JP6401050B2 - Rail wear measuring instrument - Google Patents

Description

  The present invention relates to a rail wear measuring device used for measuring the amount of wear of a rail, and particularly suitable for measuring the amount of wear of a nose rail and a wing rail in a crossing (branch) constituting a branch point of a railway track. The present invention relates to a rail wear measuring instrument.

The railroad track is provided with a branching device called a crossing for branching the vehicle to another track.
The branching device illustrated in FIG. 8 (A) is a branching device for enabling a vehicle to change the route between two tracks, and the branching device provided at the portion where the two wires intersect in this way is This is called crossing. There are many other types of crossings, such as what are called end crossings and what are called K-shaped crossings. The seaser crossing can be regarded as a combination of end crossing and K-shaped crossing.

  Of these, the end crossing has a nose rail with an acute end and a wing rail provided on the side of the end crossing. This is where the wheel moves from the nose rail to the wing rail or from the wing rail to the nose rail. Therefore, in end crossing, for example, as shown in FIG. 8 (B), the upper surface of the nose rail N and the upper surface of the wing rail W which are in contact with the wheels are likely to be worn. Become. Therefore, in order to ensure the safety of the vehicle, an inspection is periodically performed to measure the wear amount of the nose rail and the wing rail in the crossing. The same applies to other types of crossings.

  Conventionally, as a wear measuring device for measuring the amount of rail wear of a crossing, for example, there is one disclosed in Patent Document 1. The wear measuring device of Patent Document 1 is measured from a reference height position on the main trunk by measuring means supported by a movable table that is slidably movable along a portal main trunk installed across the nose rail and the wing rail. The amount of wear on the rail is measured by measuring the distance to the measurement point on the rail upper surface.

JP 7-49201 A

However, in the case of the measuring device of Patent Document 1, the main leg of the measuring device is installed on the upper surface of the crossing bottom portion (flange-shaped portion), which is not so high in dimensional accuracy, and the amount of wear is determined based on the portion. Because of the measurement, there was a limit to measuring the wear amount with high accuracy.
Accordingly, the present inventors pay attention to the fact that a high dimensional accuracy is required for the height from the bottom surface of the crossing bottom to the top surface of the rail. By measuring the height of the rail upper surface with reference to the lower surface of the crossing bottom, the measuring device for measuring the amount of wear of the rail was examined.

However, since the location where the rail wear amount of the crossing is to be measured is often located above the sleepers or the tie plate, the crossing is maintained while maintaining the relationship between the trunk and the measuring means as in the wear measuring device of Patent Document 1. If a fixing mechanism that sandwiches the flange-like portion at the bottom is provided, the fixing mechanism interferes with the sleepers and tie plates, and therefore there is a problem that a recess for preventing interference must be provided on the upper surfaces of the sleepers and tie plates. I found out.
In addition, although the distance from the rail side is strictly defined for the measurement point of the wear amount of the wing rail, the measuring device of Patent Document 1 fixes the position of the measuring element with a mark provided on the main trunk as a guide. Because of this method, there is a problem that the reproducibility of positioning is low and a highly accurate measurement result cannot be obtained.

The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a rail wear measuring device capable of measuring the amount of rail wear with high accuracy.
Another object of the present invention is to measure the amount of wear without providing an interference-preventing recess in the sleeper or tie plate even if the measurement point on the rail upper surface is located above the sleeper or tie plate. An object of the present invention is to provide a rail wear measuring device that can be used.

In order to achieve the above object, the present invention provides:
A rail wear measuring instrument for measuring the amount of wear of the rail constituting the crossing,
A pair of legs having a reference surface that can contact the bottom surface of the rail to be measured and a fixing means for fixing the reference surface to the rail in a state of contacting the bottom surface of the rail;
A main trunk horizontally laid between one upper part and the other upper part of the pair of legs,
A holding member movably attached along the main trunk;
A guide rail extending from the holding member in a direction perpendicular to a horizontal plane with respect to the main trunk;
A measuring head portion movably attached along the guide rail;
With
The measuring head unit includes a contact that is movable in a vertical direction and that can contact the upper surface of the rail, and a length measuring unit that can measure the amount of movement of the contact from a reference position. Configured.

