JP4417827B2 - Rail fastening structure - Google Patents

Description

  The present invention relates to a rail fastening structure, and more particularly to a rail fastening structure provided with a protective member that prevents damage to a rail fastening member due to a derailing wheel.

  Conventionally, when a vehicle (railway vehicle) receives a seismic force on a bridge or viaduct, a vehicle traveling on the vehicle may derail.

  In view of this, a means for enhancing the derailment prevention function by installing a guardrail for preventing derailment inside the track in a curved track or a track portion with a branching device has been proposed. Also, install safety rails in places where it is inconvenient to install derailment prevention rails, places where falling rocks or snow falls, and even if derailment should occur, the safety rails and basic rails guide the wheels to minimize damage. A difficult stop means has been proposed.

In addition, when a vehicle derails due to a natural disaster such as a large-scale earthquake or a train disturbance while traveling on a track that does not have a derailment prevention rail, derailment prevention guard, safety rail, etc., the vehicle Means have been proposed for preventing the vehicle from falling over by guiding the vehicle so that it travels on a roadbed, roadbed, slab or the like with sleepers (Patent Document 1).
Japanese Patent Laid-Open No. 9-076679

  However, both the derailment prevention rail and the safety rail described above are means for preventing the derailment itself by guiding the vehicle to these rails on the assumption that the rail fastening member is not damaged even after the derailment of the vehicle. Furthermore, the guide for preventing rollover does not prevent the basic rail itself from being damaged, and it is not easy to install because it requires a separate installation in addition to the basic rail.

  On the other hand, particularly in the case of high-speed vehicle derailment, there has been a problem that the rail fastening member is damaged by the derailing wheel and the rail fastening function is lost.

  The subject of this invention is providing the rail fastening structure which makes it possible to prevent the damage of the rail fastening member by a derailment wheel.

In order to solve the above-mentioned problem, the invention according to claim 1 is a rail fastening structure, which is fixed by a bolt and biases and fixes a rail for supporting a wheel of a railway vehicle downward, and the spring. And a protection member that protects the bolt from being exposed to the upper surface side, and the spring member forms an annular space in the center of the long plate material. And a notch for receiving the annular portion of the spring member and the bolt head of the bolt at the lower corner of the surface of the protective member facing the rail. It is formed.

  According to the first aspect of the present invention, since the spring member is fixed to the protection member and the bolt is protected so as not to be exposed on the upper surface side, even if the vehicle derails, The bolt is protected by the protective member while falling on the upper surface of the protective member. Thereby, the fixed state of the rail is maintained.

Further, even if the vehicle has derailed, since derailed vehicle while falling on the upper surface of the protective member, the bolt for fixing the leaf spring and the plate spring is located in the cutout portion of the protective member, the leaf spring and the bolt Will not be damaged by derailed vehicles.

Invention of Claim 2 is the rail fastening structure of Claim 1 , Comprising: While the corner | angular part which consists of an upper surface and a side surface of the said protective member is formed in a curved surface shape, the height dimension of the said protective member is It is characterized by being over a predetermined value.

According to the second aspect of the present invention, the corner portion formed of the upper surface and the side surface of the protection member is formed in a curved surface, and the height dimension of the protection member is set to a predetermined value or more. When derailment occurs, the flange of the wheel derailed from the outer track is held between the rail and the inner surface of the protection member with the inner side in contact with the curved corner of the protection member. In addition, the derailed wheel is stopped when the inner side of the flange is in contact with the curved corner of the protective member and the wheel is placed on the protective member.

  According to the first aspect of the present invention, it is possible to prevent the rail fastening function of the spring member from being destroyed by preventing the spring member and the bolt fixing the spring member from being damaged by the derailing wheel. Can do.

In addition, since the leaf spring and the bolt that fixes the leaf spring are covered with the protective member, damage due to the derailing wheel is prevented.

According to the second aspect of the present invention, the derailment wheel does not largely deviate from the rail in both the outer track derailment and the inner track derailment, and damage caused by the derailment of the vehicle is minimized.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
1 to 6 show a first embodiment of a rail fastening structure according to the present invention.

  As shown in FIG. 1, a tie plate 3 for laying rails 1 via an insulating plate 2 is disposed on the upper surface of a slab plate (not shown).

  On the upper surface of the tie plate 3, holding protrusions 4 that hold the rails 1 from both sides are formed. As shown in FIG. 2, a notch is formed in the upper corner of each holding projection 4, and a screw hole 5 is formed on the upper surface of the notch. Furthermore, screw holes 6 are formed at both outer ends of each holding projection 4. Further, as shown in FIGS. 1 and 2, protective members 7 formed in a substantially rectangular shape are arranged on the upper surfaces on both sides of the tie plate 3 with the rail 1 interposed therebetween.

