JP4723282B2

JP4723282B2 - Derailment prevention guard

Info

Publication number: JP4723282B2
Application number: JP2005143107A
Authority: JP
Inventors: 雅樹関; 隆可知; 智巳船田; 隆昭入江; 勝成小西; 哲也花崎
Original assignee: Central Japan Railway Co
Current assignee: Central Japan Railway Co
Priority date: 2004-07-27
Filing date: 2005-05-16
Publication date: 2011-07-13
Anticipated expiration: 2025-05-16
Also published as: JP2006063790A

Description

本発明は、軌間内に敷設して、車輪が本線レールから外れないようにガードする装置に関する。 The present invention relates to a device that is laid in a gauge and guards a wheel from being removed from a main rail.

例えば、曲線軌道などを列車が走行した場合に、図８に示すように、車輪２１が本線レール２２から外れないようにガードするガード部材を本線レール２２に平行に軌間内に配置することが一般に行われている。このガード部材による脱線防止構造の一例は図９に示すとおりである。図９において、本線レール２２に平行に（紙面直角方向に）ガード部材２３を配し、ブロック２４と座金２５、２６、２７を介して、ボルト２８とナット２９およびボルト３０とナット３１を用いて締結することによりガード部材２３を保持する構造である。なお、紙面直角方向には、複数組のボルト−ナット締結構造を備えている。 For example, when a train travels on a curved track or the like, as shown in FIG. 8, a guard member that guards the wheels 21 from being removed from the main rail 22 is generally arranged in the gauge parallel to the main rail 22. Has been done. An example of the derailment prevention structure by this guard member is as shown in FIG. In FIG. 9, a guard member 23 is arranged in parallel to the main rail 22 (in a direction perpendicular to the paper surface), and a bolt 28 and a nut 29 and a bolt 30 and a nut 31 are used via a block 24 and washers 25, 26 and 27. The guard member 23 is held by fastening. A plurality of sets of bolt-nut fastening structures are provided in the direction perpendicular to the plane of the drawing.

ところで、一般に軌道沈下を防止するために、図１０（ａ）に示すように、最も荷重のかかるレール３２、３２直下付近のバラスト３３をタイタンパーあるいはマルチプルタイタンパーと称する道床バラスト突き固め機械で密に突き固めるという作業が必要に応じて行われており、レール３２、３２直下以外のバラスト３４は比較的粗な状態にされる。というのは、レールを介して受ける垂直方向の荷重はレール直下付近が最大であり、レール３２、３２直下付近のバラスト３３の充填密度と、レール３２、３２直下以外のバラスト３４の充填密度が同じような充填密度であると、レール３２、３２直下付近のバラスト３３はレール３２から受ける大荷重により粗な状態になり、その部分のまくらぎ３５は沈み込み、軌道沈下を招来してしまうからである。 By the way, in order to prevent orbital settlement, generally, as shown in FIG. 10 (a), the most loaded rails 32 and the ballast 33 just below 32 are tightly packed with a roadbed ballast tamping machine called a tie tamper or multiple tie tamper. The ballast 34 other than just below the rails 32, 32 is made relatively rough. This is because the vertical load received through the rail is maximum near the rail, and the filling density of the ballast 33 near the rails 32 and 32 is the same as the filling density of the ballast 34 except for the rails 32 and 32. With such a filling density, the ballast 33 in the vicinity of the rails 32 and 32 is in a rough state due to the large load received from the rail 32, and the sleeper 35 in that portion sinks, leading to a track subsidence. is there.

そこで、図１０（ａ）に示すように、軌道沈下を防止するために、最も荷重のかかるレール３２、３２直下付近のバラスト３３をタイタンパーあるいはマルチプルタイタンパーで密に突き固め、レール３２、３２直下以外のバラスト３４は比較的粗な状態にされ、レール３２から受ける大荷重はレール３２、３２直下付近の充填密度の大なるバラスト３３で負担され、その結果、まくらぎ３５が沈み込むことはない。 Therefore, as shown in FIG. 10 (a), in order to prevent the orbital settlement, the ballast 33 in the vicinity of the most loaded rails 32 and 32 is tightly tamped with a tie tamper or a multiple tie tamper so as to prevent the rails 32 and 32. The ballasts 34 other than directly below are made relatively rough, and a large load received from the rails 32 is borne by the ballast 33 having a large packing density near the rails 32 and 32, and as a result, the sleeper 35 sinks. Absent.

