KR100289152B1 - Device for Retracking Railway Wheel - Google Patents

Abstract

The present invention relates to a double tracker used for restoring a vehicle derailed from a track back onto the track, and is placed on the sleeper 20 in close contact with one side of the rail 10 to support the load of the wheel 30 to be double tracked. Inner bed 200; The front end is assembled so as not to swing left and right on the front end or the rear end of the inner bed 200, the guide plate 310 of the front narrow back light formed with a flange 320 for guiding the wheel 30 from the derailed position toward the rail 10 A wheel induction part 300 having a); And an inner bed fixing part 400 for fixing the inner bed 200 in close contact with one side of the rail (10); Disclosed is a double-wire 100 characterized in that it comprises a.

Description

Double Tracker for Railway Wheels {Device for Retracking Railway Wheel}

(Technology)

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a double track machine for railway wheels, and more particularly, to a double track apparatus used for restoring a railway vehicle that has been derailed from a track again onto a track.

(Background)

Railroad cars in which conical wheels with flanges run on rails have superior safety compared to land vehicles such as automobiles, but often the wheels of railroad cars derail from tracks. Due to the particularity of railroads with the absolute limitation of aisles, a train's derailment accidents may require delays in all other trains running on the track and may result in accidents in other vehicles, requiring rapid recovery.

The equipment for recovering a derailment accident can be used for emergency recovery by operating in the case of some simple equipment individually loaded on a locomotive, while heavy equipment such as a crane or hydraulic recovery equipment should be kept in the accident recovery department. According to the derailment situation of the vehicle (the seriousness of the accident), the recovery equipment is started by using the equipment loaded on the vehicle, and the equipment provided by the accident recovery department is additionally used. To solve the accident.

With the development of technology, modernized equipment such as hydraulic jacks have been widely used as the derailment recovery equipment for railway vehicles.However, the recovery work using only these modern equipments in accordance with the situation of individual derailment accidents is described below. There is a limit. In other words, in the case of a derailed locomotive, since there are many kinds of equipments and heavy weights in the lower part of the body, not only can it be lifted by a hydraulic jack but also a connector, and an exhauster interferes with lifting a connector. have. Also, removing or removing the exhauster may take a lot of work time and may cause damage to the vehicle.When lifting the coupler, even if the body is tilted slightly, the body may be tilted further. You can make it. In addition, since hydraulic equipment is expensive, it is usually limited to use it in all histories. Therefore, the hydraulic equipment is usually provided only to the accident recovery department. Therefore, its utility is low in carrying and using the accident site. Need.

For this reason, despite the existence of modernized hydraulic double track equipment, there is still a need for a conventional double tracker for rapid recovery of accidents. In the fact that it is desirable to use the equipment in a timely manner, the traditional double tracker is still indispensable for the recovery of the derailment accident regardless of the magnitude of the accident.

Here, the term 'traditional double tracker' is a device in which a wheel guide plate is inclinedly mounted on a rail in front of the derailed vehicle and towed the derailed vehicle to raise the derailed wheel upward along the guide plate and rest on the rail. Means.

The conditions for the conventional double tracker to double track the derailed railroad car are as follows: First, the transportation and handling are easy, and once the railroad track is installed and installed, the failure rate is low, and the second type of track (E.g., 50 kg / m and 60 kg / m).

FIG. 8 is a plan view of a double-winged double tracker as an example of a conventional double tracker widely used in the related art, and FIG. 9 is a perspective view of the double tracker of FIG. 8 mounted on a rail. As shown in the drawing, the conventional double tracker 900 is linearly opened to allow the rail 910 to pass through the center, and both wings which guide the derailed wheel from the ground to the upper surface of the rail 910 ( Guide plate: 902, a flange 904 formed on one outer side of both wings 902 to guide the wheel toward the rail 910 in the double track process and to prevent the departure of the wheel, the rail in front of both wings 902 Key insertion hole 906 formed between the and 910, and the wedge-shaped fixing key 908 is inserted into the key insertion hole 906 to fix the front portion of the double-wire 900 to the rail 910 Configuration, and all of these components consist of one single member except for the fixed key 908.

The conventional double-decoder 900 shown in the drawing is placed on the upper surface of the rail 910 so that the rail 910 passes between the linear blades 902 in front of the derailed wheel, the key insertion hole 908 906 is fixedly mounted to the rail 910 in a manner of hitting with a hammer, double-track operation is the front of the vehicle with the double-decker 900 is mounted on both rails 910 in front of the derailed wheels, respectively And by guiding the wheel along the flange 904 of the two wings 902 from the ground to the top surface of the rail 910.

However, the conventional double tracker 900 shown in Figs. 8 and 9 presents the following problems in applying it to the double track operation.

First, the conventional double tracker 900 requires at least 3-4 people for transporting, since the weight of one doubler reaches 100 kg or more (for example, 108 kg), in particular, the work distance, terrain, weather conditions are not good In an environment (e.g. winter, rainy or at night), there is a risk of safety accidents in transportation and handling, and in order to mount the double tracker 900 on the rails, the double tracker 900 must be passed over the rails in a limited space under the derailed vehicle. The work itself for using the double track machine is difficult.

