WO2018186707A1

WO2018186707A1 - Railway connecting member for connecting train railways having different gauges and train wheel adapting to railway connecting member

Info

Publication number: WO2018186707A1
Application number: PCT/KR2018/004044
Authority: WO
Inventors: 배정준
Original assignee: 배정준
Priority date: 2017-04-06
Filing date: 2018-04-05
Publication date: 2018-10-11
Also published as: CN108688400A; KR20180113435A

Abstract

The present invention relates to a railway connecting member installed at a boundary point between two railways having different gauges so as to support and enable a train to pass between the railways having different gauges without any separate measure, and a train wheel configured such that the same contacts such a connecting member and can be driven efficiently. The present invention provides a railway connecting member (10) and a train wheel (20) corresponding thereto, the railway connecting member (10) comprising: a narrow-gauge connection portion (110) comprising two narrow-gauge connection rails (11) connected to a rail of a narrow-gauge railway; and a broad-gauge connection portion (120) comprising two broad-gauge connection rails (12) connected to a rail of a broad-gauge railway. The front end portion of the narrow-gauge connection rail (11) and the rear end portion of the broad-gauge connection rail (12) are overlapped with each other such that the connecting member (10) is provided with a wheel transfer portion (130) that transfers the wheel from the narrow-gauge railway to the broad-gauge railway or from the broad-gauge railway to the narrow-gauge railway. The present invention is advantageous in that operation safety of the train that undergoes railway transfer can be secured, costs for installing a double-gauge railway can be saved, and fixed costs related to train operation or costs necessary for maintenance can be minimized.

Description

Track connecting members for connecting tracks for different tracks and train wheels adapted to connecting members for upper tracks

The present invention relates to a track connecting member for connecting a rail track for different tracks and a train wheel adapted to the upper track connecting member. In order to make it possible, it is installed at the boundary point of both tracks so that the train can pass smoothly by contacting the connecting member and the connecting member such that the train can pass between the tracks that pass the track without requiring any facility or action. It is to provide a train wheel invented to be able to drive.

As exchanges and trade between countries have increased, the movement of people and goods has exploded, and trains along the tracks are one of the representative ground transportation methods for the movement of people and goods between countries. Train tracks are connected to each other to enable efficient movement of people and goods.

The track installed for the operation of the train consists of two rails facing each other, and the track is divided into narrow, standard, and light rails according to the gap between rails. It is of limited use and in most countries, the standard or wide orbits selected for specific purposes are selected and used as the main orbits of the country.

The classification of narrow gauge, standard gauge, and wide gauge can be said to be relative by country.However, when the standard gauge is 1435mm, the gauge used most widely (about 60%) in the world, the optical gauge has a distance of more than 1435mm between the rails facing 1520mm, It has a gap of 1524mm, 1668mm, 1676mm, etc., and the narrow gauge can be said to have a gap of 1435mm or less.

In terms of use of tracks by country, most countries in Korea, the US, China, and Western Europe use standard tracks of 1435 mm.In Russia and the former Commonwealth of Independent States, 1,520 mm wide tracks are used. The wide orbit is used, and the former British Southwest Asian countries (Bangladesh, India, Sri Lanka, Pakistan, etc.) use a wide orbit of 1676 mm.

In order to move people or goods through trains by connecting train tracks between countries, if the tracks of the countries have the same gauge, the existing trains can be operated without any restrictions, but the tracks to be connected If the tracks of the countries are in different tracks, they must change to another train at the border between the countries, unless a particular track of one country is completely replaced.

It is virtually impossible to completely change the train tracks of one country, so you have to cross the border area by transferring your train to another train. In the case of transshipment work that is unloaded after loading and reloading one by one, heavy or large quantity of goods takes considerable time and costs incurred due to transshipment work. It is a decisive factor that impedes transportation capacity and hinders efficient exchange and trade.

Accordingly, various methods have been proposed to allow trains to run on tracks with different gauges.The typical schemes include first, dual gauges, second, train exchanges, third, There are ways to utilize variable balance.

The first way of installing the double gauge is to install two tracks with different gauges on one track and to operate the tap-off so that the track changes at the point of passing of the train. In addition to the difficulty of precisely setting the operation, the malfunction of the turnout can lead to derailment of the train, which can lead to a big accident, which raises the issue of the stability of the train. It is pointed out that there is a burden of additional costs due to the construction of the track since the construction of another track is added to the track.

