JPH11117203A - Rail insulating joint structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the extension of an expansion gap by reducing the hole diameter of steel joint plates kept in face contact with insulating plates and having a unified cross section, and fastening the joint plates to a rail with joint bolts via locking nuts and disk springs. SOLUTION: Steel joint plates 10 are provided on both sides of a rail 1 via insulating plates 2. The steel joint plates 10 are shaped into face contact with the rail 1 to make structure interposing flat washers 12 and disk springs 13 by insulating bolts 5 and locking nuts 11. The rail insulating plate 2 is laminated with ultrahigh-modulus vinylon cloth and Aramid fiber cloth in turn on both faces to form pressure-resistant and abrasion-resistant layered product layers, high-ductility modulus vinylon cloth is laminated in the middle to form a pressure absorbing laminated product layer, and it is integrally molded and hardened with an epoxy resin. A tube 3 with an insulating flange is inserted to the head section and screw section of the insulating bolt 5 for insulation. A rail insulating joint structure usable for a long period and having high safety can be obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rail insulation seam in a railway, and more particularly to a rail insulation seam structure in which the structures of components used are reinforced.

[0002]

2. Description of the Related Art Normally, a joint portion of a rail has a structure in which end faces of two rails to be joined are abutted, both sides of the rail are sandwiched by a joint plate, and fixed by four to six joint bolts. The joints of the rails are subjected to repeated loads due to the wheel load when passing through the vehicle, and are also places where the rails and the like are easily damaged. Therefore, the joint plates are made of steel having high mechanical strength.

[0003] In addition to such normal rail joints, insulating joints of rails used in turnouts and fixed-length sections of railways for defining control sections of vehicles are trains,
It is an important part that insulates signals flowing on rails that are indispensable for safe operation of vehicles such as trains and other electric signals for vehicle operation control. Such a rail insulation seam will be described with reference to FIG.

A rail insulating plate 2 made of a thermoplastic resin having a thickness of about 3 mm is interposed between the rail 1 and a steel joint plate 4 sandwiching both sides of the rail 1.
A bolt hole is formed through the steel joint plate 4 and the rail insulating plate 2, and the rail joint bolt 5 into which the insulating flanged tube 3 is inserted and the double nut 6 are tightened and fixed. In addition, from the viewpoint of easy installation and removal, there is a large gap between the steel seam plate 4, the insulating flanged tube 3, and the seam bolt 5, so that in the winter season, the rail gap increases by about 15 mm. It has a structure.

[0005] The steel seam plate 4 is wedge-shaped into the side surface of the rail as shown in the figure by being tightened with bolts 5 and double nuts 6, and the insulating plate 2 is formed with a wedge effect.
It has a shape to hold down. At this time, the steel seam plate 4
Are locally in contact with the insulating plate 2 and are spaced apart at the antinodes of the rails. In railways, rail joints differ depending on the type, configuration, and passing frequency of vehicles. In sections with high passing frequency, not only a repeated load of 5000 to 60 million tons per year is applied, but also when passing vehicles,
Rail joints may drop due to wheel load (up and down).

[0006] Due to the rail joint drop, the insulating plate 2 interposed between the steel seam plate 4 and the rail 1 is compressed every time a wheel load is applied. In particular, the contact portion with the steel seam plate is locally formed. Load is applied. In addition, excessive repetitive loads are applied to the steel seam plate 4, which may cause damage in 4 to 6 months in a section where the vehicle frequently passes, resulting in insulation failure. The steel seam 4 must be replaced. In addition, the joint bolt 5 is loosened due to the repeated vibration when the vehicle passes,
Promotes damage to the insulating plate 2 and the steel seam plate 4.

[0007] Replacement work of insulating plates and steel seam plates frequently occurs in sections where vehicles frequently pass, and since this replacement is assembly at a railway site, the rail insulation seam is simple and durable. The emergence of a structure was strongly desired.

[0008]

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and is easy to handle when assembling a rail insulating seam, and also improves the strength and structure of an insulating plate and a steel seam plate. An object of the present invention is to provide a highly safe rail insulation seam structure that does not increase rail play and that can withstand long-term use by using a lock nut and a disc spring washer for a bolt.

