JP5902907B2 - Deviation prevention device for derailment vehicles in turnouts - Google Patents

Description

  The present invention relates to a derailment vehicle deviation prevention apparatus in a branching device that can prevent a vehicle from greatly deviating from a track when the vehicle derails in a branch or before a branch.

  As this type of technology, a vehicle collision overturn prevention device is known (see, for example, Patent Document 1). In Patent Document 1, a concave guide member that is supported at the lower portion of the carriage and that rotatably supports the axle at the end position of the axle is provided on the lower surface of the axle box when the rail is derailed. Thus, there is disclosed a collision overturn prevention device configured to prevent the vehicle from deviating from the track area by such a concave guide member with respect to the rail head.

JP 2006-182261 A

However, the conventional collision overturn prevention device has the following problems.
That is, when derailment occurs just before the point that is a branching device when an earthquake occurs, even if the guide member formed in a concave shape is fitted to the rail head, the derailed wheel moves straight in the straight direction of the wheel. There is a risk that the rail of the branching device (lead rail or Tongleil) that is in a crossing position with respect to the vehicle will collide as an obstacle and further ride on the rail, causing the vehicle to greatly deviate from the track or to fall over. there were. Therefore, it is required to install a structure for dealing with such an event in the branching device, and there is room for improvement in that respect.

  The present invention has been made in view of the above-described problems. By guiding the derailed wheel to the straight line side in the branching device, the vehicle can be prevented from greatly deviating from the track in the branching device. An object of the present invention is to provide a departure prevention device for a derailment vehicle in a branching unit.

In order to achieve the above object, a derailment vehicle departure prevention apparatus for a branching device according to the present invention includes a main rail extending in a linear direction and a branching rail that crosses the main rail, and prevents the departure of a derailment vehicle in a branching device. A distance between the first clearance and the first basic rail on the linear direction side where the branch rail does not intersect is set to be larger than the wheel width of the derailed vehicle, The separation dimension of the second gap between the second Tongleil on the crossing direction side and the second basic rail is set to be smaller than the wheel width. A road surface plate that is substantially the same height as the rail head is disposed along the rail length direction, and the road surface plate is disposed on a plurality of pedestals that are disposed on the floor plate at intervals along the length direction. Detachable The road surface plate is a road surface plate tongle having an enlarged head width dimension, and the bottom of the road surface plate tongleil and the pedestal are locked by a rail clip. It is said.
Further, the departure prevention device for a derailment vehicle in a branching device according to the present invention is a departure prevention device for a derailment vehicle in a branching device including a main rail extending in a linear direction and a branch rail intersecting the main rail, The separation dimension of the first gap between the first Tongle rail on the linear direction side where the branch rail does not intersect and the first basic rail is set to be larger than the wheel width of the derailed vehicle, The separation dimension of the second gap between the 2 tonne grail and the second basic rail is set to be smaller than the wheel width, and the outer side and the inner side of the main rail on the cross direction side are almost the same as the rail heads. A road surface plate having the same height is disposed along the rail length direction, and the road surface plate is detachably fixed on a plurality of pedestals arranged on the floor plate at intervals along the length direction. , The road surface Is a tongrail for a road surface plate having an enlarged head width dimension, wherein the bottom portion of the road surface plate tongrel and the pedestal are locked by a washer fixed to a rail clip. Yes.

In the present invention, when the vehicle derails in the crossing direction before the branching device or in front of the branching device at the time of an earthquake (for example, in the case of a left-side derailing with a left side-opening branching device), the linear wheel is the first on the straight side. The vehicle falls in a first gap larger than the wheel width between the tongue rail and the first basic rail, and the dropped wheel is guided along the first gap to travel. That is, since the first gap is provided along the first basic rail, the derailing wheel falling in the first gap can be moved straight along the first basic rail (main rail). Can be prevented from greatly deviating from the straight track.
On the other hand, when the vehicle derails on the side opposite to the cross direction side (for example, in the case of a right side derailment with a left side-opening branch), the wheel width between the second tongue rail on the cross direction side and the second basic rail Since the wheel on the cross direction side does not fall into the smaller second gap, the wheel can be prevented from traveling in the cross direction along the branch rail. Therefore, the derailed wheel can be caused to travel straight along the main rail, and the wheel can be prevented from greatly deviating from the straight track.

In the present invention, the vehicle on the crossing direction side of the vehicle at the time of derailment can be driven straight along the main rail on the linear direction side regardless of the various rails constituting the branching unit. That is, when the vehicle derails in the cross direction side, the wheels on the cross direction side ride on the road surface plate outside the main rail and can go straight along the main rail. Further, when the vehicle derails to the side opposite to the cross direction side, the wheel on the cross direction side rides on the road surface plate inside the main rail, and can travel straight along the main rail.
Since the road surface plate is provided on a plurality of pedestals arranged at intervals along the length direction, a gap communicating from the outside of the pedestal to the rail is provided between adjacent pedestals. In addition, the rail can be inspected at normal times using this gap, and an additional device such as a snow melting device can be installed using this gap.
Further, since the road surface plate is detachably attached to the pedestal, there is an advantage that the road surface plate can be easily removed and the rail maintenance is facilitated.

