JP5033492B2 - Cross rail device - Google Patents

Description

  The present invention relates to a transition rail device provided between a plurality of freight vehicles that travel by loading a plurality of connected rail vehicles.

Currently, various techniques for continuously moving trains in track sections having different gauge dimensions have been proposed. One of them is the use of freight trains (multiple connected freight vehicles) that can carry a railroad track that is wider than the railroad train that carries a railroad train that consists of a plurality of railcars that travel on a predetermined track. An example of the technology is that the track section between the wide gauges travels with a freight train loaded with a railroad train, and the railroad section loaded between the narrow rail track sections travels with a railway train (for example, see Patent Document 1).
Japanese Patent Laying-Open No. 2005-262914 (FIG. 3)

In the above prior art, when loading a railroad train on a freight train, it is too complicated to store the railcars one by one in the freight train, and the loading work requires a lot of work and time. Will be necessary. Therefore, it is efficient to load a railway vehicle connected from one end side of a plurality of connected freight vehicles and move to the other end side for loading.
In that case, the railway train must move across the connecting part of each freight vehicle, and a crossover structure for that is essential.
For example, a pair of rails for moving a railroad train is provided in the freight vehicle, and as a transition structure, a separately prepared rail is installed between the rails provided on one freight vehicle and the other freight vehicle. However, in order to ensure that the railroad train can be crossed, it is necessary to have a structure in which the gap between the rails is as small as possible.
However, if rails are installed with almost no gap between vehicles, the rails on the inner ring side between the freight vehicles on the curve may come into contact with each other when the freight train runs on the curved track section. There is a problem that is limited to a line section of a straight line or a very gentle curve.

  An object of the present invention is to enable a railroad train to smoothly move between connected freight vehicles without restricting traveling on a curved section of a freight train.

  The invention according to claim 1 is a transit rail device that enables each rail vehicle to move between a plurality of connected freight vehicles carrying a plurality of connected rail vehicles. A pair of loading rails is provided on the railcar loading surface of the freight vehicle so that the railcar travels, and one of the two connected freight vehicles has a rotating end, and the other is a base end. Are provided at the end of the freight vehicle where the base end of each of the crossover members is located, A pair of rotation support portions that support the base end portion so that the moving end portion can turn upright, and the inner end surface of the rotation end portion of the transition member is longer than the outer surface. The tip is formed into a shape that is cut diagonally, and The loading rail and response is, the inner surface so as to be shorter than the outer surface, wherein the tip is formed in a shape that is obliquely cut.

  Here, the “inner side surface of the transition member” refers to a surface on the other transition member side in one transition member of the pair of transition members. The “outer surface of the transition member” indicates the opposite surface. Similarly, the “inner side surface of the loading rail” indicates a surface on the other loading rail side in the case of one loading rail of the pair of loading rails. The “outer surface of the loading rail” indicates the opposite surface.

  The invention according to claim 2 has the same configuration as that of the invention according to claim 1, and one of the rotation support portions is fixed to one of the two connected freight vehicles, and the other rotation support. The section is fixed to the other freight vehicle.

The invention described in claim 3 has the same configuration as that of the invention described in claim 1 or 2, and at least a portion of the cross member formed in an obliquely cut shape and the diagonal of the stacking rail facing the portion. Each of the crossing members is provided with a guide rail that supports the flange inner surface of the wheel on the opposite side from the inner side of the flange when passing through the portion formed in the cut shape.
Here, the “flange inner side surface” refers to a surface on the other wheel side in the case of the flange of one wheel in a pair of wheels provided at both ends of the axle.
Further, “support from the inside of the flange” means that the flange of one wheel in the pair of wheels provided at both ends of the axle is supported by contact from the other wheel side.

  The invention described in claim 4 has the same configuration as that of the invention described in any one of claims 1 to 3, and further includes a drive unit that imparts an upright prone rotation operation to each transition member. To do.