しかしながら、時間の経過とともに、図１０（ｂ）に示すように、レール３２から受ける大荷重により、レール３２、３２直下付近のバラストの充填密度も徐々に粗の状態になろうとする。そこで、軌道沈下を招来するほどにバラストの充填密度が粗にならないうちに、図１０（ａ）に示すように、レール３２、３２直下のバラスト３３がタイタンパーあるいはマルチプルタイタンパーで密に突き固められるのである。 However, as time passes, as shown in FIG. 10B, due to a large load received from the rail 32, the filling density of the ballast near the rails 32, 32 tends to gradually become coarse. Therefore, as shown in FIG. 10 (a), the ballast 33 immediately below the rails 32 and 32 is tightly tamped with a tie tamper or multiple tie tamper before the ballast filling density becomes coarse enough to cause the orbital settlement. It is done.

また、タイタンパーあるいはマルチプルタイタンパーによる道床バラスト突き固め作業に加えてレール削正車によるレール削正作業がレール保守のために行われる。このレール削正作業とは、列車の乗り心地を走行時の車両の振動の大小や揺れの方向などのデータで客観的に評価するための測定機器を積み込んだ保守用車が所定期間毎（例えば、１〜２回／年程度の頻度）にレール上を走行し、その機器による乗り心地評価用測定データが基準値を超えたレールの凹凸をレール削正車が当該基準値を超えたレール上を走行しつつ所定形状にレールを削ることである。このレール削正作業によって、走行時の車両の振動の大小や揺れの方向などの数値が適正な範囲内に収まるようにして快適な乗り心地が得られるようになる。このレール削正作業は、バラストを有する軌道のみならず、図１１に示すようなスラブ軌道上のレールに対しても必要に応じて行われる。図１１において、３６は路盤コンクリート、３７はセメントアスファルト、３８はコンクリートスラブ、３９はレールである。 Moreover, in addition to the work of ballast ballast tamping with a tie tamper or multiple tie tamper, a rail rectification work with a rail rectifier is performed for rail maintenance. This rail rectification work means that a maintenance vehicle loaded with a measuring device for objectively evaluating the ride comfort of a train with data such as the magnitude of vibration of the vehicle during traveling and the direction of shaking is provided every predetermined period (for example, On the rail where the rail grinding car exceeds the reference value. The rail is cut into a predetermined shape while traveling. This rail rectification operation makes it possible to obtain a comfortable ride so that numerical values such as the magnitude of vibration and the direction of vibration of the vehicle during traveling fall within an appropriate range. This rail correction work is performed not only for a track having a ballast but also for a rail on a slab track as shown in FIG. In FIG. 11, 36 is roadbed concrete, 37 is cement asphalt, 38 is a concrete slab, 39 is a rail.

本線レール２２と脱線防止ガード部材２３の配置に対するタイタンパーの作業範囲を示すのが図１２であり、斜線部分がタイタンパーの作業範囲である。すなわち、斜線部分にある構造物はタイタンパーによるバラスト突き固め作業に支障をきたすので、その突き固め作業前に斜線部分以外の場所に撤去する必要がある。さらに、レール削正車または保守用車が作業をするためには、図１２に示す斜線部分のみならず、軌間中央部の障害物も撤去しなければならない。このように、ガード部材２３はタイタンパーによるバラスト突き固め作業およびレール削正車または保守用車の作業の障害となるが、従来の脱線防止ガード部材は、ボルトとナットの組み合わせを多数用いた締結構造であるため、ガード部材の脱着に非常に手間がかかり煩雑である。しかも、タイタンパーのバラスト突き固め作業やレール削正車または保守用車の作業に支障をきたさないようにするため、線路の傍らの所定距離まで重量物であるガード部材を人手で移動させる必要があるので、その移動に際して安全上の問題が懸念される。 FIG. 12 shows the work range of the tie tamper with respect to the arrangement of the main rail 22 and the derailment prevention guard member 23, and the shaded portion is the work range of the tie tamper. That is, since the structure in the shaded part interferes with the ballast tamping work by the tie tamper, it is necessary to remove it to a place other than the shaded part before the tamping work. Furthermore, in order for the rail grinding vehicle or maintenance vehicle to work, it is necessary to remove not only the shaded portion shown in FIG. 12 but also the obstacle at the center of the gauge. As described above, the guard member 23 becomes an obstacle to the ballast tamping work by the tie tamper and the work of the rail grinding car or the maintenance car, but the conventional derailment prevention guard member is a fastening using a large number of combinations of bolts and nuts. Because of the structure, it is very troublesome and troublesome to attach and detach the guard member. Moreover, it is necessary to manually move the guard member, which is a heavy object, up to a predetermined distance beside the track so as not to hinder the ballast tamping work of the tie tamper and the work of the rail grinding car or the maintenance car. Therefore, there are concerns about safety issues during the movement.