Second, as a method of mounting the double tracker on the rail, the fixing key (wedge: 908) is inserted into a gap between the outer surface of the rail 910 and the inner side of the double tracker in a state where the double wire 900 is placed on the upper portion of the rail 910. By using the driving method, the height of the doubler 900 is normally maintained about 60-70mm higher than the upper surface of the rail 910 when the doubler 900 is installed, and the doubler wing 902 which guides the wheels. The slope of) can only be maintained as high as 18-20 degrees, so derailed wheels are not easily guided over the double tracker and require greater traction for guided operations.

In addition, the various devices of the vehicle installed in the lower position near the derailed wheels are in contact with the double tracks protruding from the upper rails, which hinders the wheel induction, and the locations of the double trackers to which the devices of these vehicles are to be firmly fixed. Displaced. Thus, for example, in the case of double-tracking a locomotive equipped with many devices, it is necessary to dismantle or cut the devices that may come into contact with the doubler in advance, causing problems of device loss and excessive working time. In addition, when the double tracker blade 902 is not inclined smoothly to double a large load vehicle (for example, a locomotive or a freight truck), the derailing wheel pushes the double tracker to be displaced.

Third, when the wheel guided above the double tracker is settled on the upper surface of the rail 910, it suddenly falls from the double tracker 900 to the rail 910, so that the double tracker is pushed backward to relax the double track fixing key. In this case, if the body, bogie, axle, double tracker, even if one of the mutual interference between the wheels are not placed directly on the rail upper surface derailment occurs. In the case of re-derailment as described above, the double tracker is caught between the re-derailed bogie's axle and the axle, so the double tracker can't be reused, resulting in only the recovery by the crane, which delays the recovery time and makes the recovery difficult. do.

Fourth, the width between the rail and the derailed wheel varies according to the derailment state of the vehicle, but in the case of the conventional double-decker 900, the wheel induction width (distance between the rail and the outer end of the wing tail) is usually only 250-270 mm. There is a limit to recovery. Therefore, if the derailment state exceeds the induction width limit of the double tracker, separate guide rails are additionally installed between both rails to guide the derailed wheels to the point where the double tracker can be guided by the double tracker. However, this series of work requires a lot of labor and time, delaying recovery time.

Fifth, since the method of fixing the double-wire 900 to the rail 910 as described above by the fixing key (wedge: 908), the area where the fixing key is inserted when the fixing key is inserted with a hammer. Cracks and breaks often occur.

Sixth, since only a part of the front part of the doubler 900 is fixed to the rail, the double tracker is twisted with respect to the rail when the wheel is guided above the double tracker, and the double tracker is tilted so that the wheel is easily derailed over the flange of the double tracker.

Seventh, since the shape and height of the rail vary depending on the type of rail installed (for example, 50kg / m or 60kg / m), the installation angle (tilt) of the double tracker 900 and The size of the hole into which the fixed key is inserted varies depending on the type of the rail. Therefore, the immersion state and the key fixing state of the double tracker cannot be perfect, and thus the double tracker is easily displaced when the wheel is guided over the double tracker.

Eighth, since the double tracker 900 is mounted on the upper surface of the rail 910, vehicle entry in the reverse recovery direction is virtually impossible with the double tracker installed on the rail. Therefore, when restoring several wheels or vehicles continuously, the movement of the vehicle is impossible, so it is difficult to shorten the recovery time because it is necessary to repeatedly perform the task of separating and remounting the double tracker from the rail.

SUMMARY OF THE INVENTION An object of the present invention is to configure a double tracker to be divided and assembled into three functional parts of a wheel guide part, a wheel load support part, and a rail fastening part, so that two parts with the largest weight can be sufficiently transported. It is to improve safety.

Another object of the present invention is to reduce the displacement of the double tracker according to the weight of the vehicle and improve the safety of the double track operation by allowing the sleeper and the rail bottom to disperse the load of the vehicle when the wheel is pulled over the double tracker.

Still another object of the present invention is to reduce the inclination of the double tracker by the wheels and smooth the wheel induction by lowering the inclination of the wheel guide portion of the double tracker to about 10 degrees.

Still another object of the present invention is to smoothly raise the wheel by minimizing the interference between the various devices and the double tracker under the vehicle by maintaining the flange height of the wheel induction part to almost the same level as the upper surface of the rail.

Another object of the present invention is to reduce the risk of redeviation by allowing the flange of the guided pulled wheel to rest naturally on the upper surface of the rail while contacting the side of the rail as in the case of normal driving of the wheel.

Another object of the present invention is to minimize the displacement of the double tracker which can occur when the wheel is guided and pulled over the double tracker by fixing the double tracker to the rails in front and rear thereof.

It is still another object of the present invention to increase the strength of the wheel induction part by forming the flanges on both sides of the wheel induction part, and to use both flanges for the induction of the wheel by mounting the wheel induction part appropriately upside down in accordance with the induction direction of the wheel. To improve its utilization.

It is still another object of the present invention to increase the derailment recovery width of the double tracker by expanding the wheel induction width of the double tracker to at least 400 mm or more.

