JP5174985B1 - Rail joint vibration / impact noise reduction device - Google Patents

Abstract

Each time a train wheel passes through a rail joint, the sleeper attached to the joint moves up and down to loosen the surrounding ballast, resulting in a wide or narrow joint interval.・ Reduce impact noise.
It is formed of a relatively elastic member such as resin or rubber, and is formed to have a length that covers a joint plate 1 portion of a rail R and a front and rear rail standing portion R1 of the joint plate, and the joint plate portion and the rail stand up. An opening edge portion is formed opposite to the portion, and the opening edge portion is elastically brought into contact with the upper end side of the joint plate, the upper end side of the rail upright portion, and the bottom horizontal portion R2, and the impact sound that becomes a sealed state The reduction device 2 and at least four ballast tamping devices 3 that bolster the sleeper bottom and surrounding ballast each time a train wheel passes on both sides of the rail bottom horizontal portion R2 to which the rail joint is fixed. This is a vibration / impact sound reduction device for the constructed rail joint.
[Selection] Figure 1

Description

  The present invention reduces the impact noise generated at the rail rail joints and reduces the occurrence of vibrations by bolstering the loose ballast and returning the sleeper to a normal state by the vehicle running on the rail joints. The present invention relates to a vibration / impact sound reduction device for rail joints.

  As means for reducing the impact sound generated by a vehicle traveling on a rail joint in the prior art, Japanese Patent Application Laid-Open No. 2-26601 which is Japanese Patent Laid-Open No. 2-26601 and Japanese Patent Application Laid-Open No. 2008-63813 which is Japanese Patent Application Laid-Open No. 2008-63813. There are techniques disclosed.

  Patent Document 1 provides a groove on the inner side of the joint plate at the joint portion where the joint plate is fastened with bolts on both sides of the rail joint, and a soft metal responsive plate is fitted in the groove, and A rubber sheet interposing material is interposed between the muffler plate and the rail web, and fastened to the rail with the bolt. Moreover, the said patent document 2 fixes the soundproof material with the fixing member which detachably fixes to the said rail with a clearance gap between the side surfaces of the joint part of a rail.

  In Patent Document 1, since the impact sound generated when the vehicle passes through the rail joint is brought into close contact with the joint plate fitted to the rail through the rubber sheet interposing material, the rail In addition, even if the vibration energy is received by the natural vibrations that do not mesh with each other between the joint plate and the sound deadening plate, they can be instantaneously reduced to prevent sound and impact sound.

  Moreover, in patent document 2, the impact sound which generate | occur | produces in a rail joint part is attracted | sucked and attenuate | damped by the said sound-insulation part by attaching a soundproof material via a rail joint part and a clearance gap.

Japanese Utility Model Publication 2-26601 JP 2008-63813 A

  By the way, in any of the above-mentioned patent documents, it is possible to absorb the impact sound when the train travels by the silencer or the soundproofing material, but it is attached to the joint portion whenever the train wheel passes through the joint. As the sleepers move up and down and the surrounding ballast loosens, the sleepers gradually move up and down, and the joints can move up and down, and the distance between the joints can be widened or narrowed. There was a problem that became high.

  The present invention is intended to solve the above-described problems, and the object of the present invention is to attach a ballast tamping device to a rail that moves up and down each time a vehicle wheel passes, so that the bottom of the sleeper and the surrounding ballast are always attached. By reducing the amount of vertical movement of the sleeper, the impact noise is reduced by keeping the rail joint interval constant, and the ballast tamping device including the rail joint is attached to the rail. At the same time, by installing an impact sound reduction device that is a cover for absorbing impact noise, the impact noise reduction device is securely fixed to the side surface of the rail, so that the impact noise is reduced. The purpose is to provide a sound reduction device.