なお、本発明は、発明者独自の着想に基づくもので、先行技術文献として記載すべきものはない。 In addition, this invention is based on an inventor's original idea, There is nothing which should be described as a prior art document.

本発明は従来の技術の有するこのような問題点に鑑みてなされたものであって、その目的は、軌間内に敷設して、車輪が本線レールから外れないようにガードするガード部材が道床バラストの突き固め作業やレール削正車または保守用車の作業の支障にならないように、簡単にバラスト突き固め作業範囲外や上記車両作業範囲外に退避させることができて、安全上の問題もない脱線防止ガードを提供することにある。 The present invention has been made in view of such problems of the prior art, and the object thereof is to provide a guard member for laying in a gauge and guarding a wheel so that it does not come off the main rail. Can be easily retreated out of the ballast tamping work range or above the vehicle working range so that it does not hinder the work of the tamping work, rail rectification car or maintenance car, and there is no safety problem. It is to provide a derailment prevention guard.

上記目的を達成するために本発明は、軌間内に配置されたガード部材とまくらぎ又はスラブ軌道に固定した支持部材を備え、該支持部材に支持された中心軸を回動中心として本線レール側と軌間内側との間をまくらぎ又はスラブ軌道上において回動可能な保持具でガード部材を保持し、上記中心軸を回動中心として保持具をまくらぎ又はスラブ軌道上において本線レール側に回動させて係止部材で支持部材と保持具を係止し、上記係止部材を離脱することにより上記中心軸を回動中心として保持具をまくらぎ又はスラブ軌道上において軌間内側に回動させることによりガード部材を軌間の内方に退避させることが可能な構造を有することを特徴としている。 In order to achieve the above object, the present invention comprises a guard member disposed in a rail and a support member fixed to a sleeper or slab track, and the main rail side with a central axis supported by the support member as a rotation center. The guard member is held by a holder that can rotate on the sleeper or slab track between the rail and the inside of the gauge, and the holder can be turned to the main rail side on the sleeper or slab track with the center axis as the center of rotation. The support member and the holding tool are locked by the locking member, and the holding tool is rotated inwardly on the sleeper or slab track with the central axis as the rotation center by releasing the locking member. Thus, the guard member can be retracted inwardly between the gauges.

このように、本発明の脱線防止ガードによれば、支持部材に支持された中心軸を回動中心としてガード部材を保持した保持具をまくらぎ又はスラブ軌道上において本線レール側に回動させて係止部材で支持部材と保持具を係止し、上記係止部材を離脱することにより上記中心軸を回動中心として保持具をまくらぎ又はスラブ軌道上において軌間内側に回動させる構造であるから、係止部材の係止と離脱により、ガード部材による本線レールのガードとガード部材の軌間内方への退避を簡単に行うことができ、ガード部材の退避に際して重量物であるガード部材を線路の傍らまで人手で移動させる必要がない。 Thus, according to the derailment prevention guard of the present invention, the holding tool holding the guard member is rotated toward the main rail on the sleeper or slab track with the central axis supported by the support member as the rotation center. The support member and the holding tool are locked by the locking member, and the holding tool is rotated inwardly on the sleeper or slab track with the central axis as the rotation center by detaching the locking member. Thus, by locking and disengaging the locking member, it is possible to easily retract the guard of the main rail and the guard member inward between the rails by the guard member. It is not necessary to move it manually to the side of

本発明は上記のとおり構成されているので、車輪が本線レールから外れないようにガードするガード部材が道床バラストの突き固め作業やレール削正車または保守用車の走行の支障にならないように、簡単にバラスト突き固め作業範囲外や上記車両作業範囲外に退避させることができると共に、安全上の問題もない脱線防止ガードを提供することができる。 Since the present invention is configured as described above, the guard member that guards the wheels from coming off from the main rail does not interfere with the work of tamping the roadbed ballast or running the rail rectifying vehicle or maintenance vehicle. It is possible to provide a derailment prevention guard that can be easily retreated out of the ballast tamping work range or the vehicle work range and that is free from safety problems.

