KR20210077173A - supplementary rail device - Google Patents

Abstract

The present invention has an effect of significantly reducing the noise produced by rattling wheels when a train is running on a joint formed between railroad tracks. To achieve the purpose, an auxiliary rail apparatus, which covers a joint of a railroad track comprising a rail head part coming in contact with a wheel, a rail bottom part formed in a lower part, and a rail middle part connecting the rail head part with the rail bottom part vertically while forming a space, includes: a first vertical part, a first bent part bent from one end of the first vertical part to be extended in a horizontal direction; a combination part connected with the first vertical part and having a coupling groove formed therein to couple the auxiliary rail apparatus with the railroad track through a coupling means; and a placement part formed by the first vertical part and the first bent part such that the railroad track is placed therein to be slidable when the railroad track is contracted or expanded in accordance with a temperature change.

Description

auxiliary rail device

The present invention relates to an auxiliary rail arrangement. More particularly, it relates to an auxiliary rail device for a train capable of reducing noise, vibration, shock, etc. generated when a train passes through a joint of a railroad rail.

Trains and subways are frequently used to move people and goods. In particular, the train is a means of transportation in which the wheels of the train are in contact with two rails facing each other. In general, train wheels are made of a metal material, particularly iron, and due to these material characteristics, the train wheels thermally expand under the influence of external temperature. For this reason, the rails cannot be connected in close contact with the unit rails, and there is no choice but to form a seam spaced at regular intervals for each unit rail. If such a seam is not formed, the rail may expand due to the high external temperature and the rail may be bent, which may cause a major accident.

On the other hand, due to the formation of such a seam, a rattling noise is generated when the train passes through the seam, and when the train passes through the seam, the train wheel slightly descends between the seams and then rises and climbs on the rail. will make a shock Such vibrations or shocks cause a problem that not only weakens the durability of the train, but also consumes additional energy in the process of ascending from the seam to the rail.

As a prior art for solving this problem, there is Republic of Korea Registered Utility Model No. 20-0391829 (name of the design: connection structure of the train rail). In this prior art, the rail joints of train rails arranged spaced apart from each other are formed to be inclined with respect to the longitudinal direction of the rails and provided with inclined joints having acute and obtuse angles, thereby reducing vibration and noise generated during the running of the train. it's about However, this prior art has a structure in which the rail is cut in a diagonal direction, and the end of the rail cut in the diagonal direction may be damaged according to the running of the train, which may cause a serious accident of train derailment. . In addition, since the rail generally has a slightly rounded shape on the upper side, the prior art assuming that the upper side of the rail is flat is not only less practical, but also has a trapezoidal cross section of all or part of the wheel of the train wheel Therefore, there is a problem that the object of the prior art can be achieved only in part, not the entire seam in the diagonal direction.

Republic of Korea Utility Model Publication No. 20-0391829 (Registered on Jul. 28, 2005)

The present invention was created by the above needs, and a first object of the present invention is to provide an auxiliary rail device capable of significantly reducing noise generated when a train passes through a joint portion of a train track (rail).

In addition, a second object is to provide an auxiliary rail device capable of significantly reducing vibration or shock generated when a train passes through a joint.

Also, a third object is to provide an auxiliary rail device capable of reducing energy wasted when a train passes through a joint.

And, a fourth object is to provide an auxiliary rail device that can be easily attached to and detached from a train track, thereby reducing the time required for maintenance, repair, and replacement.

The object of the present invention as described above is an auxiliary rail that covers a joint of a railroad rail comprising a rail head in contact with the wheel, a rail bottom formed on the lower side, and a rail middle portion that forms a space while vertically connecting the rail head and the rail bottom. In the device, the auxiliary rail device includes a first vertical portion, a first bent portion bent from one end of the first vertical portion and extending in the horizontal direction, and the first vertical portion connected to the auxiliary rail device by a fastening means. A coupling part that forms a fastening groove so as to be coupled to the rail, and the first vertical part and the first bent part so that when the railroad rail contracts or expands according to a change in temperature, the railroad rail is seated inside and slides It can be achieved by providing an auxiliary rail device comprising a seating portion formed by

In addition, the fastening groove is formed with a width in the horizontal direction wider than the width in the vertical direction, and when the rail head slides along the inner surface of the seating part due to contraction or expansion of the railroad rail, the gap between the seam is widened or narrowed at the same time The fastening means may move along the horizontal direction of the fastening groove.

In addition, the second bent portion is bent and extended in the same direction as the first bent portion from the other end of the first vertical portion and is disposed on the lower surface of the rail head; further comprising, the coupling portion is bent from the other end of the first bent portion to the lower side It is extended and can be coupled to the middle of the rail.

In addition, a pair of leg portions each branching from one end of the first vertical portion to both sides to form a separation groove and extending downwardly; further comprising, the coupling portion is bent from one end of the leg portion in the opposite direction to the first bent portion It may extend and be coupled to the rail bottom.

