JPS6337340Y2 - - Google Patents

Description

[Detailed description of the invention] This invention is for inspecting whether or not the rail bonds that electrically connect adjacent rails in electric railways are properly connected. The present invention relates to a rail bond inspection trolley in which electrodes are provided on the underframe at three locations appropriately spaced apart in the traveling direction to contact the rail while being connected to an electric bond condition inspection device.

If such a truck were to be constructed as a self-propelled type in which a motor or an engine is mounted on the underframe to drive the wheels, the cost would be extremely high and this would not be desirable. Therefore, a passive type that is connected to a power vehicle such as a diesel vehicle or a diesel vehicle and is pulled or pushed is considered. However, if it is a passive type, the bogie stopping position is likely to be inaccurate. In other words, the middle electrode and one end electrode must be positioned to sandwich the rail bond in order to improve inspection accuracy. However, it is difficult for drivers of diesel vehicles, diesel vehicles, and other powered vehicles to visually inspect rail bonds. It is cumbersome for the inspector on the trolley to signal the driver using hand gestures or words to get him to move, and there may be times when communication does not go well and the process has to be repeated several times.

The present invention aims to eliminate such inconvenience.

In the rail bond inspection trolley according to the present invention, when a hitch for connecting to a power vehicle is provided at the front end or rear end of the underframe in the running direction, a hitch is provided between the hitch and the underframe in the running direction of the hitch. The vehicle is characterized by being provided with a fluid pressure cylinder for changing the position along the road and a shock absorber for both forward and backward travel directions.

In other words, when accurately adjusting the relative position between the electrode and the rail bond, the inspector can easily, accurately, and quickly operate the cylinder while viewing the relative positional relationship up close while riding on the trolley. Therefore, compared to the case where the relative positions are adjusted using the stopping positions of the power vehicle and the truck, the workability is better and it is easier to accurately adjust the positions.

Moreover, if only a cylinder is interposed between the truck and the hitch, the inertial force when starting and stopping a diesel vehicle will directly impact the cylinder and damage the cylinder and its operating circuit system. However, in the case of the present invention, since impact bombs are interposed in both the front and rear directions, the cylinder can be operated satisfactorily over a long period of time without such fear.

In other words, according to the present invention, not only is it possible to efficiently adjust the electrode position by attaching the cylinder, but also the problem of cylinder damage that arises due to the attachment of the cylinder can also be solved.

Hereinafter, embodiments of the present invention will be described based on the drawings.

Reference numeral 1 denotes an underframe equipped with four wheels 2 that roll on a track, and hydraulic cylinders 4 are attached in a vertical position at six locations directly above left and right rails 3, 3 at the front end, middle, and rear end of this underframe 1. ing. As shown in FIG. 4, an electrode holder 6 is fitted to the lower end of the supplementary rod 5 of each cylinder 4 in a vertically slidable manner, and a bolt nut 7 passing through the holder 6 is inserted into the long hole 8 of the rod 5. A compression coil spring 10 is interposed between a collar 9 fixed near the lower end of the rod 5 and a holder 6. The holder 6 and the electrode 11 are connected via an electrical insulator. That is, the intermediate holder 6 connects one electrode 11 through the cylindrical insulator 12.
are connected. The holders 6 at the front and rear ends are the fifth
As shown in the figure, the two-port holder 13 is fixed and the electrodes 11 and 1 are placed with the insulator 14 interposed therebetween.
1' are connected. Frontmost and rearmost electrodes 11
is for applying battery voltage. This electrode 11' can be omitted when the current flowing through the rail 3 itself is used. Each electrode 11,
A cord 15 extends from 11' and is connected to an electrical bond condition tester 16. Each wheel 2 is
Insulation is provided between the shaft and bearing. 17 is a hydraulic pump, 18 is a battery, 19 is a brake device, 20 is a brake pedal, 21 is a brake lever, 22 is a brake clamper, 23 is a worker's seat, 24 is a headlight, 25 is a work light, 26 is a charger 27 is a power switch box, 28 is an operation panel, 29 is a hitch, and 30 is a turntable. The turntable 30 consists of a large hydraulic cylinder 31 vertically installed in the center of the underframe 1 and a pair of front and rear levers 32 stretched between the left and right rails 3, 3.

In the case of the operation panel 28, the left electrode 11, 11' group is connected to the inspection device 16, and the right electrode 11,
It is possible to switch freely between the state in which the 11' group is connected.

