JP5263555B2 - Rail holding device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a rail holding device which enables wheels stably to travel by reducing slip of the wheels at the time of traveling on a sharp curve section. <P>SOLUTION: A rail holding device includes a tilt mechanism 9 for adjusting a tilt of an inner rail 5 and a rail faster 12. The tilt mechanism 9 has: a base plate 14 formed on an arc-shaped concave surface along the longitudinal direction of the inner rail 5; a tie plate 13 having an arc-shaped convex surface fitting into the concave surface of the base plate 14; and a fixture fixing the tie plate 13 at a predetermined tilted position. <P>COPYRIGHT: (C)2013,JPO&amp;INPIT

Description

The present invention relates to a rail holding device for a sharply curved track in a railway.

Conventionally, various problems on a sharp curve have been pointed out in railways.
For example, the problem when passing a sharp curve is the railway vehicle and technology No. 173, “Some Problems and Solutions for Steep Curves”. In this document, two problems are pointed out broadly.

 First, the longitudinal creep force (which becomes more noticeable on the rear axle) generated because the required difference between the inner and outer gauge diameters cannot be obtained creates a moment in the anti-steering direction, so the front axle is pressed against the outer gauge side. . And the front axle generates a lateral creep force due to the attack angle, and the outer gauge side wheel is pressed against the outer gauge side rail. As a result, an angle, that is, an attack angle is given in the direction in which the wheel rides on the rail, which has a significant influence on safety such as a ride-on derailment accident.

 The second problem is abnormal wear such as wavy wear on rails and upright wear on wheels, and noise problems such as squeak noise.

 In order to solve these problems, the contact position can be controlled by devising the inner rail side rail tilting mechanism and the wheel tread shape so that the inner and outer gauge wheel rotation radius difference can be obtained, and between the wheel and rail. A steering cart with an attack angle of 0 is required.

 In addition, the steering cart which makes the attack angle between wheels and rails 0 is excluded from the present invention.

 An example of a mechanism capable of obtaining a necessary difference between the inner and outer gauge wheel turning radii has been proposed in Japanese Patent Laid-Open No. 10-195801, “Straight Curved Track Structure”.

 In other words, in a railway with a sharp curve, the inner rail of the curve has a sleeper inside the curve, the outer rail of the curve has a sleeper outside the curve, and the inner rail of the curve together with the inner sleeper of the curve. Is set to be inclined at an angle larger than the tread surface gradient of the wheel, and the inner rail of the curve has a wider head than the normal rail according to the required curve radius of the sharp curve, Furthermore, the invention which provides the connecting rod which connects between the curved inner sleeper and the curved outer sleeper is disclosed as needed.

 When the invention proposed in Patent Document 1 is carried out, the sleepers on the inner side of the curve and the sleepers on the outer side of the curve are divided, so that installation that ensures accuracy with respect to the set value of each rail inclination angle is performed. Have difficulty. In addition, since there is no display function for indicating the installation state of the rail inclination angle, the work becomes difficult and the work takes time, for example, it is necessary to measure the rail inclination angle in the rail adjustment work during track maintenance. As a result, there are difficulties in rail correction.

 In addition, it is not easy to secure the support rigidity in the direction of turning the rail back by lateral pressure. In addition, because the curved inner rail side rail must use a special rail with a wider head than the normal rail and the inner rail side wheel rolling diameter needs to be reduced, the procurement of the special rail, the long rail There is a problem such as rail joint welding between different cross-sections to make it easier.

 More specifically, as shown in FIG. 16, the curved inner rail 105 has a curved inner rail 107 and the curved outer rail 104 has a curved outer rail 106. The outer rail 104 of the curved line is lifted so as to have an angle A so as to balance the resultant force of the centrifugal force generated when traveling on the curved line and the gravity of the vehicle. On the other hand, with respect to the wheels, the tread surface contacting the rails on the outer periphery of the wheels has a gradient of angle B. Although there is a slight gap between the wheel flange and the rail, the wheel tends to go straight on the curved road by rolling, so the flanges of the curved outer rail 104 and the outer wheel 101 of the curved The gap disappears, and the wheel and the rail come into contact with each other at the position L11 from the inner surface side of the outer wheel 101, and roll there. Therefore, the diameter D11 of the wheel is the outer diameter wheel rolling diameter. The curved inner track side rail 105 and the curved inner track side rail 105 are inclined at an angle D larger than the tread gradient of the inner track side wheel 102. The curved inner rail 105 has a wider head than the normal rail, and a contact position L13 with the rail 105 of the curved inner rail 102 is obtained. It becomes a railway sharp curve track that can be applied to a sharp curve due to the wheel rolling diameter. In the figure, reference numeral 108 denotes a rail fastener.