Still another object of the present invention is to enable the function of a double tracker to be effectively exhibited regardless of the type of rail installed (for example, 50 kg / m or 60 kg / m).

Still another object of the present invention is to simplify the double tracker for the outside of the track which takes less inductive load while enhancing the function of the double tracker for the track inner which mainly induces derailed wheels.

Still another object of the present invention is to reduce the recovery time by allowing accident recovery to be continuously performed by preventing the reciprocation of the railway vehicle even when the double tracker is installed on the rail.

1 is a schematic plan view of a railway line equipped with an exemplary double tracker according to the present invention;

2 is a schematic side view of a railway line equipped with an exemplary double tracker according to the present invention;

3 is a perspective view of a double tracker according to the present invention in which an inner bed and a wheel induction part are assembled;

Figure 4 is a front view of the inner bed showing an example of the inner bed fixing,

Figure 5 is an exploded view of Figure 4 showing the assembly state of the lower bed and the upper bed;

6 is a schematic view showing an example of a guide plate fixing part;

7 is a perspective view of the double tracker according to the present invention with the inner bed and the wheel guide unit assembled, suitable for use outside the track;

8 is a plan view of a two-wing double-type doubler which is an example of a conventional double-wire

Fig. 9 is a perspective view of the double tracker of Fig. 8 mounted on a rail;

According to the present invention, the bed is placed on the sleeper in close contact with one side of the rail, the inner bed for supporting the load of the double track wheel; A wheel induction part having a front end assembled to prevent left and right rocking on the front end or the rear end of the inner bed, and having a guide plate of a front narrow halo having a flange for guiding the wheel from a derailed position to a rail; And an inner bed fixing portion for fixing the inner bed in close contact with one side of the rail; It is provided with a prefabricated double tracker comprising a.

When using the double-tracker of the present invention for a line inside which receives a relatively large inductive load, it is preferable that the guide plate fixing portion for tightly fixing the guide plate to one side of the rail is preferable.

The inner bed is preferably composed of a lower bed rested on the sleeper and the upper bed is assembled so as not to swing back and forth and left and right on the lower bed, the upper surface of the upper bed is a rail along the extension line of the flange rail An auxiliary guide plate leading to the upper surface of the head may be further assembled. In addition, between the lower bed and the upper bed can be selectively assembled adapter to adjust the height of the bed according to the type of the rail.

In order to reinforce the strength of the guide plate and to be able to use both sides of the guide plate in accordance with the double-line working direction of the wheel, the flange is preferably formed on both the upper and lower sides of the guide plate.

The inner bed fixing portion, a pair of hooking portions formed before and after the inner bed, a pair of hook bolts that one end is caught to each of the hook portion and extended to pass down the bottom of the rail, the hook bolts are fitted to the rail It may be configured to include a pair of rail hooks surrounding the bottom of the hook, and a pair of nuts fastened to the hook bolts to fix the rail hooks in between the rails. At this time, in order to increase the adhesion of the inner bed to the rail, the side of the rail contact the inner bed is preferably formed in a shape corresponding to the concave shape of the rail side formed by the bottom, abdomen and head of the rail.

The guide plate fixing part includes at least one through hole formed in the guide plate, a guide plate holding part having pins and bolts inserted into the through hole, and an upper hook fitted to a side surface of the guide plate and a bottom of the rail. Guide plate hook formed with a lower hook and bolt hole, rail hook provided with a hook and bolt hole fitted with the bottom of the rail, bolts inserted through the bolt holes formed in the guide plate holding portion, guide plate hook and rail hook, and both ends of the bolt It may be configured to include a pair of nuts to be filled in. Here, it is preferable to form two through-holes of the guide plate so as to correspond to the change in the inclination of the guide plate according to the type of the rail (50kg / m or 60kg / m), and the type of the rail is changed. Even though it is preferable to form a long elongated protrusion on one side of the bolt, which always has a height corresponding to the size difference according to the type of rail so that the bottom of the rail is in close contact with the bolt, the bolt hole of the rail hook The slit is symmetrically formed up and down so that the projections can be fitted.

Hereinafter, with reference to the accompanying drawings will be described in detail the double wheel for railway wheels according to the present invention. The following embodiments are merely illustrative of the double tracker according to the present invention, and are not intended to limit the scope of the present invention. In the description of the present invention, a double tracker used to double the wheels derailed on the inside of the track will be described first, and a double tracker which doubles the wheels derailed on the outside of the track will be described later.

1 is a schematic plan view of a railway line equipped with an exemplary double tracker according to the present invention, FIG. 2 is a schematic side view of a railway line equipped with an exemplary double tracker according to the present invention, and FIG. 4 is a front view of an inner bed showing an example of an inner bed fixing part, FIG. 5 is an exploded view of FIG. 4 showing an assembled state of a lower inner bed and an upper inner bed, and FIG. Figure 7 is a schematic view showing an example of the government, Figure 7 is a perspective view of a double tracker according to the present invention with the inner bed and the wheel guide portion assembled, suitable for use on the outside of the track, Figure 8 is a double wing type that is an example of a conventional double tracker 9 is a perspective view of a double track machine, in which the double wire device of FIG. 8 is mounted on a rail.