According to the first aspect of the present invention, a freight train in which a plurality of freight vehicles are connected is disposed on a horizontal and straight rail track, and a pair of crossover members that can turn upright and down can be turned by rotating the prone. A railway vehicle connected from one end of the freight train is loaded inside while being extended to the opposite loading rail side. At that time, the plurality of railway vehicles travel in the freight vehicles while being connected. Then, the railway vehicles connected by the pair of crossing members of the rail device are moved between the connected freight vehicles.
At this time, the rotation end of each transition member is formed in a shape in which the tip is obliquely cut so that the inner surface is longer than the outer surface, and the loading rail has a tip that is shorter than the outer surface. Is formed in an obliquely cut shape, the facing end surfaces of the crossover member and the stacking rail are inclined in the same direction, and can be arranged in close proximity to each other. In such a case, a section is formed in which the upper surface of the rotating end of the transition member and the upper surface of the front end of the stacking rail overlap in the longitudinal direction of the stacking rail. For this reason, when the wheel of a railway vehicle passes through the boundary position between the crossover member and the loading rail, the tread surface of the wheel contacts either the top surface of the crossover member or the top surface of the loading rail. In this case, vibrations on the railway vehicle can be reduced, and the railway vehicle can smoothly pass between the freight vehicles.

On the other hand, after the connected railway vehicles are loaded, the traveling of each freight vehicle is performed in a state in which each of the crossing members is erected and rotated so that the rotation end portion is separated from the opposite loading rail side. In that case, for example, even when the freight train runs in a curved section and the distance between the left and right of each freight vehicle is narrow, the transition member is rotated away from the opposite loading rail, It is possible to effectively avoid contact with the loading rail of the opposite cargo vehicle and its surroundings.
Therefore, the transit rail device enables the railroad train to smoothly move between the freight trains without limiting the traveling of the freight train on the curved track section.
Also, even when there are gradients or height differences in the track section, it is possible to effectively avoid contact with the opposite freight vehicle side, etc. as long as the pivot end of each transition member is lifted upward. Therefore, the freight train can move smoothly in the undulating section without being restricted by the cross rail device.

According to a second aspect of the present invention, between two connected freight vehicles, one rotation support portion is fixed to one freight vehicle, and the other rotation support portion is fixed to the other freight vehicle. Therefore, the pair of transition members are respectively in a state in which the rotation end portion is directed to one cargo vehicle and a state in which the rotation end portion is directed to the other cargo vehicle.
Generally, the tread surface of a wheel of a railway vehicle is tapered so that the outer side has a small diameter and the inner side has a large diameter, and a force acts in a direction in which the pair of transition members spread outward when the wheel passes. In that case, the transition member is less likely to spread on the base end side, and more likely to spread on the rotating end side. However, as described above, the direction of the tip of the crossover member is arranged alternately, so that even if one of the pair of wheels is close to the rotation end of the crossover member, the other wheel is close to the base end of the crossover member. Since it is in a state of passing through the position, it is possible to reduce the spread width of the distance between the transition members and maintain more stable travel than when the pair of transition members are arranged in the same direction. It becomes.

According to the third aspect of the present invention, the diagonal portion (the portion formed in the obliquely cut shape) of the loading rail that faces the oblique portion (the portion formed in the obliquely cut shape) of the crossover member passes. In this case, the cross rail device has a guide rail that supports the inner surface of the flange from the inside of the flange.
The diagonal part of the transition member and the diagonal part of the loading rail have a shape in which the upper surface width gradually decreases toward the tip side, and there is a case where a gap is provided between the inclined surface of the transition member and the inclined surface of the loading rail. Therefore, when the railway vehicle passes through the wheel in contact with it, it tends to cause a decrease in running stability, but even if one of the wheels can travel outward due to such circumstances. Since the other wheel is prevented from proceeding inward by the guide rail, it is possible to effectively prevent the wheel from dropping due to a decrease in running stability.