  The rail joint vibration / impact sound reducing device according to the present invention achieves the above-mentioned object, and the means of claim 1 is formed of a flexible member such as resin or rubber, and the rail joint plate portion. And a length that covers the side of the raised portion of the front and rear rails of the joint plate, and an opening edge is formed facing the joint plate portion and the side of the rail standing portion, and the opening edge is formed at the upper end of the joint plate. Side and the upper end side of the rail upright part side and the bottom horizontal part are elastically contacted with each other, on both sides of the horizontal part of the bottom part of the rail to which the rail joint is fixed It comprises at least four ballast tamping devices that ramify the bottom and surrounding ballast of the sleeper each time a train wheel passes, and the four ballast tamping devices and the impact sound reducing device are connected to a rail upright portion. Characterized by being fixed to a surface.

  According to a second aspect of the present invention, there is provided the structure according to the first aspect, wherein the opening edge portion is configured as a structure in which the opening edge portion of the impact sound reduction device and the rail are elastically contacted to eliminate a gap and to be in a sealed state. Forming a first contact side that elastically contacts between the joint plate and the side surface of the upright portion on the upper side portion to be formed, and a second contact side that elastically contacts the side surface of the upright portion where the seam plate does not exist; In addition, a bottom contact side that elastically contacts a bottom horizontal portion of the rail formed through a hanging side portion and a horizontal side portion connected to the upper side portion, and the first and second contact sides and the bottom contact are formed. It is characterized in that an impact sound is not leaked to the outside as a sealed state by the sides.

  According to a third aspect of the present invention, in the above-described first aspect, the ballast tamping device includes a rhombus-shaped portion extending in a hanging direction from an inverted U-shaped elastic portion having a small thickness, and A slit is formed at the center in the longitudinal direction, and a wide serrated step is formed on the outer periphery of the elastic portion and the rhombus-shaped portion, and an extended serrated step is extended to extend above the elastic portion. It is characterized by.

  According to a fourth aspect of the present invention, in the first aspect, the projection is formed on a surface of the impact sound reducing device that contacts the ballast tamping device, and the contact formed on the ballast tamping device facing the projection. A fitting hole is formed in a side, and the cough protrusion is fitted into the fitting hole, so that the impact sound reduction device is securely fixed to the side of the rail standing portion by the ballast tamping device. To do.

  According to a fifth aspect of the present invention, in the first aspect, a temporary fixing side having elasticity matching the shape of the side surface of the rail standing portion is formed at both ends of the impact sound reducing device, and the rail standing portion is formed by the ballast tamping device. The impact noise reduction device can be temporarily fixed until the side surface is fixed.

  According to a sixth aspect of the present invention, in the first aspect of the present invention, the impact sound reduction device further reduces the impact sound by placing a sound deadening material in a space that is in a sealed state on the side of the rail standing portion. And

  In the present invention, as described above, the ballast tamping device is attached to the rail, and the bottom surface of the sleeper and the surrounding ballast are always rammed to reduce the amount of vertical movement of the sleeper, thereby keeping the rail joint interval constant. The impact sound is reduced and the ballast tamping device including the rail joint is attached to the rail and the impact sound reducing device for absorbing the impact sound is securely fixed to the side of the rail standing portion. Therefore, the impact sound is reduced.

  In the state where it is attached to the bottom horizontal part of the rail, it is embedded in the ballast roadbed, and in this embedded state, the slit part maintains the current spread, and when the train passes, the slit narrows when external pressure is applied to the elastic part, and the train passes Immediately after the external pressure is released, the restoring force of the elastic part restores the slits to the interval before the train passes, so that the ballast in contact with the saw-toothed stage pushes up to the bottom and the periphery of the sleeper and the ballast is tamped. .

  Further, a projection is formed on a surface of the impact sound reduction device that contacts the ballast tamping device, a fitting hole is formed in a contact side formed on the ballast tamping device facing the projection, and the cough projection is formed by the cough projection. By fitting into the fitting hole, the impact noise reduction device can be securely fixed to the side of the rail upright portion by the ballast tamping device, and the impact noise reduction device can be sealed to reliably reduce the impact noise. It becomes possible.