As shown in FIG. 3, a spring cutout portion 8 that is cut into a substantially rectangular shape is formed at the lower corner portion of the surface of the protective member 7 that faces the rail 1, and an upper portion of the spring cutout portion 8. A bolt notch 9 for fastening the bolt is formed in the. In addition, a support pin 10 that extends substantially parallel to the installation direction of the rail 1 protrudes from the inside of the spring cutout 8.

  The leaf spring 11 for fixing the rail 1 is bent in a side face shape so as to form an annular space in the center portion of a long plate material, and this annular space portion is formed on the support pin 10. By inserting, the leaf spring 11 is attached to the support pin 10. Further, a leaf spring bolt insertion hole 12 is formed in the leaf spring 11.

  Further, as shown in FIG. 3, bolt head receiving holes 13 for bolts are formed on the upper surface of the protective member 7. Further, as shown in the cross-sectional view of FIG. 4, the protective member 7 is formed with a protective member bolt insertion hole 14 for inserting a bolt connected to the bolt head receiving hole 13.

  Further, the corner portion formed of the upper surface and the side surface of the protection member 7 is formed to be a curved surface having a curvature R. Further, the height dimension of the protective member 7 is set to a predetermined value or more.

  In the rail fastening structure according to the present embodiment, the bolt that passes through the protective member bolt insertion hole 14 is screwed into the screw hole 6 in a state where the bolt head is dropped into the bolt head receiving hole 13. Is fixed to the tie plate 3. Further, the annular space portion of the leaf spring 11 is inserted into the support pin 10, the leaf spring 11 is attached to the support pin 10, and the leaf spring 11 is placed on the notch portion of the holding projection 4 of the tie plate 3. The rail 1 is fixed in a state of being biased downward by screwing a bolt penetrating the leaf spring bolt insertion hole 12 into the screw hole 5 in a state where the rail 1 is held by the tip of the leaf spring 11. It has become so.

  Next, the operation of the rail fastening structure according to this embodiment will be described.

  First, protective members 7 are arranged on both upper surfaces sandwiching the rail 1 of the tie plate 3. Then, the leaf spring 11 is attached to the support pin 10, the leaf spring 11 is placed on the notch portion of the holding projection 4 of the tie plate 3, and the rail 1 is pressed by the tip portion of the leaf spring 11. Then, a bolt that penetrates the leaf spring bolt insertion hole 12 is screwed into the screw hole 5. Accordingly, the leaf spring 11 is fixed to the tie plate 3 in a state where the leaf spring 11 biases the rail 1 downward. When the bolt passing through the protection member bolt insertion hole 14 is screwed into the screw hole 6 in a state where the bolt head is dropped into the bolt head receiving hole 13, the protection member 7 is fixed to the tie plate 3.

  FIG. 5 is a top view of the rail fastening structure according to the present embodiment. By fixing the protective member 7 facing each other with the rail 1 interposed therebetween, a bolt for fixing the leaf spring 11 to the holding projection 4 of the tie plate 3 and a bolt for fixing the protective member 7 to the tie plate 3 appear alternately. ing. Among these, the bolt that fixes the leaf spring 11 to the holding projection 4 of the tie plate 3 is located inside the spring notch 8 of the protective member 7, and the bolt that fixes the protective member 7 to the tie plate 3. The bolt head is located inside the bolt head receiving hole 13. Therefore, all the bolts are located below the upper surface of the protection member 7.

  By adopting such a configuration, the leaf spring 11 and the bolt that fixes the leaf spring 11 are covered with the protection member 7, so that even if the vehicle is derailed, the derailment wheel falls onto the upper surface of the protection member 7. Therefore, the leaf spring 11 and the bolt are not damaged by the derailment wheel. Moreover, since the bolt which fixes the protection member 7 is located below the upper surface of the protection member 7 by the bolt head receiving hole 13, it will not hit a derailment wheel and will not be damaged.

  Furthermore, the corner part which consists of the upper surface and side surface of the protection member 7 is formed as a curved surface of the curvature R, and the height dimension of the protection member 7 is made more than predetermined value. Therefore, as shown in FIG. 1, when the vehicle is derailed, the flange of the wheel A that has undergone derailment has the rail 1 and the protective member 7 in a state where the inner side is in contact with the curved corner of the protective member 7. It will be held between the inner surface of the. Further, the wheel B derailed from the inner track stops in a state in which the inner side of the flange comes into contact with the curved corner of the protection member 7 and the wheel B is placed on the protection member 7. Thus, in both cases of the outer track derailment and the inner track derailment, since the protective member 7 functions as a guide member for the rail 1, the derailment wheel does not greatly deviate from the rail 1, and the damage caused by the derailment of the vehicle is Minimized.