In this case, even in a narrow location where a road surface plate manufactured from a concrete member cannot be installed, the width of the head is increased using the material for tongrel to form a road surface plate. It becomes possible. And the thickness dimension can be made thin by using a steel material for tongrel, and high strength can be secured.
In addition, since the pedestal and the bottom of the road surface plate tongue rail are directly fixed by the rail clip, it is possible to reduce the number of parts. For example, when removing the road surface plate and inspecting the rail, the maintenance becomes easy. In addition, there is an advantage that the rails can be easily replaced.

In addition, since the base and the bottom and abdomen of the road surface plate tongue are directly fixed by the washer fixed to the rail clip, compared to the case where only the rail clip is fixed, that is, the case where only the bottom is pressed, the so-called “child return phenomenon”. "(A phenomenon in which the road surface plate Tongleil falls on its side) can be prevented, and a fastening force can be secured. Further, the number of parts can be reduced as in the case of the rail clip. For example, when the road surface plate is removed and the rail is inspected, there is an advantage that the maintenance becomes easy and the rail can be easily replaced.
Furthermore, it is possible to alternately provide rail clips and washers with respect to the pedestal arranged.

  Further, in the derailment vehicle departure prevention apparatus for a branching device according to the present invention, the derailment wheel riding on the first basic rail is dropped on the outer side in the rail width direction of the first basic rail, and the derailment wheel is disposed as the first derailment wheel. It is preferable that a guide concave groove that guides along the length direction of the basic rail is provided.

  In the present invention, when the vehicle derails on the side opposite to the cross direction side, the linear side wheel moved outward in the rail width direction falls into the guide groove, and the drop wheel guides to the guide groove. And can be made to go straight along the first basic rail.

  Further, in the derailment vehicle departure prevention apparatus for a branching device according to the present invention, the guide groove is provided with a riding portion extending from the upper edge of the first basic rail toward the head of the first basic rail. It is preferable.

  In the present invention, when the vehicle derails on the side opposite to the cross direction side, the wheel on the linear direction side moved outward in the rail width direction can be dropped into the guide groove through the riding-up portion. In this case, a predetermined interval can be provided between the first basic rail and the guide groove, and the wheel derailed outside the first basic rail can be smoothly dropped into the guide groove. .

  In the derailment vehicle departure prevention apparatus for a branching device according to the present invention, the vehicle supports a guide member extending downward at a position outside the wheel on the linear direction side, and the head of the first basic rail. The distance between the inner surface and the inner surface of the guide groove on the first basic rail side is smaller than the distance between the guide member and the outer side surface of the wheel when the guide member enters the guide groove. It is preferable.

  In the present invention, when the straight-side wheel when the vehicle derails in the crossing direction falls into the first gap, the guide member provided on the outside of the vehicle on the straight-line side of the vehicle is in the guide groove. enter in. That is, since the guide member is restricted from moving in the rail width direction by the guide concave groove, it is possible to prevent the wheel that is guided along the first gap and further travels from the first gap toward the crossing direction. It is possible to prevent the wheel from greatly deviating from the straight track.

  In the derailment vehicle departure prevention apparatus for a branching device according to the present invention, the branching device is disposed on both sides along the first basic rail and the second basic rail at a position before the branching device. A slope plate is provided so that the upper surface inclines upward toward the direction side, and the derailed wheel is guided to the upper surface. The slope plate inside the first basic rail has an upper surface on the branching device side. It is preferable that the first gap is provided continuously.

  In this case, the derailed wheel in front of the branching device can be raised along the slope plate. By connecting the slope plate inside the first basic rail to the first gap between the first basic rail and the first tongrel, it is possible to guide the derailment wheel to the first gap on the straight side. A guidance function can be provided.

  In the derailment vehicle departure prevention apparatus for a branching device according to the present invention, it is preferable that the slope plates on both sides of the first basic rail are provided with guide rails for departure prevention, respectively.

  In the present invention, each of the slope plates on both sides of the first basic rail on the straight side is provided with a guide rail for deviation prevention, and the falling wheels on the straight side running on the slope plates on both sides of the first basic rail are for deviation prevention. Since it is guided along the guide rail, it is possible to prevent the rail from coming off in the rail width direction.

  In the derailment vehicle departure prevention apparatus for a branching device according to the present invention, the first basic rail protrudes toward the first Tongle rail and is resistant to a lateral pressing force received from the first Tongle rail. In addition, it is preferable that a stopper that buckles downward by the vehicle weight applied to the wheel is provided.

  In this case, in a normal state, the stopper can resist the pressing force from the lateral direction of the wheel passing over the first Tongleil with its axial force, and the pressing force can be released to the first basic rail side. . When the vehicle derails in the crossing direction and the straight wheel travels in the first gap between the first basic rail and the first Tongle rail, the stopper is moved downward by the weight of the derailing wheel. Buckling. Therefore, the derailment wheel can be caused to travel straight along the first basic rail without hindering travel of the derailment wheel that passes through the first gap.

  Further, in the derailment vehicle departure prevention apparatus for a branching device according to the present invention, the stopper is bolted to the abdomen of the first basic rail, and the receiving plate is formed with a recess on the side facing the first Tongler. And a protruding member that protrudes in a direction perpendicular to the side surface of the receiving plate in a state of being fitted in the recess, and the receiving plate and the protruding member are preferably partially welded.

  In this invention, it respond | corresponds with the axial force of a protrusion member with respect to the said pressing force received from a 1st Tongleil. And since it is a junction structure where the protruding member is only partially welded to the backing plate fixed to the abdomen of the first basic rail, the protruding member is welded to the receiving plate by the weight of the derailment wheel. It can be easily broken and buckled downward.

