JP6670687B2 - Equipment for checking the contact position between rails and wheels - Google Patents

Description

  The present disclosure relates to an appliance, and more particularly, to confirm a contact position between first and second rails arranged in parallel and first and second wheels contacting the first and second rails in a railway. Equipment for

  In general, in railroads, rails are regularly trimmed for track maintenance. By reshaping the rail, for example, the shape of the worn and deformed rail is returned to the original shape, or the wavy wear which occurs in the curved section of the railway line and causes the deterioration of the riding comfort of the vehicle is reduced. be able to. Examples of the method of reshaping the rail include a method using a rail reshaping wheel and a method using a single-head type rail reshaping machine. Regardless of the method, the rail is usually ground so that the shape of the rail approaches a predetermined shape.

  Rail trimming may be performed not for track maintenance but for rails to have special functions. For example, Patent Literature 1 discloses a method of cutting a rail to which a lubricant is applied. In Patent Literature 1, in a cross section of a rail, a range of at least 20 mm on both sides from an axis of a top surface of a rail is cut into a convex arc shape having a radius greater than 600 mm and 1000 mm or less. As a result, the amount of the lubricant flowing down to the side of the rail is reduced, and the extension of the lubricant in the traveling direction of the railway vehicle is improved.

  Non-Patent Document 1 proposes controlling a contact position between a wheel and a rail by grinding the rail. Non-Patent Document 1 describes that a lateral pressure and a lateral vibration acceleration on an outer rail side are reduced by asymmetrically correcting left and right rails in a high-speed curved section of a railway line.

  As in Patent Literature 1 or Non-Patent Literature 1, when a rail is trimmed to provide a specific function to the rail, a template having a predetermined rail shape may be prepared. The template can provide some guidance when determining whether the rail has been trimmed to the determined shape. However, it is usually difficult to sharpen the rail to exactly match the determined shape. For this reason, it is preferable that after the rail is ground so as to approach the determined shape, whether or not the rail has a desired function is checked at the ground at the ground.

Japanese Patent No. 3803336

Masaru Morimoto and Yutaka Goto, "Study on Reformed Rail Shape", Japan Society of Civil Engineers 55th Annual Scientific Lecture, IV-283, September 2000

  When the rail is ground for controlling the contact position between the wheel and the rail as in Non-Patent Document 1, it is necessary to check the contact position between the wheel and the rail after the grinding. However, the contact position between the wheel and the rail depends on various factors such as, for example, the shape of the wheel, the distance between the wheels, the shape of the rail, and the relative positions of the left and right rails. Therefore, if there is only information on the shape of the rail after the correction, it is difficult to accurately grasp the contact position between the wheel and the rail after the correction.

  In order to confirm the contact position between the wheel and the rail, a contact analysis by numerical calculation using a computer may be performed. However, when performing contact analysis, it is necessary to measure the rail shape for each point using a measuring instrument. Further, since the contact position between the wheel and the rail also depends on the relative position of the left and right rails, it is necessary to accurately measure the relative displacement of the left and right rails for each point. On the left and right rails, not only a relative displacement in design such as slack but also an unintended relative displacement such as a street displacement and a vertical displacement may occur. Furthermore, it is necessary to bring back the measured information and input it to a computer to perform a calculation process. As described above, the confirmation of the contact position by the contact analysis requires various devices or equipment, time, and cost, and cannot be easily performed at a rail cutting site.

  An object of the present disclosure is to provide a device that can easily confirm a contact position between a wheel and a trimmed rail in a railroad in a railway.

  The device according to the present disclosure is a device for confirming contact positions of first and second rails arranged in parallel and first and second wheels contacting the first and second rails in a railway. is there. The device includes a first wheel simulation section, a second wheel simulation section, and a connection section. The first wheel simulator includes a first surface for contacting the first rail. The first surface has the same contour as the contour of the tread and the flange in a cross section passing through the axial center of the first wheel when viewed from the direction in which the first rail extends. The second wheel simulator includes a second surface for contacting the second rail. The second surface has the same contour as the contour of the tread and the flange in a cross section passing through the axial center of the second wheel, as viewed from the direction in which the second rail extends. The connecting portion extends in the track width direction. The connection part is connected between the first wheel simulation part and the second wheel simulation part.