The rail fastening structure of the present embodiment is a structure in which the protective member 7 is fixed to the upper surface of the tie plate 3 so as to oppose the rail 1, but as shown in FIG. The protective member 15 may be integrated.

(Second Embodiment)
7 to 11 show a second embodiment of the rail fastening structure according to the present invention.

  In the present embodiment, a plate-like tie plate 3 is disposed via an insulating plate 2 on the upper surface of a slab plate (not shown) on which the rail 1 is laid.

  FIG. 7 shows a wire spring 16 that fixes the rail 1 in this embodiment. The wire spring 16 is formed by bending a linear material downward in a substantially U shape at two locations, bending both sides thereof at a substantially right angle in the horizontal direction, and then bending the tip portion in the opposite direction of the horizontal direction. Has been.

  FIG. 8 shows the protective member 17 according to this embodiment. The protection member 17 is formed in a substantially rectangular shape. Further, the corner portion formed of the upper surface and the side surface of the protection member 17 is formed to be a curved surface having a curvature R, and the height dimension of the protection member 17 is set to a predetermined value or more.

In addition, two wire spring insertion holes 18 for inserting both end portions of the wire spring 16 are formed on one side surface of the protection member 17. The wire spring insertion hole 18 is tilted downward toward the rail 1 with the wire spring insertion hole 18 substantially perpendicular to the direction in which the rail 1 is laid in a state where the bottom surface of the protective member 17 is horizontally fixed to the tie plate 3. Are formed at an angle. In addition, after forming the wire spring insertion hole 18 horizontally with the bottom surface of the protection member 17, the protection member 17 is inclined and fixed to the tie plate 3 so that the wire spring insertion hole 18 is inclined downward toward the rail 1. Also good. Furthermore, one bolt insertion hole 19 is formed substantially in the middle of the two wire spring insertion holes 18 in parallel with the wire spring insertion hole 18. Further, the holding metal fitting 20 is formed in a substantially T shape, and a bolt insertion hole 21 penetrating the protruding portion from the vicinity of the center of the upper surface of the T shape is formed.

  In the rail fastening structure according to the present embodiment, as shown in FIG. 9, the rail 1 is pressed by the two U-shaped portions of the wire spring 16, and both end portions of the wire spring 16 are brought into the tie plate 3. In a state where the wire spring 16 is inserted into the wire spring insertion hole 18 of the fixed protection member 17, the wire spring 16 is fixed by a bolt from the side surface of the protection member 17. At this time, as shown in FIG. 10, the tip portion of the wire spring 16 inserted into the wire spring insertion hole 18 is inclined downward toward the rail 1, while the portion of the wire spring 16 holding the rail 1 is Since it rises from the position of the tie plate 3 on the rail 1, the wire spring 16 is twisted, and the rail 1 is fixed in a state of being biased downward by the wire spring 16.

  Next, the operation of the rail fastening structure according to this embodiment will be described.

  As shown in FIG. 9, the rail 1 is pressed by two U-shaped bent portions of the wire spring 16, and both ends of the wire spring 16 are inserted into the wire spring insertion holes 18 of the protection member 17 to protect the member. 17 is fixed to tie plate 3 with a bolt or the like. The wire spring 16 is protected by inserting a bolt that passes through the bolt insertion hole 21 into the wire spring insertion hole 18 of the protection member 17 in a state where the wire spring 16 is pressed from the lateral direction of the protection member 17 by the presser fitting 20. Secure to member 17. Then, as shown in FIG. 10, the tip of the wire spring 16 inserted into the wire spring insertion hole 18 is inclined downward toward the rail 1, while the portion of the wire spring 16 holding the rail 1 is the rail. As soon as you get on 1, you go up from the position of tie plate 3. As a result, the wire spring 16 is twisted, and the rail 1 is fixed in a state of being biased downward by the wire spring 16.

  With such a configuration, both ends of the wire spring 16 are inserted into the wire spring insertion hole 18 of the protection member 17 and fixed. Therefore, even if the derailing wheel hits and the wire spring 16 receives an impact, the wire spring 16 Will not shift laterally. Moreover, since the bolt which fixes the wire spring 16 to the protection member 17 is being fixed to the side surface of the protection member 17, and the derailment wheel falls on the upper surface of the protection member 17, a bolt does not hit and hit a derailment wheel. Moreover, since the height dimension of the protective member 17 is a predetermined value or more and the wire spring 16 is located below the upper surface of the protective member 17, even if the derailment wheel falls on the upper surface of the protective member 17, The derailment wheel does not hit the wire spring 16. Therefore, the wire spring 16 is not damaged by the derailing wheel. Moreover, as shown in FIG. 11, the wire spring 16 can be easily removed from the protection member 17 by pulling out the bolt of the presser fitting 20 with a bar.