 Here, as the problem 1 of the invention of Patent Document 1, since the curved inner rail side sleeper 107 and the curved outer rail side sleeper 106 are divided, the set values of the respective rail inclination angles C and D are divided. Installation with high accuracy is difficult.

 As the second problem, since the curved inner rail side sleeper 107 and the curved outer rail side sleeper 106 are divided, the lateral stiffness acting on the rails 104 and 105 secures the support rigidity in the rail return direction. It becomes difficult. Therefore, since the inner and outer gauge rails 104 and 105 are easily inclined by the lateral pressure acting on the inner and outer gauge rails 104 and 105, the outer gauge wheel rolling diameter D11 and the inner gauge wheel rolling diameter D13 fluctuate, so that traveling is not possible. Become stable.

 As the third problem, since it is not possible to provide a display function for indicating the installation state of the rail inclination angles C and D, the rail adjustment work becomes difficult, for example, it is necessary to measure the rail inclination angles C and D during the track maintenance rail adjustment work. Work time and cost are also required. As a result, rail correction is also difficult.

Problem 4 is that the inner rail side rail 105 of the curve needs to use a special rail with a wider head than the normal rail and the inner wheel side wheel rolling diameter needs to be reduced. There are problems such as rail joint welding between different cross-sections to make long rails.
As described above, when the invention according to the proposal of Patent Document 1 is implemented, it is necessary to solve each problem.

JP-A-10-195801

Railway vehicles and technology no. 173 "Problems and solutions for sharp curves"

  The present invention has been made in view of the problems of the prior art, and it is a main object of the present invention to provide a rail holding device that can stably move a wheel while suppressing slippage of the wheel during sharp curve traveling. In addition, another object of the present invention is to provide a rail holding device for a railway sharply curved track that can easily display the inclination angle of the rail, perform maintenance adjustment, and correct the rail.

  The rail holding device of the present invention is a rail holding device including a tilt mechanism that adjusts the tilt of the inner rail and a rail fastener, and the tilt mechanism has an arc shape along the longitudinal direction of the inner rail. It has a base plate formed on a concave surface, a tie plate that is an arc-shaped convex surface that fits into the concave surface of the base plate, and a fixture that fixes the tie plate at a predetermined inclined position.

  In the rail holding device of the present invention, it is preferable that the arcuate center position of the base plate is in a range of 0 mm to 300 mm from the rail tread surface and slack can be set.

  Further, in the rail holding device of the present invention, the base plate has a protrusion for positioning the tilt position of the tie plate in the longitudinal direction of the arc surface, and the tie plate has a plurality of grooves fitted with the protrusion in the longitudinal direction of the arc surface. The tie plate has a protrusion in the longitudinal direction of the circular arc surface, and the base plate has a plurality of grooves in the longitudinal direction of the circular arc surface. It is preferable that an inclination adjusting bolt for adjusting the inclination of the tie plate is provided, and the inclination of the tie plate is adjusted by adjusting the screwing amount of the inclination adjusting bolt.

 Furthermore, the rail holding device of the present invention preferably has an inclination display means for displaying the inclination of the tie plate.

 Furthermore, in the rail holding device of the present invention, it is preferable that the base plate and the tie plate are fastened with bolts and nuts.

  Therefore, the rail holding device of the present invention is provided on a railway track.

 Since this invention is set as this structure, there exists the outstanding effect that the rail of the inner track side of a sharp curve can be inclined to a desired position.

 Moreover, the preferable form of this invention has the outstanding effect that a slack can also be set and an inclination position can be displayed.

 As a result, it is possible to obtain an excellent effect that a sharply curved track can be easily laid, managed and maintained.