  According to the present disclosure, in a railway, a contact position between a wheel and a trimmed rail can be easily confirmed at a shaving site.

Drawing 1 is a front view showing the schematic structure of the instrument concerning an embodiment. FIG. 2 is a front view of a device having a configuration different from that of the device shown in FIG. FIG. 3 is a side view of the device shown in FIG. FIG. 4 is an enlarged view of one end of the device shown in FIG. 1 in the track width direction. FIG. 5 is a front view of a wheel simulator different from the wheel simulator shown in FIG. FIG. 6 is a front view of a wheel simulator different from the wheel simulator shown in FIGS. 4 and 5. FIG. 7 is a front view of a wheel simulator different from the wheel simulator shown in FIGS.

  In the device according to the embodiment, the device is used for confirming contact positions of first and second rails arranged in parallel and first and second wheels contacting the first and second rails, respectively, in a railway. Equipment. The device includes a first wheel simulation section, a second wheel simulation section, and a connection section. The first wheel simulator includes a first surface for contacting the first rail. The first surface has the same contour as the contour of the tread and the flange in a cross section passing through the axial center of the first wheel when viewed from the direction in which the first rail extends. The second wheel simulator includes a second surface for contacting the second rail. The second surface has the same contour as the contour of the tread and the flange in a cross section passing through the axial center of the second wheel, as viewed from the direction in which the second rail extends. The connecting portion extends in the track width direction. The connection portion is connected between the first wheel simulation portion and the second wheel simulation portion (first configuration).

  Each wheel simulating portion of the instrument has a surface with the same contour as the tread and flange of the wheel. Therefore, it is possible to grasp the actual contact position between the wheel and the rail only by arranging the device on the rail and checking the contact position between the surface of each wheel simulating unit and the rail. For this reason, when the rail is sharpened, if the above-mentioned tool is used, the contact position between the wheel and the rail after the sharpening can be easily confirmed at the shaving site.

  The first and second wheel simulating units may be detachably attached to the connecting unit (second configuration).

  According to the second configuration, it is possible to confirm the contact positions between the plurality of types of wheels and the rails with one device. For example, when a plurality of railcars having treads of different shapes pass through the same point, if a wheel simulating unit is prepared for each tread, simply replacing the wheel simulating unit and using a tool, a plurality of types of The contact position between each of the wheels and the rail after the grinding can be confirmed.

  The connecting portion may be configured to be able to expand and contract in the track width direction (third configuration).

  According to the third configuration, the connecting portion can be expanded and contracted in accordance with the gauge of the point where the contact position is checked. For this reason, the contact position between the rail and the wheel can be confirmed at a plurality of points with different gauges by one instrument.

  The first and second wheel simulation sections may be transparent (fourth configuration).

  According to the fourth configuration, when the device is arranged on the rail, the shape of the rail can be visually recognized through each wheel simulation unit. For example, both the contact position between the wheel and the rail and the shape of the rail can be left in the photograph.

  The first surface may have a different shape from the second surface (fifth configuration).

  According to the fifth configuration, the surfaces of the two wheel simulating units have shapes simulating the shapes of different types of wheels. For this reason, the contact positions between the two types of wheels and the rails can be confirmed with one device.

  The device may have a center of gravity below a contact position between the first wheel simulating unit and the first rail and a contact position between the second wheel simulating unit and the second rail (sixth configuration).

  According to the sixth configuration, the center of gravity of the device is disposed below each contact position between the wheel simulation section and the rail. For this reason, when the device is arranged on the rail, the device can be easily made independent. Therefore, it is possible for one worker to check the contact position between the wheel and the rail.