  Furthermore, the corner part which consists of the upper surface and side surface of the protection member 17 is formed as a curved surface of the curvature R, and the height dimension of the protection member 17 is more than a predetermined value. Therefore, as shown in FIG. 10, when the vehicle is derailed, the flange of the wheel C that has undergone derailment has the rail 1 and the protective member 17 in a state where the inside is in contact with the curved corner of the protective member 17. It will be held between the inner surface of the. Further, the wheel D derailed from the inner track stops in a state where the inner side of the flange comes into contact with the curved corner of the protection member 17 and the wheel D is placed on the protection member 17. Thus, in both cases of the outer track derailment and the inner track derailment, since the protective member 17 functions as a guide member for the rail 1, the derailment wheel does not greatly deviate from the rail 1, and damage caused by the derailment of the vehicle is not caused. Minimized.

(Third embodiment)
12 to 14 show a third embodiment of the rail fastening structure according to the present invention.

  In the present embodiment, a plate-like tie plate 3 is disposed via an insulating plate 2 on the upper surface of a slab plate (not shown) on which the rail 1 is laid.

  FIG. 12 shows a Nabla leaf spring 22 that fixes the rail 1 in this embodiment. The Nabla leaf spring 22 has a plate shape and is formed in a tapered shape in which the widths of both sides become narrower as it approaches one end. A leaf spring bolt insertion hole 23 is formed near the center of the nabla leaf spring 22.

  FIG. 13 shows a protective member 24 according to this embodiment. The protective member 24 has a substantially rectangular shape, and a corner portion formed of an upper surface and a side surface is formed to be a curved surface having a curvature R, and a height dimension is set to a predetermined value or more. In addition, a leaf spring insertion notch 25 is formed in the bottom surface portion in a substantially rectangular shape. Further, a bolt notch 26 cut out in a substantially semi-cylindrical shape is formed on the side of the protective member 24 facing the rail 1. Further, a bolt head receiving hole 27 is formed on the upper surface of the protective member 24, and further, a protective member bolt insertion hole 28 for connecting the bolt head receiving hole 27 and inserting the bolt is formed. .

  And in the rail fastening structure which concerns on this embodiment, as shown in FIG. 14, the bolt which penetrates the protection member bolt insertion hole 28 is formed in the tie plate 3 in the state which dropped the bolt head into the bolt head receiving hole 27. The protective member 24 is fixed to the tie plate 3 by being inserted into a bolt insertion hole (not shown). Further, the rail 1 is held by one end portion of the Nabla leaf spring 22, and the other end portion having a tapered shape whose width on both sides becomes narrow is inserted into the notch 25 for inserting the leaf spring of the protection member 24, and the leaf spring bolt insertion hole. By inserting the bolt inserted into the bolt 23 into a bolt insertion hole (not shown) formed in the tie plate 3, the rail 1 is fixed in a state of being biased downward.

  Next, the operation of the rail fastening structure according to this embodiment will be described.

  As shown in FIG. 14, with the rail 1 held by one end portion of the Nabla leaf spring 22, the other end portion having a tapered shape with a narrow width on both sides is inserted into the leaf spring insertion notch 25 of the protection member 24. . Then, a bolt inserted through the leaf spring bolt insertion hole 23 is inserted into a bolt insertion hole (not shown) of the tie plate 3, and the rail 1 is urged downward by one end of the nabla leaf spring 22. The leaf spring 22 is fixed to the tie plate 3. Further, in a state where the bolt head is dropped into the bolt head receiving hole 27, a bolt penetrating the protective member bolt insertion hole 28 is inserted into a bolt insertion hole (not shown) of the tie plate 3 to attach the protective member 24 to the tie plate 3. Secure to.

  By adopting such a configuration, one end of the nabla leaf spring 22 is inserted and fixed in the leaf spring insertion notch 25 of the protection member 24, so that the nabla leaf spring 22 is impacted by the derailing wheel. However, the nabla leaf spring 22 does not shift laterally. Further, since the nabla leaf spring 22 is covered by the protective member 24, it is not damaged by the derailment wheel.

  Further, the bolt for fixing the nabla leaf spring 22 is located at a position lower than the upper surface of the protection member 24, and the bolt for fixing the protection member 24 is also located at a position lower than the upper surface of the protection member 24 by the bolt head receiving hole 27. The bolts are not damaged by the derailment wheels.