  According to the derailment vehicle departure prevention apparatus for a branching device according to the present invention, it is possible to prevent the vehicle from greatly deviating from the track in the branching device by guiding the derailed wheels to the straight line side in the branching device. Therefore, there is an effect that it is possible to reliably prevent the derailed vehicle from protruding into the opposite lane.

1 is a perspective view showing a schematic configuration of a departure prevention device for a derailment vehicle according to an embodiment of the present invention. It is a top view of the departure prevention apparatus shown in FIG. FIG. 3 is a cross-sectional view taken along the line AA shown in FIG. 2 and shows a wheel when derailed on the left side. FIG. 3 is a cross-sectional view taken along line AA shown in FIG. 2 and shows a wheel during right side derailment. It is a top view of the branching device at the time of left side derailment. It is a figure which shows the state of the wheel in the position of the BB cross section shown in FIG. It is a top view of the branching device at the time of right-side derailment. It is CC sectional view taken on the line shown in FIG. It is a top view which shows the fastener provided in the right side basic rail. It is the figure which looked at the fastener shown in FIG. 8 from the upper surface. It is a side view which shows the structure of a fastener. It is a front view which shows the structure of a fastener. It is a figure which shows the buckling state of a fastener. It is a top view which shows the arrangement | positioning state of the road surface board provided in a left main rail. It is a perspective view which shows schematic structure of an outer side road surface board. It is sectional drawing which shows the state which fixed the outer road surface board with the rail clip. It is sectional drawing which shows the state which fixed the outer road surface board with the washer. It is sectional drawing which shows the arrangement | positioning state of the latching convex part which positions an outer side road surface board. It is a perspective view which shows schematic structure of an inner side road surface board. It is sectional drawing which shows the fixed state of an inner side road surface board. It is a top view of the inner side base which supports an inner side road surface board. It is a perspective view which shows schematic structure of a narrow part road surface board. It is sectional drawing of the narrow part road surface board shown in FIG. It is sectional drawing which shows the structure of the road surface board for crossing parts. It is sectional drawing of the deviation prevention guide provided in a right side basic rail, Comprising: It is the figure which showed the right side wheel at the time of right side derailment. It is sectional drawing of the deviation prevention guide provided in a right basic rail, Comprising: It is the figure which showed the right wheel at the time of left-side derailment. It is a top view which shows the structure of the slope board arrange | positioned at a slope area. It is sectional drawing of a right slope board, Comprising: (a) is Da-Da sectional view taken on the line of FIG. 27, (b) is Db-Db sectional view, (c) is Dc-Dc sectional view. It is sectional drawing of a left slope board, Comprising: (a) is the Ea-Ea sectional view taken on the line of FIG. 27, (b) is the Eb-Eb sectional view, and (c) is the Ec-Ec sectional view.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a derailment vehicle departure prevention apparatus for a branching device according to the present invention will be described below with reference to the drawings.

As shown in FIGS. 1 and 2, the departure prevention apparatus 1 according to the present embodiment is intended for a Shinkansen track that passes at a high speed of, for example, 300 km / h. This is for preventing the wheel from deviating from the straight line side when the derailment is performed by the branching device S).
In addition, although the left half-opening branch device is employ | adopted as the branching device S, the structure demonstrated below is applicable also to a right single-opening branch device.

  Here, in the following description, a linear portion of the rail near the branching device S is referred to as a main rail 1A, and a portion that intersects the main rail 1A obliquely leftward in the traveling direction is referred to as a branch rail 1B. Further, the linear direction in which the main rail 1A extends is defined as the rail length direction X, and in the rail width direction Y of each of the main rail 1A and the branch rail 1B, the rail center side is defined as the inner side and the opposite direction is defined as the outer direction. Use consistently.

  The departure prevention apparatus 1 has a branch section B including a branching device S including an intersection where the main rail 1A and the branch rail 1B intersect, and a slope section T disposed before the branch section B in the traveling direction. doing.

  In the departure prevention apparatus 1 shown in FIGS. 1 and 2, reference numeral R1 indicates a basic rail, reference numeral R2 indicates a tongrel, reference numeral R3 indicates a lead rail, and reference numeral R4 indicates a wing rail. In each of the basic rail R1, the tongrel R2, the lead rail R3, and the wing rail R4, the rail located on the right side (the linear direction side opposite to the intersecting direction side) is given a "symbol a" “B” is attached to the rail located on the (cross direction side). 3 and 4 are also distinguished from each other as necessary by using the right wheel as the symbol Wa and the left wheel as the symbol Wb.

In the branch section B, the road surface plates 2 are provided on both sides of the left main rail 1A (left basic rail R1b, left tongrel R2b, left lead rail R3b, right wing rail R4a in the figure). The road surface plate 2 has an upper surface provided horizontally and at substantially the same height as the head of the main rail 1A, and the left wheel Wb that has passed through the slope section T at the time of derailment is attached to the road surface plate 2. Get on and drive.
In the branch section B, a departure prevention guide 3 is provided along the right main rail 1A (right basic rail R1a). The deviation prevention guide 3 is disposed outside the right basic rail R1a and partially along the right basic rail R1a. The guide prevention groove 3 has a guide groove 31 to be described later and a right wheel Wa or an L-shape of the vehicle 10. By guiding the guide 11 (guide member), the wheels W (Wa, Wb) are prevented from greatly deviating from the track.