  Since the invention according to claim 4 is provided with a driving means for imparting a standing prone turning operation to each crossing member, it is possible to reduce the work burden of the standing turn of each crossing member or the prone rotation of the reverse direction. It becomes possible.

(Freight vehicles and railway vehicles)
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view showing a freight train 100 loaded with a transit rail device 10 according to an embodiment of the invention.
As shown in FIG. 1, the freight train 100 includes a plurality of connected freight vehicles 110 and a locomotive (not shown) that is connected to the freight vehicles 110 and towed. The freight train 100 is a vehicle that carries and operates a railroad train 200 that travels on a narrower track than the track on which the freight train 100 travels. The loaded railway train 200 is also composed of a plurality of connected railway vehicles 210, and if each railway vehicle 210 has no power, a locomotive may be connected as necessary.

Each of the freight vehicles 110 is provided with a pair of loading rails 112 along the front-rear direction on the upper surface of a frame 111 serving as a railcar loading surface in order to load the railroad train 200. It has been.
When the railway train 200 is loaded on the freight train 100, the railway train 200 enters from one end side of the connected freight vehicle 110 and can move to the other end side of the connected freight vehicle 110. Thus, between each freight vehicle 110, the crossing rail apparatus 10 for enabling the railroad train 200 to cross is provided.
The railroad train 200 is loaded when the freight train 100 is stopped on a linear track section as much as possible, and the railroad train 200 is not moved when the freight train 100 travels.
Further, the longitudinal length of the freight vehicle 110 and the longitudinal length of the railway vehicle 210 are set so as to coincide with each other between the couplers, and when the railway train 200 is loaded, the coupler 201 and the cargo of the railway train 200 are loaded. The railway train 200 is stopped and held so as to be in the same position in the front-rear direction with each coupler 101 of the train 100. Therefore, one railcar 210 is not loaded across two freight vehicles 110 at the time of loading.

(Overall configuration of the transition rail device)
2 is a plan view of the cross rail device 10, FIG. 3 is a perspective view, FIG. 4 is a side view, and FIG. 5 is a front view.
The transit rail device 10 is spanned so that the rotating end portion is located on one of the two connected freight vehicles 110 and 110 and the base end portion is located on the other, and the rail-like structure portion 21 is provided on the upper surface. A pair of transition members 20, 20, pedestals 30, 31 disposed on the lower side of the pivot end and base end of each transition member 20, and base ends of each transition member 20, 20 Is provided at the end of the freight vehicle 110, and a pair of rotation support portions 40, 40 that support the base end portion so that the rotation end portions of the crossover members 20, 20 can rotate in the elevation angle direction. The flange inner surface 202c of the wheel 202 of the railway vehicle 210 to be loaded along the loading rails 112, 112 from the opening / closing switching mechanisms 60, 60 for imparting the rotational movement of the respective transition members 20, 20 from the flanges. A pair of guide rails that support from the inside And a 80, 80.
In the following description, the upper side in FIG. Also, the left and right transition members 20, 20, the rotation support portions 40, 40 and the open / close switching mechanisms 60, 60 in FIG. 2 have the same structure, but the front and rear directions are arranged opposite to each other. In other words, the right transition member 20 is disposed with the rotation end facing forward, and the left transition member 20 is disposed with the rotation end facing rearward. In the following description, the configuration on the right side will be mainly described, and the configuration on the left side will be omitted because it is the same.