  The method according to the embodiment confirms that first and second wheels respectively contact first and second rails arranged in parallel at a predetermined contact position in a railway. The method includes the steps of preparing the above-described device, arranging a first wheel simulating unit on a first rail, arranging a second wheel simulating unit on a second rail, and arranging the first wheel simulating unit on the first rail. A step of confirming a first contact position in contact with the rail and a second contact position in which the second wheel simulation section contacts the second rail, wherein the first contact position is different from a predetermined contact position of the first wheel And / or correcting at least one of the first and second rails when the second contact position is different from the predetermined contact position of the second wheel (seventh configuration).

  In the method according to the embodiment, by using the instrument having the above-described configuration, by checking the contact position between each wheel simulating unit and the rail, each wheel contacts the rail at a predetermined target contact position. It is determined whether or not. When each wheel is not in contact with the rail at the target contact position, the rail is trimmed so that the wheel and the rail contact at the target contact position. That is, according to the method according to the embodiment, the contact position between the wheel and the rail can be easily confirmed at the cutting site, and the shape of the rail can be corrected on the spot if necessary.

  Hereinafter, embodiments will be described with reference to the drawings. In the drawings, the same and corresponding components have the same reference characters allotted, and description thereof will not be repeated. For convenience of description, in each drawing, the configuration may be simplified or schematically illustrated, or a part of the configuration may be omitted.

[Instrument structure]
FIG. 1 is a front view showing a schematic configuration of the device 1 according to the embodiment. In FIG. 1, the device 1 is arranged on a pair of rails 2A, 2B. The rails 2A and 2B are arranged in parallel. The direction in which the rails 2A and 2B are arranged is referred to as a track width direction, and the direction in which the rails 2A and 2B extend is referred to as a track direction.

  As shown in FIG. 1, the device 1 includes wheel simulation units 11A and 11B and a connection unit 12. Wheel simulation section 11A is arranged on rail 2A. Wheel simulation section 11B is arranged on rail 2B. Each of the wheel simulation sections 11A and 11B is formed in a plate shape. That is, the wheel simulating portions 11A and 11B have a flat shape in which the dimension (plate thickness) in the track direction is smaller than the dimension in the track width direction.

  The thickness of the wheel simulation portions 11A and 11B is not particularly limited, but may be, for example, 20 mm or more. If the thickness of the wheel simulating portions 11A and 11B is 20 mm or more, it is considered that the appliance 1 becomes easier to stand on the rails 2A and 2B.

  The plate thickness of the wheel simulation portions 11A and 11B may be less than 20 mm. In this case, it is preferable to provide the device 1 with an additional structure for self-support. For example, the device 1 may be configured such that the center of gravity of the device 1 is located below each contact position between the wheel simulation units 11A and 11B and the rails 2A and 2B. As a method of adjusting the position of the center of gravity of the device 1, as shown in FIG. 2, it is conceivable to attach at least one weight 13 to the connecting portion 12. The weight 13 is positioned below each contact position between the wheel simulation units 11A and 11B and the rails 2A and 2B.

  The wheel simulation sections 11A and 11B are preferably transparent. The wheel simulation portions 11A and 11B can be made of, for example, a transparent acrylic resin. However, the material of the wheel simulation portions 11A and 11B is not particularly limited, and may be a metal such as iron or aluminum, a plastic other than acrylic resin, wood, paper, or the like.

  If the material of the wheel simulation portions 11A and 11B is an acrylic resin or other plastic, the weight of the device 10 can be reduced. The device 10 preferably weighs less than 20 kg so that one worker can easily handle it.

  As shown in FIG. 1, the connecting portion 12 extends in the track width direction. The connection unit 12 connects the wheel simulation unit 11A and the wheel simulation unit 11B. A wheel simulation section 11A is attached to one end of the connecting section 12 in the track width direction. A wheel simulation section 11B is attached to the other end of the connecting section 12 in the track width direction. The material of the connecting portion 12 may be the same as or different from the material of the wheel simulation portions 11A and 11B.

  The length L in the track width direction of the portion from the wheel simulating portion 11A to the wheel simulating portion 11B of the connecting portion 12 is substantially equal to the back gauge of the railroad vehicle running on the rails 2A and 2B. The back gauge is the distance between the rear surfaces of the flanges of the left and right wheels of the railway vehicle.

