JP3955539B2 - Track rail joint structure and joint height adjustment method - Google Patents

Description

[0001]
[Industrial application fields]
This invention comprises a new track rail exchanged, when connecting the old rails used continuously at the seam portion, and the seam portion structure of the track rail to be used to prevent the can step on the rail upper surface, the seam portion structure And a height adjustment method used.
[0002]
[Prior art]
A track rail used for a railroad is placed on a tie plate fixed on a sleeper through a track pad, and is held on the tie plate by a leaf spring. Here, the track pad is usually made of hard rubber having elasticity, and absorbs an impact when the vehicle passes through the track rail, thereby suppressing noise generation.
[0003]
On the other hand, the upper surface of the track rail (the upper surface of the rail head) is gradually worn or damaged by long-term use. For this reason, the rail height (the dimension from the rail bottom surface to the rail top surface) decreases. Therefore, the track rail must be replaced with a new one when this amount of wear and damage reaches a certain level.
[0004]
In this case, if the rails are exchanged at once in a long range, the work becomes large and the cost becomes large. Therefore, it has been conventionally performed to replace only rails that are severely worn and damaged with new ones or reusable ones.
[0005]
[Problems to be solved by the invention]
When some of the rails are replaced with new ones or reusable ones, the rail heights of the old rails (the rails that are continuously used) do not normally match. In this case, a step is generated on the rail upper surface at the joint. When this level difference becomes large, a large impact is applied to the joint and the vehicle when passing through the vehicle, and the riding comfort of the vehicle is deteriorated. Noise is also increased.
[0006]
The present invention has been made in view of such circumstances, and in the case where only one rail is replaced with a new rail or a reusable rail across the joint, and the other is used in the joint portion when the old rail is continuously used. It is a first object of the present invention to provide a track rail joint structure that prevents the occurrence of a step on the upper surface of the rail, and that can improve riding comfort and suppress noise. A second object is to provide a seam height adjustment method using this seam structure .
[0007]
[Structure of the invention]
The first object according to the present invention is a seam section structure of the track rail to affix the tie align the height of the rail top surface before and after the seam to replace one of the track rail sandwiching the seam portion,
Side view substantially stepped plate shape that is approximately the same width as the bottom of the rail and has a substantially rectangular shape in plan view that is long in the longitudinal direction of the track rail, and the thickness of the flat plate portion extending in the longitudinal direction across the step portion provided near the center. A seam height adjusting plate that is formed under the seam part to align the rail height before and after the seam, a leaf spring that fixes the bottom of the rail to the tie plate across the seam gap, and both rails And a joint plate structure for connecting the track rail.
[0008]
This adjusting plate is preferably made of a hard synthetic resin such as polyamide or an electrically insulating material such as hard rubber. This is because if the spring constant is too small (soft), the total spring constant with the spring constant of the track pad changes when the track pad is used under the adjustment plate. Therefore, by using a thickness or material that does not change the spring constant of the track pad, this adjustment plate can use a track pad having a conventional hardness as it is.
[0009]
A step in the width direction is provided near the center of the upper surface of the adjustment plate, and two flat plate portions extending in the front and rear (longitudinal direction) sandwiching this step are prepared in various thickness combinations. Depending on the situation such as the difference in the rail height of the joint portion, the one having the optimum thickness combination is selected and used.
[0010]
The track rail not only expands and contracts due to temperature changes, but also moves forward and backward (referred to as advancing) by receiving a force in the forward or backward direction due to the reaction force of the driving force or braking force of the vehicle. For this reason, this adjusting plate laid on the bottom surface of the rail may move in the front-rear direction. In order to prevent this adjustment plate from moving back and forth, it is preferable that a protrusion is integrally formed on the lower surface in the longitudinal direction (front and rear direction), and this protrusion is engaged with the tie plate.
[0011]
When providing a protrusion, it is desirable that the protrusion is provided along at least one of the front and rear end edges of the adjustment plate and engaged with at least one of the front and rear end faces of the tie plate. When the track pad is not laid under the adjustment plate, it is only necessary to form protrusions or ridges that engage with each other on the lower surface of the adjustment plate and the upper surface of the tie plate, and a recess or groove.