In addition, in the case where a recessed sliding groove is formed so that the first bent part can be seated at both ends of the rail head, the width in the longitudinal direction of the first interval formed by a plurality of sliding grooves facing each other and the seam is The first bent portion is formed to be wider than the longitudinal width of the first bent portion so that the first bent portion slides within the range of the first interval, and the first bent portion inserted into the sliding groove allows the first bent portion to slide within the range of the first interval according to the running of the train. It can be prevented from being separated from the rail head.

In addition, in the case where an extension groove extending along the longitudinal direction of the rail head is formed at both ends of the rail head while being depressed from the upper side to the lower side, it is bent from the first bent portion so as to be inserted into the extended groove and extends downward The second vertical portion further includes; the second vertical portion is formed so that the width in the longitudinal direction of the second interval formed by the plurality of extension grooves and the seams facing each other is wider than the width in the longitudinal direction of the second vertical portion, so that the second It slides within the range of the interval and can be stably supported so that the auxiliary rail device is not separated from the rail head according to the running of the train.

In addition, a sliding groove recessed while forming a step so that the first bent portion can be seated at both ends of the rail head may be formed adjacent to the extension groove.

In addition, in the case where a recessed sliding groove is formed so that the first bent part can be seated at both ends of the rail head, the width in the longitudinal direction of the first interval formed by a plurality of sliding grooves facing each other and the seam is The first bent portion is formed to be wider than the longitudinal width of the first bent portion so that the first bent portion slides within the range of the first interval, and the first bent portion inserted into the sliding groove allows the first bent portion to slide within the range of the first interval according to the running of the train. It can be prevented from being separated from the rail head.

In addition, in the case where an extension groove extending along the longitudinal direction of the rail head is formed at both ends of the rail head while being depressed from the upper side to the lower side, it is bent from the first bent portion so as to be inserted into the extended groove and extends downward The second vertical portion further includes; the second vertical portion is formed so that the width in the longitudinal direction of the second interval formed by the plurality of extension grooves and the seams facing each other is wider than the width in the longitudinal direction of the second vertical portion, so that the second It slides within the range of the interval and can be stably supported so that the auxiliary rail device is not separated from the rail head according to the running of the train.

In addition, a sliding groove recessed while forming a step so that the first bent portion can be seated at both ends of the rail head may be formed adjacent to the extension groove.

In addition, the rear surface of the first vertical portion to be inserted into the seam, the first vertical portion and the first bent portion extending in a right angle direction from the anti-skid portion; may further include.

In addition, by forming a pair with a coupling part coupled to one side of the rail middle part and coupled to the other side of the rail middle part and connected by a fastening means, an auxiliary coupling part for reinforcing and supporting the rail middle part; may be further included.

In addition, the auxiliary coupling part is made of a vertical plate and a pair of bending plates extending in the horizontal direction from the vertical plate, the vertical plate is closely coupled to the other side of the middle of the rail, and the pair of bending plates are respectively the lower side of the rail head and the rail It may be closely coupled to the upper side of the bottom.

In addition, at least one edge portion of the sliding groove may be formed to be rounded so that the first bent plate can move smoothly along the sliding groove when the railway rail contracts or expands according to a change in temperature.

In addition, the first bent portion may form an inclined surface whose thickness becomes thinner in a direction away from the first vertical portion.

And, the second bent part further includes an elastic body coupled to the upper side, and the elastic body is located between the upper surface of the second bent part and the lower surface of the rail bottom and applies an elastic force to the second bent part and the rail bottom, so that the auxiliary rail device and railway rails can be closely coupled.

The present invention has the effect of significantly reducing the noise generated by the rattling of the wheel when the train passes through the joint formed between the railroad track and the track.

In addition, when the train passes through the joint, the vibration or shock generated in the process of the wheel descending slightly abruptly due to the gap or space formed in the joint and then ascending again when riding on the railroad track can be greatly reduced.

In addition, there is an effect that can reduce the energy consumption generated by the minute raising and lowering of the wheel when the train passes the seam.

In addition, when the train passes through the joint, there is an effect that can improve the durability of the train parts by reducing the vibration or shock applied to the train.

And, since the present invention is configured in a modular type, since it can be easily detached from the railroad track when damage or abrasion occurs, there is an effect that can ensure the ease of replacement work.