  In the slope section T, the slope plate 4 is provided so as to sandwich each of the left and right basic rails R1a and R1b immediately before the branch section B. As shown in FIG. 2, the slope plate 4 is provided such that the upper surface on which the wheel W travels is inclined upward in the arrangement direction of the branching device S (the forward direction in the rail length direction X).

  The tong rail R2 is composed of a right-side tongrel R2a (first tongrel) and a left-side tongrel R2b (second tongrel). It is possible to adopt each.

As shown in FIGS. 3 to 6, the right Tongleil R2a has a first separation dimension D1 between the right basic rail R1a (first basic rail) (referred to as right clearance Ha) and the wheel width of the derailed vehicle. For example, it is set to 140 mm (the wheel width (125 mm) or more of the Shinkansen vehicle). As a result, the right wheel Wa at the time of the left derailment can be positively dropped into the right gap Ha, and the right wheel Wa can be passed along (guided) along the right gap Ha.
In other words, the right-side wheel Wa derailed to the left can prevent the vehicle 10 from going over the right side Tongrel R2a and falling on the floor board 5, and further preventing the vehicle 10 from deviating further to the left side than the right side Tongrel R2a. it can.

  As shown in FIGS. 3, 4, 7, and 8, the left tongue R2b is located between the left basic rail R1b (second basic rail) (this is called the left gap Hb) and the second separation dimension. D2 is set to be smaller than the wheel width of the derailed vehicle, and is set to, for example, 75 mm to 85 mm. The basis for setting the second separation dimension D2 to 85 mm is that the margin is set to a dimension obtained by adding a margin of 10 mm to the upper limit of 75 mm. That is, since the second separation dimension D2 of the left gap Hb is smaller than the wheel width (120 mm), the left wheel Wb at the time of right derailment shown in FIG. 4 does not fall into the left gap Hb. By narrowing the second separation dimension D2 in this way, the left wheel Wb at the time of right derailment does not fall into the left gap Hb, but rides on the road surface plate 2 provided inside the left tongue R2b. .

Next, the structure of the stopper 6 provided on the right basic rail R1a will be described in detail based on the drawings.
As shown in FIG. 9, a plurality of fasteners 6, 6,... Are fixed to the inner surface 1a of the abdomen at a predetermined interval along the rail length direction X on the right basic rail R1a extending to the right. Has been. These stoppers 6 are arranged in a range along the right side tongue rail R2a in the right basic rail R1a (a region facing the right side tongue rail R2a), and are in a horizontal direction perpendicular to the rail length direction X from the inner side surface 1a of the abdomen. The protrusion length is gradually increased as it goes in the traveling direction of the vehicle. That is, in accordance with the separation dimension between the right side tongue rail R2a and the right basic rail R1a, the protruding length increases as the separation increases.

As shown in FIGS. 10 to 12, the fastener 6 is fastened to the abdomen (inner side surface 1a) of the right basic rail R1a by a bolt (not shown), and has a recess 62b on the side surface 62a on the side facing the right side Tongler R1a. And a protruding member 63 protruding in a direction orthogonal to the side surface 62a of the receiving plate 62 in a state of being fitted in the recess 61b. The receiving plate 62 and the protruding member 63 are partially provided. It is the structure fixed by welding to. The recess 62b has a shape extending in the vertical direction at the center in the length direction of the receiving plate 62. The protruding member 63 has a convex portion 63a that can be fitted into the concave portion 62b on the base end side, and the width dimension gradually decreases from the intermediate portion toward the distal end portion.
Here, a symbol g illustrated in FIGS. 10 to 12 indicates a welded portion that joins the receiving plate 62 and the protruding member 63.

  As shown in FIG. 13, the protruding member 63 of the stopper 6 resists the pressing force F1 from the lateral direction received from the right side Tongrel R1a by the axial force, and at the time of left side derailment passing through the right side gap Ha. The vehicle weight F2 applied to the right wheel Wa is configured to buckle downward. That is, since the welded portion g is partial, the welded portion g at the base end of the protruding member 63 is easily broken against a load from above.

Next, the specific structure of the road surface board 2 is demonstrated in detail based on drawing.
As shown in FIG. 14, the road surface plate 2 used in the departure prevention apparatus 1 includes an outer road surface plate 2 </ b> A that extends along the rail length direction X outside the left main rail 1 </ b> Ab in the branch section B, and the left side. It consists of an inner road surface plate 2B extending along the rail length direction X on the inner side of the main rail 1Ab, and a narrow road surface plate 2C provided on the flange way portion.
The plate surface heights of the outer road surface plate 2A, the inner road surface plate 2B, and the narrow portion road surface plate 2C are located at substantially the same height as the rail head portion of the left main rail 1Ab. And as shown in FIG.14 and FIG.15, the outer side road surface board 2A and the inner side road surface board 2B are respectively arrange | positioned on the floor board 5 at intervals along the length direction X at the outer base 20 and the inner base 21 ( (See FIG. 19).