  The connecting portion 12 is configured to be able to expand and contract in the track width direction. For example, the connecting portion 12 includes two long members 121 that can relatively slide in the track width direction. Each long member 121 has a plurality of positioning holes 122 arranged in the track width direction. An arbitrary positioning hole 122 is selected in each of the long members 121, and the length of the connecting portion 12 is adjusted by inserting a positioning pin or the like (not shown) by aligning the positioning holes 122 with each other. be able to. However, the method of expanding and contracting the connecting portion 12 is not limited to this. Other known telescoping mechanisms can be applied to the connecting portion 12.

  FIG. 3 is a side view of the device 1. As shown in FIG. 3, the connecting portion 12 has an L-shape in a side view. On the outer surface of the L-shaped connecting part 12, a wheel simulation part 11A is arranged. Although not shown in FIG. 3, a wheel simulation section 11B is also arranged on the surface of the connecting section 12 where the wheel simulation section 11A is arranged.

  Hereinafter, the structure of the wheel simulation units 11A and 11B will be described in more detail. The wheel simulation units 11A and 11B have the same basic structure. Therefore, when describing the wheel simulating units 11A and 11B without particular distinction, the wheel simulating units 11A and 11B are collectively referred to as the wheel simulating unit 11.

  FIG. 4 is an enlarged view of one end of the device 1 in the track width direction. As shown in FIG. 4, the wheel simulation section 11 has a surface 111 for contacting the rail 2. The surface 111 has the same profile as the profile of the tread and the flange in a cross section passing through the center of the wheel when viewed from the direction in which the rail contacting the surface 111 extends. A longitudinal section of a wheel is a vertical section of the wheel in a plane including the axle.

  Surface 111 includes a tread portion 112 and a flange portion 113. The tread surface portion 112 and the flange portion 113 are portions corresponding to the tread surface and the flange of the wheel of the railway vehicle, respectively.

  The tread portion 112 is an inclined surface that generally rises from the flange portion 113 side toward the outside in the track width direction. The tread portion 112 shown in FIG. 4 has a conical tread shape. The conical tread is a tread generally constituted by the side surfaces of a truncated cone.

  The flange portion 113 is a protruding surface that protrudes below the tread portion 112. The flange portion 113 is disposed inside the tread portion 112 in the track width direction. The flange portion 113 is connected to the tread portion 112 via a throat portion 114 that is a gentle arc.

  The wheel simulation unit 11 is detachably attached to the connection unit 12. The wheel simulation section 11 is fastened to the connection section 12 by fastening members 14 such as bolts and nuts. Alternatively, the wheel simulation section 11 and the connecting section 12 may have a spigot structure. A wheel simulation unit other than the wheel simulation unit 11 can be attached to the connection unit 12.

  5 to 7 are front views of the wheel simulation units 11a to 11c. The wheel simulation units 11a to 11c have shapes corresponding to different types of wheels from the wheel simulation unit 11 illustrated in FIG.

  The wheel simulation units 11a to 11c have surfaces 111a to 111c for contacting the rails, respectively. The surfaces 111a to 111c have tread portions 112a to 112c, flange portions 113a to 113c, and throat portions 114a to 114c, respectively. The tread portions 112a to 112c have different types of circular tread shapes, respectively. The arc tread is a tread including an arc shape in a cross section passing through the center of the axis of the wheel.

  Each of the wheel simulation sections 11a to 11c can be attached to the connecting section 12 instead of the wheel simulation section 11 shown in FIG. The two wheel simulators attached to the connecting portion 12 may be of the same type or of different types.

[How to use the instrument]
Hereinafter, a method of using the device 1 will be described. The device 1 is used for confirming contact positions between wheels of a railway vehicle and the rails 2A and 2B. Confirmation of the contact position between the wheel and the rails 2A and 2B is performed, for example, at a cutting site immediately after the rails 2A and 2B are cut.