The method of exchanging the bogie of the second train is to separate the bogie and the bogie and mount the train on the bogie located on the track to be changed while the train is lifted up by means of a crane, etc. The balance exchange method can eliminate the trouble of transiting goods one by one, but it is expensive to install the crane, and the cost of crane operation is inevitably incurred every time the train passes. In the case of the problem that can not be avoided due to the transfer is pointed out.

The third method is to use the variable bogie to reduce or increase the width of the wheels installed on the bogie axle so that trains on the bogie can run on tracks with different gauges. It is possible to operate trains on tracks that change the gauge without burdening fixed costs because only the configuration can be changed. However, the durability of bogie components such as axles and wheels can be maintained because the wheels are continuously variable in the course of operation. This problem is inevitably dropped, which results in frequent replacement and maintenance of the balance.

The present invention was created in order to solve the problems of the conventional track method as described above, by contacting the track connecting member and the track connecting member so as to accommodate the gap between the tracks by connecting the tracks with different tracks. By using the wheels for trains that are driven smoothly, the trains can be operated freely on tracks with different tracks without any other facilities or measures, thereby ensuring the stability of the trains and fixing them according to the installation cost of the tracks and the operation of the trains. In order to minimize costs and maintenance costs, the present invention aims to provide a completed track connection member and a train wheel adapted to such a track connection member.

The present invention for solving the above technical problem is a narrow-gauge connecting rail consisting of two narrow-gauge connecting rails connected to the rail of the narrow-gauge railway, two wide-gauge connecting to the rail of the broad-gauge railway A wheel for converting a train wheel from a narrow track to a wide track or a narrow track to give a narrow track by overlapping the front end of the narrow track connection rail and the rear end of the wide track connection rail. Configure the connecting member for the track so that a transfer is provided,

On the wheels installed at both ends of the wheel axle to maintain a certain distance, a wheel step surface part corresponding to a narrow-gauge railway is provided to form a flange for preventing derailment on the inner side of the wheel step part, and protrude outward on the outer surface of the wheel step part. The secondary wheel step surface portion is formed so as to correspond to the broad-gauge railway, and the diameter of the auxiliary wheel step portion is smaller than the diameter of the wheel step surface portion, and the auxiliary wheel step surface portion is formed by the step between the wheel step surface portion and the auxiliary wheel step surface portion. It is a technical feature to form a train wheel that can be adapted to the track connecting member by forming a derailment preventing jaw on the inside.

The track connecting member and the train wheel proposed by the present invention freely narrow the narrow track and wide track by connecting the tracks having different tracks without any facility or action for switching operation. It is designed to be able to come and go, which can help promote exchanges and trade between countries with rail tracks.

By utilizing the track connecting member and the wheel for the train proposed in the present invention for the connection of the tracks of different tracks, it is possible not only to ensure the operating stability of the train for converting tracks, but also to reduce the cost of installing the double gauge tracks. In addition, it is possible to obtain the effect of minimizing the cost of fixed costs or maintenance costs according to the operation of the train.

1 is a perspective view showing an example of a track for a train to which the connection member for a track proposed in the present invention is applied.

Figure 2 is a perspective view showing a preferred embodiment of the track connecting member proposed in the present invention.

3 is a perspective view of a wheel for a train proposed in the present invention.

4 is a reference perspective view for explaining a state in which the train wheel of the present invention is adapted to the track connecting member proposed in the present invention.

Figure 5 is a reference diagram for explaining the operational relationship between the track connecting member and the train wheel of the present invention proposed in the present invention.

6 is an enlarged view of a portion “A” shown in FIG. 6.

7 is an enlarged view of a portion “B” shown in FIG. 6.

Figure 8 is a reference diagram for explaining the operational relationship between the track connecting member and the train wheel of the present invention proposed in the present invention.

9 is an enlarged view of a portion “C” shown in FIG. 9.

10 is an enlarged view of a portion “D” shown in FIG. 9.

11 is a reference diagram for explaining a state in which a train wheel driving in the track switching unit according to the present invention.

12 is a reference diagram for explaining a state in which a train wheel driving in the track switching unit according to the present invention.

Figure 13 is a reference diagram for explaining a state in which the driving wheel for the train in the track switching unit according to the present invention.

Figure 14 is a perspective view showing another embodiment of the track connecting member proposed in the present invention.