[0009]

SUMMARY OF THE INVENTION The present invention provides a rail insulation joint structure in which an insulation plate is interposed on both side surfaces of a rail, a steel joint plate is applied, and the joint plate is fixed with a joint bolt through a tube with an insulation flange. In the steel seam plate, the seam plate and the insulating plate are in surface contact,
It is characterized in that the cross section has a uniform cross section and a large section modulus. Further, the present invention is characterized in that the hole diameter of the joint plate is reduced as far as it can be assembled. Further, the present invention is characterized in that the locking nut is fastened by a joint bolt using a disc lock washer.

[0010]

Embodiments of the present invention will be described below. FIG. 1 is a view for explaining a rail insulating joint structure of the present invention. FIG. 1A is a sectional view, and FIG. 1B is a side view. 1 is a fastening device, and 15 is a sleeper. A steel joint plate 10 is provided on both sides of the rail 1 with an insulating plate 2 interposed therebetween so as to sandwich the rail. The rail insulating plate 2 used in the present invention has a pressure absorption in which an ultra-high modulus vinylon cloth and an aramid fiber cloth are alternately laminated on both sides to form a pressure-resistant and abrasion-resistant laminated layer, and a high-elongation modulus vinylon cloth is laminated in the middle. It is made of a laminate layer and integrally molded and hardened with an epoxy resin, and can reduce compression rolling at the time of initial fastening and every time a wheel load is applied. As such a rail insulating plate, it is preferable to use the one described in Japanese Patent No. 25551526. This rail insulating plate is about twice as strong as nylon, and is characterized by being particularly resistant to compression.

Further, the steel seam plate 10 used in the present invention is used.
Has a shape that makes surface contact with the rail 1 via the insulating plate 2, uses a bolt 5 and a locking nut 11, and the locking nut is interposed with a flat washer 12 and a disc spring 13, and is repeated by passing through the vehicle. The structure is such that the bolt axial force does not decrease even when mechanical stress such as shock or vibration is applied.

Incidentally, the rail insulation seam is an insulating plate 2
In addition to the insulation between the rail and the seam plate, it is also necessary to insulate the rail and the fastening bolt. This insulation is achieved by inserting the insulating flanged tube 3 into the head of the seam bolt 5 and the threaded portion to insulate it. I have. As the tube 3 with an insulating flange, a tube with a flange or a through type, such as a through type as shown in FIG. 2 or a type with a brim as shown in FIG. 3, can be used. The tube 3 with the insulating flange is more effective in suppressing the expansion of the rail play by minimizing the gap between the insulating joint plate hole and the tube 3, and the tube 3 is a practical model No. 2090993 (Japanese Utility Model No. 7).
No. 7362), that is, a brim 3a made of glass fiber cloth, vinylon cloth and thermosetting resin, and an aramid fiber cloth, glass fiber cloth and thermosetting resin. It is preferable to use a tube 3b integrally fixed with a thermosetting resin.

The disc spring 13 has the structure shown in FIG.
The elastic force enables the bolt to be tightened. Further, as shown in FIG.
a (FIG. 5 (a)) and the second nut 11b (FIG. 5 (b))
And the projections of the first nut 11a are fitted into the inclined holes of the second nut 11b, so that the nuts are integrated and firmly fixed. .

The steel seam plate 10 of the present invention is subjected to a repeated vertical load due to the passage of a vehicle, and therefore requires a large bending strength to cope with such a severe situation. For this purpose, uniform cross sections to avoid localized concentrated stress,
The section modulus representing the rigidity with respect to the bending moment is increased. This will be described with reference to FIG.

FIG. 6A shows the shape of a normal joint plate.
6B shows the shape of a conventional insulating seam plate, and FIG. 6C shows the cross-sectional shape of the rail insulating seam plate of the present invention.
As shown in FIG. 6A, the normal joint plate 20 has overhang portions 20a and 20b at locations facing the rail abdomen, and the overhang portions are firmly fixed to the rail by a wedge effect by bolting. Also, an overhang 20 at the lower end
By forming c, the cross-sectional area is increased by these overhangs to increase the strength and to make the cross-sectional modulus uniform. Such a structure is possible in the case of an ordinary seam plate because there is no obstacle around the seam plate.

On the other hand, as shown in FIG. 6B, in the case of the conventional insulating seam plate, the shape is the same as that of the ordinary seam plate, and the projecting portions 21a and 21b facing the rail antinode and the projecting portion 21c at the lower end are provided. However, since various obstacles are disposed around the periphery, a large cross-sectional area cannot be obtained, and a cross-sectional coefficient varies. In particular, the seam plate does not make surface contact with the insulating plate, and the overhang portion 21a, Since the contact portion 21b is partially contacted, an excessive load is applied to the contact portion of the insulating plate 2 and the insulating plate is easily damaged.