In Embodiment 1 of this invention, it is a longitudinal cross-sectional view of a sharply curved track structure, and shows the wheel shaft on the track. In Embodiment 1 of this invention, it is sectional drawing which shows the state which inclined the rail by the inner rail side rail fastening part. In Embodiment 1 of this invention, it is sectional drawing which shows the state which returned the inclination of the rail in the inner rail side rail fastening part. In Embodiment 1 of this invention, it is a top view of FIG. In Embodiment 1 of this invention, it is a figure which shows the contact state of the inner-rail side rail and wheel at the time of sharp curve track | truck driving | running | working. In Embodiment 1 of this invention, it is a figure which shows the contact state of the outer rail side rail and wheel at the time of sharp curve track | truck driving | running | working. In Embodiment 2 of this invention, it is sectional drawing which shows the state which inclined the rail in the inner rail side rail fastening part. FIG. 8 is a plan view of FIG. 7 in Embodiment 2 of the present invention. In Embodiment 3 of this invention, it is sectional drawing which shows the state which inclined the rail in the inner rail side rail fastening part. In Embodiment 3 of this invention, it is sectional drawing which shows the state which returned the inclination of the rail in the inner rail side rail fastening part. FIG. 10 is a plan view of FIG. 9 in Embodiment 3 of the present invention. In Embodiment 3 of this invention, it is a top view of a scale plate. It is a modification of Embodiment 3 of this invention, Comprising: It is sectional drawing which shows the state which inclined the rail by the inner rail side rail fastening part. It is another modification of Embodiment 3 of this invention, Comprising: It is sectional drawing which shows the state which inclined the rail by the inner rail side rail fastening part. It is Embodiment 4 of this invention, Comprising: It is sectional drawing which shows the state which inclined the rail in the inner track side rail fastening part at the time of applying to a slab track. It is based on the proposal of patent document 1, Comprising: A ring axis is shown on a track | orbit by the longitudinal cross-sectional view of a curved track structure.

  Hereinafter, although the present invention is explained based on an embodiment, referring to an accompanying drawing, the present invention is not limited only to this embodiment.

Embodiment 1
A rail holding device S1 according to a first embodiment of the present invention is shown in FIGS. As shown in FIG. 1, a sharply curved inner rail (inner rail) 5 and an outer rail (outer rail) 4 are installed on a single sleeper 8 and generate centrifugal force when traveling along a sharp curve. The sharp outer rail 4 is lifted to have an angle A so as to balance the resultant gravity of the vehicle. On the other hand, for the wheel, the tread surface that contacts the rail on the outer periphery of the wheel has a gradient of an angle B near the reference line K (see FIG. 5). Although there is a slight gap between the wheel flange and the rail, since the wheel tries to move straight on a curved track, the flange of the sharply curved outer rail 4 and the outer wheel 1 The wheel and the rail come into contact with each other at the position L1 from the inner surface side of the outer wheel 1 and roll there.

 Therefore, the diameter D1 of the wheel 1 is the outer wheel rolling diameter (see FIG. 6). The sharply curved inner rail side rail 5 is set to be inclined at an angle D larger than the tread gradient near the reference line K of the inner rail side wheel 2 by the inner rail side rail tilting mechanism 9.

 As shown in FIG. 2, the center position of the arc shape of the base plate 14 of the tilting mechanism 9 of the inner rail side rail 5 and the arc-shaped mounting portion of the tie plate 13 is set at a position of 0 mm-300 mm from the rail tread surface. By sloping the rail-side rail 5, slack can be provided simultaneously according to the amount of inclination. Therefore, even when the normal rail is used, the contact position L3 of the inner-track side wheel 2 with the sharp curve is obtained by the slack amount E, and the diameter D3 of the wheel becomes the inner-track wheel rolling diameter. It is a railway sharp curve track that can be applied to curves (see Fig. 5).

 By the way, as a social requirement, high-speed driving stability is ensured for high-speed operation of suburban lines in urban railways, and it is indispensable to pass a sharp curve for entering the subway to the city. There is a strong demand to improve the curve passing performance. In addition, there is a strong demand for improving high-speed running stability and curve-passing performance on the mini Shinkansen that allows direct operation of full-standard Shinkansen and conventional lines.