As shown in Figures 1 to 3, the double tracker 100 according to the present invention, including a bed 200, a wheel guide portion 300 and the bed fixing portion 400 basically, In the case where the 100 is used for the inside of the track for double-tracking the derailed wheels inside the track, the guide plate further includes a fixing part 500 (described in detail below), and the double tracker 100 is disassembled during movement. It is transported by air, but when used, it is used in assembled state.

The inner bed 200 is a portion that supports the load of the wheels 30 (see FIG. 4) during the double track operation, for example, to double the wheels derailed in the track to contact one side of the rail 10. In use, it rests on the sleeper 20 so as to contact the inside of the rail 10 located adjacent to the derailed wheel. As shown in Figure 2, the bottom of the bed 200 is formed with a c-shaped groove 201 slightly wider than the width of the sleeper 20 so that the sleeper 20 can be inserted, the inner bed during the double track operation In a situation where the force acting on the 200 is in the opposite direction to the wheel induction part 300, when the inner bed 200 is placed on the sleeper 20, the wheel of the c-shaped groove 201 is not pushed so that the inner bed 200 is not pushed. The side of the guide portion 300 to be hung on the sleeper (20).

Although the inner bed 200 may be formed of a single member, as shown in FIGS. 4 and 5, the inner bed 200 may be configured to be assembled into a lower inner bed 210 and an upper inner bed 220. The bed 220 is assembled to the lower inner bed 210 by the pins 230 so as not to swing back and forth, left and right. Locking protrusions 211 and pinholes 212 are formed on the upper surface of the lower inner bed 210, and locking grooves corresponding to the locking protrusions 211 and the pinholes 212 on the lower surface of the upper inner bed 220, respectively. 221 and the pinhole 222 is formed, the locking groove 221 of the upper inner bed 220 is fitted into the locking projection 211 of the lower inner bed 210 and the two pinholes 212 and 222 coincide with each other. When pin 230 is inserted in, the upper inner bed 220 is firmly assembled so as not to swing to the lower inner bed (210).

It is preferable to assemble the auxiliary guide plate 240 by the pin 230 on the upper surface of the upper bed 220. The auxiliary guide plate 240 is provided with a wheel guide surface 241 on an extension line of the flange 320 to finally guide the derailed wheels 30 to the upper surface of the head 11 of the rail 10. The pinhole 242 to which the 230 is fitted is formed, and its rotation is limited by the locking jaw 223 formed on the upper surface of the upper bed 220 so as not to be rotated by the force received by the wheel 30. .

The separation of the inner bed 200 into the lower inner bed 210 and the upper inner bed 220 is to facilitate transportation by reducing the weight of the individual members, and the type of the rail 10 placed thereon. Regardless of the purpose of the present invention, it is possible to safely and accurately use the double-wire machine 100 of the present invention. That is, since the widely used 50kg / m rail and 60kg / m rail height is about 20mm difference, the guide height of the derailed wheel also shows a 20mm difference depending on which rail is installed.

In order to cope with such a difference in the rail, the double-wire system 100 of the present invention can adjust the height of the inner bed 200 (specifically, the mounting height of the auxiliary guide plate 240 and the guide plate 310 to be described later). It is preferably configured to insert the adapter 250 selectively between the lower bed 210 and the upper bed 220. Specifically, as shown in FIG. 5, a pinhole 251 is formed at a position corresponding to the pinholes 212 and 222 of the lower inner bed 210 and the upper inner bed 220 on one side of the adapter 250. The lower and upper surfaces of the other side are provided with a locking groove 252 and a locking projection 253 corresponding to the locking projection 211 of the lower inner bed 210 and the locking groove 221 of the upper inner bed 220, respectively. The thickness of the adapter 250 is, for example, has a height (about 20 mm) corresponding to the height difference between the 50 kg / m rail and the 60 kg / m rail.

According to the configuration of the adapter 250, when the installation rail is 50kg / m rail, the upper inner bed 220 is used directly assembled to the lower inner bed 210, and when the laying rail is 60kg / m rail adapter The 250 is used to assemble between the lower inner bed 210 and the upper inner bed 220.

5 illustrates an example in which the adapter 250 is divided into a portion in which a pinhole 251 is formed, and a portion in which a locking groove 252 and a locking protrusion 253 are formed, but the adapter may be formed as a single member. The engaging projections 211 and 253 and the engaging grooves 221 and 252 formed in the inner bed 210, the upper inner bed 220, and the adapter 250 may reverse their formation positions. In addition, without using an adapter 250, it is also possible to prepare two upper inner beds 220 of different heights to use different upper inner beds according to the type of rail.

The wheel induction part 300 is assembled at the upper end of the front or rear end of the inner bed 200. The wheel guide part 300 includes a guide plate 310 for guiding the wheel 30 derailed on the ground onto the rail 10, and the guide plate 310 has a narrow width of the front end portion assembled to the inner bed 200. It is formed in the trapezoidal shape of the wide anterior hindlimb of the rear end, which is placed on the ground or the sleeper, and the end width (induction width) of the rear end is, for example, 380-440 mm, and the length of the front and rear is, for example, It is about 600 mm longer than the length between two adjacent sleepers 20 placed on the railroad. A flange 320 for forcibly guiding the wheel 30 pulled along the guide plate 310 toward the rail 10 is formed on the stool located far from the rail 10 of the guide plate 310.