(Loading rail)
As described above, each loading rail 112 is provided on the upper surface of the underframe 111 along the front-rear direction. The load rail 112 travels with the wheels 202 of the railcar 210 in contact with the upper surface, the inner surface, and the curved portion extending from the upper surface to the inner surface, so that the load rail 112 is almost the same as a normal rail from the upper surface to the inner surface. It has the same cross-sectional shape.
In addition, each loading rail 112 has a structure in which one end thereof faces the rotating end of the crossover member 20, and the other end is connected to the crossover member 20 via the rotation support portion 40. ing. That is, one end portion of each loading rail 112 is formed in a shape in which the front end portion is obliquely cut so that the outer side surface is longer than the inner side surface. For this reason, the loading rail 112 has an inclined surface 112a along the vertical direction at its tip, and has a sharp shape. Further, the end portion of the loading rail 112 on the opposite side of the freight vehicle 110 is extended to substantially the end edge position of the frame 111 of the freight vehicle 110, and a rotation support portion 40 described later is provided.

(pedestal)
As shown in FIG. 4, a step portion 111a that is one step lower than other portions is formed at the front and rear ends of the undercarriage 111 of the freight vehicle 110. The step 111a is an upper surface of the step portion 111a. The pedestals 30 and 31 are fixedly installed below the ends of the rails 112 and 112.
As shown in FIG. 2, these pedestals 30 and 31 are both rectangular plates, and the upper surface of the pedestals 30 and 31 is placed on which the rotating end and the base end of the transition member 20 are respectively placed. It is a surface. Then, one pedestal 30 places the rotating end portion of the transition member 20 and the end portion on which the inclined surface 112 a of the loading rail 112 is formed, and the other pedestal 31 is the proximal end portion of the transition member 20. And an end portion of the loading rail 112 on which the rotation support portion 40 is provided.

(Transitional member)
Each crossover member 20 is formed in a rod shape as shown in FIGS. 2 to 5, and is set to a length that can be installed between two connected freight vehicles 110 and 110. Then, the ends of the loading rails 112, 112 of the two freight vehicles 110, 110 are connected to each other so that the wheels 202 of the railway vehicle 210 can travel.
Therefore, each crossover member 20 is provided with a rail-like structure portion 21 at the top thereof. The rail-like structure portion 21 includes a structure that functions as a rail, that is, an upper surface portion 21a that contacts the tread surface 202a of the wheel 202 (see FIG. 5) and an inner side surface 21b that faces the flange outer surface 202b of the wheel 202. Similarly to the loading rail 112 described above, the cross-sectional shape from the upper surface portion 21a to the inner side surface 21b is substantially equal to that of a normal rail. The rail-shaped structure portion 21 may not be particularly rail-shaped as long as it has a cross-sectional shape substantially equal to that of a normal rail from the upper surface portion 21a to the inner side surface 21b.

The base end portion of the crossover member 20 is connected to the end portion of the loading rail 112 that extends to the substantially end position of the frame 111 of the freight vehicle 110 via the rotation support portion 40.
Moreover, the rotation end part of the crossover member 20 is what is called a free end, and the inclined surface 22 is formed in the front-end | tip, and it has a sharp shape. The inclined surface 22 is in a state along the vertical direction in a state in which the transition member 20 is straightly extended (a state that is horizontal and along the extension line of the loading rail 112 on the proximal end side), and the transition member The inner side surface of 20 is inclined in a direction that makes it longer (extends forward) than the outer side surface. In addition, the inclined surface 22 is mutually connected to the inclined surface 112a of the opposite loading rail 112 when the crossover member 20 is straightly extended in a state where the two freight vehicles 110 and 110 are both on the straight track section. The inclination angle is set to be parallel. Since the inclined surface 22 is inclined in the above-described direction, as shown in FIG. 2, at the boundary position with the loading rail 112, the tip end portion of the loading rail 112 that is sharp becomes outside, and the transition member 20 The sharp tip is on the inside. Generally, since the tread surface 202a of the wheel 202 of the railway vehicle 210 is tapered, the loading rail 112 and the crossover member 20 are pressed outward when the railway vehicle 210 passes. In such a case, there is a possibility that the rotating end portion of the crossover member 20 serving as the free end may be pressed outward from the wheel 202 and bend outward, but the tip end portion of the loading rail 112 is located on the outer side. Therefore, the bending of the rotating end portion of the transition member 20 is suppressed.
Further, in the above-described state, the inclined surface 22 of the crossover member 20 is provided with a predetermined gap in the inclined surface 112a of the opposite stacking rail 112. The clearance distance is specifically set to 60 [mm] in the front-rear direction in consideration of the expansion and contraction of the buffer rubber of the coupler 101, the play of the coupler 101, and the like. , 112a, it may be set narrower.
The rotation support portion 40 that supports one base end portion of the two transition members 20 is fixed to one of the two connected freight vehicles 110, and the rotation support portion 40 supports the base end portion of the other transition member 20. The dynamic support portion 40 is fixed to the other cargo vehicle 110. In other words, the crossover members 20 are supported with their rotation ends facing in opposite directions.