The present invention comprises a narrow gauge connecting portion consisting of two narrow gauge connecting rails connected to a rail of a narrow-gauge railway, and a wide gauge connecting part consisting of two wide gauge connecting rails connected to a rail of a broad-gauge railway. By overlapping the front end of the narrow gauge connecting rail and the rear end of the wide gauge connecting rail, a wheel transfer part is provided for converting the train wheel from the narrow gauge track to the wide gauge track or from the wide gauge track to the narrow gauge track. Constitute a connecting member for the track,

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. First, it should be noted that in the drawings, the same components or parts denote the same reference numerals as much as possible. In describing the present invention, detailed descriptions of related well-known functions or configurations have been omitted in order not to obscure the subject matter of the present invention.

1 to 2 are shown a perspective view showing an example of a track for a train applied to the track connecting member 10 shown in the present invention and a perspective view showing a preferred embodiment of the track connecting member 10.

As shown in FIGS. 1 and 2, the track connecting member 10 according to the present invention includes a narrow gauge connecting portion 110 including two narrow gauge connecting rails 11 connected to a rail of a narrow-gauge railway. And a wide-gauge connecting portion 120 composed of two wide-gauge connecting rails 12 connected to rails of a broad-gauge railway, the front end of the narrow-gauge connecting rail 11 and the wide-gauge connecting rail 12. By overlapping the rear ends of the two wheels, a wheel transfer unit 130 for converting the wheels passing through the track connecting member 10 from the narrow track to the wide track or converting from the wide track to the narrow track is provided. Configure.

The narrow-gauge connecting rail 11 and the photosphere connecting rail 12 of the track connecting member 10 has a configuration and specifications that match the rails of the narrow-gauge track and the wide-gauge track to be connected, that is, the existing track rail, The narrow-gauge connecting rail 11 and the photosphere connecting rail 12 are connected to the rail supports 11A and 12B mounted on the ground by the narrow rail hinges 11A and 12B so that the narrow-gauge connecting rail 11 and the photosphere The connecting rails 12 are configured to be spaced apart from the ground at regular intervals.

The narrow-gauge connecting rail 11 that belongs to the wheel switching unit 130 category of the track connecting member 10 is in the direction of the rail front end 11C on the basis of the point where the rear end 12C of the wide-gauge connecting rail 12 overlaps. As you go down, you should have a slope that gradually slopes downward.

3 is a perspective view of a train wheel 20 proposed in the present invention, the train wheel 20 is configured to be adapted to the track connecting member 10 shown in Figs.

As shown in FIG. 3, the wheel 20 for a train according to the present invention has wheels corresponding to a narrow-gauge railway in a wheel 20 installed to maintain a predetermined distance at both ends of the wheel shaft S. FIG. The auxiliary wheel tread portion 23 is provided with a tread portion 21 so as to protrude a derailment preventing flange 22 on the inner surface of the wheel tread portion 21, and protrudes outwardly to the outer surface on the wheel tread portion 21. To form a wide-gauge railway, and the diameter of the auxiliary wheel step surface portion 23 is smaller than the diameter of the wheel step surface portion 21 to form the wheel step surface portion 21 and the auxiliary wheel step surface portion. The derailment preventing latching jaw 24 is formed in the inside of the subsidiary wheel step surface portion 23 by the step between the 23.

The wheel 20 for a train configured as described above is driven when the wheel face 21 is in contact with a rail of a narrow gauge track when driving a narrow-gauge railway and drives a broad-gauge railway. In this case, the auxiliary wheel step surface portion 23 is driven in contact with the rail of the wide track.

The train wheel 20 configured as described above is manufactured by integrally molding two wheels 20 at both ends of the wheel shaft S, or coupling the wheels 20 to both ends of the wheel shaft S separately formed. It can be configured in such a way, the wheels 20 for the train are installed in the same vehicle (moving) driving the train by power or installed to form a pair of two cars on the bogie (car) or wagon is fixed and installed Can be used.

4 is a reference perspective view for explaining a state in which the train wheels 20 are adapted to the track connecting member 10 according to the present invention, that is, the interaction between them, is shown in the present invention as shown. The train wheel 20 is elastically adapted to the track connecting member 10 for connecting the narrow gauge track and the wide gauge track so that the change of the track of the "narrow gauge track → wide gauge track" or "wide gauge track → narrow gauge track" is changed. As such, the detailed working relationship between the track connecting member 10 and the train wheel 20 is made as follows.