  Furthermore, a temporary fixing side having elasticity that matches the shape of the rail upright portion side surface is formed at both ends of the impact noise reduction device, and the impact sound reduction device is temporarily fixed until it is fixed to the rail upright portion side surface by the ballast tamping device. Thus, the impact sound reduction device can be fixed in a sealed state simultaneously with the mounting of the ballast tamping device to the rail, and the workability can be improved.

  In addition, the impact sound reduction device has an effect that, for example, the impact sound can be further reduced by inserting a sound deadening material in a space in a sealed state on the side of the rail standing portion.

It is a perspective view before attaching the vibration / impact sound reducing device of the rail joint of the present invention to the rail by the ballast tamping device. It is a perspective view of the state which attached the vibration / impact sound reduction apparatus of the rail joint of FIG. 1 with the ballast tamping apparatus. FIG. 3 is a side view of FIG. 2. (A) is the sectional view on the AA line of FIG. 2, (b) is the elements on larger scale of the part enclosed with the circle | round | yen of (a). FIG. 3 is a sectional view taken along line B-B in FIG. 2. It is a front view of a ballast tamping device. It is a side view of the ballast tamping apparatus of FIG. It is CC sectional view taken on the line of FIG. It is the DD sectional view taken on the line of FIG. It is a front view which shows the state before driving | running | working of a train in the state which attached the ballast tamping apparatus to the rail and was embed | buried under the ballast. It is a front view which shows the state at the time of train travel in FIG. It is a front view which shows the state after a train passage in FIG. It is a front view of another ballast tamping device. It is a front view of another ballast tamping device.

Hereinafter, an embodiment of a vibration / impact sound reducing device for a rail joint according to the present invention will be described with reference to FIGS.
Reference numeral 1 denotes a seam plate for connecting upright side surfaces R1 of the joint portion of the rail R with bolts and nuts. 1 and 2 show a state in which the joint portion of the rail R is located at the center of the sleeper S and is fixed to the sleeper S. FIG.

  2 is an impact sound reduction device formed of a relatively elastic member such as resin or rubber that reduces the impact sound generated when the train passes through the joint portion of the rail R, and the length is the entire surface of the joint plate 1. And the length which covers also the standing part side surface R1 of the rail R in the front and back both sides | surfaces of this seam board 1 is formed.

  In the impact sound reducing device 2, an opening edge is formed on the surface of the rail R that faces the rising portion side surface R1, and the upper end of the joint plate 1 and the rail R are raised on the upper surface of the opening edge. A second contact piece 21a that elastically contacts with the part side surface R1 and a first contact piece 21b that elastically contacts the upper surface of the standing part side surface R1 in the rail R where the joint plate 1 does not exist are formed. An upper side portion 21 is formed.

  A drooping side portion 22 is connected to the back side of the upper side portion 21 in a drooping direction, a horizontal side portion 23 bent in the horizontal direction from the drooping side portion 22 is formed, and extends from the horizontal side portion 23. In the state where the impact noise reduction device 2 is attached to the upright portion side surface R1 of the rail R, a bottom contact side portion 24 is formed that is suspended toward the bottom horizontal portion R2 and elastically contacts the bottom horizontal portion R2 at the lower end side. Yes.

  Near both ends of the bottom contact side 24, a protrusion 24a is formed so as to be fitted into the fitting hole 34a of the contact side 34 in the ballast tamping device 3 described later.

  Further, a closed portion 25 is formed to close both ends of the upper side portion 21, the hanging side portion 22, the horizontal side portion 23, and the bottom contact side portion 24, and the train passes through the joint of the rail R by the closed portion 25. Is generated in the space 21 ′ formed by the first and second contact sides 21 a and 21 b, the drooping side 22, the horizontal side 23, and the bottom contact side 24 in the impact sound reducing device 2. The impact sound generated at the R seam enters and is attenuated, and the impact sound is prevented from being released to the outside.

  In addition, 26 is integrally formed on the side surface of the upper side portion 21 and is a temporarily fixed side having elasticity that adheres along the curvature of the upright portion side surface R1 of the rail R, so that the impact sound reducing device 2 is raised. In the state of being attached to the part side surface R1, the temporarily fixed side 26 comes into close contact with the upright part side surface R1 to be in a temporarily fixed state.