 Then, as shown in FIG. 5, the effect is more exhibited by combining the following wheel tread shape optimal for the present invention. As an optimal wheel tread shape, in order to ensure high-speed running stability on a straight road, the gradient of the angle B in the vicinity of the reference line K, which is a portion in contact with the rail in straight road running, is as small as 1/30 to 1/15. Inclination. In order to ensure the curve passing performance on the curved road and the sharp curve road, the number of the wheel tread shape (about 65 mm from the wheel inner surface) to the wheel flange portion inside the reference line K and the center position in the outer direction from the tread surface. The shape of the tread is formed by connecting two arcs (radius R1, R2, R3), and the wheel tread shape from the reference line K to the outer surface of the wheel (about 60 mm from the outer surface of the wheel) is centered in the inner direction from the tread. The inner and outer gauge wheel rotation radius difference can be obtained by making the tread surface shape connected with arcs (radius R4, R5). Combining such a wheel tread surface shape with rail inclination and slack setting by the inclination mechanism 9 of the inner rail side rail 5 can satisfy contradictory high-speed running stability and curve passing performance.

 As shown in FIG. 2, the inner rail side rail 5 is typed by a rail fastener 12 comprising a track pad 12a, a fastening bolt 12b, a nut 12c, a washer 12d, and a main spring 12e conventionally used for railways. It can be installed on the upper surface of the rate 13, and the lower surface of the tie plate 13 has an arc-shaped convex mounting surface, and the base plate 14 of the sleeper 8 is a mounting surface of a concave groove that fits the arc shape. Therefore, the tie plate 13 can be inclined with respect to the sleeper 8, and the tie plate 13 can be installed on the sleeper 8 by bolting with the mounting bolt 16, the nut 17 and the washer 18 set in the embedded plug 15. Yes. In the tilting mechanism 9 of the inner rail side rail 5, a square-shaped convex protrusion 14 a is provided in the longitudinal direction of the rail in the arc-shaped concave groove of the base plate 14 of the sleeper 8, and a rack-shaped groove that fits into the rail is provided. By providing several recessed grooves 13c on the mounting surface of the rate 13 and providing the elongated holes 13b on the mounting part 13a, the inclination of the inner rail 5 can be set and the side surface of the recessed groove 13c of the tie plate 13 can be set. Railway steep curve characterized in that the inclination state of the inner rail 5 is displayed by a marking portion 13d (marking or label) in which the inclination angle of the rail is displayed as a gradient (for example, 1 is displayed if the gradient is 1/40). This is a rail fastening mechanism 9 for a track.

 From the above description, it is understood that the marking portion 13d constitutes an inclination display means.

 Note that the convex protrusions may be provided on the tie plate 13 and the concave grooves may be provided on the base plate 14.

 Thus, the rail receives rolling contact when the train travels. When the number of times of rolling contact with the wheel increases, the surface of the rail top surface is fatigued. Further, when the wheels are idling or sliding during driving / braking of the vehicle, the surface layer of the rail top surface is thermally transformed into a hard and brittle metal structure (white layer) by frictional heat. Cracks occur starting from this metal fatigue or white layer. Rail removal is required to remove this crack.

 As shown in FIG. 3, at this time, the tilting mechanism 9 is lifted from the sleeper 8 by a hoist using a rail lifting bolt 19 and returned to the rail tilt (tie rate angle 1/40) of the straight track to correct the rail. Can be easily implemented. On the other hand, in the invention according to Patent Document 1, since it is difficult to return the rail inclination of the relaxation curve track portion, the rail correction work is not easy.

Embodiment 2
A rail holding device S2 for a sharply curved track according to the second embodiment of the present invention is shown in FIGS. The difference from the first embodiment is not the method of fixing the tie plate 13 to the sleeper 8 with the embedded plugs 15 of FIGS. 2 and 3, but more effective bonding and loosening prevention effects. The fine mounting bolt 20, nut 17, washer 18, and washer 21 can be installed.

Embodiment 3
A rail holding device S3 for a sharply curved track according to Embodiment 3 of the present invention is shown in FIG. 9 to FIG. A difference from the first and second embodiments is that a bracket portion 23c is provided on the side surface of the tie plate 23, and the tip of the inclination adjusting bolt 22a having a hook-like shape is hooked on the bolt latching portion 24a of the base plate 24 to make a spherical seat. The inner rail side rail 5 can be tilted, adjusted and positioned by the attached nut 22b. In FIG. 11, the code | symbol 23a shows an attaching part, and the code | symbol 23b shows a long hole part.