  When confirming the contact positions between the wheels of the railway vehicle and the rails 2A and 2B, the device 1 is arranged on the rails 2A and 2B. More specifically, the tread portion 112 of the wheel simulating portion 11A is arranged on the rail 2A, and the tread portion 112 of the wheel simulating portion 11B is arranged on the rail 2B. The position of the tool 1 with respect to the rails 2A and 2B is appropriately adjusted according to the position of the wheel set.

  For example, when a railway vehicle travels on a transition curve section or a curved section of a railway line, the wheelset is displaced from the neutral position to the outer rail side. In the transitional curve section or the curved section, the front axis may be displaced from the neutral position toward the outer rail, while the rear axis may be at the neutral position.

  When it is desired to confirm the contact position between the wheel and the rails 2A and 2B when the wheelset is in the neutral position, the positional relationship between the wheel simulating unit 11A and the rail 2A and the positional relationship between the wheel simulating unit 11B and the rail 2B are substantially the same. What is necessary is just to arrange | position the apparatus 1 on the rails 2A and 2B so that it may become substantially equal. When it is desired to confirm the contact position between the wheel and the rails 2A and 2B when the wheelset is displaced from the neutral position to the outer rail side, the device 1 may be moved to the outer rail side.

  The contact positions between the wheels and the rails 2A and 2B substantially coincide with the contact positions between the respective surfaces 111 of the wheel simulation portions 11A and 11B and the rails 2A and 2B. Therefore, if the contact positions between the respective surfaces 111 of the wheel simulating units 11A and 11B and the rails 2A and 2B are confirmed, the contact positions between the wheels and the rails 2A and 2B are confirmed.

  The contact position between each surface 111 of the wheel simulation sections 11A and 11B and the rails 2A and 2B can be confirmed by various methods. For example, when light is applied to the wheel simulating units 11A and 11B in a state where the appliance 1 is arranged on the rails 2A and 2B, the wheel simulating unit depends on the way light passes between the wheel simulating units 11A and 11B and the rails 2A and 2B. The contact positions between the surface 111 of the rails 11A and 11B and the rails 2A and 2B can be confirmed. Alternatively, the tool 1 is moved in the orbital direction on the rails 2A, 2B whose head surfaces are colored with chalk or the like, and the surface 111 of the wheel simulating portions 11A, 11B and the rails 2A, 2B are moved depending on the places where the coloring is removed. You may confirm each contact position.

  When the rails 2A and 2B are sharpened, preferred contact positions between the wheels and the rails 2A and 2B are determined in advance. As a result of checking each contact position between the surface 111 of the wheel simulating portions 11A and 11B and the rails 2A and 2B, the contact position between the surface 111 of the wheel simulating portion 11A and the rail 2A is determined in advance. And / or when the contact position between the surface 111 of the wheel simulating unit 11B and the rail 2B does not match the predetermined contact position between the wheel and the rail 2B, the rail is set on the spot. The 2A and / or the rail 2B are ground to correct the rail shape.

  Confirmation of each contact position between the wheel simulation portions 11A, 11B and the rails 2A, 2B and sharpening of the rails 2A, 2B are performed so that the wheel simulation portions 11A, 11B contact the rails 2A, 2B at desired contact positions. It may be repeated until it becomes.

[effect]
The device 1 according to the present embodiment includes wheel simulation units 11A and 11B. Each surface 111 of the wheel simulating portions 11A and 11B corresponds to a contour portion of a cross section passing through the axial center of a wheel of a railway vehicle running on the rails 2A and 2B. That is, the contact positions between the respective surfaces 111 of the wheel simulating portions 11A and 11B and the rails 2A and 2B substantially coincide with the actual contact positions between the wheels and the rails 2A and 2B. For this reason, the device 1 is arranged on the rails 2A, 2B, and only by checking the contact position between each surface 111 of the wheel simulating portions 11A, 11B and the rails 2A, 2B, the actual wheel and the rails 2A, 2B can be connected. The contact position can be grasped. Therefore, according to the tool 1, when the rails 2A and 2B are sharpened, the contact positions between the wheels and the rails 2A and 2B after the sharpening can be easily confirmed at the sharpening site.