Therefore, once the wheel 30 is pulled over the guide plate 310 by towing the derailed vehicle, the wheel 30 is gradually guided toward the rail 10 by the action of the flange 320, and eventually the wheel 30 is It is raised above the head 11 of the rail 10. At this time, the height of the top end surface of the inner bed 200 immediately before the wheel is double track is slightly lower than the height of the head 11 of the rail 10, the height difference is equal to or slightly higher than the height of the flange 31 of the wheel (30) It's small. Therefore, the conical surface 32 of the wheel 30 is naturally raised above the head 11 of the rail 10 with little swing, so that the flange 31 of the wheel is caught inside the rail 10.

Since the height of the flange 320 of the wheel induction part 300 is formed to be substantially the same as the upper surface of the rail, it is preferable to minimize the mutual interference between the various devices and the double tracker under the vehicle, and thus the height of the flange 320 is formed to be low. Even so, since the flange 31 of the wheel 30 is guided to the flange 320 of the wheel guide part 300, the wheel is rarely derailed.

The guide plate 310 of the wheel guide unit 300 should be assembled so as not to swing left and right on the inner bed 200 so that displacement of the guide plate 310 does not occur during double track operation. To this end, the inner bed 200 and the wheel induction part 300 are firmly fixed to the rail by the inner bed fixing part 400 and the induction plate fixing part 500 which will be described later, as well as the front end of the induction plate 310. The front and rear ends of the bed 200 are assembled so that the left and right flows are not large. That is, as shown in Figure 3, before and after the upper surface of the inner bed 200, the limiting jaws 203 for limiting the left and right swing of the guide plate 310 is formed on both sides and the inside, respectively, the guide plate 310 ) Has a shape that fits snugly into the approximately U-shaped space formed by these limiting jaws 203.

In addition, the flange 320 of the guide plate 310 is formed on both the upper and lower sides of the guide plate 310 to reinforce the strength of the guide plate 310 as well as the guide plate 310 on the double line of the wheel 30. Since both surfaces of can be used, it is preferable. That is, when the double track direction of the wheel is the opposite direction to the double track direction (arrow direction) shown in FIG. 1, the opposite end of the inner bed 200 is removed from the induction bed 310 with the guide plate 310 inverted. In the same manner, the wheel 30 can be doubled in the opposite direction. At this time, the auxiliary guide plate 240 described above also removes the pin 230, reverses and reassembles the guide surface 241 to be directed toward the rail 10 toward the rail 10 like the flange 320.

The inner bed 200 is fixed to one side of the rail 10 by the inner bed fixing part 400, and the inner bed fixing part 400 is as shown in FIGS. 1, 2, 4, and 5. Likewise, it can be configured with a pair of engaging portions 410, a pair of hook bolts 420, a pair of rail hooks 430, and a pair of nuts 440.

The catching portions 410 are formed one by one before and after the inner bed 200, and the head 412 which prevents detachment of the neck portion 411 and the hook bolt 420 into which the hook 421 of the hook bolt 420 is fitted. ). The hook bolt 420 caught in each of the hooking portions 410 is elongated across the bottom of the rail bottom 12 in close contact with the inner bed 200, and the rail is provided at the extending portion 422 of the hook bolt 420. Rail hooks 430 are fitted to each other with the bottom portion 12 interposed therebetween. The rail hook 430 is formed with a bolt hole 431 into which the hump bolt 420 is inserted, and concave to correspond to the outer shape of the rail bottom 12 so that the rail hook 430 can be tightly wrapped around the bottom 12 of the rail 10. The hook 432 is formed. The hump bolt 420 to which the rail hook 430 is inserted is formed with a screw to fasten the nut 440.

According to the configuration of the inner bed fixing portion 400, the state in which the rail 10 is held in a space formed by the side 202, the sleeper 20 and the two rail hooks 430 of the inner bed 200 When the nut 440 is fastened to the hook bolt 420, the inner bed 200 is tightly fixed to the rail 10 and the sleeper 20.

At this time, the side surface 202 in contact with the rail 10 of the inner bed 200 corresponds to the concave shape of the rail side surface formed by the bottom 12, the abdomen 13, and the head 11 of the rail 10. Forming the shape, by increasing the adhesion of the inner bed 200 to the rail 10 to increase the friction resistance can be more completely prevented from the displacement of the inner bed 200 by the force applied in the double track process.

The guide plate 310 may be firmly fixed to the rail 10 by the guide plate fixing part 500, and the guide plate fixing part 500 may be as shown in FIGS. 1, 3, and 6. The through hole 510, the guide plate holding part 520, the guide plate hook 530, the rail hook 540, the bolt 550, and a pair of nuts 560 and 560 ′ may be configured to be included.

