JP3816011B2 - Railway vehicle wheel return line device and rail vehicle wheel return line method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a railway vehicle wheel return line device for returning a wheel of a railway vehicle derailed from a railroad track to the original rail, and a return line method for the railway vehicle wheel.
[0002]
[Prior art]
In railways, various measures are taken because when a railway vehicle derails from the rail, it moves further to the outside of the railway and may cause various accidents and damages. As measures for preventing the derailment of railway vehicles, there are facilities called “derailment prevention rails” and “derailment prevention guards”.
[0003]
This derailment prevention rail is a rail that is arranged in parallel with a predetermined distance (for example, a value obtained by adding a slack amount to 65 mm) within the gauge of the mainline rail, and the position of the top surface of the derailment prevention rail. Is set to be equal to or higher than the position of the top surface of the main rail. Here, slack means an amount by which the distance between the gauges is increased by a predetermined value corresponding to the curve radius, compared to the case of the straight section, so that the railway vehicle can travel smoothly in the curved section of the track. The derailment prevention rail is installed in a place where damage is severe when derailment occurs, for example, a sharp curve section with a radius of less than 250 meters, a sharp curve section, or a high embankment section.
[0004]
Further, the derailment prevention guard is a steel material having an L-shaped cross section that is disposed in parallel with a predetermined distance (for example, 85 mm) from the main rail within the gauge of the main rail. The derailment prevention guard is functionally similar to the derailment prevention rail, but is lighter than the derailment prevention rail, and thus has an advantage of good workability during track maintenance. The derailment prevention guard is installed at the same location as the derailment prevention rail. What is provided at a crossing point for the same purpose as the above derailment prevention rail and derailment prevention guard is referred to as a “crossing guard”.
[0005]
In addition, there is a facility called “safety rail” as a measure for preventing the derailed railway vehicle from moving outside the track after derailment and minimizing the subsequent damage. This safety rail is a rail arranged in parallel with a predetermined interval (for example, 180 to 220 millimeters) from the main rail. The safety rail is located on the opposite side of the main rail between the side of the main rail (between the rails) and the side on the opposite side of the side where the danger is greater after the derailment (the side that is dangerous if the railway vehicle falls or falls) However, if it is not appropriate to install safety rails in the inside of the gauge, such as in snowy sections or frequent rockfall areas, the distance between the main rails on the side with the greater risk after derailment A safety rail is installed outside.
[0006]
At the place where the safety rail is installed, the derailed railway vehicle wheels are regulated and guided by the safety rail. For this reason, the railway vehicle can travel along the main rail even after derailment. This prevents a situation where a derailed railway vehicle causes a major accident such as a fall or a fall. This safety rail is installed on the track of the section on the embankment. In particular, what is provided to prevent a rail car derailed on or near the bridge from running away and falling below the bridge is called a “bridge guard rail”.
[0007]
[Problems to be solved by the invention]
However, even in the section where safety rails and guard rails on the bridge are installed, if there is a branching device before the derailed railway vehicle stops, this branching device will guide the railway vehicle to the outside of the track, Derailment damage may be worse than normal derailment. However, at present, there is no effective countermeasure against such a situation, and an improvement is desired.
[0008]
SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and the problem to be solved by the present invention is to provide a railway vehicle wheel for returning a railway vehicle wheel derailed from the railway track onto the original rail. It is an object of the present invention to provide a return line device and a return line method for railway vehicle wheels.
[0009]
[Means for Solving the Problems]
In order to solve the above-described problems, a railway vehicle wheel return line device according to the present invention includes:
First return line means provided from the first position to the third position along the first rail of the first rail and the second rail of the railroad track;
A second return line means provided from the first position to the third position along the second rail out of the outer track of the first rail and the second rail of the railway track;
The first return line means is a first flange that is a flange of the first wheel when a first wheel of the wheels of a railway vehicle travels after derailing between the first rail and the first return line means. The first rail is guided from the first position to the second position in the vicinity of the first rail so that the first rail is moved close to the first rail and lifted. The first tread surface that is the tread surface of the first wheel is made higher than the first top surface that is the top surface of the first rail, and after passing through the second position, the first tread surface from the first reference height position. Maintaining the height of the bottom of the first flange at a first height that is a height from a first reference height position in the second position;
The second return wire means lifts while supporting a second flange which is a flange of the second wheel when the second wheel of the wheels of the railway vehicle proceeds after derailing to the outside of the second rail. Thus, the second top surface is derived from the first position and the bottom of the second flange is the top surface of the second rail at a third position, which is a position advanced in the line direction from the second position. The height of the bottom of the second flange from the second reference height position is the height from the second reference height position at the third position after passing through the third position. By maintaining a second height,
Returning the derailed first wheel onto the first rail and returning the derailed second wheel onto the second rail.