According to the rail wear measuring instrument having such a configuration, in a state in which the reference surface that can contact the bottom surface of the rail by the fixing means provided on the leg portion is in contact with the bottom surface of the rail requiring high accuracy, Since the leg and the main trunk horizontally mounted on the upper part of the leg are fixed to the rail, the reference position of the contact contacting the upper surface of the rail to be measured can be set accurately, thereby providing a highly accurate rail. The amount of wear can be measured.
In addition, since the measuring head unit is mounted so as to be movable along a guide rail extending in the direction perpendicular to the main plane in the horizontal plane, that is, in the forward direction of the main trunk, the measurement point on the rail upper surface is above the sleepers Even if it is located at a position, the pair of legs is fixed to the rail at a position away from the sleepers or tie plate, and the measurement head is moved to the measurement point, thereby providing a depression for preventing interference in the sleepers or tie plate. The amount of wear can be measured without any problems.

Preferably, a guide member having a contact portion that is separated from the contact by a predetermined distance in a direction parallel to the main trunk is provided on at least one side of the measurement head portion. Try to provide it.
According to this configuration, when measuring the wear amount of a rail such as a wing rail in which the distance from the rail side portion to the wear amount measurement point is strictly defined, the guide member is brought into contact with the rail side portion. In this state, the contact amount is lowered and brought into contact with the upper surface of the rail, so that the wear amount can be measured with the head positioned at an accurate position easily and with good reproducibility.

Preferably, the fixing means provided on the pair of leg portions includes a first member having the reference surface, a second member disposed so as to face the first member, and the second member. A spring member for biasing the first member toward the first member, and sandwiching a bottom portion of the rail to be measured between the first member and the second member by the restoring force of the spring member. The leg portion is configured to be fixable.
According to such a configuration, the rail wear measuring instrument can be easily fixed to the rail simply by engaging the fixing means with the bottom of the rail while releasing the spring of the fixing means provided on the leg, and releasing the hand. Therefore, workability is remarkably improved.

Further, preferably, the measuring head unit is provided with a display unit capable of displaying a value measured by the length measuring unit.
As a result, it is possible to realize a rail wear measuring instrument with good working efficiency that can easily read the measured value.

  ADVANTAGE OF THE INVENTION According to this invention, the rail wear measuring device which can measure the amount of rail wear with high precision is realizable.

It is a front view showing one embodiment of a rail wear measuring instrument concerning the present invention. It is the front view and side view which show the detail of the length measurement part in the rail abrasion measuring device of embodiment, and a measurement head. It is a side view which shows the state which attached the rail abrasion measuring device of embodiment to the rail of crossing. It is a front view which shows the mode of the abrasion measurement of a wing rail by a rail abrasion measuring device. It is a front view which shows an example of the simulation block used for calibration of the rail abrasion measuring device of embodiment. It is a top view which shows the example of the end crossing and a K-shaped crossing as an example of a suitable crossing using a rail abrasion measuring device. It is sectional drawing which shows the wear amount measurement location in an end crossing and a K-shaped crossing. It is a top view which shows the example of Shisa crossing, and sectional drawing which shows the mode of abrasion which arises in end crossing.

Hereinafter, embodiments of a rail wear measuring instrument according to the present invention will be described in detail with reference to the drawings.
FIG. 1 is a front view showing a rail wear measuring instrument of the present embodiment.
The rail wear measuring instrument of the present embodiment uses the lower surface of the bottom of the crossing as a measurement reference when measuring the wear amount, and the nose rail in various crossings such as end crossings, K-shaped crossings, and sears crossings with both. In addition, the wear amount on the upper surface of the wing rail can be measured.

  As shown in FIG. 1, the rail wear measuring instrument according to the present embodiment has a pair of left and right leg portions 10A and 10B, a main trunk 20 horizontally mounted between the leg portions 10A and 10B, and a tip (lower end in the figure). A contact 38 having a top that is point-contacted at a location where the amount of wear is desired to be measured, and a length measuring section 30 that is loosely fitted to the main trunk 20 and supports the contact 38 so as to be movable up and down. Although not particularly limited, these members are formed of a relatively rigid metal material such as a galvanized steel sheet.

The leg portion 10A includes a rod-like column 11A, a reference piece 12A that is fixed to the lower end of the column 11A, protrudes sideways, and can contact the lower surface (bottom surface of the rail) of the bottom of the crossing (flange-shaped portion); A holding piece 13A having a hole (not shown) through which the support 11A can be inserted and mounted on the lower part of the support 11A so as to be movable up and down; a locking piece 14A fixed to a position below the center of the support 11A; And a compression spring 15A loosely fitted to the support 11A so as to be positioned between the reference piece 12A and the sandwiching piece 13A.
As shown in FIG. 3, the support column 11 </ b> A is configured by two rods provided in parallel at a predetermined interval in the front and rear directions, and the sandwiching piece 13 </ b> A passes through the two rods. In addition to being provided, two compression springs 15A are also inserted corresponding to the respective rods.