1A to 4B are views showing an auxiliary rail device according to a first embodiment of the present invention;
5A to 6B are views showing an auxiliary rail device according to a second embodiment of the present invention;
7A to 14 are views showing an auxiliary rail device according to various modifications of the present invention;
15 to 18 are diagrams for explaining the operating principle of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. It should be noted that the same components in the drawings are indicated by the same reference numbers and symbols as much as possible even though they are indicated in different drawings. In addition, in the following description of the present invention, if it is determined that a detailed description of a related known function or configuration may unnecessarily obscure the gist of the present invention, the detailed description thereof will be omitted. On the other hand, the rail head (H), which is a term used in the present invention, is the head part where the wheels (T) pass in contact with the railroad rail (1), and the rail bottom (B) is a railroad rail (1) fixed to the upper part of a sleeper The lower part of the rail, the rail middle (N), refers to the middle part between the rail head (H) and the rail bottom (B) that connects them vertically to each other, and the railroad rail (1) has an English letter "I" and It has a similar shape, and between the rail head (H) and the rail bottom (B), a space (D) is formed by the rail middle (N). As will be described later, the rail 1 may have a recessed sliding groove S formed at both ends of the rail head H so that the first bent part 200 can be seated while forming a step difference. In addition, both ends of the rail head (H) may be formed with extended grooves (E) extending along the longitudinal direction of the rail head (H) while being depressed in the downward direction from the upper side. On the other hand, at both ends of the rail head (H), the sliding grooves (S) recessed while forming a step difference so that the horizontal part can be seated are depressed from the upper side to the lower side at both ends of the rail head (H) in the longitudinal direction of the rail head (H) The extended grooves (E) extending along the can be continuously formed adjacent to each other. In addition, the term "longitudinal direction" used in the present invention is understood to indicate the same direction as the longitudinal direction of the railway rail 1 unless otherwise specified. And, the term "seam (C)" used in the present invention is understood to represent a portion spaced apart from each other between a plurality of railroad tracks.

<Basic configuration of auxiliary rail unit>

The present invention relates to an auxiliary rail device (10) covering a joint (C) of a railroad rail (1) consisting of a rail head (H), a rail bottom (B) and a rail middle (N).

1A to 1C, the auxiliary rail device 10 according to the present invention is largely bent from one end of the first vertical part 100 and the first vertical part 100 and extends in the horizontal direction. (200), a coupling part (200) which is connected to the first vertical part 100 and forms a fastening groove 310 so that the auxiliary rail device 10 can be coupled to the railway rail 1 by the fastening means 330 ( 300), by the first vertical part 100 and the first bending part 200 so that when the railway rail 1 contracts or expands according to a change in temperature, the railway rail 1 is seated inside and slides. It may be configured to include the formed seating portion 320 . Here, the fastening groove 310 has a horizontal width wider than a vertical width, and the rail rail 1 contracts or expands so that the rail head H slides along the inner surface of the seating part 320 . When moving, the coupling means 330 is configured to move along the horizontal direction of the fastening groove 310 at the same time as the gap between the joint (C) is widened or narrowed. On the other hand, the first vertical portion 100 is a portion attached to the side portion of the rail head (H), and consists of a square plate shape, but is not limited to this shape. The upper edge portion of the first vertical portion 100 may be formed to be rounded, but is not limited thereto. The first bent portion 200 is preferably formed integrally with the first vertical portion 100 in the shape of a square plate. As shown in FIGS. 1A to 10B , the first bent part 200 may be formed to form an inclined surface as the thickness decreases from the outside to the inside of the rail head H, and according to implementation, the first horizontal surface The inclination angle may be varied, and may be formed to have the same thickness. Specifically, the bottom surface of the first bent part 200 may be formed to be parallel to the outer surface of the upper surface of the rail head (H), and the upper surface may be formed to be gradually inclined to be inclined in the inner direction of the rail head (H). The first bent part 200 is a part in contact with the wheel T when the train passes the seam C, and the wheel T is the first bent part 200 while making surface contact or line contact with the first bent part 200 . It passes through the bent part 200 . Here, the first bent part 200 is formed so that the upper sides of both ends are rounded, so that when the train traveling on the railway line starts to come into contact with the first bend part 200, it moves to the first bend part 200 smoothly without impact and runs. can do. The first vertical portion 100 and the first bent portion 200 are attached to the railroad rail 1 in a direction parallel to the railroad rail 1 , and the auxiliary rail device 10 has sufficient bearing capacity for the railroad rail 1 . It is preferable to be provided so as to cover up to a certain portion of the railroad rail (1) beyond the seam (C) to secure the. In addition, the lower surfaces of the first vertical portion 100 and the first bent portion 200 are formed to be closely coupled to the upper surface and the side surface of the rail head H, respectively.

The coupling unit 300 is configured to attach the auxiliary rail device 10 to the railway rail 1 using the fastening means 330 , and for this purpose, a fastening groove 310 is formed. A bolt and a nut may be used as the fastening means 330, and as shown in FIGS. 10A to 10B, a washer for preventing the bolt from loosening by an impact generated during the running of the train may be additionally used, In addition, various known fastening means 330 may be used. The coupling part 300 includes a seating part 320, and the seating part 320 refers to an inner space portion formed by the first vertical part 100 and the first bent part 200, and the seating part ( A part of the railway rail 1 is inserted into the 320 to be in close contact. The railway rail 1 is made of a metal material and expands or contracts according to temperature changes such as winter or summer. Accordingly, the railway rail 1 is installed to leave a gap (seam C) between the railway rail 1 and the rail in order to prevent the rail from being damaged or deformed by being expanded with the rise in temperature. The present invention is provided to supplement the seam (C) even if the railway rail (1) is expanded or contracted in a state in which the railway rail (1) is seated, and the railway rail (1) has a first vertical part (100) and It is in close contact with the seating portion 320 formed by the first bent portion 200 and slides.