  Furthermore, the corner part which consists of the upper surface and side surface of the protection member 24 is formed as a curved surface of curvature R, and the height dimension is set to a predetermined value or more. Therefore, as shown in FIG. 15, when the vehicle is derailed, the flange of the wheel E that has undergone derailment has the rail 1 and the protective member 24 with the inner side in contact with the curved corner of the protective member 24. It will be held between the inner surface of the. Further, the wheel F derailed from the inner track stops in a state in which the inner side of the flange is in contact with the curved corner of the protection member 24 and the wheel F is placed on the protection member 24. Thus, in both cases of the outer track derailment and the inner track derailment, since the protective member 24 functions as a guide member for the rail 1, the derailment wheel does not deviate greatly from the rail 1, and damage caused by the derailment of the vehicle is not caused. Minimized.

As described above in detail, according to the rail fastening structure of the present invention, the rail fastening function of the spring member is destroyed by preventing the spring member and the bolt fixing the spring member from being damaged by the derailment wheel. Can be prevented.

  That is, when the spring member and the bolt that fixes the spring member are covered with the protection member, or the spring member and the bolt that fixes the spring member are positioned below the upper surface of the protection member, Damage to members and bolts is prevented.

  Further, since the spring member is fixed to the protective member, even if the spring member receives an impact by the derailing wheel, it does not shift in the lateral direction. Thereby, the rail fastening function of the spring member is protected from the derailed wheel.

  Further, in both cases of the outer track derailment and the inner track derailment, the derailing wheel does not greatly deviate from the rail, and the damage caused by the derailment of the vehicle is minimized.

It is sectional drawing which shows the rail fastening structure which concerns on the 1st Embodiment of this invention. It is a perspective view which shows the structure of the tie plate which concerns on the 1st Embodiment of this invention, and a protection member. It is a perspective view which shows the structure of the protection member which concerns on the 1st Embodiment of this invention. It is sectional drawing which shows the structure of the protection member which concerns on the 1st Embodiment of this invention. It is a top view which shows the rail fastening structure which concerns on the 1st Embodiment of this invention. It is a perspective view which shows the modification of the structure of the tie plate which concerns on the 1st Embodiment of this invention, and a protection member. It is a perspective view which shows the structure of the wire spring which concerns on the 2nd Embodiment of this invention. It is a perspective view which shows the structure of the protection member which concerns on the 2nd Embodiment of this invention. It is a perspective view which shows the rail fastening structure which concerns on the 2nd Embodiment of this invention. It is sectional drawing which shows the rail fastening structure which concerns on the 2nd Embodiment of this invention. It is sectional drawing which shows a mode that the protection member which concerns on the 2nd Embodiment of this invention is removed. It is a perspective view which shows the structure of the Nabla leaf spring which concerns on the 3rd Embodiment of this invention. It is a perspective view which shows the structure of the protection member which concerns on the 3rd Embodiment of this invention. It is a perspective view which shows the rail fastening structure which concerns on the 3rd Embodiment of this invention. It is sectional drawing which shows the rail fastening structure which concerns on the 3rd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Rail 2 Insulation board 3 Tie plate 4 Holding protrusion 5 Screw hole 6 Screw hole 7 Protection member 8 Spring notch 9 Bolt notch 10 Support pin 11 Leaf spring 12 Spring spring bolt insertion hole 13 Bolt head receiving hole 14 Protection member bolt insertion hole 15 Protection member 16 Wire spring 17 Protection member 18 Wire spring insertion hole 19 Bolt insertion hole 20 Presser fitting 21 Bolt insertion hole 22 Nabla leaf spring 23 Plate spring bolt insertion hole 24 Protection member 25 For leaf spring insertion Notch 26 Notch for bolt 27 Bolt head receiving hole 28 Protective member bolt insertion hole

Claims (2)

A spring member that is fixed by a bolt and that biases and fixes a rail that supports the wheels of the railway vehicle downward;
A protection member that is fixed in a state where the spring member is mounted and protects the bolt from being exposed to the upper surface side;
Equipped with a,
The spring member is a leaf spring that is formed by bending a long plate material into a side-shape-shaped character so as to form an annular space in the center.
A rail fastening structure in which a notch portion for receiving an annular portion of the spring member and a bolt head of the bolt is formed at a lower corner portion of a surface of the protection member facing the rail. 2. The rail fastening structure according to claim 1 , wherein a corner portion formed of an upper surface and a side surface of the protection member is formed in a curved shape, and a height dimension of the protection member is a predetermined value or more. .

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