Next, the ballast tamping device 3 will be described with reference to FIGS.
The ballast tamping device 3 is formed of an elastic portion 31a formed in an inverted U shape having a thin thickness, and a rhombus-shaped portion 31b extending in a hanging direction from the elastic portion 31a, and A slit 31c is formed over the entire length from the elastic portion 31a. The ballast tamping device 3 is a material having a large elastic coefficient, for example, a tough and elastic material such as forged steel, cast steel, or spheroidal graphite cast iron (ductile cast iron).

  A wide sawtooth step 32 is integrally formed on the outer periphery of the diamond-shaped portion 31b from the elastic portion 31a. The serrated step 32 formed below the apex portion in the rhombus-shaped portion 31b is formed such that the length on the lower end side is larger than the length on the upper end side. That is, the shape is inclined in the tip direction.

  The sawtooth step 32 is an extended sawtooth step 32a that extends integrally above the elastic portion 31a. A rail mounting portion 33 having a U-shaped side surface for mounting on the bottom horizontal portion R2 for mounting the rail R to the sleeper is integrally formed at the upper end of the extended serrated step 32a. Yes.

  A screw insertion hole 33a is formed in the rail mounting portion 33, and the ballast tamping device 3 can be fixed by tightening the bolt in a state of passing under the bottom horizontal portion R2 of the rail R. It is possible.

  Further, a contact side 34 that comes into contact with the bottom contact side 24 in the impact sound reduction device 2 is integrally formed on the upper surface of the mounting portion 33 and a protrusion 24a that protrudes from the bottom contact side 2 is formed. A fitting hole 34a is formed in which is fitted.

  The interval between the slits 31c needs to be smaller than the size of the ballast B (the size of the normally used ballast B is about 4 cm). That is, when the ballast tamping device 2 is lowered, it is prevented from entering the slit 21c. Further, the overall length of the ballast tamping device 2 is formed shorter than the height of the road bed on which the ballast B is spread.

A state in which the ballast tamping device 3 having the above-described structure is attached to the bottom horizontal portion R2 of the rail R together with the impact sound reducing device 2 will be described with reference to FIGS.
First, the first contact piece 21a at the opening edge of the impact sound reducing device 2 is fitted to the joint plate 1, and the second contact piece 21b is fitted to the upright side surface R1 of the rail R on the left and right of the joint plate 1. Include. In this fitted state, it is temporarily fixed by the temporarily fixed side 26 having elasticity formed at the left and right ends of the impact sound reducing device 2.

  The ballast tamping device 3 is sandwiched between the rail R on one end side of the impact sound reducing device 2 with the pair of the impact sound reducing devices 2 in a state where the rising side surface R1 of the rail R is temporarily fixed. While being embedded in the ballast B, the fitting hole 34a is fitted into the protrusion 24a of the impact sound reducing device 2, and the rail mounting portion 33 of the ballast tamping device 3 is inserted into the bottom horizontal portion R2 of the rail R, and then The bolt 35 is inserted into the screw insertion hole 33a.

  Then, the inserted bolt 35 is allowed to pass through the lower surface of the bottom horizontal portion R2 of the rail R, and protrudes through the screw insertion hole 33a of another ballast tamping device 3 disposed with the rail R interposed therebetween. 36 is screwed and fastened and fixed. The other end of the impact sound reducing device 2 across the sleeper S is also fixed at both ends of the impact sound reducing device 2 by the ballast tamping device 3 and the nut 36 is screwed onto the bolt 35 as described above. Each ballast tamping device 3 is fixed by tightening together.

  Next, as shown in FIGS. 1 and 2, the periphery of the sleeper S is always struck by the ballast B by sandwiching the sleeper S and attaching the ballast tamping device 3 on both sides of the rail R to bolster the ballast B. The reason why the train is solidified and can be carried out in a stable state by the compaction effect of ballast tamping will be described with reference to FIGS.