As shown in FIG. 3, the through hole 510 is formed so as to pass through the rail side of the guide plate 310 slightly toward the rear end thereof, and the through hole 510 has a pin of the guide plate holding part 520. 521 is inserted from below, and the guide plate holding part 520 is formed so that the bolt hole 522 through which the bolt 550 is fitted penetrates. A guide plate hook 530 having an upper hook 531, a lower hook 532, and a bolt hole 533 is fitted to the rail side surface 311 of the guide plate 310, where the guide hook 531 is guided. The side surface 311 of the plate 310 is fitted, the bottom part 12 of the rail 10 is fitted in the lower hook 532, and the bolt 550 is fitted through the bolt hole 533. The side surface 311 of the guide plate is rounded to be inserted into the upper hook 531, and the contour of the lower hook 532 corresponds to the contour of the rail bottom 12. A rail hook 540 having a hook 541 corresponding to the contour of the rail bottom is fitted to the rail bottom 12 opposite to the side where the guide plate hook 530 is in contact. A bolt 550 is also attached to the rail hook 540. The bolt hole 542 to be inserted is formed to pass through. Bolts 550 are inserted into the bolt holes 524, 533, and 542 formed in the guide plate holding part 520, the guide plate hook 530, and the rail hook 540, and nuts 560 and 560, respectively, to the screws formed at both ends of the bolt 550. ') Is fastened.

According to the configuration of the guide plate fixing part 500 as described above, the pin 521 of the guide plate holding part 520 is inserted from below into the through hole 510 of the guide plate 310, and the guide plate 310 is provided. The guide plate hook 530 is inserted into the rail side surface 311 of the bolt, and the bolts 524,533 and 542 are bolted in a state where the rail 10 is positioned between the guide plate hook 530 and the rail hook 540. Inserting the 550 and fastening the nuts 560 and 560 'to both ends of the bolt 550, the bottom 12 of the rail 10 is connected to the guide plate hook 530, the rail hook 540 and the bolt 550. It is firmly fixed in a state of being in close contact with a large friction area in the space formed by the space.

In addition, since the inclination of the guide plate 310 is slightly changed according to the type of the installed rail, two through holes 510 of the guide plate 310 are formed to form two types of rails 10 (50 kg / m). Or it is preferable to be able to respond to the change in the inclination of the guide plate 310 according to 60kg / m). For example, two through holes 510 are formed along the length direction of the guide plate 310, and when the double wire work is performed on a rail of 60 kg / m, the through hole 510 adjacent to the rear end of the guide plate 310 is formed. Fixing the guide plate by using, and when the guide plate is fixed using a through hole 510 adjacent to the front end of the guide plate 310 when double track work on the rail of 50kg / m, the inclination change of the guide plate Without the guide plate fixing portion 500 under the same conditions can be firmly mounted to the guide plate rail.

On the other hand, the bolt 550 is preferably in close contact with the bottom 12 of the rail 10 can be more firmly fixed to the guide plate 310, bar for both 50kg / m and 60kg / m rail In order to allow the bolt 550 to contact the bottom 12 of the rail, an elongated protrusion 551 having a height corresponding to the size difference of the bottom according to the rail type may be formed on one side of the bolt 550. At this time, in the bolt hole 542 of the rail hook 540 by forming the slits 543 corresponding to the projections 551 in the vertical direction so that the projections 551 can be fitted, despite the presence of the projections 551 The rail hook 540 allows the bolt 550 to move freely.

According to the configuration of the protrusion 551 and the slit 543, when the double track operation on the rail of 60kg / m, the bolt 550 is positioned so that the protrusion 551 is directed toward the ground, and the protrusion 551 is lowered. Tighten the nuts 560 and 560 'with the slit 543 in place, and during the double-line operation on a 50 kg / m rail, position the bolts 550 so that the protrusions 551 face upwards. If the nuts 560 and 560 'are fastened in a state where the N is fitted into the upper slit 543, the bolt 550 can be brought into close contact with the bottom 12 of the rail 10 regardless of the type of the rail.

In addition, as shown in Figure 6, in order to facilitate the assembly and disassembly operation of the guide plate fixing part 500, the guide plate hook 530 and the projection in a state of fully assembled the guide plate fixing part 500 The length of the projection 551 is determined so that the clearance gap 552 is formed between the 551, and the pinhole 553 is formed at an appropriate position at the end of the guide plate holding part 520 of the bolt 550 to form the pinhole ( It is desirable to be able to insert the pin 554 into 553. In this way, the guide plate hook 530 can be moved relative to the bolt 550 by at least the clearance 552 while preventing the interference between the guide plate hook 530 and the protrusion 521, so that the guide plate hook 530 and the guide plate can be moved. Assembling and disassembly of the 310 can be facilitated, and the position of the nut 560 'under the guide plate 310, which is difficult to adjust, can be fixed at the position of the pin 554.

Holes and cutouts that do not describe the functions formed in each member, such as 312 in FIG. 1, 204 in FIG. 3, 205 in FIG. 4, and 206 and 207 in FIG. They are designed to prevent the doubler from interfering with the rail fixing pins when reducing the load or installing the doubler.