[0012]
It is desirable that the upper surface of the adjustment plate is subjected to anti-slip processing with respect to the bottom surface of the track rail. In this processing, for example, a fine groove having a mesh pattern is formed.
[0013]
According to the present invention, a second object is a method for adjusting the height of a track rail joint using the track rail joint structure according to any one of claims 1 to 4, and a) sandwiching a track rail joint gap. One of the track rails to be replaced is released from the tie plate, while the other track rail to be continuously used is released from the tie plate within an appropriate range from the joint, and b) the one of the track rails to be replaced is replaced with another. replaced by use track rail, c) said inserting the seam height adjusting plate under the seam portion of the track rail align the rail height before and after the seam, d) fixing the track rail to the tie plate, e) This is achieved by a method for adjusting the height of the track rail joint, which comprises the steps a) to e ) described above, wherein the rails before and after the joint are joined by a joint plate .
[0014]
Embodiment
FIG. 1 is a plan view of the vicinity of the joint portion of the track rail, FIG. 2 is an enlarged sectional view of one joint portion, FIG. 3 is an exploded perspective view, and FIGS. 4 to 6 are perspective views showing different embodiments of the adjusting plate. FIG. 7 is an explanatory view of a construction method using this adjusting plate.
[0015]
1 and 2, reference numeral 10 is a sleeper (for example, a concrete sleeper), 12 is a pair of left and right track rails, and 14 is a tie plate. The sleepers 10 are installed on the road bed 18 (see FIG. 7) covered with a jar. The tie plate 14 is fixed to the sleepers 10 by anchor bolts 16 (FIG. 2).
[0016]
The tie plate 14 is provided with a pair of left and right guide walls 20, 20 (FIG. 3) protruding at a distance slightly wider than the width of the bottom 13 of the rail 12. A track pad 22 is laid between the guide walls 20, 20, and the rail bottom 13 is placed on the non-seamed portion.
[0017]
The sleepers 10A that hold the rail joints 24 are wider than the sleepers 10 of the other non-joints, and the tie plate 14A is also wider at the joints 24. When the adjusting plate 26 of the present invention is used, the adjusting plate 26 is sandwiched between the track pad 22 of the joint portion 24 and the rail bottom portion 13. This construction method will be described later.
[0018]
The rail bottom 13 is fixed to the tie plate 14 by a leaf spring 28 as shown in FIG. That is, the leaf spring 28 is bent in a substantially J shape as shown in FIG. 2, and both ends thereof are overlapped and fastened to the guide wall 20 of the tie plate 14. At this time, the curved portion of the leaf spring 28 bulging outward from the guide wall 20 contacts the upper surface of the tie plate 14, and the lower end of the leaf spring 28 gets over the guide wall 20 and pushes down the rail bottom 13. To do.
[0019]
The bolt 30 that fastens the leaf spring 28 to the tie plate 14 stands up with its head engaged with a notch 32 provided in the guide wall 20, penetrates the leaf spring 28, and is tightened with a nut at its tip. . The notch 32 provided in the guide wall 20 extends forward and backward and crosses the guide wall 20 in the width direction. The head of the bolt 30 is substantially trapezoidal so as to engage with the notch 32.
[0020]
As shown in FIG. 1, the leaf spring 28 that fixes the joint portion 24 presses the bottom portions 13 and 13 of the rails 12 and 12 before and after the gap of the joint. Further, at the joint portion 24, the rails 12 before and after the joint portion 24 are joined by joint plates 34 and 34. The joint plate 34 is made so that the cross section is along the abdomen of the rail 12, the upper surface of the bottom 13 and the lower surface of the head (referred to as the chin), and is bonded to the abdomen from both sides via an insulating material and further bolted. . That is, the abdomen is bolted so that the seam plates 34, 34 are sandwiched. The bolt is inserted into the rail abdomen via an insulating collar so as not to contact the abdomen.
[0021]
Next, the adjustment plate 26 will be described with reference to FIG. The adjustment plate 26 is a rectangle having substantially the same shape as the track pad 22 in plan view. The upper surface is a flat plate portion 36 (36A, 36B) that spreads forward and backward with a step portion 27 near the center as a boundary. For this reason, it has a stepped substantially flat plate shape in a side view. Therefore, when viewed from the side, the shape is a substantially mountain shape with a thick center. Here, the thickness of the two flat plate portions 36A and 36B is different.