(Rotating support)
As shown in FIG. 3, the rotation support unit 40 is rotatably supported by the bearing unit 41 provided at a fixed end at the end of the stacking rail 112 that does not have the inclined surface 112 a and the bearing unit 41. And a horizontal pin 42.
The bearing portion 41 is bent and formed in a crank shape so as to avoid an extension line of the loading rail 112 from the end portion of the loading rail 112. The bearing portion 41 supports the horizontal pin 42 in the horizontal direction, and supports the base end portion of the crossover member 20 via the horizontal pin 42 so as to be adjacent to the bearing portion 41. In other words, the bearing portion 41 adopts a shape that avoids the extension line of the stacking rail 112, thereby arranging the transition member 20 to be supported on the extension line of the stacking rail 112.
The horizontal pin 42 is supported in a state of penetrating both side surfaces of the bearing portion 41, one end portion is fixedly connected to the base end portion of the crossover member 20, and the other end portion is connected to an opening / closing switching mechanism 60 described later.
With this configuration, the rotation support portion 40 supports the rotation end portion of the crossover member 20 so that the standing member can rotate up and down.

(Open / close switching mechanism)
As shown in FIGS. 2 to 5, the open / close switching mechanism 60 is fixed to an end of the horizontal pin 42 of the air cylinder 61 as a driving means for imparting a standing prone turning action to the crossover member 20 and the turning support part 40. And a pivoting arm 62 connected thereto.
The air cylinder 61 includes a plunger portion 61 a that moves forward and backward by air pressure, and the plunger portion 61 a is connected to the rotating end portion of the rotating arm 62. The turning arm 62 can turn about the horizontal pin 42, and when turned by the air cylinder 61, the turning member 20 is turned simultaneously through the horizontal pin 42. When the plunger portion 61a of the air cylinder 61 is operated in the backward direction, the transition member 20 is in a state where the rotation end portion is lifted upward via the rotation arm 62, and when the plunger portion 61a is operated in the forward direction, the rotation arm 62 is operated. As a result, the crossover member 20 is lowered (a state in which the load rails 112 and 112 are crossed).

(Guide rail)
As shown in FIGS. 2 and 5, the guide rail 80 is a rail-like member that faces the inner surface of the wheel 202 that is provided in parallel to the stacking rail 112 that faces the rotation end of the crossover member 20. . As shown in FIG. 5, the guide rail 80 is fixedly mounted on the upper surface of the pedestal 31 so as to be located on the inner side of the loading rail 112 in a state of protruding outward. Furthermore, the opposite surface of the guide rail 80 facing the wheel 202 is tapered at both ends thereof, so that smooth guidance is possible when the wheel 202 comes into contact.
Further, a gap between the guide rail 80 and the loading rail 112 (or the transition member 20 at the regular position) is wider than the flange width of the wheel 202 passing by the side of the guide rail 80 and narrower than the wheel width. Is provided.
Further, the guide rail 80 is at least an inclined surface of the opposite side loading rail 112 (the right side loading rail 112 if the guide rail 80 is located on the left side, or the left side loading rail 112 if the guide rail 80 is right). The wheel 202 is provided in a range in which the wheel 202 can be guided when passing through the inclined surface 22 at the rotating end of the transition member 20.
In other words, a gap is formed between the inclined surface 112a of the loading rail 112 and the inclined surface 22 of the crossover member 20, and the rail width of the portions where the inclined surfaces 112a and 22 are formed is narrow. In addition to the fact that the vibration tends to be unstable and the operation tends to become unstable when passing through the step, there is a gap between the inclined surfaces 112a and 22, so that the rotation end of the transition member 20 When the wheel 202 passes, a force is applied so as to spread outward due to the taper of the tread 202a, but the movement of the wheel on the guide rail 80 side and the like are effective because movement to the inside of the wheel 202 on the opposite side is prevented. Can be deterred.