  As shown in FIGS. 16 and 17, the outer road surface plate 2 </ b> A (road surface plate tongrel) is formed in a shape in which the width dimension of the head 2 b is increased using a tongrel material (for example, NE70S rail). The bottom 2a and the outer pedestal 20 are locked by a rail clip 22 (FIG. 16), or the bottom 2a and the outer pedestal 20 are locked by a washer 23 (FIG. 17) fixed by the rail clip 22. Has been. The fixing by the rail clip 22 and the fixing by the washer 23 are alternately arranged with respect to the outer base 20 arranged in the rail length direction X. As shown in FIG. 18, the inner end surface of the outer road surface plate 2 </ b> A abuts on a locking convex portion 20 b fixed on the outer pedestal 20, thereby being positioned in the rail width direction Y.

In this manner, by alternately arranging the fixing by the washer 23 and the rail clip 22, compared to the case of fixing only by the rail clip 22, that is, the case of pressing only the bottom plate, the so-called “return phenomenon” (the outer road surface plate 2 A Can be prevented, and the fastening force can be secured.
And since the outer base 20 is arrange | positioned at intervals, there exists an advantage from which it becomes easy to install additional apparatuses, such as a snow melter, using the clearance gap between the outer bases 20 and 20, for example.

  As shown in FIG. 19, the inner road surface plate 2B is formed of ultra-high strength fiber reinforced concrete (ductile concrete) having thinness and strength, and is disposed with a distance from which the wheel W does not fall off the left side Tongrel R2b. It fixes with the through bolt 26 shown in FIG. 20 with respect to the some inner bases 21, 21, ... fixed to the floor board 5 with the space | interval in the length direction X. As shown in FIG.

As shown in FIGS. 20 and 21, the inner pedestal 21 has a stepped portion 21a with the outer upper portion protruding, and a support for pressing the bottom portion of the left basic rail R1b on which the left side Tongrel R2b is placed. It is being fixed to the floor board 5 in the state latched by the inner part of the board 24. FIG. The inner pedestal 21 has a pair of insertion holes 21b penetrating in the vertical direction. The floor plate 5 is provided with a female screw hole (not shown) on the same axis as the insertion hole 21b of the inner base 21 at the fixed position.
The inner road surface plate 2B is provided with an insertion hole 2a penetrating in the vertical direction, and a nut accommodation portion 2b for accommodating the nut 25B is formed at an upper end portion of the insertion hole 2a.

  In the inner road surface plate 2B, the inner base 21 is passed through the through bolt 26 screwed into the female screw hole of the floor plate 5 through the insertion hole 21b, and the first nut 25A is fastened to the through bolt 26. Only the plurality of inner pedestals 21 are attached to the floor plate 5 first, and the inner road surface plate 2B is passed through the through bolts 26 of the upper portion of the first nut 25A through the insertion holes 2a. The second nut 25B is fastened to the through bolt 26, and the inner road surface plate 2B is fixed on the plurality of inner pedestals 21, 21,.

  As shown in FIGS. 22 and 23, the narrow portion road surface plate 2C is disposed in a narrow portion (flange way) between the left basic rail R1b and the left tongue rail R2b (left main rail 1Ab), and is a steel washer structure. It is comprised by. The narrow portion road surface plate 2C is provided with female screw holes 2c on the inner side surface and the outer side surface, and is fixed to the left basic rail R1b and the left tongue rail R2b with bolts 27. Thus, by comprising with steel materials, the shape and intensity | strength of a narrow part can be made compatible.

  As shown in FIGS. 14 and 24, the crossing portion road surface plate (crossing portion road surface plate 2D) has the head of the left main rail 1Ab (right wing rail R4a) outside in the rail width direction Y (FIG. 24). The left side of the paper) is extended to increase the head width. That is, the road surface plate 2 </ b> D is configured by forming the crossing portion to be wide.

Next, the configuration of the departure prevention guide 3 provided outside the right basic rail R1a will be described in detail based on the drawings.
As shown in FIGS. 25 and 26, the right wheel Wa riding on the right basic rail R1a is dropped on the outer side in the rail width direction Y of the right basic rail R1a, and the right wheel Wa is moved to the right basic rail R1a. A departure prevention guide 3 is provided that constitutes a guide groove 31 that is guided along the rail length direction X.

  Here, the vehicle 10 supports an L-shaped guide 11 (guide member) that extends downward and restricts movement in the width direction Y at a position outside the rail width direction Y of the right wheel Wa. . The L-shaped guide 11 is arranged, for example, in an L shape when viewed from the front, and a portion that enters the guide groove 31 is arranged so as to stand upright with respect to the track surface.

  The departure prevention guide 3 has the guide groove 31, is formed of a steel material having an inverted hat shape with the groove opening facing upward, and is fixed on the floor plate 5. The departure prevention guide 3 is provided with a ride-up portion 32 that extends from the inner upper edge 31a of the guide groove 31 toward a position close to the head of the right basic rail R1a, and from the outer upper edge 31b to the outer side. A guide latching portion 33 is provided that projects in the horizontal direction.

  The distance d1 between the inner surface of the head of the right basic rail R1a and the inner surface 31c of the guide groove 31 (the inner surface on the right basic rail R1a side) is a state in which the L-shaped guide 11 has entered the guide groove 31. Thus, it is set to be smaller than the separation dimension d2 between the L-shaped guide 11 and the right side surface of the right wheel Wa. Further, the dimension d3 of the guide locking portion 33 in the rail width direction Y is also set to be slightly smaller than the L-shaped guide 11 and the right side surface of the right wheel Wa and the separation dimension d2.