" 형상으로 구비되는 것이 바람직하며, 수평방향의 폭은 철도 레일(1)이 팽창 또는 수축되는 정도에 따라 조절하여 형성될 수 있다. 체결홈(310)의 내측에는 체결수단(330)이 장착되며, 철도 레일(1)이 팽창 또는 수축하여 이음새(C)의 간격이 넓어지거나 좁혀지는 경우에 체결수단(330)도 이에 연동하여 체결홈(310)의 수평방향을 따라 이동하게 된다. 이를 위해 체결수단(330)은 느슨하게 조여질 수 있으며, 느슨하게 조여지는 정도는 체결홈(310)을 따라 체결수단(330)이 무리없이 이동할 수 있는 정도 및 철도 레일(1)에 본 발명인 보조 레일 장치(10)가 밀착 결합되게 하는 정도를 감안하여 적절히 조절될 수 있다.In addition, the fastening groove 310 formed in the coupling part 300 has a width in a horizontal direction (the same direction as the longitudinal direction of the railway rail 1) and a vertical direction (the same direction as the longitudinal direction of the rail middle part (N)). may be formed wider than the width of Specifically, the fastening groove 310 is "

It is preferable to be provided in a "shape, and the width in the horizontal direction can be formed by adjusting the degree of expansion or contraction of the railway rail 1 . The fastening means 330 is mounted inside the fastening groove 310 and , when the railway rail 1 expands or contracts to widen or narrow the gap of the seam C, the fastening means 330 also interlocks with this and moves along the horizontal direction of the fastening groove 310. Fastening for this purpose The means 330 can be loosely tightened, and the degree of loosening is the degree to which the fastening means 330 can move without unreasonableness along the fastening groove 310 and the auxiliary rail device 10 of the present invention to the railroad rail 1 may be appropriately adjusted in consideration of the degree to which it is closely coupled.

On the other hand, the auxiliary rail device 10 of the present invention is preferably made of the same material as the railroad rail 1 so as to match the degree of wear of the railroad rail 1 according to the running of the train, but is made of a different material to increase rigidity. may be

<First embodiment>

As shown in Figures 2a to 2, the first embodiment of the present invention in the same direction as the first bent portion 200 from the other end of the first vertical portion 100 in the basic configuration of the auxiliary rail device (10) It is configured to further include a second bent portion 400 that is bent and extended and disposed on the bottom surface of the rail head (H). At this time, the coupling part 300 may be bent from the other end of the first bent part 200 to extend downward and be coupled to the rail middle (N). Here, the second bent portion 400 may be formed in a direction that can be custom-coupled with the bottom surface of the rail head H to form a predetermined angle with the first bent portion 200 . The second bent portion 400 is bent while forming an integral body with the first vertical portion 100 . In the first embodiment, the seating portion 320 is an internal space formed by the first vertical portion 100 , the first bent portion 200 , and the second bent portion 400 , and when viewed in its cross-section, a “c” shape becomes the shape.

In addition, in the first embodiment, the coupling portion 300 is bent from one end of the second bent portion 400 and extends downward so as to be in close contact along the side of the rail middle portion (N). The coupling part 300 is in close contact with the rail middle part N while being parallel to the first vertical part 100 so that the auxiliary rail device 10 according to the present invention can be firmly supported with respect to the railway rail 1 . And, the fastening hole (O) is formed in the middle part of the rail (N) so that the fastening means (330) can be coupled to the middle part (N) of the rail through the fastening groove (310) formed in the coupling part (300). .

By this configuration, the railway rail 1, which is in close contact with the seating part 320 of the auxiliary rail device 10 of the present invention, slides along the inner surface of the seating part 320 according to a change in temperature, thereby forming a seam (C). ) is widened or narrowed.

On the other hand, the rail 1, specifically, the sliding groove (S) on the upper side of the rail head (H) may be formed. As shown in FIGS. 2A to 2C , the sliding groove S has a rectangular shape, but is not limited thereto. In addition, the width in the longitudinal direction of the sliding groove (S), the width in the horizontal direction perpendicular to the longitudinal direction, the depth in the rail bottom (B) direction, etc. may be formed in various ways depending on the type of the railway rail (1). can In this way, when the sliding groove (S) is formed in the railway rail (1), the first bent part 200 is seated in the sliding groove (S), and according to the depth of the sliding groove (S), the first bent part ( 200) can be adjusted. In addition, the inclination angle of the inclined surface of the first bent portion 200 may be variously adjusted according to the thickness of the sliding groove (S). When a sliding groove (S) is formed in the railroad rail (1), the width in the longitudinal direction of the first gap (L1) formed by a plurality of sliding grooves (S) and the seam (C) facing each other is the first bent portion ( 200) is preferably formed wider than the width in the longitudinal direction. At this time, the first bent part 200 slides within the range of the first interval L1, and the first bent part 200 inserted into the sliding groove S is the first bent part 200 according to the running of the train. ) can be prevented from being pushed or separated from the rail head (H) out of the range of the first interval (L1).