The double tracker 100 described above is a description of a double tracker that can be mainly used to double the wheels derailed inside the track. The corresponding two wheels 10 of the railway vehicle are each mounted on the head 11 while the flange 31 is held inside the rail 10, so that the derailed wheels are double-tracked on the rails. This may be slightly different for both rails.

That is, since the wheel restored by the above-mentioned double tracker for the track inside is derailed inside the track, it is not necessary to raise the vehicle to the extent that the flange 31 is placed on the rail head 11 in order to double-track the rail. It is sufficient to raise only until the conical surface 32 of the wheel is mounted on the rail head 11. Therefore, in the case of the above-mentioned double tracker 100 for the inner side of the track, the height of the top end surface of the inner bed 200 which is in contact with the wheel just before being put on the rail should be lower than the height of the rail head 11, strictly speaking, the flange 31. The cone surface 32 of the wheel is naturally raised to the rail head 11 and the flange 31 is in a normal state to be caught by the inside of the head 11 only when it is as low as the height of the head.

However, in other words, in order to double-track the wheel derailed outside the track onto the rail, the flange 31 must be caught over the rail 10 to the inside of the rail head, and the wheel until the flange 31 is placed on the rail. (30) must be raised so that the flange does not get caught on the rail and is double tracked. Therefore, in the case of the double tracker outside the track, the height of the top end surface of the inner bed 200 immediately before the wheel is doubled should be at least equal to or slightly higher than the height of the adjacent rail head 11, so that the flange 31 of the wheel is naturally It is caught over the inside of the head 11 and the conical surface 32 is raised to the head 11 in a normal state.

For this reason, in order to be able to use the above-described double tracker inner line 100 for the outer line, it is preferable that the size of the upper end of the inner bed is adjusted to be equal to or slightly higher than the head 11 of the rail. Do.

On the other hand, in the double track operation of the derailed wheels, two double trackers are mounted side by side on two rails, and one double tracker is installed inside the track to guide the derailed wheels to the inside of the track (for the inside of the track). Double tracker) The other one is installed outside the track to guide the derailed wheels on the outside of the track (track double tracker). When the double track operation is performed in such a double tracker installation state, the induced load applied to the double tracker installed inside the track is much larger than the double tracker installed outside the track due to the characteristics of the towing operation of the vehicle. Therefore, even if the strength and function of the outer line double tracker are slightly weakened, the double track operation is sufficient. In addition, the double line double tracker needs to be strengthened to have sufficient strength and function as compared to the double line double tracker.

For this reason, as shown in Figs. 1 and 7, in the case of the double tracker for outside the track, the strength of the guide plate can be set relatively low compared to the double tracker for the inside track, and the auxiliary guide plate 240 is not used. It is not necessary to fix the guide plate to the rail by the guide plate fixing part 500 or using the adapter 250 is not necessary to precisely adjust the height of the top end of the inner bed.

Therefore, in applying the double tracker 100 of the present invention to the double track operation of an actual railway vehicle, when the double track double tracker and the double track double tracker are separately prepared to have the characteristics as described above, the induction hatching is large. The double tracker for the outside of the line with a low inductive load while enhancing the function of the double tracker for the inside of the track can be simplified, so that the manufacturing cost of the double tracker can be reduced.

Hereinafter, a method of installing a double tracker and a double track operation according to the present invention described above will be described with reference to a double tracker for inside lines.

First, select a place to install the double tracker in front of the derailed wheel, respectively, and remove the gravel so that the bolts (420, 550) of the in-bed fixing part 400 and guide plate fixing part 500 and the operator's hand can pass.

Next, the inner bed 200 is placed on the sleeper 20 and closely adhered to the rail side, and then the U-shaped groove 201 of the inner bed is pushed in the double line direction (vehicle traction direction) to be caught by the sleeper 20. At this time, when the sleeper is a PC (prestressed concretetie) sleeper, the rail support spring is removed and placed therein, and when the laid rail is 60kg / m, the adapter 250 is used.

Next, each of the hook bolts 420 is pushed under the rail next to the sleeper on which the inner bed 200 is placed, and the hook bolts 420 are hooked to the latching portion 410 to fasten the nut 440 to the inner bed. Assemble to).

Next, the guide plate holding part 520 is inserted into the through hole 510 of the guide plate 310, and the rail is aligned between the guide plate hook 530 and the rail hook 540, and the bolt 550 is placed under the rail. In the pushed-in state, preassemble with nuts (560,560 '). At this time, the through-hole 510 of the front or rear of the guide plate 310 is selected depending on whether the type of the laying rail is 50 kg / m or 60 kg / m.

Next, the direction of the auxiliary guide plate 240 is assembled to the pin 230, and firmly tighten the bolts (420, 550) while checking the fastening state of the rail and the double-wire. At this time, if the rear end of the guide plate 310 is out of the side of the sleeper, clean the gravel underneath it, fasten the sleeper, fill the space with gravel, double check the assembly and placement of the double tracker, and then again the nuts Tighten.

Finally, look at the interactions of the three bolts when doing a double track and readjust them when corrective action is required.

According to the double tracker according to the present invention described above has the following effects.

First, since the double tracker can be separated and assembled into various parts including the inner bed and the wheel guide part, the largest weight part (induction plate) can be transported by two people enough, thus improving the safety of the double tracker transport and handling. You can.

