mitigated by having the three-stage gradient guiding portions 12 and 13. The vehicle can be guided. As a result, it is possible to suppress the generation of noise and train swing in the start-up branching device as with a general track.

  In particular, the distance between the branch-side main rail 104 and the third slope portions 12c and 13c of the wear prevention guard rail 10 (the reference flange way (straight portion) 11 which is the slope end point position of the left main rail 104 and the wear prevention guard 10). ) Is set to 39 mm plus slack, the wear generated at the front end portion 2a (on the front end side) of the movable nose rail 2 can be reliably suppressed, and the inner position of the second gradient portions 12b and 13b. By setting the distance between the main rail 104 and the main rail 104 to 45 mm plus slack, the vehicle wheel can be gently guided toward the main rail 104 to prevent noise and rolling of the vehicle.

DESCRIPTION OF SYMBOLS 1 ... Falling rod, 2 ... Movable nose rail, 2a ... Tip part, 2b ... Side part, 3 ... Fixed wing rail, 4 ... Fixed wing rail, 10 ... Wear prevention guard rail, 11 ... Standard flange way (straight part) 12 ... Three-stage gradient guiding section, 12a and 13a ... first gradient section, 12b and 13b ... second gradient section, 12c and 13c ... third gradient section, 102 ... right main rail, 104 ... left main rail 110 ... Crossing rail.

Claims (2)

A reference line side and a branch line side are formed by arranging a pair of fixed wing rails and respective main rails facing each fixed wing rail, and the reference line side is formed by a movable nose rail positioned between the wing rails. In the crossing structure equipped with a mechanism that performs switching on the branch line side,
Install an anti-wear guard rail on the gauge line side of the main rail on the branch side,
The wear prevention guard rail has a straight portion parallel to the main rail to prevent wear of the tip of the movable nose rail, and each three-stage gradient guide portion formed on both ends thereof,
A nose-movable crossing structure characterized in that an interval between the main rail and a straight line portion which is a gradient end point position of the wear prevention guard is 39 mm plus slack or less. Each of the three-stage gradient guiding portions formed on both end sides of the wear prevention guard rail has a first gradient portion, a second gradient portion, and a third gradient portion from the end side, respectively.
2. The nose movable crossing structure according to claim 1, wherein an interval between an inner position of each second gradient portion and the main rail is 45 mm plus slack.

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