In addition, as shown in Figures 3a to 3b, the rail head (H) of the railroad rail 1 may be formed with an extended groove (E) that is recessed under the concave while being depressed to the upper side to the lower side. In addition, the extension groove (E) may be formed to be elongated along the longitudinal direction of the railroad rail (1). In this case, the auxiliary rail device 10 may be configured to include a second vertical portion 600 that is bent from the first bent portion 200 and extends downward so as to be inserted into the extension groove (E). Here, the second vertical portion 600 has a longitudinal width of the second interval L2 formed by a plurality of extended grooves E and the seams C facing each other in the longitudinal direction of the second vertical portion 600 . It is formed wider than the width and slides within the range of the second interval (L2), and serves to stably support the auxiliary rail device 10 so as not to be separated from the rail head (H) according to the running of the train. On the other hand, the first bent portion 200 may form an inclined surface inclined in a direction in which the first bent portion 200 extends from the first vertical portion 100 or may be formed horizontally, and the inclination angle of the inclined surface may vary. can be adjusted.

In addition, as shown in Figures 4a to 4b, both ends of the rail head (H) of the railway rail (1), the first bent portion 200 is recessed while forming a step so that it can be seated sliding groove (S) and An extension groove (E) formed to extend along the longitudinal direction of the rail head (H) while being depressed from the upper side to the lower side may be formed together. The sliding groove (S) and the extended groove (E) may be formed adjacent to each other or may be formed adjacent to each other continuously. In this case, the seating portion 320 on which the rail head H is seated is composed of a first vertical portion 100 , a first bent portion 200 , a second vertical portion 600 , and a second bent portion 400 . become a space to be Even at this time, the second vertical portion 600 has a longitudinal width of the second interval L2 formed by a plurality of extended grooves E and the seams C facing each other in the longitudinal direction of the second vertical portion 600 . It is formed wider than the width of the sliding movement within the range of the second interval (L2), according to the running of the train, the auxiliary rail device 10 is stably supported so as not to be separated from the rail head (H).

<Second embodiment>

As shown in Figures 5a to 5c, the second embodiment of the present invention is branched from one end to both sides from one end of the first vertical portion 100 in the basic configuration of the auxiliary rail device 10, the separation groove (510) It may be configured to further include a pair of leg parts 500 that extend downward while forming. At this time, the coupling part 300 may be bent from one end of the leg part 500 to extend in the opposite direction to the first bent part 200 and be coupled to the rail bottom part (B). In addition, the railway rail 1 may be formed with the sliding groove (S) and/or the extension groove (E) described in the first embodiment, and correspondingly, in the second embodiment, in the second embodiment, the second vertical A portion 600 may be formed. Also, the first bent part 200 may be inclined or flat in a direction in which the first bent part 200 extends from the first vertical part 100 . The leg part 500 may be formed while extending downward on the same plane as the first vertical part 100 , and integrally with both side surfaces of the first vertical part 100 on the same plane as the first vertical part 100 . They may be connected and formed. Here, the coupling portion 300 may be formed to be bent in the horizontal direction from the end of the leg portion 500, and preferably may be formed to be custom-coupled with the upper surface of the rail bottom (B). Accordingly, the coupling part 300 is closely coupled to the upper surface of the rail bottom (B). On the other hand, a fastening hole O is formed in the rail bottom B, and the coupling part 300 passes through the fastening hole O by the fastening means 330 and is fixed to a sleeper or the like.

In addition, sliding grooves (S) may be formed at both ends of the rail head (H) of the railroad rail (1). In this case, as in the first embodiment, the width in the longitudinal direction of the first gap L1 formed by the plurality of sliding grooves S and the seams C facing each other is wider than the width in the longitudinal direction of the first bent portion 200 . The first bent part 200 is formed to slide within the range of the first interval L1, and the first bent part 200 inserted into the sliding groove S is the first bent part (200) according to the running of the train. 200) performs a function of preventing the departure from the rail head (H) out of the range of the first interval (L1).

In addition, as shown in Figures 6a to 6b, the sliding groove (S) and the extension groove (E) may be formed at both ends of the rail head (H) of the railroad rail (1). Even in this case, it may include a second vertical portion 600 that is bent from the first bent portion 200 and extends downward so as to be inserted into the extension groove (E). At this time, as in the first embodiment, the second vertical portion 600 has a width in the longitudinal direction of the second interval L2 formed by the plurality of extension grooves E and the seams C facing each other in the second vertical portion ( 600) is formed wider than the width in the longitudinal direction and slides within the range of the second interval L2, and the auxiliary rail device 10 is stably supported so as not to be separated from the rail head H according to the running of the train. .

<Modified example>

Hereinafter, various modifications of the first and second embodiments will be described.