  The length of the L-shaped guide 11 in the vertical direction, that is, the position of the guide lower end 11a is such that, as shown in FIG. 26, the right wheel Wa is derailed to the left and dropped into the right gap Ha. It is set to be lower than the inner upper edge 31a. That is, in the state where the L-shaped guide 11 enters the guide groove 31, the movement of the L-shaped guide 11 in the rail width direction Y is restricted by the guide groove 31.

  By providing the ride-up portion 32, the right wheel Wa that has moved outward in the rail width direction Y can be dropped into the guide groove 31 via the ride-up portion 32 when the right side derailment shown in FIG. 25 is performed. That is, the riding portion 32 can provide a predetermined interval between the right basic rail R1a and the guide groove 31 and the right wheel Wa derailed to the outside of the right basic rail R1a can smoothly enter the guide groove 31. Can be dropped.

In this way, the departure prevention guide 3 has a function of preventing the vehicle 10 derailed on the right side from deviating to the adjacent line and preventing the departure to the branch side by guiding the L-type guide 11 of the vehicle 10 to go straight. The vehicle has a function of preventing the vehicle from deviating to the branch side by guiding the vehicle L-shaped guide 11 straightly.
Since this deviation prevention guide 3 is made of steel, it is possible to improve workability and maintainability. Moreover, there exists an advantage that maintenance property becomes favorable because it is set as the structure which fastens the deviation prevention guide 3 with respect to the floor board 5 of the branching device S. FIG.

Next, the structure of the slope board 4 arrange | positioned in the slope area T is demonstrated in detail based on drawing.
As shown in FIG. 2, the slope plates 4 are arranged on both sides along the right basic rail R1a and the left basic rail R1b immediately before the branching device S, and the upper surface is upward in the arrangement direction of the branching device S. The derailed wheel W is guided along the upper surface thereof. The slope plate 4 fixes a plurality of inclined members having different heights to the inclined surface on the floor plate 5 along the inclined surface.

  As shown in FIGS. 27 and 28 (a) to 28 (c), the slope portion 4A provided on the right basic rail R1a includes guide rails 7 for preventing deviation from the slope plates 4A on both sides of the right basic rail R1a. (7A to 7C) are provided. The guide rail 7 is made of L-shaped steel, constitutes a side wall of the slope plate 4 using one surface thereof, and is fixed to the floor plate 5 via a height adjustment block.

  The guide rail 7A disposed inside the right basic rail R1a extends to a position in front of the right tongue R2a shown in FIG. 2, and the right wheel Wa traveling on the inner slope plate 4Aa is connected to the right tongue rail R2a and the right basic rail. It arrange | positions so that it may guide | induced to the right side clearance gap Ha between R1a. On the other hand, the guide rail 7B disposed outside the right basic rail R1a is such that the right wheel Wa traveling on the outer slope plate 4Ab is guided into the guide groove 31 (FIG. 2) of the above-described departure prevention guide 3. Has been placed.

  On the right outer slope plate 4Ab, the guide rail is also provided between the outer slope plate 4Ab and the right basic rail R1a so that the guide groove 31 rubs against the riding portion 32 at a position away from the right basic rail R1a. 7C is provided. The guide rail 7C is connected to the abdomen of the right basic rail R1a. As described above, the right slope plate 4A has a function of raising the height and two functions of guiding in the left-right direction.

  As shown in FIGS. 27 and 29 (a) to 29 (c), the left slope plate 4B provided on the left basic rail R1b has slope plates 4Ba and 4Bb on both sides of the left basic rail R1b, respectively. An inclined surface is formed so as to be the same height as the road surface plate 2A and the inner road surface plate 2B. In the left slope plate 4B, the right wheel Wa is restricted from moving in the lateral direction by the right gap Ha or the guide groove 31 both during the left derailment and the right derailment. The guide rail 7 as provided in is not provided.

  Next, the operation of the derailment vehicle departure prevention apparatus in the branching device according to the above-described embodiment will be described.

First, the operation when the wheel W (Wa, Wb) derails to the left in front of the branching device S or the branching device S during an earthquake will be described.
As shown in FIG. 3, when the left side derails, the right side wheel Wa on the linear direction side falls into the right side clearance Ha larger than the first wheel width D1 between the right side tongue rail R2a and the right basic rail R1a, and the right side clearance The drop wheel Wa is guided along Ha and travels. Moreover, the L-shaped guide 11 provided outside the right wheel Wa enters the guide groove 31. That is, since the L-shaped guide 11 is restricted from moving in the rail width direction Y by the guide concave groove 31, the right wheel Wa traveling while being guided along the right gap Ha is further crossed in the cross direction side from the right gap Ha ( It is possible to prevent the wheel W from coming out toward the left side), and to prevent the wheel W from greatly deviating from the straight track.

Further, the left wheel Wb at the time of derailment on the left side is provided with the outer road surface plate 2A on the outer side of the left main rail 1Ab, so that it can ride on the outer road surface plate 2A and go straight along the left main rail 1Ab. it can.
Since the right gap Ha is thus provided along the right basic rail R1a, the derailment wheel Wa falling in the right gap Ha can be caused to travel straight along the right basic rail R1a (right main rail 1Aa). It is possible to prevent the wheels Wa and Wb from greatly deviating from the straight track.