In the present invention, when the wheel 20 for a train passes through a narrow rail connecting rail 11 of a narrow rail track or a narrow rail connecting portion 110 connected to a rail of a narrow track, the wheel surface of the wheel 20 of the train wheel 20 ( 21 is driven in contact with the rail of the narrow gauge track or the upper surface of the narrow gauge connecting rail 11 of the narrow gauge connecting portion 110 (see Figs. 5 to 7), the train wheel 20 is a rail of the wide gauge track or its rail In the case of passing through the light rail connecting rail 12 of the light rail connecting portion 120 connected to the auxiliary wheel step surface portion 23 of the wheel 20 for the train, the rail of the light rail or the light rail connecting rail of the light rail connecting portion 120 ( 12) in contact with the upper surface of the drive (see FIGS. 8 to 10).

The wheel for a train 20 according to the present invention having the above driving relationship has a wheel step surface portion 21 for driving the narrow gauge track and the narrow gauge connecting portion 110 and the wide gauge track and the wide gauge connecting portion 120 in one wheel. By constructing the auxiliary wheel step portion 23 for the operation of the train wheel 20 can be operated in the narrow gauge track and narrow gauge connection 110 or the wide gauge track and wide gauge connection 120 without the need for additional facilities or measures Do

11 to 13 is a reference diagram for explaining the driving state of the train wheels 20 in the track switching unit 130 of the track connecting member 10 according to the present invention, a narrow gauge track as shown The train wheel 20 entering the narrow gauge connecting rail 11 of the narrow gauge connecting portion 110 connected to the train wheel 20 passes through a point where the rail rear end 12C of the wide gauge connecting rail 12 overlaps. The wheel step surface portion 21 of) enters the distal end portion of the narrow-gauge connecting rail 11 having a slope inclined downward to the rail tip 11C (see FIG. 11), and the train wheel 20 is the narrow-gauge connecting rail 11. When reaching a specific point of the inclined plane of the wheel wheel surface portion 21 and the auxiliary wheel surface surface portion 23 of the train wheel 20 will be in contact with the narrow gauge connecting rail 11 and the wide gauge connecting rail 12 at the same time, (See FIG. 12) In such a state, if the train wheels 20 are continuously driven, the outer side of the wheel step surface portion 21 is located. The secondary wheel step surface portion 23 formed is in contact with the wide rail connecting rails 12 to drive and at the same time the wheel step surface portion 21 is naturally separated from the narrow rail connection rail 11 (see Fig. 13) The auxiliary wheel step surface portion 23 is driven for the wheel for contact with the light rail connecting rail 12 and the rail of the light rail track.

On the contrary, when the train enters the track connecting member 10 in the wide track, the auxiliary wheel step surface portion formed on the outer side of the train wheel 20 entering the wide track connection rail 12 of the wide track connection portion 120. Wheel 23 is formed on the inner side of the auxiliary wheel step surface portion 23 for the train while passing through the point where the rear end 12C and the narrow gauge connection rail 11 overlap with the wide-gauge connecting rail 12. The 21 is positioned above the distal end of the narrow gauge connecting rail 11, and the train wheel 20 is driven so that the wheel step surface portion 21 is located at a specific point of the inclined surface of the narrow gauge connecting rail 11. In this case, the wheel step surface part 21 and the auxiliary wheel step surface part 23 of the train wheel 20 will contact the narrow gauge connecting rail 11 and the wide gauge connecting rail 12 at the same time, and the train wheel 20 is When driving continuously, the wheel step surface portion 21 formed inside the auxiliary wheel step surface portion 23 is narrowed. At the same time as driving on the rail 11, the auxiliary wheel step surface portion 23 is naturally separated from the wide-gauge connecting rail 12, and then the wheel 20 for the train wheel 20 is narrow-gauge connection In contact with the rail 11 and the rail of the narrow gauge track is to drive.

The track connecting member 10 shown in each exemplary drawing for explaining the present invention is illustrated in such a way that the characteristic parts can be highlighted in order to help a sufficient understanding, and the track connecting member 10 is substantially connected to the track connecting member 10. As the length of the tip end of the narrow-gauge connecting rail 11 having the length or the slope of the track switching unit 130 is inclined, it has a gentle inclination, so that the impact due to the track switching of the train wheel 20 is alleviated or prevented. It will be possible to drive the wheel of the train 20 is stable, the total length of the track switching unit 130 or the length of the tip portion (tilt) of the narrow gauge connecting rail 11 can be selectively set in consideration of the surrounding construction conditions and the like. have.