[0022]
The adjusting plate 26 is made of a hard synthetic resin such as a polyamide resin plate or a polyimide resin plate (PA plate). In the embodiment shown in FIG. 4, the adjustment plate 26 is approximately the same length as the tie plate 14. Various adjustment plates 26 having different thicknesses of the flat plate portions 36A and 36B are prepared, and an appropriate plate is selected and used for construction.
[0023]
Next, the construction method will be described with reference to FIG. The rails 12 and 12 are worn out by long-term use. In FIG. 7A, the imaginary line 12a indicates the new rail height, and the solid line 12b indicates the rail height that has been worn out.
[0024]
When only one of the rails 12 that has been worn out is replaced with a new rail 12A, the joint plate 34 is first removed, and all the leaf springs 28 that fix the old rail 12 to be replaced with the new rail 12A are removed. 12 is replaced with a new rail 12A. For the old rail 12 to be used as it is, the leaf spring 28 is removed from the joint portion 24 to an appropriate range. In this state, the rails 12 and 12A in the vicinity of the joint portion 24 are lifted (raised) using a hoisting machine (a hoisting machine, not shown). FIG. 7B shows this state.
[0025]
When the rails 12 and 12A are lifted in this way, a gap 38 is formed between the track pad 14A of the sleeper 10A and the rail bottom 13. The adjusting plate 26 having an appropriate thickness is inserted into the gap 38 from the side. At this time, the adjusting plate 26 is selected so that the difference in thickness between the flat plate portions 36A and 36B substantially matches the difference in rail height between the rails 12 and 12A.
[0026]
When the adjustment plate 26 is inserted, the heights of the rails 12 and 12A also change. Therefore, it is preferable to replace the track pad 22 of the old rail 12 (particularly the track pad from the joint portion 24 to an appropriate range) with a thicker one, or replace the track pad 22 of the new rail 12A with a thinner one. Also it is preferable raceway pads 22 A seam section 24 keep replaced with thin in consideration of the thickness of the adjustment plate 26.
[0027]
Note that, at the rail joint portion 24, the amount of sleeper 10A sinking (joint drop amount) increases due to an impact during passage of a normal vehicle. However, if the adjustment plate 26 is inserted into the joint portion 24, the thickness of the adjustment plate 26 will additionally press the sleeper 10A strongly, and the amount of sinking of the sleeper 10A when passing through the vehicle is reduced. For this reason, the impact when passing through the vehicle is reduced, and the effect of suppressing vibration and noise is improved. Therefore in order to increase this effect can sometimes not replaced with the track pad 22 A thin.
[0028]
Then, the rails 12 and 12A are slowly lowered with the upper machine, and the upper machine is removed. Then, the rails 12 and 12 </ b> A have the rail upper surfaces continuously flat due to the difference in thickness between the flat plate portions 36 </ b> A and 36 </ b> B of the adjustment plate 26. FIG. 7C shows this situation.
[0029]
In the state of FIG. 7C where the rail 12 is separated from the upper machine in this way, each flat plate portion 36A of the adjustment plate 26 so that the upper surfaces of the rails 12 and 12 are smoothly continuous across the joint portion 24. It is desirable to select a thickness of 36B. Thus, using the appropriate adjustment plate 26, with the rail 12 lowered as shown in FIG. 7C, the leaf spring 28 is attached, and the rails 12, 12A are attached to the tie plates 14, 14A of the sleepers 10, 10A. Fix it. A seam plate 34 may be attached.
[0030]
Further, by inserting the adjustment plate 26, the amount of pressing of the sleeper 10A can be increased, and the joint drop of the sleeper 10A can be reduced. For this reason, the impact at the joint portion 24 is weakened, and vibration and noise can be reduced simultaneously.
[0031]
FIG. 5 shows an adjusting plate 26A which is another embodiment. This adjustment plate 26A is provided with a protrusion 40 that slightly protrudes in the length direction from the tie plate 14A and bends downward on one of the front and rear edges. The protrusion 40 engages with the edge of the tie plate 14A to prevent the adjustment plate 26 from moving.