次に、本発明の実施例を図面を参照しながら説明するが、本発明は下記実施例に限定されるものでなく、本発明の技術的範囲を逸脱しない範囲において、適宜変更と修正が可能である。 Next, examples of the present invention will be described with reference to the drawings. However, the present invention is not limited to the following examples, and can be appropriately changed and modified without departing from the technical scope of the present invention. It is.

図１（ａ）は本発明の脱線防止ガードを鉄道線路（バラストを有する軌道）に適用した構造の一実施例の側面図、図１（ｂ）は図１（ａ）の平面図である。 FIG. 1A is a side view of an embodiment of a structure in which the derailment prevention guard of the present invention is applied to a railway track (track having a ballast), and FIG. 1B is a plan view of FIG.

図１（ａ）（ｂ）において、１、１は本線レール、２は車輪である。本線レール１、１に平行にガード部材３が軌間内に配置されている。 1 (a) and 1 (b), 1, 1 are main rails, and 2 are wheels. A guard member 3 is disposed in the gauge parallel to the main rails 1 and 1.

まくらぎ４に対してボルト５により支持部材６が固定されている。支持部材６に支持された中心軸７を回動中心として本線レール側と軌間内側との間をまくらぎ４上において回動可能な保持具８に取り付けたばね部材９でガード部材３が保持されている（ばね部材９の構造および作用の詳細は後記する）。 A support member 6 is fixed to the sleeper 4 by bolts 5. The guard member 3 is held by a spring member 9 attached to a holder 8 that can be rotated on the sleeper 4 between the main rail side and the inside of the gauge with the central axis 7 supported by the support member 6 as a rotation center. (Details of the structure and operation of the spring member 9 will be described later).

中心軸７を回動中心として保持具８をまくらぎ４上において本線レール１側に回動させてガード部材３を本線レール１に平行に配置するとともに、保持具８に設けた挿通孔１０と支持部材６に設けた挿通孔１１にボルト（係止部材）１２を挿通してナットと螺合することにより、ボルト１２で支持部材６と保持具８を係止する（図１（ａ）と（ｂ）のそれぞれ左側の状態）。 The holder 8 is rotated on the sleeper 4 toward the main rail 1 with the central shaft 7 as the center of rotation so that the guard member 3 is arranged in parallel to the main rail 1 and the insertion hole 10 provided in the holder 8 A bolt (locking member) 12 is inserted into an insertion hole 11 provided in the support member 6 and screwed into a nut, thereby locking the support member 6 and the holder 8 with the bolt 12 (FIG. 1A). (State of each left side of (b)).

また、ナットとの螺合を解除してボルト１２を離脱することにより、中心軸７を回動中心として保持具８をまくらぎ４上において軌間内側に回動させることによりガード部材３を軌間の内方に退避させる（図１（ａ）と（ｂ）のそれぞれ右側の状態）。 In addition, by releasing the bolt 12 by releasing the screwing with the nut, the guard member 3 is moved between the gauges by turning the holding tool 8 inwardly on the sleeper 4 with the central shaft 7 as the rotation center. Retreat inward (states on the right side of FIGS. 1A and 1B).

１３はレール１と支持部材６を強固に締結するばね部材である。 A spring member 13 firmly fastens the rail 1 and the support member 6.

図２は図１（ａ）のＩＩ−ＩＩ矢視図であり、本線レール１と車輪２は省略されている。 FIG. 2 is a view taken along the line II-II in FIG. 1A, and the main rail 1 and the wheel 2 are omitted.