Next, the operation when the wheel W (Wa, Wb) derails to the right in front of the branching device S or the branching device S during an earthquake will be described.
As shown in FIG. 4, when the right side derails, the right wheel Wa rides on the right basic rail R1a and further moves outward in the rail width direction Y and falls into the guide groove 31 of the departure prevention guide 3, The drop-off wheel Wa is guided in the guide concave groove 31 and can be caused to go straight along the right basic rail R1a.
Further, the left wheel Wb at the time of the right derailment does not drop the left wheel Wb in the left clearance Hb smaller than the second wheel width D2 between the left tongue R2b and the left basic rail R1b, and is on the inner road surface plate 2B. And go straight along the left main rail 1Ab.
Thus, since the guide groove 31 is provided along the right basic rail R1a even during the right derailment, the right wheel Wa falling in the guide groove 31 is moved to the right basic rail R1a (the right main rail 1Aa). ), And the wheels Wa and Wb can be prevented from greatly deviating from the straight track.

Further, as shown in FIG. 9, the right basic rail R1a is provided with a plurality of fasteners 6, 6,..., So that it normally passes over the right tongue R2a as shown in FIG. The pressing force F1 from the lateral direction of the right wheel Wa can be resisted by the axial force of the protruding member 63 of the stopper 6 and the pressing force can be released to the right basic rail R1a side.
When the right wheel Wa travels in the right clearance Ha between the right basic rail R1a and the right tongue rail R2a at the time of derailment on the left side, the projecting plate 63 is fixed to the abdomen of the right basic rail R1a. Therefore, the protruding member 63 can be easily broken at the welded portion g with the receiving plate 62 by the weight of the derailing wheel Wa and buckled downward. . Therefore, the derailment wheels Wa can be caused to travel straight along the right basic rail R1a without hindering the travel of the derailment wheels Wa that pass through the right gap Ha.

Further, the road surface plate 2 (outer road surface plate 2A, inner road surface plate 2B, narrow portion road surface plate 2C, crossing portion road surface plate 2D) shown in FIG. Between the adjacent pedestals 20 (21), the gap n communicating with the rail from the outside of the pedestals 20, 21 is provided between the adjacent pedestals 20 (21). The rail n can be inspected normally using the gap n, and an additional device such as a snow melting device can be installed using the gap n.
Further, since the road surface plate 2 is provided so as to be detachable from the pedestals 20 and 21, there is an advantage that the road surface plate 2 can be easily removed and the maintenance of the rail is facilitated.

Furthermore, as shown in FIGS. 16 and 17, even in a narrow place where the road surface plate 2 manufactured from a concrete member cannot be installed, such as the outer road surface plate 2A, It becomes possible to enlarge the width dimension of the head by using a material for the road surface plate. In this case, by using a steel Tongrel material, the thickness dimension can be reduced, and high strength can be ensured.
In this embodiment, the rail clip 22 and the washer 23 are alternately provided with respect to the pedestal 20 arranged, and the rail clip 22 of the outer road surface plate 2A made of the pedestal 23 and the road surface plate tongrel is provided. Since the bottom part is directly fixed, it is possible to reduce the number of parts, and there is an advantage that when the road surface plate 2 is removed and the rail is inspected, the maintenance becomes easy and the rail can be easily replaced.

  In addition, since the base 20 and the bottom and abdomen of the outer road surface plate 2A are directly fixed by the washer 23 fixed to the rail clip 22, compared to the case where only the rail clip 22 is fixed, that is, the case where only the bottom is pressed, the so-called "" It is possible to prevent the "returning phenomenon" (a phenomenon in which the road surface plate tangle is laid sideways), and a fastening force can be secured. Further, the number of parts can be reduced as in the case of fixing with the rail clip 22, and when the road surface plate 2 is removed and the rail is inspected, there is an advantage that the maintenance becomes easy and the rail can be easily replaced. is there.

  Furthermore, as shown in FIGS. 14 and 24, in the crossing portion, the shape of the head portion of the left main rail 1Ab (right wing rail R4a) is projected outside the rail width direction Y to increase the head width dimension. The main rail 1Ab itself can have the function of a road surface plate. That is, since it is possible to provide the road surface plate 2 even in the crossing portion of the branching device S in which it is difficult to arrange the road surface plate 2 made of steel or concrete, the left wheel Wb when the derailment on the left side is the crossing portion of the crossing portion. Without falling from the left main rail 1Ab, it is possible to go straight along the left main rail 1Ab while riding on the head (road plate) protruding outside the left main rail 1Ab.

  Further, as shown in FIG. 27, since the slope plate 4 is provided in front of the branching device S, the wheel W derailed in front of the branching device S can be raised along the slope plate 4. . In order to guide the right wheel Wa to the straight-side right gap Ha by connecting the slope plate 4Aa inside the right basic rail R1a to the right gap Ha between the right basic rail R1a and the right tongue R2a. It is possible to have a lateral guidance function.

  Further, each of the slope plates 4Aa and 4Bb on both sides of the right basic rail R1a is provided with guide rails 7A to 7C for preventing departure, and the right wheel Wa on the linear direction side running on the slope plates 4Aa and 4Bb is used for preventing departure. Since it guides along guide rails 7A-7C, it can prevent coming off in rail width direction Y.

  In the derailment vehicle departure prevention apparatus in the branching device according to the above-described embodiment, the derailed wheel W is guided to the straight side in the branching device S, thereby preventing the vehicle from greatly deviating from the track in the branching device S. Therefore, it is possible to reliably prevent the derailed vehicle from protruding to the opposite lane.