On the other hand, the insulating seam plate 10 of the present invention shown in FIG. 6 (c) has a structure in which it comes into surface contact with the rail antinode, and has no overhang at the lower end, so that the cross section is made uniform. Therefore, local concentration of stress can be avoided.

For the joint plates of FIGS. 6 (a), 6 (b) and 6 (c), the sectional areas at the positions A, B, C and D shown in FIG. 1

[0019] As can be seen from Table 1, the insulated seam plate of the present invention has a larger cross-sectional area and is more uniform than conventional insulated seam plates, and can reduce local stress generation. It can also be seen that the stiffness also increases uniformly and the stiffness increases uniformly. In the case of the ordinary seam plate, since there is no obstacle in the periphery, both the cross-sectional area and the cross-sectional modulus can be increased.

Next, referring to FIG. 8, a description will be given of a structure for suppressing an increase in rail play according to the present invention. A gap of 6 mm (thickness of the rail shape) is provided between the rail end faces to be joined.
Also, since the rail hole center and the seam plate hole center are misaligned from the viewpoint of workability, the maximum play between the rails is the maximum play = the thickness of the rail shape + (the gap between the rail hole center and the seam plate hole center) x 2 Given by In the rail insulation seam of the conventional structure, the hole diameter of the seam plate is large from the viewpoint of workability, and the gap between the rail hole center and the seam plate hole center is 4.5 mm. Therefore, the maximum play = 6 mm + 4.5 mm × 2 = 15 mm. (FIG. 8A). In contrast, in the present invention,
The gap between the rail hole center and the seam plate hole center is 2 mm for a through tube and 2.5 mm for a tube with a collar.
And This is to reduce the deviation of the hole center as much as possible from the viewpoint of workability. As a result, the maximum play time is 6 mm + 2 mm × 2 = 10 mm or the maximum play time = 6 mm + 2.5 mm × 2 = 11 mm (FIG. 8B). As a result, in the present invention, the maximum clearance can be reduced as compared with the conventional one, so that the repetitive load due to the wheel load when passing the vehicle is reduced, and the life of the insulating plate and the steel seam plate is prolonged. Thus, the replacement work can be reduced, and the workability can be sufficiently compensated for by slightly reducing the displacement of the hole center.

[0021]

As described above, according to the present invention, the cross-section of the insulating seam plate is made uniform so that the localized concentrated stress is not applied, the section modulus is increased, and the insulating seam plate comes into surface contact with the insulating plate. In order to maintain the axial force of the bolt, a locking nut and a disc spring washer were used to prevent the axial force of the rail from expanding and expanding and reducing the maximum play. This makes it possible to withstand long-term use, extend the replacement cycle of the insulation seam material, and reduce the amount of track maintenance.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a rail insulation seam structure of the present invention.

FIG. 2 is a view showing a through-type tube with an insulating flange.

FIG. 3 is a view showing a flanged tube with flange for insulation.

FIG. 4 is a view showing a structure of a disc spring.

FIG. 5 is a diagram illustrating a locking nut.

FIG. 6 is a diagram illustrating the shape of a seam plate.

FIG. 7 is a diagram illustrating a rail position for obtaining a cross-sectional area and a cross-sectional coefficient.

FIG. 8 is a diagram illustrating a rail play expansion suppressing structure according to the present invention.

FIG. 9 is a diagram illustrating a conventional rail insulation joint structure.

[Description of Signs] 1 ... rail, 2 ... insulating plate, 3 ... through tube, 4
... Insulated seam plate, 5 ... Insulated bolt, 11 ... Lock nut, 12 ... Flat washer, 13 ... Belleville spring, 20 ... Normal seam plate, 2
1, 22 ... insulating joint plate.

Claims (3)

[Claims] 1. A rail insulating seam structure in which an insulating plate is interposed on both side surfaces of a track of a rail, a steel seam plate is applied, and the seam plate is fixed with a seam bolt through a tube with an insulating flange. A rail insulation seam structure characterized in that the seam plate and the insulation plate are in surface contact with each other, have a uniform cross section, and have a cross section having a large cross section modulus. 2. The rail insulated seam structure according to claim 1, wherein the hole diameter of the seam plate is reduced as far as it can be assembled. 3. The rail insulated joint structure according to claim 1, wherein the lock nut is fastened by a joint bolt using a lock nut and a disc spring washer.