図３（ａ）は、ばね部材（線ばね）９の側面図、図３（ｂ）は、線ばね９の平面図である。図３（ａ）（ｂ）において、線ばね９は、一方の端部の第一鉤形部１４ａから伸びる第一直線状連結部１５ａと、他方の端部の第二鉤形部１４ｂから伸びる第二直線状連結部１５ｂとを有し、平面視で第一直線状連結部１５ａと第二直線状連結部１５ｂは略平行であって、第一および第二直線状連結部１５ａ、１５ｂはそれぞれ略くの字状連結部１６を経て直線状押圧部１７で接続され、略くの字状連結部１６は外向きに斜め上方に伸びる下側くの字部１６ａと内向きに斜め上方に伸びる上側くの字部１６ｂからなり、下側くの字部１６ａは第一および第二直線状連結部１５ａ、１５ｂと接続され、上側くの字部１６ｂは直線状押圧部１７と接続されている。 FIG. 3A is a side view of the spring member (wire spring) 9, and FIG. 3B is a plan view of the wire spring 9. 3 (a) and 3 (b), the wire spring 9 includes a first linear connecting portion 15a extending from the first hook-shaped portion 14a at one end and a second hook-shaped portion 14b extending from the other end. The first linear connecting portion 15a and the second linear connecting portion 15b are substantially parallel in plan view, and the first and second linear connecting portions 15a and 15b are substantially parallel to each other. Connected by a linear pressing portion 17 via a U-shaped connecting portion 16, the substantially U-shaped connecting portion 16 extends downward and obliquely upwards downwardly, and the upper side extends obliquely upward and inwardly. It consists of a dogleg 16 b, the lower dogleg 16 a is connected to the first and second linear connecting parts 15 a, 15 b, and the upper dogleg 16 b is connected to the linear pressing part 17.

図４は線ばね９を保持具８に取り付ける方法を示す図である。図４（ａ）に示すように、第一および第二鉤形部１４ａと１４ｂを矢示ｄ₁で示すように下方に押圧することにより線ばね９を回動させると、図６に示すように、線ばね９の第一および第二直線状連結部１５ａと１５ｂは保持具８の円弧状傾斜突出面１８ａと１８ｂに沿って外方に拡がり、その円弧状傾斜突出面１８ａと１８ｂを乗り越えて、第一および第二直線状連結部１５ａと１５ｂは、それぞれ円弧状傾斜突出面１８ａと１８ｂの直下のくびれ部１９ａと１９ｂに収納保持される。すなわち、図４（ｂ）に示すように、線ばね９の第一および第二鉤形部１４ａと１４ｂで保持具８の端面を押圧し（図５参照）、第一および第二直線状連結部１５ａと１５ｂは、それぞれ突起部２０ａと２０ｂに阻止され（図５参照）、直線状押圧部１７により（図５参照）により、断面台形状の部材Ｐを介してガード部材３を保持具８に向けて押圧して保持することができる。台形状の部材Ｐはガード部材３に密着固定されている。 FIG. 4 is a view showing a method of attaching the wire spring 9 to the holder 8. As shown in FIG. 4 (a), when the wire spring 9 is rotated by pressing down to show the first and second hook-shaped portion 14a and 14b by an arrow d _1, as shown in FIG. 6 Further, the first and second linear connecting portions 15a and 15b of the wire spring 9 extend outward along the arcuate inclined projecting surfaces 18a and 18b of the holder 8, and get over the arcuate inclined projecting surfaces 18a and 18b. The first and second linear connecting portions 15a and 15b are housed and held in constricted portions 19a and 19b immediately below the arcuate inclined projecting surfaces 18a and 18b, respectively. That is, as shown in FIG. 4 (b), the first and second hook-shaped portions 14a and 14b of the wire spring 9 press the end face of the holder 8 (see FIG. 5), and the first and second linear connections The portions 15a and 15b are respectively blocked by the protrusions 20a and 20b (see FIG. 5), and the guard member 3 is held by the linear pressing portion 17 (see FIG. 5) via the member P having a trapezoidal cross section. It can be pressed and held toward. The trapezoidal member P is tightly fixed to the guard member 3.

すなわち、図６の矢示ｄ₂に示すように、第一および第二直線状連結部１５ａと１５ｂから、くびれ部１９ａと１９ｂに向かう方向のばね力と、図４（ｂ）および図５の矢示ｄ₃に示すように、第一および第二鉤形部１４ａと１４ｂの先端部から保持具８に向かう方向のばね力と、図４（ｂ）の矢示ｄ₄に示すように、突起部２０ａと２０ｂで阻止されたことにより第一および第二直線状連結部１５ａと１５ｂから突起部２０ａと２０ｂに向かう方向のばね力と、図４（ｂ）の矢示ｄ₅に示すように、ガード部材３との間に台形状部材Ｐを介装することによって直線状押圧部１７からガード部材３に向かう方向のばね力とにより、線ばね９は台形状部材Ｐを介してガード部材３を保持することができる。 That is, as shown by arrow d ₂ in FIG. 6, the first and second linear connecting portion 15a and 15b, the direction of the spring force toward the constricted portion 19a and 19b, shown in FIG. 4 (b) and 5 As shown by the arrow d ₃ , the spring force in the direction from the tip of the first and second hook-shaped portions 14 a and 14 b toward the holder 8, and as shown by the arrow d ₄ in FIG. and the spring force in a direction toward the projections 20a and 20b from the first and second linear connecting portion 15a and 15b by being blocked by the projections 20a and 20b, as shown by arrow d ₅ shown in FIG. 4 (b) Further, by interposing the trapezoidal member P between the guard member 3 and the spring force in the direction from the linear pressing portion 17 toward the guard member 3, the wire spring 9 is connected to the guard member via the trapezoidal member P. 3 can be held.