  FIG. 10 shows a state in which the ballast tamping device 3 is attached to the bottom horizontal portion R2 of the rail R and inserted into the ballast B, and the train is not passing through. In this state, the width of the slit 31c is maintained at a constant interval by the elasticity of the elastic portion 31a.

  In this state, when the train travels on the rail R and the wheel W passes, the rail R is lowered by the weight of the train. As the rail R is lowered, the ballast tamping device 3 is lowered, so that the space between the slits 31c is narrowed by the external pressure of the ballast B applied to the sawtooth step 32 by the external pressure.

  And if the wheel W passes by advancing of a train, since the weight of a train will be removed and the rail R will raise, the ballast tamping apparatus 3 will also raise. When the ballast tamping device 3 is lifted, the external pressure applied to the elastic portion 31a disappears, so that the interval between the slits 31c is restored to the initial state of FIG. By this restoring force, the ballast B positioned around the sawtooth step 32 is pushed up to the bottom or the periphery of the sleeper S.

  Therefore, the sleeper S is tamped by the ballast B. And since such operation | movement is repeatedly performed and the tamping is continued whenever the wheel W at the time of passing of a train passes, stability enhancement of the track base of a train is performed and safe operation can be ensured.

  In this way, four ballast tamping devices are attached to the bottom horizontal portion R2 of the rail R so as to face each other, so that the ballast B located in the sleeper S portion is simultaneously pillowed by the four ballast tamping devices 3. Since the bottom surface and the periphery of the gilt S are tamped, safe operation is ensured by further strengthening the stability of the track base of the train, rather than tamping with a single ballast tamping device.

  As described above, the impact sound reduction device 2 is securely fixed to the rising portion side surface R1 of the rail R by the ballast tamping device 3, and the first and second contact portions 21a and 21b formed on the opening edge portion. The bottom contact side 24 is brought into close contact with the upright side surface R1, and the ballast B is rammed each time the vehicle wheel W passes through the ballast tamping device 3 so that the clearance between the rails R becomes constant. The vibration at the time of passage becomes constant, and the impact sound generated at the joint of the rail R is also reduced.

  Further, since the impact sound generated at the joint of the rail R is sealed in the impact sound reduction device 2 in a sealed state, the impact sound is reduced, and the impact sound generated at the joint is also reduced as described above. The impact sound generated as a whole is reduced. Furthermore, in order to further reduce the impact sound in the impact sound reducing device 2, it is possible to further reduce the impact sound by inserting a silencer in the space 21 'of the impact sound reducing device 2. The state in which the impact sound reducing device 2 and the ballast tamping device 3 are attached to the rail R has a structure that can be installed within the limits of building standards that do not hinder train travel.

  In addition, in the above-mentioned Example, although the case where the center of the sleeper S was located in the joint part of the rail R was demonstrated, it may exist in any position with respect to the joint part. That is, at least four ballast tamping devices 3 may be attached to both sides of the bottom horizontal portion R2 at both ends of the rail joint. It should be noted that four or more ballast tamping devices 3 can be mounted at places where there is a lot of vibration or impact, such as when the rail R is curved or is going uphill or downhill. Further, it can be applied to various types of rail joints, and can further reduce vibration and impact noise by virtue of vibration / impact reduction by ballast tamping.

  FIG. 13 shows a ballast tamping device 5 according to another embodiment, which has a spindle-shaped or wedge-shaped tip portion 51 with an apex angle formed as an obtuse angle, and a side surface formed with a plurality of serrated steps 53 inclined in the tip direction. A constricted bar portion 52, a rail mounting portion 54 for mounting on the bottom horizontal portion R2 of the rail R, and the bottom contact side portion 24 formed integrally with the upper end of the rail mounting portion 54 A tangent side 55 is provided.

  Reference numeral 54a denotes a screw insertion hole for inserting the bolt 35, and reference numeral 55a denotes a fitting hole into which the protrusion 24a protruding from the bottom contact side 24 is inserted. And as the usage method, the said ballast tamping apparatus 3 is screwed and fixed to the bottom horizontal part R2 of the rail R attached to the sleeper S, and the same operation as the above-mentioned ballast tamping apparatus 3 is performed. .