(Operation and effect of the transition rail device)
FIG. 6 shows a region A where the tread surface 202a of the wheel 202 that passes when the inclined surface 22 of the crossover member 20 and the inclined surface 112a of the stacking rail 112 abut against each other is in contact with the top surface of the stacking rail 112 and the crossover member 20. FIG. 7 is an operation explanatory view showing a state in which the turning end portion of the crossover member 20 is turned upright. Based on FIGS. 6 and 7, the operation of the transit rail device 10 during loading operation of the railway train 200 on the freight train 100 and traveling of the freight train 100 after loading will be described.

When the railway train 200 is loaded on the freight train 100, the air cylinder 61 of the opening / closing switching mechanism 60 operates in the forward direction to hold each transition member 20 in a lowered state.
Then, loading is performed by entering the railway train 200 from one end side of the freight train 100 and moving the railway train 200 in the freight train 100. In principle, the loading is performed by placing the freight train 100 on a straight track section without undulations.
When the railway train 200 travels in the freight train 100, the cross members 20, 20 of the rail device 10 cross over between the freight vehicles 110 to enable movement.

  At this time, as shown in FIG. 6, each of the crossover members 20 and each of the stacking rails 112 are obliquely cut and face each other, so that the upper surface of the rotating end of the crossover member 20 in the longitudinal direction of the stacking rails A section where the upper surface of the front end portion of the loading rail 112 overlaps is formed. For this reason, when the wheel 202 of the railway vehicle 210 passes through the boundary position between the crossover member 20 and the loading rail 112 as in the region A shown in FIG. 6, the tread surface 202 a of the wheel 202 is the top surface of the crossover member 20. Contact is made with at least one of the upper surfaces of the loading rail 112, and the load received by the transition member 20 and the loading rail 112 from the wheels 202 is gradually shifted. As a result, vibrations to the railway vehicle 210 can be reduced when the boundary position passes, and the railway vehicle 210 can smoothly pass between the freight vehicles 110.

When the freight train 100 travels, as shown in FIG. 7, the air cylinder 61 operates in the backward direction to cause each of the crossover members 20 to stand up and turn, and the turning end portion thereof is directed upward. Thereby, even if the track section of the freight train 100 bends to the left or right at the time of traveling, it is effective that the rotating end portions of the crossover members 20 come into contact with the loading rail 112 of the freight vehicle 110 and the periphery thereof. It can be avoided.
Further, the expansion or contraction of the shock-absorbing rubber included in the connector 101 between the freight vehicles 110 may reduce the left or right distance between the two freight vehicles 110 and 110, but in that case as well. Since the rotation end portions of the respective transition members 20 are directed upward, it is effectively avoided that the rotation end portions of the respective transition members 20 come into contact with the loading rail 112 of the freight vehicle 110 and the periphery thereof. It becomes possible to do.
Therefore, the transit rail device 10 allows the railcar 200 to be loaded and moved between the freight vehicles 110, but does not hinder the traveling of the curved section when the freight train 100 travels. Can be realized.
Even when the slope or height difference of the track section occurs, the rotation end of each transition member 20 is directed upward, so that contact with the opposite freight vehicle side is effectively avoided. be able to. Therefore, the freight train 100 can smoothly travel in the undulating section without being restricted by the crossing rail device 10.