次に、線ばね９を取り外すには、図５の矢示ｄ₆に示すように、第一および第二直線状連結部１５ａと１５ｂを、それぞれ寸法Ｓだけ（図６参照）外方に拡げることにより、図６に示すように、線ばね９の第一および第二直線状連結部１５ａと１５ｂは保持具８の円弧状傾斜突出面１８ａと１８ｂを乗り越えて、くびれ部１９ａと１９ｂによる拘束を解除される。その結果、上記ばね力はすべて解放され、線ばね９は図４（ａ）に示すように、ガード部材３との係合を解除される。 Next, remove the wire spring 9, as shown by arrow d ₆ in FIG. 5, expanding the first and second linear connecting portion 15a and 15b, respectively by a distance S (see FIG. 6) outwards Accordingly, as shown in FIG. 6, the first and second linear connecting portions 15a and 15b of the wire spring 9 get over the arcuate inclined projecting surfaces 18a and 18b of the holder 8, and are constrained by the constricted portions 19a and 19b. Is released. As a result, all the spring forces are released, and the wire spring 9 is disengaged from the guard member 3 as shown in FIG.

以上の詳細な説明で明らかなように、線ばね９は第一鉤形部材１４ａと１４ｂを下方に押圧するか、第一および第二直線状連結部１５ａと１５ｂを外方に拡げることにより、簡単に着脱することができる。 As is clear from the above detailed description, the wire spring 9 presses the first hook-shaped members 14a and 14b downward or expands the first and second linear connecting portions 15a and 15b outwardly, Easy to attach and detach.

以上のように構成される脱線防止ガードによれば、図１（ａ）において、本線レールを走行中の列車の一部の車輪２が脱線しそうになった場合、脱線防止ガード３でガードされて車輪２の横方向への移動は阻止され、本線レール１上を正常に走行している車輪に随伴するようにして車輪２は本線レール１側に引き戻されるので、脱線することはない。なお、脱線防止ガードは積極的に車輪を押圧する機能を有する必要はなく、車輪の横方向への移動を抑制する抵抗体としての機能を有すればよい。 According to the derailment prevention guard configured as described above, in FIG. 1A, when some of the wheels 2 of the train running on the main rail are about to derail, the derailment prevention guard 3 guards them. The movement of the wheel 2 in the lateral direction is prevented, and the wheel 2 is pulled back to the main rail 1 side so as to accompany the wheel that normally travels on the main rail 1, so that it does not derail. In addition, the derailment prevention guard does not need to have a function of positively pressing the wheel, and may have a function as a resistor that suppresses the movement of the wheel in the lateral direction.

図７（ａ）は本発明の脱線防止ガードを鉄道線路（スラブ軌道）に適用した構造の一実施例の断面図、図７（ｂ）は図７（ａ）の平面図である。図１との違いは、まくらぎ４に代えて、路盤コンクリート３６、セメントアスファルト３７およびコンクリートスラブ３８からなるスラブ軌道を用いた点のみである。従って、線ばね９の保持具８への取り付け方法及び取り外し方法は上記したとおりであり、図１と同一符号を付した他の部材の説明も省略する。 FIG. 7A is a cross-sectional view of an embodiment of a structure in which the derailment prevention guard of the present invention is applied to a railway track (slab track), and FIG. 7B is a plan view of FIG. 7A. The only difference from FIG. 1 is that a slab track made of roadbed concrete 36, cement asphalt 37, and concrete slab 38 is used instead of sleeper 4. Therefore, the attachment method and the removal method of the wire spring 9 to the holder 8 are as described above, and description of other members having the same reference numerals as those in FIG. 1 is also omitted.