First, the auxiliary rail device 10, as shown in Figures 7a to 10b, the first vertical portion 100 and the first vertical portion 100 to be inserted into the seam (C) on the rear surface of the first vertical portion 100 It may be configured to include an anti-skid portion 700 extending in a perpendicular direction from the bent portion 200 . In addition, the anti-skid unit 700 may also extend from the coupling unit 300 . Specifically, the anti-skid unit 700 is formed to protrude from the inner side of the seating unit 320 and the inner surface of the coupling unit 300 coupled to the railroad rail 1, and to be formed integrally with the auxiliary rail device 10. can The anti-skid unit 700 may be inserted into the seam (C) when the auxiliary rail device 10 is mounted on the railroad rail 1, and when the railroad rail 1 expands or contracts according to a change in temperature Both ends of the railroad rail 1 are moved forward or backward in the direction of the anti-skid unit 700 . This anti-skid unit 700 is the auxiliary rail device 10 is pushed in the longitudinal direction of the railroad track by the impact when the train meets the auxiliary rail device 10 while traveling on the railroad track or by the continuous running of the train. can play a role in preventing

And, as shown in FIGS. 2c and 10a to 10b, the auxiliary rail device 10 forms a pair with the coupling part 300 coupled to one side of the rail middle part (N) and the other side of the rail middle part (N). By being coupled to and connected by the fastening means 330, it may include auxiliary coupling parts 800 and 300 for reinforcing and supporting the rail middle part (N). Here, the auxiliary coupling portion 800, 300 is made of a vertical plate 810, a pair of bending plates 820 extending in the horizontal direction from the vertical plate 810, the vertical plate 810 is the rail middle portion ( N) is closely coupled to the other side and a pair of bending plates 820 may be closely coupled to the lower side of the rail head (H) and the upper side of the rail bottom (B), respectively. In addition, the fixing grooves 830 of the size and shape corresponding to the fastening grooves 310 are formed in the vertical plates 810 of the auxiliary coupling parts 800 and 300 . The auxiliary coupling portions 800 and 300 may be formed in a “C” shape in which both ends of the bending plate 820 are spread outward, but is not limited thereto. When these auxiliary coupling parts 800 and 300 are included, the bolts of the fastening means 330 are the fastening groove 310 of the coupling part 300, the fastening hole O of the rail middle part (N), and the auxiliary coupling part. By passing through the fixing grooves 830 of the 800 and 300 and being fastened to the nut, the auxiliary rail device 10 is coupled to the railroad rail 1 body. It is possible to prevent the auxiliary rail device 10 from being separated from the railway rail 1 or from loosening the coupling according to the running of the train through these auxiliary coupling portions 800 and 300 .

In addition, as shown in FIG. 11 , the auxiliary rail device 10 has a first bent plate when the rail 1 contracts or expands according to a change in temperature of at least one edge of the sliding groove S. The 820 may be formed to be rounded so that it can move smoothly along the sliding groove (S). Correspondingly, the corner portion of the first bent portion 200 may also be formed to be rounded. When the corner portion of the first bent portion 200 is formed vertically or at a certain angle, the first bent portion 200 moves along the sliding groove S by the expansion or contraction of the railway rail 1 . When caught on the wall of the sliding groove (S) or by the impact according to the running of the train, only the first horizontal edge portion may be damaged. Accordingly, by forming the corners of the first bent portion 200 and the sliding groove S to be rounded, it is possible to prevent damage to the first bent portion 200 and the like.

Meanwhile, as shown in FIGS. 12 to 13 , one end of the first bent part 200 may have a shape in which the lower end protrudes sharply. Correspondingly, a sharp groove may be formed in the rail head (H) so that the sharp part of the first bent part 200 can be caught. When the train travels on the railroad track, an impact may be applied to the auxiliary rail device 10 , and the first bent part 200 may vibrate up and down or deviate upward by the impact. However, when the end of the first bent part 200 is custom-coupled to the groove formed in the rail head (H), even if an impact is applied to the auxiliary rail device 10, the end of the first bent part 200 is the rail Since it is caught in the groove of the head H, it is possible to prevent the first bent part 200 from vibrating up and down or from being separated. In addition, the first bent portion 200 may be formed such that the thickness of the cross-section gradually increases from the direction of the first vertical portion 100 to the end direction. By taking such a structure, the first bent part 200 is hung on the rail head (H), so that the first vertical part 100 is spaced apart or separated from the rail head (H) by the impact caused by the running of the train. can be prevented from becoming

In addition, in the auxiliary rail device 10 , the first bent part 200 may form an inclined surface whose thickness becomes thinner as it goes away from the first vertical part 100 .

On the other hand, as shown in FIG. 14 , in the auxiliary rail device 10 , the second bent part 400 may include an elastic body 410 coupled to the upper side, and in this case, the elastic body 410 is second bent. Located between the upper surface of the part 400 and the lower surface of the rail bottom (B), by applying an elastic force to the second bent part 400 and the rail bottom (B), the auxiliary rail device 10 and the railroad rail 1 are in close contact. combine Here, the elastic body 410 may be a leaf spring, but is not limited thereto. Here, the elastic body 410 may be mounted on the upper side of the second bent portion 400 by coupling with a bolt or the like. Since this elastic body 410 always applies a pushing force to the upper surface of the second bent portion 400 and the lower surface of the rail head (H), the auxiliary rail device 10 is the railway rail (1) ( Alternatively, the rail head (H)) may always be closely coupled without being spaced apart or separated.