A fixing screw 16A is screwed horizontally in the clamping piece 13A and is pressed downward by the compression spring 15A loosely fitted to the support 11A. As shown in FIG. The leg portion 10A can be mounted on the bottom of the crossing in a state where the pillar 11A is in a substantially vertical posture by sandwiching the flange edge of the bottom of the crossing bottom from above and below with 13A and the reference piece 12A. Then, the leg 10A can be firmly fixed by turning the fixing screw 16A in the tightening direction with the leg 10A attached to the crossing bottom in this manner.
When removing the leg 10A from the bottom of the crossing, first loosen the fixing screw 16A and then put a finger on the clamping piece 13A to lift the clamping piece 13A upward against the spring force of the compression spring 15A. It can be removed by moving the column 11A outward while the gap with the piece 12A is enlarged. The attachment work may be performed in the reverse order.

A support block 17A that supports the end of the main trunk 20 so as to be movable is provided on the upper portion of the support 11A. More specifically, the main trunk 20 has slide rails 20A and 20B formed on the front surfaces of both ends thereof, and rail grooves (not shown) that can be engaged with the rails on the corresponding surfaces of the support block 17A. Thus, the main trunk 20 can be moved left and right with respect to the support block 17A.
A retaining prevention piece 18A of the support block 17A is fixed to the upper end of the support 11A. A fixing screw 19A is threaded horizontally on the outer surface of the support block 17A. By rotating the fixing screw 19A in the tightening direction, the support block 17A is moved up and down along the column 11A. Can be fixed immovable. The fixing screw 19A has a cross-sectional shape that is the same as the cross-sectional shape of the measurement location of the crossing to be measured prepared in advance. For example, the calibration block 40 shown in FIG. A wear measuring instrument is attached, and the height of the support block 17A is adjusted to be fastened and fixed.

Further, a fixing screw 21A for fixing the main trunk 20 is screwed in the vertical direction on the upper surface of the support block 17A. By rotating the fixing screw 21A in the tightening direction, the main trunk 20 is fixed to the support block 17A. It can be fixed so that it cannot move in the left-right direction. The fixing screw 21A is fixed so that it does not move by being tightened in a state where the position of the main trunk 20 is adjusted after the rail wear measuring instrument is attached to the measurement location of the crossing at the measurement site.
The other leg portion 10B is configured to have the same shape and structure as the leg portion 10A and is disposed symmetrically with the leg portion 10A. Therefore, the symbol B is assigned to the same portion as the leg portion 10A. The same reference numerals are added and description thereof is omitted.

Next, the configuration of the length measuring unit 30 that is attached to the substantially central portion of the trunk 20 so as to be movable in the left-right direction will be described with reference to FIG. 2A and 2B, (A) is a front view of the length measuring unit 30, and (B) is a side view.
As shown in FIG. 2B, the length measuring unit 30 includes a slide holder 31 that is mounted so as to be movable in the left-right direction along a guide rail 22 provided on the front surface of the main trunk 20, and a front surface of the slide holder 31. Slide rail 32 as a guide rail formed so as to protrude forward from the slide rail, a slide block 33 engaged with the upper surface of the slide rail 32, and a support arm having a rear end fixed to the upper surface of the slide block 33 34 and a measurement head 36 fixed to a mounting plate 35 provided at the tip of the support arm 34. FIG. 2B shows a state in which the support arm 34 is moved forward. In the state where the support arm 34 is moved rearward, the rear end surface of the slide block 33 is in contact with the front surface of the slide holder 31.

  A fixing screw 23 is screwed on the upper surface of the slide holder 31 in the vertical direction. After adjusting the position of the slide holder 31, the fixing screw 23 is turned in the tightening direction. The main body 20 can be fixed so as not to move in the left-right direction. Further, a fixing screw 37 is screwed in the vertical direction on the upper surface of the slide block 33. After adjusting the position of the slide block 33, the fixing screw 37 is turned in the tightening direction. 33 can be fixed to the slide rail 32 so as not to move forward and backward. A bearing guide (linear bearing) may be used between the main trunk 20 and the slide holder 31 and between the slide rail 32 and the slide block 33 so as to enhance the slidability.