図１０（ｂ）に示すように、レールから受ける大荷重により、レール直下付近のバラストの充填密度が徐々に粗の状態になろうとする。そこで、軌道沈下を招来するほどにバラストの充填密度が粗にならないうちに、図１０（ａ）に示すように、レール直下のバラストをタイタンパーあるいはマルチプルタイタンパーで密に突き固める必要がある。また、保守用車がレールを試験走行した結果、列車の乗り心地評価データが基準値を超えた場合、レール削正車がレールを削正する必要がある。このような場合、本発明によれば、支持部材６と保持具８を係止するボルト１２を離脱することにより、図１（ａ）と（ｂ）又は図７（ａ）と（ｂ）のそれぞれ右側に示すように、中心軸７を回動中心として保持具８をまくらぎ４上またはスラブ軌道上において軌間内側に回動させてガード部材８を軌間の内方に退避させることができるので、ガード部材３は、タイタンパーあるいはマルチプルタイタンパーのレール１直下のバラスト突き固め作業の支障とならず、保守用車やレール削正車の作業に支障をきたすことはない。また、重量物であるガード部材をタイタンパーの突き固め作業範囲外または保守用車やレール削正車の作業範囲外である線路の傍らまで人手で移動させる必要がないので、安全上の問題も生じない。 As shown in FIG. 10B, due to the large load received from the rail, the filling density of the ballast in the vicinity immediately below the rail tends to gradually become rough. Therefore, as shown in FIG. 10 (a), the ballast directly under the rail needs to be tightly tamped with a tie tamper or a multiple tie tamper before the ballast filling density becomes so coarse that the orbital settlement is caused. In addition, as a result of the test run of the rail by the maintenance vehicle, if the riding comfort evaluation data of the train exceeds the reference value, it is necessary for the rail correction vehicle to correct the rail. In such a case, according to the present invention, by removing the bolt 12 that locks the support member 6 and the holder 8, as shown in FIGS. 1 (a) and (b) or FIGS. 7 (a) and (b). As shown on the right side, the guard member 8 can be retracted inward between the gauges by rotating the holder 8 around the sleeper 4 or on the slab track with the center axis 7 as the rotation center. The guard member 3 does not interfere with the ballast tamping operation immediately below the rail 1 of the tie tamper or multiple tie tamper, and does not interfere with the operation of the maintenance vehicle or the rail grinding vehicle. In addition, there is no need to manually move the guard member, which is a heavy object, to the outside of the tie tamper tamping work range or to the side of the track that is outside the work range of the maintenance vehicle or rail rectifying vehicle. Does not occur.

図１（ａ）は本発明の脱線防止ガードを鉄道線路に適用した構造の一実施例の側面図、図１（ｂ）は図１（ａ）の平面図である。Fig.1 (a) is a side view of one Example of the structure which applied the derailment prevention guard of this invention to the railway track, FIG.1 (b) is a top view of Fig.1 (a). 図１（ａ）のＩＩ−ＩＩ矢視図であり、本線レールと車輪は省略されている。It is an II-II arrow line view of Drawing 1 (a), and a main line rail and a wheel are omitted. 図３（ａ）は線ばね９の側面図、図３（ｂ）は線ばね９の平面図である。FIG. 3A is a side view of the wire spring 9, and FIG. 3B is a plan view of the wire spring 9. 図４（ａ）（ｂ）は線ばね９を保持具８に取り付ける方法を示す図である。FIGS. 4A and 4B are views showing a method of attaching the wire spring 9 to the holder 8. 線ばね９を保持具８に取り付けた状態を示す図である。It is a figure which shows the state which attached the wire spring 9 to the holder 8. FIG. 線ばね９を保持具８に取り付ける方法を示す図である。It is a figure which shows the method of attaching the wire spring 9 to the holder 8. FIG. 図７（ａ）は本発明の脱線防止ガードを鉄道線路に適用した構造の別の実施例の断面図、図７（ｂ）は図７（ａ）の平面図である。FIG. 7A is a cross-sectional view of another embodiment of a structure in which the derailment prevention guard of the present invention is applied to a railway track, and FIG. 7B is a plan view of FIG. レールと車輪の位置関係を示す一般的な図である。It is a general figure which shows the positional relationship of a rail and a wheel. 従来の脱線防止ガードの正面図である。It is a front view of the conventional derailment prevention guard. 図１０（ａ）（ｂ）は、レール直下およびその近傍のバラストの粗密状態の一例を示す図である。10 (a) and 10 (b) are diagrams illustrating an example of a dense and dense ballast immediately below the rail and in the vicinity thereof. スラブ軌道の一実施例の斜視図である。It is a perspective view of one Example of a slab track. 本線レールと脱線防止ガード部材の配置に対するタイタンパーの作業範囲を示す図である。It is a figure which shows the working range of a tie tamper with respect to arrangement | positioning of a main line rail and a derailment prevention guard member.