<Operating Principle of Auxiliary Rail Unit>

Hereinafter, an operating principle of the auxiliary rail device 10 according to the present invention will be described with reference to FIGS. 15 to 18 .

The train wheel may be composed of a shaft (W), a wheel (T) and a flange (P). Here, the train wheel is connected to both ends with the shaft (W) as an axis, and a flange (P) is located inside both railroad tracks arranged parallel to each other, and a wheel (T) formed by extending from the flange (P) comes into contact with the railroad tracks. On the other hand, the wheel T becomes narrower in diameter in the direction extending from the flange P, and as shown in FIG. 15 , a part of the wheel T or the entire wheel T as shown in FIG. 16 . The cross section is formed to form a trapezoid. In addition, the railroad track may have an inclined or rounded shape from the center toward the outside. Accordingly, the wheel T is driven while the second contact portion R-2 forms a specific area or line along the longitudinal direction of the upper surface of the rail head H when traveling on the railroad track. At this time, the first contact portion R-1, which is a narrow diameter portion of the trapezoidal wheel T, travels without contacting the railroad track. On the other hand, to cope with the expansion of the track according to the temperature change, a joint (C) having a constant interval is formed between the track and the track. When the train passes through this joint (C), a rattling sound is made, and the wheel (T) falls from the joint (C), at least minutely, and then rides on the track again. That is, when the train passes through the joint (C), noise and impact are generated.

The present invention relates to an auxiliary rail device (10), the present invention is to be mounted on the joint (C) portion of the outside of both railroad tracks. When a train passes the auxiliary rail device 10 of the present invention while traveling on a railroad track, the first contact portion R-1 of the trapezoidal wheel T that was not in contact with the railroad track is the first bent portion 200 of the present invention. contact and drive. To this end, the first bending plate 820 of the auxiliary rail device 10 is the distance L3 between the upper surface of the wheel T and the rail head H when the train passes the railroad track of the wheel T. It is configured to be able to contact any specific site. Specifically, when the train runs on a railroad track, the second contact portion R-2 of the wheel T travels while making surface contact or line contact with the railroad track, but the first contact portion R-1 is the railroad track It travels while forming a constant interval (L3) without contact with the . On the other hand, when the train travels the auxiliary rail device 10 of the present invention mounted on the joint portion, the first contact portion R-1 of the wheel T is the first bent portion ( 200) along the upper surface. At this time, the first bending portion 200 supports the wheel T not to fall between the seams, and the second contact portion R-2 of the wheel T maintains the same height as when passing the railroad track. It will pass through the seam. In addition, the distance from the first contact portion R-1 of the wheel T to the first bent portion 200 is the same as the distance at which the first bent portion 200 protrudes upward from the upper surface of the rail head H. It is preferable to do Through this, the train does not even drop slightly at the seam (C), and in the seam (C), the wheel (T) runs the auxiliary rail device (10), so there is not only a rattling sound but also the seam (C) When passing through the part, the effect that almost no impact is generated can be obtained.

Although the technical idea of the present invention has been described in conjunction with the accompanying drawings, this is an exemplary description of the best embodiment of the present invention and does not limit the present invention. In addition, it is a clear fact that anyone with ordinary skill in the art can make various modifications and imitations without departing from the scope of the technical idea of the present invention.

1: railway rail
10: auxiliary rail device
100: first vertical part
200: first bent part
300: coupling part
310: fastening groove 320: seating part 330: fastening means
400: second bent part
410: elastic body
500: leg
510: separation groove
600: second vertical part
700: slip prevention part
800: auxiliary coupling part
810: vertical plate 820: bending plate 830: fixing groove
H : Rail head N : Rail middle B : Rail bottom D : Space
C : Seam S : Sliding groove E : Extension groove O : Fastening hole
L1 : 1st interval L2 : 2nd interval T : Wheel P : Flange
W: Shaft R-1: First contact portion R-2: Second contact portion

Claims (16)