  FIG. 14 also shows a ballast tamping device 5 of another embodiment, and the ballast tamping device 5 of FIG. 13 described above has a constricted portion, whereas the embodiment of FIG. 14 has no constricted portion. Further, the tip is formed at an acute angle 11, and the same operation as in the embodiment of FIG. 13 described above is performed. In addition, since the same code | symbol has shown the same part, description is abbreviate | omitted.

  In the embodiment shown in FIGS. 13 and 14, the ballast B is inferior in comparison with the ballast tamping device 3 shown in FIGS. 6 to 12, but the ballast B around the sleeper S is rammed. It is possible to harden.

R rail R1 Standing side surface R2 Bottom horizontal portion S Sleeper 1 Joint plate 2 Impact sound reduction device 21 Upper side portion 21 'Space 21a First contact side 21b Second contact side 22 Suspended side portion 23 Horizontal side portion 24 Bottom contact side portion 24a Protrusion 25 Blocking portion 26 Temporarily fixed side 3 Ballast tamping device 31a Elastic portion 31b Diamond shaped portion 31c Slit 32 Serrated step 32a Extended serrated step 33 Rail mounting portion 33a Screw hole 34 Contact side 34a Fitting hole

Claims (6)

It is formed of a flexible material such as resin or rubber, and is formed to have a length that covers the rail joint plate part and the upright side surface of the front and rear rails of the joint plate, and faces the joint plate part and the rail upright side surface. The opening edge portion is formed, and the opening edge portion is elastically brought into contact with the upper end side of the joint plate, the upper end side of the rail upright side surface, and the horizontal portion of the bottom portion, thereby reducing the impact sound that is sealed. Equipment,
The rail joint is composed of at least four ballast tamping devices for bolstering the bottom and surrounding ballast of the sleeper each time a train wheel passes on both sides of the bottom horizontal portion of the rail to which the rail joint portion is fixed.
A vibration / impact sound reducing device for a rail joint, wherein the four ballast tamping devices and the impact sound reducing device are fixed to the side of the rail standing portion.   As a structure in which the opening edge of the impact sound reduction device and the rail are elastically contacted to eliminate a gap and to be in a sealed state, the joint plate and the standing part side surface are formed on the upper side forming the opening edge. A first contact side that is elastically in contact with each other, a second contact side that is elastically in contact with the side of the upright part where the joint plate is not present, and a hanging side part connected to the upper side part, A bottom contact side that elastically contacts the bottom horizontal portion of the rail formed through the side portion is formed, and the first and second contact sides and the bottom contact side are sealed to prevent the impact sound from leaking to the outside. The vibration / impact sound reduction device for a rail joint according to claim 1, wherein   The ballast tamping device has a rhombus-shaped portion extending in a drooping direction from an inverted U-shaped elastic portion having a small thickness, a slit is formed in the center in the longitudinal direction, and the elastic 2. The rail joint according to claim 1, wherein a wide serrated step is formed on the outer periphery of the portion and the diamond-shaped portion, and an extended serrated step is connected to extend above the elastic portion. Vibration / impact sound reduction device.   A projection is formed on a surface of the impact sound reduction device that contacts the ballast tamping device, a fitting hole is formed in a contact side formed on the ballast tamping device facing the projection, and the cough projection is fitted into the fitting. 2. The vibration / impact sound of the rail joint according to claim 1, wherein the impact noise reduction device is securely fixed to a side surface of the upright portion of the rail by the ballast tamping device by being fitted into the joint hole. Reduction device.   A temporary fixing side having elasticity corresponding to the shape of the side of the rail upright portion is formed at both ends of the impact noise reduction device, and the impact noise reduction device can be temporarily fixed until it is fixed to the side of the rail upright portion by the ballast tamping device. The vibration / impact sound reducing device for a rail joint according to claim 1, wherein   The vibration / impact sound of the rail joint according to claim 1, wherein the impact sound reduction device further reduces the impact sound by inserting a silencer into a space that is in a sealed state on the side of the rail standing portion. Reduction device.

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