  In a curved section of a railway line, for example, the rail is often lubricated with a lubricant in order to improve the running safety of the railway vehicle, to prevent the generation of wavy wear on the rail, or to prevent the generation of creaking noise. The lubricant is discharged from the oil applicator and adheres to the wheels of the railway vehicle. In the curved section, the top surface of the rail is lubricated by the wheels on which the lubricant adheres running on the rail. Therefore, it is highly necessary to confirm the contact position between the wheel and the rail at the ground oiler installation point.

  The lubricator for lubricating the top surface of the rail is installed on a railway line near a transition curve section on the entrance side or near the entrance of the curve section. For this reason, at the ground oiler installation point, the wheel set can be displaced from the neutral position to the outer rail side. As described above, the device 1 according to the present embodiment can be arranged at a position corresponding to the position of the wheel set on the rails 2A and 2B. For this reason, if the device 1 is used, the contact position between the wheel and the rails 2A and 2B can be easily confirmed at the ground oiler installation point.

  In the device 1 according to the present embodiment, the wheel simulation portions 11A and 11B are detachably attached to the connection portion 12. Therefore, any one of the wheel simulating units 11a to 11c can be attached to the connecting unit 12 instead of the wheel simulating unit 11A and / or the wheel simulating unit 11B. The wheel simulation units 11a to 11c have a shape corresponding to a cross section passing through the center of the axis of a wheel of a different type from the wheel simulation units 11A and 11B. Therefore, the contact positions of the plurality of types of wheels and the rails 2A and 2B can be confirmed by one device 1.

  In the device 1 according to the present embodiment, the connecting portion 12 is configured to be able to expand and contract in the track width direction. For this reason, the contact position between the wheel and the rail can be confirmed at a plurality of points with different gauges by one appliance 1. For example, when checking the contact position between the wheel and the rail at the point of the narrow gauge, the length of the connecting portion 12 in the track width direction may be shorter than that when checking the contact position between the wheel and the rail at the point of the standard gauge. I just need.

  In the appliance 1 according to the present embodiment, the wheel simulation sections 11A and 11B are preferably transparent. In this case, when the appliance 1 is arranged on the rails 2A and 2B, the shapes of the rails 2A and 2B can be visually recognized through the wheel simulating portions 11A and 11B. For example, when a photograph is taken with the appliance 1 placed on the rails 2A and 2B, both the contact positions of the wheel simulating parts 11A and 11B and the rails 2A and 2B and the shapes of the rails 2A and 2B are photographed. Can be left.

  In the device 1 according to the present embodiment, the shapes of the surfaces 111 of the left and right wheel simulation portions 11A and 11B may be different from each other. That is, the surfaces 111 of the wheel simulation sections 11A and 11B may correspond to different types of wheel shapes. In this case, the contact positions of the two types of wheels with the rails 2A and 2B can be confirmed without replacing the wheel simulation units 11A and 11B.

  In the present embodiment, the weight 13 allows the center of gravity of the device 1 to be positioned below the contact positions between the wheel simulation portions 11A and 11B and the rails 2A and 2B. In this case, the tool 1 can be easily made independent on the rails 2A and 2B. Therefore, even one worker can easily confirm the contact position between the wheel simulation units 11A and 11B and the rails 2A and 2B.

  In the present embodiment, the contact positions between the wheel simulating portions 11A and 11B of the appliance 1 and the rails 2A and 2B are confirmed, and at least one of the wheel simulating portions 11A and 11B is connected to the rails 2A and 2B at a predetermined contact position. If not, the rail 2A and / or the rail 2B are cut. That is, in the present embodiment, the contact position between the wheel and the rails 2A and 2B can be easily checked at the cutting site by using the tool 1, and the rails 2A and 2B can be checked on the spot if necessary. The shape can be modified.

[Modification]
Although the embodiments have been described above, the present disclosure is not limited to the above-described embodiments, and various changes can be made without departing from the gist of the embodiments.

  For example, in the above embodiment, each wheel simulation unit is formed separately from the connection unit, and is detachably attached to the connection unit. However, the two wheel simulation portions and the connection portion may be formed integrally. Also in this case, the two wheel simulators may have the same shape or different shapes.