  As shown in FIG. 2A, the measuring head 36 measures the moving distance from the reference position of the strip-shaped base 61 attached by screws to the mounting plate 35 at the tip of the support arm 34 and the contact 38. A gauge main body 62 which has a rail groove (not shown) which houses an electronic gauge and a battery and which engages with a rail 38a formed on the front surface of the contactor 38 and which is fixed to the center of the front surface of the base 61; The indicator 63 is mounted on the front surface of the gauge main body 62 and displays the measurement result, and a pair of guide bars 64A and 64B attached to the front surfaces of the left and right sides of the base 61 so as to be movable up and down. .

  The guide bars 64A and 64B are respectively formed with elongated holes 64a and 64b in the vertical direction, and engaging pins 65A and 65B fixed to the front surface of the base 61 are engaged with the elongated holes 64a and 64b. The front surface of 61 is provided with roller pins 66A and 66B that come into contact with the side surfaces of the guide bars 64A and 64B. It is configured to be possible.

Further, the guide bars 64A and 64B are formed with bent portions 64c and 64d, respectively, which are bent inward at the front end portions (lower end portions), and the inner surfaces of the bent portions 64c and 64d and the contactor The distance from the tip of 38 is set to a distance (11 mm) that matches a predetermined position of the measurement location (a position away from the rail side surface by a predetermined distance).
The electronic gauge of the measuring head 36 moves the contact 38 of the measuring head 36 downward with the rail wear measuring instrument attached to the calibration simulation block 40 simulating the crossing as shown in FIG. When the tip is brought into contact with the upper surface of the calibration simulation block 40, it is desirable that calibration is performed in advance so that the display on the display 36 indicates “0”.

Next, a specific method of using the rail wear measuring instrument of this embodiment will be described.
As described above, since the location where the rail wear amount of the crossing is to be measured is often located above the sleepers, the relationship between the trunk and the measuring means as in the wear measuring device of Patent Document 1 is maintained, that is, the trunk. In contrast, if a fixing mechanism that sandwiches the flange-shaped part of the bottom of the crossing is provided without moving the contact terminal of the length measuring section forward, the fixing mechanism interferes with the sleeper, so that a depression is formed on the upper surface of the sleeper. Must be formed.

  On the other hand, when the rail wear measuring instrument of the present embodiment is used, the leg portions 10A and 10B of the measuring instrument are placed at the flanges at the bottom of the rail R at positions away from the sleepers P as shown in FIG. In a state of being fixed to F, the contact amount is moved forward along the slide rail 32 to a position where the contact 38 coincides with a mark (marking line) attached to the upper surface of the rail R, whereby the amount of wear is increased. Therefore, there is an advantage that it is not necessary to form a depression on the upper surface of the sleeper. In FIG. 3, the measuring instrument is attached to the rail on the right side of the sleeper. However, the rail wear measuring instrument of this embodiment can be attached to either the left or right side of the sleeper.

  Further, when measuring the wear amount of the wing rail W, since the measurement position of the wear amount is defined as 11 mm inside from the rail side surface, the wear of Patent Document 1 in which the head is positioned by relying on the memory provided in the main trunk. Although a sufficiently high accuracy cannot be obtained with the measuring apparatus, when the rail wear measuring instrument of this embodiment is used, one guide bar 64B (or 64A) is moved downward as shown in FIG. In this state, the measuring head 36 is brought close to the rail, the inner side surface of the guide bar 64B (or 64A bent portion 64d (or 64c)) is brought into contact with the rail side surface, and then the contact 38 is moved downward to bring the tip to the rail. If it is brought into contact with the upper surface, there is an advantage that the amount of wear at the specified measurement location 11 mm inside from the rail side surface can be automatically measured.

In addition, the rail wear measuring instrument according to the present embodiment has the above-described configuration, so that the wear on the upper surfaces of the nose rail and the wing rail in various crossings such as an end crossing, a K-shaped crossing, and a seaser crossing having both. The amount can be measured.
Specifically, in the seaser crossing shown in FIG. 8 (A), a K-shaped crossing as shown in FIG. 6 (A) is used in a portion surrounded by a one-dot chain line K and surrounded by a one-dot chain line E. An end crossing as shown in FIG.