Further, as an inner rail side rail inclination display, an arrow pointer 25a is attached to the side surface of the tie plate 23, and a scale plate 25b is attached to the base plate 24 so as to display a gradient (for example, 1 is displayed if the gradient is 1/40). This is a rail holding device S3 for a railway sharp curve track.
From the above description, it is understood that the tilt display means is constituted by the arrow pointer 25a and the scale plate 25b.

Further, as a modification example 1 (S3-1) of the third embodiment, as shown in FIG. 13, another example in which the rail fastener 12 is generally used is combined with the tilt mechanism 11 of the inner rail side rail. Structure.

 As modification 2 (S3-2) of the third embodiment, as shown in FIG. 14, a bolt latch portion 28a formed upright on a base plate 28 is provided with a spherical seat tilt adjusting bolt 22c, a spherical washer 22d and a spherical seat nut. The inner rail side rail 5 can be inclined, adjusted and positioned by 22b.

Embodiment 4
FIG. 15 shows a rail holding device S4 for a sharply curved track according to the fourth embodiment of the present invention. The difference from the embodiment 1-3 is that the lower part of the tilting mechanism 9 of the inner rail side rail 5 is boxed in the slab board 26 so that it can be applied not to the sleeper type track but to the slab type track. This is a rail holding device S4 for a railway sharply curved track in which the track is constituted by a filler 27 such as concrete.

The present invention can be applied to railways.

DESCRIPTION OF SYMBOLS 1 Outer rail side wheel 2 Inner rail side wheel 3 Axle 4 Outer rail side rail 5 Inner rail side rail 6 Outer rail side sleeper 7 Inner rail side sleeper 8 Sleeper 9, 10, 11 Inclining mechanism 12 Rail fastener 12a Track pad 12b, 12f Fastening bolt 12c Nut 12d Washer 12e, 12g Main spring 12h Spring cradle 13 Tie plate 13a Mounting portion 13b Long hole portion 13c Recessed groove 13d Marking portion 14 Base plate 14a Protruding protrusion 15 Embedded plug 16, 20 Mounting bolt 17 Nut 18, 21 Washer 19 Rail lifting bolt 22a Tilt adjusting bolt 22b Spherical seating nut 22c Spherical seating tilt adjusting bolt 22d Spherical washer 23 Tie plate 23a Mounting portion 23b Long hole portion 23c Bracket portion 24, 28 Base plate 24a, 28a Bolt latch part 25 Inner rail side rail inclination display 25a Arrow pointer 2 5b Scale plate 26 Slab plate 27 Filler A Track inclination B Wheel tread inclination C Outer rail rail inclination (tie plate angle)
D Inclination of inner rail side rail E Slack amount of inner rail side rail K Reference line R1, R2, R3 Radius S Rail holding device

Claims (8)

A rail holding device comprising a tilt mechanism for adjusting the tilt of the inner rail and a rail fastener,
The tilt mechanism includes a base plate formed in an arc-shaped concave surface along the longitudinal direction of the inner rail, an arc-shaped convex surface that fits into the concave surface of the base plate, and a predetermined tilt of the tie plate. A rail holding device comprising: a fixture for fixing at a position.   2. The rail holding device according to claim 1, wherein the center position of the arc shape of the base plate is in a range of 0 mm to 300 mm from the rail tread surface, and slack can be set.   The base plate has a protrusion for positioning the tie plate inclined position in the longitudinal direction of the arc surface, and the tie plate has a plurality of grooves fitted in the protrusion in the longitudinal direction of the arc surface. The rail holding device according to Item 1.   The tie plate has a protrusion for positioning its own inclined position in the longitudinal direction of the arc surface, and the base plate has a plurality of grooves fitted in the protrusion in the longitudinal direction of the arc surface. The rail holding device according to 1.   An inclination adjusting bolt for adjusting the inclination of the tie plate is provided, and the inclination of the tie plate is adjusted by adjusting a screwing amount of the inclination adjusting bolt. The rail holding device according to 1.   The rail holding device according to claim 1, further comprising an inclination display means for displaying an inclination of the tie plate.   2. The rail holding device according to claim 1, wherein the base plate and the tie plate are fastened by bolts and nuts.   A railroad track comprising the rail holding device according to any one of claims 1 to 7.

Images