  Moreover, in the transition rail apparatus 10, since the standing-protrusion turning operation | movement of each transition member 20 is performed by the air cylinder 61, it becomes possible to reduce a work burden compared with a manual operation. Moreover, since the air cylinder 61 is used, it is possible to easily cope with automation combined with various controls.

(Other)
In addition, although the above-mentioned bases 30 and 31 are prepared at the left and right ends, respectively, with respect to the pair of transition members 20 and 20, two right and left bases may be integrally formed.
Moreover, each base 30 and 31 may be formed so that it may become a part of the frame 111 of the freight vehicle 110 instead of an independent member.
Moreover, each loading rail 112 is good also considering only the site | part mounted in the bases 30 and 31 as a separate member. In that case, the front end of the loading rail as a separate member may be fixedly mounted on the upper surface of the pedestals 30 and 31, or may be formed integrally with the pedestals 30 and 31.

Further, the air cylinder 61 of each transition rail device 10 is automatically actuated when the freight train 100 travels so that the transition member 20 is retracted upward with respect to the air cylinder 61 that imparts the standing prone turning motion of the transition member 20. You may provide the control means which performs automation control, such as making it.
Further, the drive means for applying the standing prone turning operation of the transition member 20 is not limited to the air cylinder 61, and any actuator that outputs power may be used. Moreover, you may employ | adopt the structure which raises / lowers the crossover member 20 manually, without using motive power.

It is a side view which shows the freight train carrying the transit rail apparatus which is embodiment of invention. It is a top view of a transition rail apparatus. It is a perspective view of a transition rail apparatus. It is a side view of a transition rail apparatus. It is a front view of a transition rail apparatus. It is explanatory drawing which shows the area | region where the tread of the wheel which passes when the inclined surface of a transition member and the inclined surface of a loading rail are faced | matched and arrange | positioned closely contacts the loading rail and the upper surface of a transition member. It is operation | movement explanatory drawing which shows the state which raised and rotated the rotation end part of the crossover member.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Transition rail apparatus 20 Transition member 21 Rail-like structure part 22 Inclined surface 40 Rotation support part 60 Opening-closing switching mechanism 61 Air cylinder (drive means)
80 guide rail 100 freight train 110 freight vehicle 111 underframe (railcar loading surface)
112 Loading rail 112a Inclined surface 200 Railroad train 202 Wheel 202c Flange inner surface 210 Railroad vehicle

Claims (4)

A cross rail device that enables each rail vehicle to move between a plurality of connected freight vehicles carrying a plurality of connected rail vehicles,
On each railcar loading surface of each freight vehicle is provided with a pair of loading rails for the railcar to travel,
A pair of transition members having a rail-like structure portion at the top thereof, with the rotation end portion positioned on one of the two connected freight vehicles and the base end portion positioned on the other;
A pair of pivots that are provided at the ends of the freight vehicle where the base ends of the crossover members are located and support the base ends so that the rotary ends of the crossover members can turn upright and down. A support part;
With
The pivoting end of the crossover member is formed in a shape in which the tip is cut obliquely so that the inner surface is longer than the outer surface, and correspondingly, the loading rail has an inner surface that is longer than the outer surface. A cross rail device, characterized in that the tip is formed in an obliquely cut shape so as to be shortened.   The one rotation support portion is fixed to one of the two connected freight vehicles, and the other rotation support portion is fixed to the other freight vehicle. The described transit rail device.   The flange inner surface of the wheel on the opposite side when passing at least a portion formed in a diagonally cut shape of the crossover member and a portion formed in the diagonally cut shape of the stacking rail opposite thereto The transition rail device according to claim 1, further comprising a guide rail that supports the rail from the inside of the flange for each of the transition members.   The crossover rail device according to any one of claims 1 to 3, further comprising a driving unit that imparts a standing prone turning operation to each crossover member.

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