[0032]
In addition, when providing this protrusion 40 only in one edge of the adjustment board 26, it is desirable to provide in the lower edge of the thin flat plate part 36A side. Since the adjustment plate 26 engages with the end surface (end surface facing the gap 24) of the new rail 12A, the step portion 27 is engaged with the adjustment plate 26 in the direction of the new rail 12A. This is because the movement in the direction of the rail 12 is restricted by the protrusion 40.
[0033]
FIG. 6 shows an adjustment plate 26B which is another embodiment. This adjustment plate 26B is provided with protrusions 40, 40 on both front and rear edges of the adjustment plate 26B. These protrusions 40 are engaged with both front and rear edges of the tie plate 14A. Therefore, according to this embodiment, the back and forth movement of the adjustment plate 26B is more reliably prevented.
[0034]
Further, the flat plate portions 36A, 36B of the adjustment plates 26, 26A, 26B may be subjected to anti-slip processing. As the anti-slip process, for example, a fine net-like pattern is formed on the surface, or a resin having a large friction coefficient is applied. The anti-slip process may be performed on the bottom surface (not shown) instead of the flat plate portions 36A and 36B, or may be performed only on one flat plate portion 36A or 36B, or on both flat plate portions 36A and 36B and the bottom surface. .
[0035]
【The invention's effect】
According to the first to fourth aspects of the present invention, when only one rail is replaced with a new rail or a reusable rail across the rail joint, the adjustment plate inserted under the joint is a flat plate portion having a different thickness. However, it is possible to prevent a step from being generated on the rail upper surface at the joint portion. For this reason, the impact generated when the vehicle passes through the joint portion can be weakened, and the life of the track can be extended by reducing vibration and noise. In addition, the old rail can be used as it is, so resources can be used effectively.
[0036]
According to invention of Claim 5 , the height adjustment method of the seam using this seam part structure is obtained.
[Brief description of the drawings]
FIG. 1 is a plan view of the vicinity of a joint of a track rail. FIG. 2 is an enlarged sectional view of one joint. FIG. 3 is an exploded perspective view. FIG. 4 is a perspective view of an adjustment plate. FIG. 6 is a perspective view showing another embodiment of the adjusting plate. FIG. 7 is an explanatory view of the construction method.
10, 10A sleepers 12 (old) track rail 12A (new) track rail (replacement track rail)
13 Rail bottom part 14, 14A Tie plate 22 Track pad 24 Rail joint part 26, 26A, 26B Adjustment plate 27 Step part 36, 36A, 36B Flat plate part 40 Projection part

Claims (5)

A seam part structure of the track rail to affix the tie align the height of the rail top surface before and after the exchanging one track rail sandwiching the seam portion seam,
Side view substantially stepped plate shape that is approximately the same width as the bottom of the rail and has a substantially rectangular shape in plan view that is long in the longitudinal direction of the track rail, and the thickness of the flat plate portion extending in the longitudinal direction across the step portion provided near the center. A seam height adjusting plate that is formed under the seam part to align the rail height before and after the seam, a leaf spring that fixes the bottom of the rail to the tie plate across the seam gap, and both rails seam part structure of the track rail, characterized in that it comprises a seam plate that couples. The joint structure of the track rail according to claim 1, wherein the joint height adjusting plate is made of a hard synthetic resin. 2. The track rail joint structure according to claim 1, wherein a protrusion that engages with the tie plate and restricts movement in the longitudinal direction is integrally formed on the lower surface of the joint height adjusting plate . The joint structure of the track rail according to any one of claims 1 to 3, wherein the top surface of the joint height adjusting plate is subjected to anti-slip processing with respect to the bottom surface of the track rail. A method for adjusting the height of a track rail joint using the track rail joint structure according to claim 1,
a) Release one of the track rails to be exchanged across the joint gap of the track rail from the tie plate, and release the other track rail to be used continuously from the tie plate within the appropriate range from the joint,
b) replacing one of the track rails to be replaced with another track rail for replacement;
c) Insert the seam height adjusting plate under the seam portion of the track rail to align the rail height before and after the seam,
d) fixing the track rail to the tie plate,
e) The rails before and after the joint portion are joined by the joint plate.
A method for adjusting the joint height of the track rail, which includes the steps a) to e ) described above.

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