In an auxiliary rail device for covering a joint of a railroad rail comprising a rail head in contact with a wheel, a rail bottom formed on the lower side, and a rail middle portion forming a space while vertically connecting the rail head and the rail bottom,
The auxiliary rail device includes a first vertical portion, a first bent portion bent from one end of the first vertical portion and extending in a horizontal direction, and connected to the first vertical portion, the auxiliary rail device is connected to the first vertical portion by a fastening means. a coupling part forming a fastening groove so as to be coupled to the railroad rail; and the first vertical part and the first vertical part so that the railroad rail is seated inside and slidably moves when the railroad rail contracts or expands according to a change in temperature. Auxiliary rail device including a seating portion formed by the first bent portion.
The method of claim 1,
The fastening groove is formed to have a width in a horizontal direction wider than a width in a vertical direction, and when the railroad rail contracts or expands and the rail head slides along the inner surface of the seating part, the gap between the seam is widened or narrowed. At the same time as losing, the fastening means is an auxiliary rail device moving along the horizontal direction of the fastening groove.
3. The method of claim 2,
A second bent portion extending from the other end of the first vertical portion bent in the same direction as the first bent portion and disposed on the lower surface of the rail head; further comprising,
The coupling part is bent from the other end of the first bent part to extend downward, and an auxiliary rail device coupled to the middle part of the rail.
3. The method of claim 2,
Further comprising; a pair of leg portions each branching from one end of the first vertical portion to both sides and extending downwardly to form a separation groove;
The coupling part is bent from one end of the leg part, extends in a direction opposite to the first bent part, and is coupled to the rail bottom part.
4. The method of claim 3,
In the case where a recessed sliding groove is formed at both ends of the rail head so that the first bent part can be seated, a first interval formed by a plurality of the sliding grooves facing each other and the seam in the longitudinal direction The width is formed wider than the width in the longitudinal direction of the first bent portion, the first bent portion slides within the range of the first interval, and the first bent portion inserted into the sliding groove is the first bent portion according to the running of the train. An auxiliary rail device for preventing the first bent portion from being separated from the rail head outside the range of the first interval.
4. The method of claim 3,
In the case where an extension groove extending along the longitudinal direction of the rail head is formed at both ends of the rail head while being depressed from the upper side to the lower side, bent from the first bent portion to be inserted into the extended groove A second vertical portion extending to; further comprising,
The second vertical portion is formed to have a width in the longitudinal direction of the second interval formed by the plurality of extended grooves and the joint facing each other is wider than the width in the longitudinal direction of the second vertical portion, and slides within the range of the second interval. An auxiliary rail device that moves and stably supports so that the auxiliary rail device is not separated from the rail head according to the running of the train.
7. The method of claim 6,
An auxiliary rail device in which a sliding groove recessed while forming a step difference so that the first bent part can be seated on both ends of the rail head is formed adjacent to the extension groove.
5. The method of claim 4,
In the case where a recessed sliding groove is formed at both ends of the rail head so that the first bent part can be seated, a first interval formed by a plurality of the sliding grooves facing each other and the seam in the longitudinal direction The width is formed wider than the width in the longitudinal direction of the first bent portion, the first bent portion slides within the range of the first interval, and the first bent portion inserted into the sliding groove is the first bent portion according to the running of the train. An auxiliary rail device for preventing the first bent portion from being separated from the rail head outside the range of the first interval.
5. The method of claim 4,
In the case where an extension groove extending along the longitudinal direction of the rail head is formed at both ends of the rail head while being depressed from the upper side to the lower side, bent from the first bent portion to be inserted into the extended groove A second vertical portion extending to; further comprising,
The second vertical portion is formed to have a width in the longitudinal direction of the second interval formed by the plurality of extended grooves and the joint facing each other is wider than the width in the longitudinal direction of the second vertical portion, and slides within the range of the second interval. An auxiliary rail device that moves and stably supports so that the auxiliary rail device is not separated from the rail head according to the running of the train.
10. The method of claim 9,
An auxiliary rail device in which a sliding groove recessed while forming a step difference so that the first bent part can be seated on both ends of the rail head is formed adjacent to the extension groove.
11. The method according to any one of claims 1 to 10,
Auxiliary rail device further comprising a; on the rear surface of the first vertical portion is formed extending in a right angle direction from the first vertical portion and the first bent portion so as to be inserted into the seam.
8. The method according to any one of claims 1 to 3, 5 to 7,
Auxiliary rail device further comprising; by forming a pair with a coupling portion coupled to one side of the rail middle portion coupled to the other side of the rail middle portion and connected by the fastening means, an auxiliary coupling portion for reinforcing and supporting the rail middle portion.
13. The method of claim 12,
The auxiliary coupling part is made of a vertical plate and a pair of bending plates extending in the horizontal direction from the vertical plate, the vertical plate is closely coupled to the other side of the middle of the rail, and the pair of bending plates are each of the rail head Auxiliary rail device closely coupled to the lower side and upper side of the rail bottom.
11. The method of any one of claims 5, 7, 8 and 10,
At least one edge portion of the sliding groove is formed to be rounded so that the first bent plate can move smoothly along the sliding groove when the railway rail contracts or expands according to a change in temperature.
11. The method according to any one of claims 1 to 10,
The first bent part,
Auxiliary rail device having an inclined surface whose thickness becomes thinner as it goes away from the first vertical part.
8. The method according to any one of claims 3, 5 to 7,
The second bent part,
It further includes an elastic body coupled to the upper side, wherein the elastic body is located between the upper surface of the second bent part and the lower surface of the rail bottom part and applies an elastic force to the second bent part and the rail bottom part, so that the auxiliary rail device and Auxiliary rail device for closely coupling the railroad rail.

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