On the other hand, in connecting two tracks with different gauges, a gap between the gauge of the narrow gauge track and the gauge of the light gauge track is not so large that a part of the rail may overlap each other, and the track connecting member applied in such a case (10) needs to be designed differently.

Figure 14 is a perspective view showing another embodiment of the track connecting member 10 proposed in the present invention, the upper track connecting member 10 is the case of the gap between the gauge of the narrow gauge track and the optical gauge track is not large It is configured on the assumption.

As shown in FIG. 14, the narrow-gauge connecting rails 11 and the wide-gauge connecting rails 12 constituting the track connecting member 10 are integrally connected to each other, and the narrow-gauge connecting rails do not overlap. The front end of the narrow-gauge connecting rail 11 and the rear end of the wide-gauge connecting rail 12 overlap each other so as to extend the distal end portion in the direction of the broad-gauge railway so that the train wheel 20 is narrow-tracked. A wheel transfer unit 130 for converting from a wide-gauge track or a wide-gauge track to a narrow-gauge track is provided, and the narrow-gauge connecting rail 11 belonging to the category of the wheel switching unit 130 is a wide-gauge connecting rail 12. On the basis of the point where the rail rear end 12C overlaps, the rail may be configured to have a slope that gradually descends toward the front end 11C.

In the case of configuring the track connecting member 10 as described above, the wheel step surface portion 21 constituting the train wheel 20 as much as the width of the narrow-gauge connecting rail 11 and the wide-gauge connecting rail 12 overlaps. And the design change should be made to reduce the width of the auxiliary wheel step surface portion 23 and thereby may cause a problem that the strength and durability of the train wheel 20 is reduced, but the strength and durability of the reduced train wheel 20 If it is not enough to interfere with the stable operation of the train, the design change track connecting member 10 and the wheel for the train 20 will be sufficiently applicable.

The present invention described above is not limited to the above-described embodiment and the accompanying drawings, and various substitutions, modifications, and changes can be made without departing from the technical spirit of the present invention. It is self-evident for those who have knowledge of the world.

10: connecting member for the track 11: narrow gauge connecting rail

11A, 12A:

Rail Supports

11B, 12B: Rail Hinge

11C: rail front end 110: narrow gauge connection

12: wide-gauge connection rail 120: wide-gauge connection

12C: trailing edge of rail 130: wheel transition

20: wheel for the train 21: the wheel surface portion

22: flange 23: auxiliary wheel face portion

24: derailment prevention jaw

Claims

Narrow-gauge connecting portion (110) consisting of two narrow-gauge connecting rails (11) for connecting with the narrow-gauge railway rails, two wide-gauge connecting rails (12) for connecting with the rails of the broad-gauge railway Consists of a wide-gauge connecting portion 120 made of,

By switching the front end of the narrow gauge connecting rail 11 and the rear end of the wide gauge connecting rail 12 to each other, the wheel switching for converting the train wheel 20 from the narrow gauge track to the wide gauge track or the narrow gauge track to the narrow gauge track. To make a transfer 130,

The narrow gauge connecting rail 11 belonging to the category of the wheel switching unit 130 has a gradually downward hardness toward the rail front end 11C based on the point where the rear end 12C of the wide gauge connecting rail 12 overlaps. Track connection member, characterized in that configured to have a slope.
By adapting to the track connecting member of claim 1,

The wheel face surface part corresponding to the narrow-gauge railway or the narrow-gauge connecting rail 11 is provided in the wheel 20 installed so as to maintain a predetermined distance at both ends of the wheel shaft S. On the inner surface of the 21 to form a derailment preventing flange 22,

The auxiliary wheel step surface part 23 protruding outward on the outer surface of the wheel step surface part 21 is formed to correspond to a broad-gauge railway or a wide rail connection rail 12.

The diameter of the auxiliary wheel step surface portion 23 is smaller than the diameter of the wheel step surface portion 21, and the inner side of the auxiliary wheel step surface portion 23 by the step between the wheel step surface portion 21 and the auxiliary wheel step surface portion 23. Train wheel, characterized in that configured to prevent the derailment stopper 24 is formed.