Explanation of symbols

１…本線レール
２…車輪
３…ガード部材
４…まくらぎ
５…ボルト
６…支持部材
７…中心軸
８…保持具
９…ばね部材（線ばね）
１０…挿通孔
１１…挿通孔
１２…ボルト
１３…ばね部材
１４ａ…第一鉤形部
１４ｂ…第二鉤形部
１５ａ…第一直線状連結部
１５ｂ…第二直線状連結部
１６…略くの字状連結部
１６ａ…下側くの字部
１６ｂ…上側くの字部
１７…直線状押圧部
１８ａ、１８ｂ…円弧状傾斜突出面
１９ａ、１９ｂ…くびれ部
２０ａ、２０ｂ…突起部
Ｐ…断面台形状部材
２１…車輪
２２…本線レール
２３…ガード部材
２４…ブロック
２５…座金
２６…座金
２７…座金
２８…ボルト
２９…ナット
３０…ボルト
３１…ナット
３２…レール
３３…バラスト
３４…バラスト
３５…まくらぎ
３６…路盤コンクリート
３７…セメントアスファルト
３８…コンクリートスラブ
３９…レール DESCRIPTION OF SYMBOLS 1 ... Main line rail 2 ... Wheel 3 ... Guard member 4 ... Sleeper 5 ... Bolt 6 ... Support member 7 ... Center axis 8 ... Holder 9 ... Spring member (wire spring)
DESCRIPTION OF SYMBOLS 10 ... Insertion hole 11 ... Insertion hole 12 ... Bolt 13 ... Spring member 14a ... 1st collar-shaped part 14b ... 2nd collar-shaped part 15a ... 1st linear connection part 15b ... 2nd linear connection part 16 ... Abbreviated character -Shaped connecting part 16a ... lower character part 16b ... upper character part 17 ... linear pressing part 18a, 18b ... arcuate inclined projecting surface 19a, 19b ... constriction part 20a, 20b ... projection part P ... sectional trapezoidal shape Member 21 ... Wheel 22 ... Main rail 23 ... Guard member 24 ... Block 25 ... Washer 26 ... Washer 27 ... Washer 28 ... Bolt 29 ... Nut 30 ... Bolt 31 ... Nut 32 ... Rail 33 ... Ballast 34 ... Ballast 35 ... Pillow 36 ... Subbase concrete 37 ... Cement asphalt 38 ... Concrete slab 39 ... Rail

Claims

A device that is installed in the rails and guards the wheels from coming off the main rail, and includes a guard member arranged in the rails and a support member fixed to the sleeper or slab track, and is supported by the support member. The guard member is held by a holder that can be rotated on a slab track or a slab track between the main rail side and the inside of the rail with the center axis as a center of rotation, and the holder with the center axis as a center of rotation. Rotate toward the main rail on the sleeper or slab track, engage the support member with the retaining member with the retaining member, and release the retaining member to suspend the retaining member around the central axis. A derailment prevention guard characterized by having a structure capable of retracting the guard member inwardly between the gauges by rotating inwardly between the gauges or slab tracks.

The derailment prevention guard according to claim 1, wherein the holder includes a wire spring as detachable holding means for holding the guard member.

The wire spring has a first linear connecting portion extending from the first hook-shaped portion at one end portion and a second linear connecting portion extending from the second hook-shaped portion at the other end portion. The straight linear connecting portion and the second linear connecting portion are substantially parallel, and the first and second linear connecting portions are connected to each other by a linear pressing portion via a substantially U-shaped connecting portion. The connecting portion is composed of a lower character portion extending obliquely upward outward and an upper character portion extending obliquely upward inward, and the lower character portion includes first and second linear connecting portions. The derailment prevention guard according to claim 2, wherein the guard is connected and the upper character portion is connected to the linear pressing portion.