As mentioned above, although embodiment of the departure prevention apparatus of the derailment vehicle in the branching device by this invention was described, this invention is not limited to said embodiment, In the range which does not deviate from the meaning, it can change suitably. is there.
For example, in the present embodiment, the branching device S of the left side opening branching device is adopted, but the present invention is not limited to this, and a right side opening branching device may be used.
And the structure of the installation length of the road surface board 2 provided in left main rail 1Ab, the kind of member, a fixing method, etc. can be set arbitrarily. In addition, the slope plate 4 can be arbitrarily set in configuration such as the slope of the slope, the installation length, and the presence / absence of the guide rail 7 for departure prevention.

  In addition, it is possible to appropriately replace the components in the above-described embodiments with known components without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Deviation prevention apparatus 1A Main rail 1B Branch rail 2 Road surface plate 2A Outer road surface plate 3 Deviation prevention guide 4 Slope plate 5 Floor plate 6 Fastening bracket 7 Deviation prevention guide rail 11 L-type guide (guide member)
20 Outer pedestal 21 Inner pedestal 22 Rail clip 23 Washer 31 Guide groove 32 Riding part 62 Receiving plate 63 Protruding member Ha Right gap (first gap)
Hb Left gap (second gap)
R1a Right basic rail (first basic rail)
R1b Left basic rail (second basic rail)
R2a Right Tongleil (1st Tongleil)
R2b Left Tongleil (2nd Tongleyl)
R3 Lead rail R4 Wing rail X Rail length direction Y Rail width direction W, Wa, Wb Wheel

Claims (9)

A derailment vehicle deviation preventing device in a branching device comprising a main rail extending in a linear direction and a branch rail intersecting with the main rail,
The separation dimension of the first gap between the first Tongler and the first basic rail on the linear direction side where the branch rail does not intersect is set to be larger than the wheel width of the derailed vehicle,
The separation dimension of the second gap between the second Tongleil on the crossing direction side and the second basic rail is set to be smaller than the wheel width ,
On the outer side and the inner side of the main rail on the cross direction side, road surface plates having almost the same height as the rail heads are arranged along the rail length direction,
The road surface plate is detachably fixed on a plurality of pedestals arranged at intervals along the length direction on the floor plate,
The road surface plate is a road surface plate tongrel having a larger width dimension of the head,
A derailment vehicle derailment prevention device in a branching device , wherein a bottom of the tonglerail for road surface plate and the pedestal are locked by a rail clip . A derailment vehicle deviation preventing device in a branching device comprising a main rail extending in a linear direction and a branch rail intersecting with the main rail,
The separation dimension of the first gap between the first Tongler and the first basic rail on the linear direction side where the branch rail does not intersect is set to be larger than the wheel width of the derailed vehicle,
The separation dimension of the second gap between the second Tongleil on the crossing direction side and the second basic rail is set to be smaller than the wheel width ,
On the outer side and the inner side of the main rail on the cross direction side, road surface plates having almost the same height as the rail heads are arranged along the rail length direction,
The road surface plate is detachably fixed on a plurality of pedestals arranged at intervals along the length direction on the floor plate,
The road surface plate is a road surface plate tongrel having a larger width dimension of the head,
A derailment vehicle deviation preventing device for a branching device, wherein a bottom of the road surface plate tongue and the pedestal are locked by a washer fixed to a rail clip. On the outside of the first basic rail in the rail width direction, a derailing wheel that rides on the first basic rail is dropped, and a guide recess that guides the derailing wheel along the length direction of the first basic rail. 3. A derailment vehicle deviation preventing device for a branching device according to claim 1 or 2 , wherein a groove is provided. 4. The branch according to claim 3 , wherein a climbing portion extending from an upper edge end on the first basic rail side toward a head of the first basic rail is provided in the guide groove. 5. A derailment prevention device for derailment vehicles. In the vehicle, a guide member extending downward is supported at a position outside the wheel on the linear direction side,
The distance between the inner surface of the head of the first basic rail and the inner surface of the guide groove on the first basic rail side is such that the guide member enters the guide groove. The departure prevention device for a derailment vehicle in a branching device according to claim 3 or 4 , wherein the separation size is smaller than a separation distance between the wheel and an outer side surface of the wheel. At the position in front of the branching device, it is arranged on both sides along the first basic rail and the second basic rail, and the upper surface is inclined upward toward the arrangement direction side of the branching device. A slope plate is provided, on which the derailed wheel is guided on its upper surface,
The branching device according to any one of claims 1 to 5 , wherein the slope plate inside the first basic rail has a top surface on a branching device side continuous with the first gap. Derailment prevention device for derailment vehicles. The derailment vehicle deviation prevention device for a branching device according to claim 6 , wherein deviation guide rails are provided on the slope plates on both sides of the first basic rail, respectively.   The first basic rail protrudes toward the first Tongle rail, resists the lateral pressing force received from the first Tongle rail, and buckles downward due to the weight of the wheel. The derailment vehicle deviation preventing device for a branching device according to claim 1, further comprising a stopper. The fastener is
A base plate bolted to the abdomen of the first basic rail and having a recess formed on the side surface facing the first Tongler;
A protruding member that protrudes in a direction perpendicular to the side surface of the backing plate in a state of being fitted in the recess;
With
9. The derailment vehicle deviation preventing apparatus for a branching device according to claim 8 , wherein the receiving plate and the protruding member are partially welded.

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