Second, since the load of the vehicle is distributed and supported on the sleeper and the rail bottom when the wheel is raised above the double tracker, the displacement of the double tracker according to the weight of the vehicle is reduced, thereby improving the safety of the work.

Third, the wheel height of the wheel guide part of the double tracker can be lowered by the flange height of the wheel (for the inside of the track) or substantially the same as or slightly higher (for the outside of the track) of the rail. The inclination of the guide portion is maintained at about 10 degrees, thus reducing the rolling of the double tracker by the wheel and smoothly inducing the wheel.

Fourth, since the flange height of the wheel induction part can be kept low to almost the same level as the upper surface of the rail, it is possible to smoothly perform the double track operation by minimizing interference with the various devices and the double tracker under the vehicle.

Fifth, when the double tracker of the present invention is used as a double tracker for the inside of the track, the flange of the wheel pulled up along the wheel guide portion is naturally settled from the side of the rail to the upper surface of the rail as in the case of normal driving of the wheel. The risk is significantly reduced.

Sixth, by firmly fixing the double tracker to the rail not only in the front bed but also in the rear guide plate, it is possible to minimize the displacement of the double tracker (e.g., the displacement of the guide plate to be flanked or flipped). Can be.

Seventh, since the flange 320 is formed on both sides of the guide plate of the wheel guide portion, the strength of the guide plate is reinforced and the guide plate 310 is reversed according to the guide direction of the wheel, so that both sides can be used for the guide of the wheel. .

Eighth, since the wheel induction width of the double tracker can be expanded to at least about 400 mm, the derailment recovery width by the double tracker is significantly increased.

Ninth, the double track operation can be performed precisely and safely regardless of the type of the rail to which the double track operation is to be performed.

Tenth, it is possible to simplify the double-sided tracker for lesser load while strengthening the function of the double-sided tracker for induction of derailed wheels.

Eleventh, even when the double tracker is installed on the rail, the recovery of the accident is shortened since the accident recovery can be continuously performed since it does not interfere with the driving of the vehicle at all.

In conclusion, the double tracker according to the present invention takes a little more time to install than the conventional double tracker, but overall has an effect that can significantly improve safety, precision, and speed in the double track operation.

Claims (10)

An inner bed 200 which is placed on the sleeper 20 in close contact with one side of the rail 10 and supports a load of the wheel 30 to be doubled; The front end is assembled so that the front end or the upper end of the inner bed 200 is not swing, the guide plate 310 of the front narrow back light formed with a flange 320 for guiding the wheel 30 from the derailed position toward the rail 10 Wheel guide unit 300 having a; And an inner bed fixing part 400 for fixing the inner bed 200 in close contact with one side of the rail (10); Double tracker comprising a. According to claim 1, The inner bed 200, the lower inner bed 210 is placed on the sleeper 20, and the upper inner bed 220 is assembled so as not to swing to the lower inner bed (210) Double tracker which is configured. According to claim 2, Between the lower bed 210 and the upper bed 220 is an adapter 250 for adjusting the height of the bed 200 according to the type of the rail 10 is optional Double tracker, characterized in that assembled. 3. The auxiliary guide plate 240 of claim 2, further configured to guide the wheels 30 to the rails 10 along the extension lines of the flanges 320. Double tracker characterized by the above. According to claim 1, wherein the bed fixing portion 400, a pair of catching portion 410 formed before and after the inside of the bed 200, a pair of long stretched one end is caught on each of the catching portion 410 Hook bolt 420, a bolt hole 431 to be fitted to each of the hook bolts 420 is formed and a pair of rail hooks 430 surrounding the bottom 12 of the rail 10, and the hook bolts And a pair of nuts (440) fastened to the (420). The double tracker according to claim 1, wherein the flange (320) is formed on both upper and lower surfaces of the guide plate (310). The double tracker according to any one of claims 1 to 6, further comprising a guide plate fixing part (500) for fixing the guide plate (310) to the rail (10). The guide plate fixing part 500 includes at least one through hole 510 formed in the guide plate 310, a pin 521 and a bolt hole inserted into the through hole 510. Guide plate holding portion 520 is formed 522, the upper hook 531 to be fitted to the side of the guide plate 310 and the lower hook 532 and bolt hole (the bottom 12 of the rail 10 is fitted) A guide plate hook 530 having a 533 formed therein, a hook 541 into which the rail bottom 12 is fitted, a rail hook 540 having a bolt hole 542 formed therein, the guide plate holding portion 520 and a guide plate hook 530 formed therein. And a bolt 550 inserted into the bolt holes 524, 533 and 542 formed in the rail hook 540, and a pair of nuts 560 and 560 ′ filled in both ends of the bolt 550. . The double tracker according to claim 8, wherein at least two through-holes (510) of the guide plate (310) are formed along the longitudinal direction of the guide plate (310). The slit (10) of claim 8, wherein one side of the bolt (550) is provided with an elongated protrusion (551), and the bolt hole (542) of the rail hook (540) is fitted with the protrusion (551). 543) A double tracker, characterized in that formed above and below.