7A shows a cross section taken along the arrow AA in FIG. 6A, and FIG. 7B shows a cross section taken along the arrow BB in FIG. 6A. FIG. 7C shows a cross section along the arrow CC in FIG. 6B.
In the cross section shown in FIG. 7A, it is decided to measure the amount of wear at a point a that is 11 mm away from the inner surface of the rail on the upper surface of the rectangular rail (lead rail) L. In the cross section shown in FIG. It is determined to measure the amount of wear at a point b 11 mm away from the rail inner surface of the upper surface of the rail N and a point c 11 mm away from the rail inner surface of the rectangular rail L.

In the cross section shown in FIG. 7C, the wear amount at the point d at the center of the upper surface of the nose rail N and the wear amounts at points e and f that are 11 mm away from the rail inner surface of the upper surface of the wing rail W on both sides are shown. It is decided to measure. In FIGS. 7A and 7B, reference numeral G denotes a guardrail, which is not determined as a wear measurement target.
According to the rail wear measuring instrument of the present embodiment, after the legs 10A and 10B are fixed to the bottom of the rail, the measuring head 36 is moved left and right along the main trunk 20 and the measuring head 36 is moved along the slide rail 32. 7 is moved back and forth and aligned with a predetermined measurement location, so that it is possible to measure the wear at any location in FIGS. 7A to 7C. Moreover, the object of the wear measurement is an example, and it is possible to measure the wear amount of the upper surface of the rail in the crossing other than the above.

  Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment. For example, in the rail wear measuring instrument of the above embodiment, the leg portions 10A and 10B are fixed using the restoring force of the compression springs 15A and 15B in order to increase the working efficiency. In the embodiment, any configuration may be used as long as the upper surfaces of the reference pieces 12A and 12B are in contact with the bottom surface of the rail, and the leg portions 10A and 10B are simply fixed to the rail bottom portion by a bolt tightening force. May be.

  In the above embodiment, since the measuring head 36 is supported by the slide rail 32 in a cantilever manner, there may be some error due to the deflection of the slide rail 32, but the measuring head 36 is lightened. In addition, by configuring the slide rail 32 with a material having high rigidity, an error with respect to the required accuracy can be suppressed to a negligible level. When the error is not negligible, the deflection amount of the slide rail 32 is measured in advance using the calibration simulation block 40, and the measurement is obtained based on the deflection amount measurement result. You may comprise so that it may display, after correcting a wear amount measured value.

10A, 10B Leg 11A, 11B Prop 12A, 12B Reference piece (member having a reference surface)
13A, 13B Clamping piece (fixing means)
15A, 15B Compression spring (fixing means)
20 trunk 22 rail 30 measuring section 31 slide holder (holding member)
32 Slide rail (guide rail)
36 Measuring Head 38 Contact 63 Display (Display Means)
64A, 64B Guide bar (guide member)
64c, 64d bent piece (contact part)
N nose rail W wing rail

Claims (4)

A rail wear measuring instrument for measuring the amount of wear of the rail constituting the crossing,
A pair of legs having a reference surface that can contact the bottom surface of the rail to be measured and a fixing means for fixing the reference surface to the rail in a state of contacting the bottom surface of the rail;
A main trunk horizontally laid between one upper part and the other upper part of the pair of legs,
A holding member movably attached along the main trunk;
A guide rail extending from the holding member in a direction perpendicular to a horizontal plane with respect to the main trunk;
A measuring head portion movably attached along the guide rail;
With
The measuring head unit includes a contact that can move in the vertical direction and can contact the upper surface of the rail, and a length measuring unit that can measure the amount of movement of the contact from a reference position. A rail wear measuring instrument characterized by that.   The measurement head unit is provided with a guide member having an abutting part separated from the contact by a predetermined distance in a direction parallel to the main trunk on at least one side of the measurement head part. The rail wear measuring instrument according to claim 1 characterized by things.   The fixing means provided on the pair of legs includes a first member having the reference surface, a second member disposed so as to face the first member, and the second member as the first member. A spring member for urging it toward the base, and the leg can be fixed by sandwiching the bottom of the rail to be measured between the first member and the second member by the restoring force of the spring member The rail wear measuring instrument according to claim 1, wherein the rail wear measuring instrument is configured as follows.   The rail wear measuring instrument according to any one of claims 1 to 3, wherein the measuring head unit is provided with a display unit capable of displaying a value measured by the length measuring unit.

Images