Both electrodes 11 and 11' have sharp tips and high hardness, and can be pierced into the rail 3 by the cylinder 4.

The tester 16 has a Wheatstone bridge circuit as shown in FIG. R ¹ is a fixed resistance, R ² is a variable resistance, R ³ is the resistance of the rail 3 itself, and R ⁴ is the resistance of the rail 3 including the rail bond 33. 34 is a galvanometer, and 18 is a battery. Variable resistance R ²
is adjusted, and the current value of the galvanometer 34 is set to 0. At this time, R ⁴ =R ² ·R ³ /R ¹ , and it is determined whether the bond 33 is normal or not based on the value of R ⁴ .

Now, of the two front and rear hitches 29, the rear hitch 29, which is connected to a motor vehicle, etc., has a hydraulic cylinder 35 along the traveling direction and a compressed coil spring for buffering in both the front and rear directions, as shown in FIG. 36,
It is attached to the underframe 1 with 37 interposed therebetween. 38 is a connecting pin, and 39 is a stopper for preventing the connecting pin from coming off, which is rotatably inserted into the bracket 40. 41 is a plate for preventing the stopper 39 from coming off. A spring 36 is fitted onto a core rod 42 protruding forward from the hitch 29, and a pedestal 43 is slidably fitted around the core rod 42. A cylinder 44 is fixed to the tip of the piston rod 45 of the cylinder 35, and its rear end is in contact with the base 43. The cylinder 44 houses the core rod 42 and the spring 37. 46 is a cylinder holder fixed to the underframe 1 through which a guide rod 47 is inserted. The guide rod 47 is connected to the base 43.

When the cylinder 35 is extended, the piston rod 45,
The tube 44, the pedestal 43, and the guide rod 47 are integrated,
If the hitch 29 is fixed in position, the cylinder 35,
The holder 46 and the underframe 1 move forward together.

When the mobile vehicle starts or accelerates, the rear spring 36 cushions the impact. The core rod 42 and the tube 44 slide toward the approach side. The front spring 37 cushions the impact when decelerating or stopping. The core rod 42 and the cylinder 44 slide toward the separation side.

The cylinder 35, springs 36, 37, etc. described above may be replaced with the rear hitch 29, or may be added to the front hitch 29 together with the rear hitch 29. That is, this is the case when towing a truck.

In particular, a sensor is attached to detect the joint between the adjacent rails 3, 3, and this sensor is electrically linked to the solenoid valve of the cylinder 35, so that the amount of expansion and contraction of the cylinder 35 is automatically controlled by this sensor. It is effective to do so. Such sensors include, for example, two contacts made of copper pieces that slide into contact with the rail 3 at minute intervals in the front and rear, or point contacts that are placed at different positions in the circumferential direction on the rotor rolling on the rail 3. Any method may be used, such as one in which a large number of pairs of children are provided in the circumferential direction, one that detects the end position of a rail joint or a rail bond, or one that uses magnetism, light, radio waves, or ultrasonic waves. Sensors such as light and radio waves are good for detecting point seams.

[Brief description of the drawings]

The drawings illustrate an embodiment of the rail bond inspection trolley according to the present invention, in which Fig. 1 is a front view, Fig. 2 is a plan view, Fig. 3 is a rear view of the brake device, and Fig. 4 is a view of the electrode actuating section. 5 is a sectional view of the two-electrode portion, FIG. 6 is a cutaway plan view of the main part, and FIG. 7 is an electric circuit diagram. 1...Underframe, 2...Wheel, 3...Rail, 11
...Electrode, 16...Testing device, 29...Hitsuchi, 3
5...Cylinder, 36, 37...Buffer bomb.

Claims (1)

[Claims for Utility Model Registration] An underframe 1 equipped with wheels 2 that can roll on a track,
In a bogie that is provided with electrodes 11 that contact the rail 3 while being connected to an electric bond condition tester 16 at three locations appropriately spaced in the running direction, the front end or rear end of the underframe 1 in the running direction At the end, a hitch 29 for connecting to the motor vehicle is provided between the hitch 29 and the underframe 1, and a hydraulic cylinder 35 for changing the position of the hitch 29 along the traveling direction and a buffer for both forward and backward traveling directions. A rail bond inspection trolley characterized in that it is provided with bullets 36 and 37 interposed therebetween. The rail bond inspection trolley according to claim 1, wherein the fluid pressure cylinder 35 is a hydraulic cylinder, and each of the shock absorbers 36 and 37 is a compression coil spring.