  In the above embodiment, the connecting portion is configured to be able to expand and contract in the track width direction, but the present invention is not limited to this. The connecting portion length may not be able to expand and contract in the track width direction.

1: appliance 11A, 11B, 11, 11a, 11b, 11c: wheel simulation section 111, 111a, 111b, 111c: surface 12: connection section

Claims (6)

In a railway, a device for confirming a contact position between first and second rails arranged in parallel and first and second wheels contacting the first and second rails, respectively,
A first surface for contacting the first rail, wherein the first surface has the same contour of a tread and a flange in a cross-section passing through an axial center of the first wheel when viewed from a direction in which the first rail extends. A first wheel simulation unit having a contour;
A second surface for contacting the second rail, wherein the second surface has the same contour of a tread and a flange in a cross-section passing through an axial center of the second wheel when viewed from a direction in which the second rail extends. A second wheel simulation unit having a contour,
Extending the track width direction, Bei example and a connection part connected between the first wheel simulating unit and the second wheel simulating section,
The device, wherein the connecting portion is configured to be expandable and contractible in a track width direction . In a railway, a device for confirming a contact position between first and second rails arranged in parallel and first and second wheels contacting the first and second rails, respectively,
A first surface for contacting the first rail, wherein the first surface has the same contour of a tread and a flange in a cross-section passing through an axial center of the first wheel when viewed from a direction in which the first rail extends. A first wheel simulation unit having a contour;
A second surface for contacting the second rail, wherein the second surface has the same contour of a tread and a flange in a cross-section passing through an axial center of the second wheel when viewed from a direction in which the second rail extends. A second wheel simulation unit having a contour,
A connecting portion extending in the track width direction and connected between the first wheel simulating portion and the second wheel simulating portion,
The device, wherein the first and second wheel simulators are transparent. In a railway, a device for confirming a contact position between first and second rails arranged in parallel and first and second wheels contacting the first and second rails, respectively,
A first surface for contacting the first rail, wherein the first surface has the same contour of a tread and a flange in a cross-section passing through an axial center of the first wheel when viewed from a direction in which the first rail extends. A first wheel simulation unit having a contour;
A second surface for contacting the second rail, wherein the second surface has the same contour of a tread and a flange in a cross-section passing through an axial center of the second wheel when viewed from a direction in which the second rail extends. A second wheel simulation unit having a contour,
A connecting portion extending in the track width direction and connected between the first wheel simulating portion and the second wheel simulating portion,
The device, wherein the first surface has a different shape than the second surface. In a railway, a device for confirming a contact position between first and second rails arranged in parallel and first and second wheels contacting the first and second rails, respectively,
A first surface for contacting the first rail, wherein the first surface has the same contour of a tread and a flange in a cross-section passing through an axial center of the first wheel when viewed from a direction in which the first rail extends. A first wheel simulation unit having a contour;
A second surface for contacting the second rail, wherein the second surface has the same contour of a tread and a flange in a cross-section passing through an axial center of the second wheel when viewed from a direction in which the second rail extends. A second wheel simulation unit having a contour,
An instrument that extends in the track width direction and includes a connection portion connected between the first wheel simulation portion and the second wheel simulation portion,
The device has a center of gravity below a contact position between the first wheel simulation unit and the first rail and a contact position between the second wheel simulation unit and the second rail. The device according to any one of claims 1 to 4 , wherein
The appliance, wherein the first and second wheel simulation units are detachably attached to the connection unit. In a railway, a method for confirming that first and second wheels respectively contact first and second rails arranged in parallel at predetermined contact positions,
Preparing the device according to any one of claims 1 to 5 ,
A first contact in which the first wheel simulator is arranged on the first rail, the second wheel simulator is arranged on the second rail, and the first wheel simulator contacts the first rail; Confirming a position and a second contact position at which the second wheel simulation section contacts the second rail;
If the first contact position is different from the predetermined contact position of the first wheel, and / or if the second contact position is different from the predetermined contact position of the second wheel, Sharpening at least one of the second rails;
A confirmation method comprising:

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