It is characterized by.
[0010]
In the above-mentioned railroad vehicle wheel return line device, preferably, the first return line means presses the first wheel in the direction perpendicular to the rail while supporting the first flange after the first wheel passes the second position. One rail is approached, and the first tread is guided so as to overlap above the first top surface.
[0011]
In the rail vehicle wheel return line device described above, preferably, the first return line means includes a height of a bottom portion of the first flange from a first reference height position after the rail vehicle has passed the third position. While maintaining the height at the first height, it is pressed in the direction perpendicular to the rail to approach the first rail, and the first tread surface of the first wheel has a predetermined first overlap above the first top surface. After passing through the fourth position that overlaps the length, the first tread is guided at the fifth position, which is a position advanced in the track direction from the fourth position, while being guided while being lowered while supporting the first flange. Is placed on the first top surface and the second flange is placed on the second top surface.
[0012]
In the above-mentioned railroad vehicle wheel return line device, preferably,
First guide means provided from the sixth position to the first position on the inner side of the railroad track along the first rail from the first position to the first return line means. ,
The first guiding means presses the inner surface of the derailed first wheel in a direction perpendicular to the rail so as to approach the first rail, and shifts the first wheel to the first return line means.
[0013]
In the above-mentioned railroad vehicle wheel return line device, preferably,
From the fifth position along the first rail inside the railroad track to the seventh position, which is a position advanced in the track direction from the fifth position, the first position at the fifth position is provided. A second guiding means connected to the return wire means;
The second guiding means maintains the state of the first tread surface and the second flange at the fifth position, and the diameter of the first tread surface on the first rail and the second flange on the second rail. By utilizing the lateral movement of the second wheel due to the difference with the diameter, the second flange is dropped to the inner side of the track of the second rail and fitted to the inner surface of the head, so that the second wheel is Return to the top of the second rail.
[0014]
In the above-mentioned railroad vehicle wheel return line device, preferably,
The first rail is a rail on the left side in the traveling direction of the railroad track,
The second rail is a rail on the right side in the traveling direction of the railroad track.
[0015]
In the above-mentioned railroad vehicle wheel return line device, preferably,
The first rail is a rail on the right side in the traveling direction of the railroad track,
The second rail is a rail on the left side in the traveling direction of the railroad track.
[0016]
In the above-mentioned railroad vehicle wheel return line device, preferably,
The first return line means is provided with a rail on the left side in the traveling direction of the railroad track as the first rail, and a rail on the right side in the traveling direction of the railroad track is provided as the first rail,
In the second return line means, a rail on the right side in the traveling direction of the railroad track is provided as a second rail, and a rail on the left side in the traveling direction of the railroad track is provided as a second rail.
[0017]
Moreover, the method of returning the railroad vehicle wheel according to the present invention is as follows.
First return line means provided from the first position to the third position along the first rail of the first rail and the second rail of the railroad track;
Using second return line means provided from the first position to the third position along the second rail out of the first rail and second rail of the railroad track,
A first flange that is a flange of the first wheel when the first return line means travels after a first wheel of the wheels of the railway vehicle derails between the first rail and the first return line means. The first rail is guided from the first position to the second position in the vicinity of the first rail so that the first rail is moved close to the first rail and lifted. The first tread surface that is the tread surface of the first wheel is made higher than the first top surface that is the top surface of the first rail, and after passing through the second position, the first tread surface from the first reference height position. Maintaining the height of the bottom of the first flange at a first height that is a height from a first reference height position at the second position;
When the second return line means travels after the second wheel of the wheels of the railway vehicle derails to the outside of the second rail, the second return line means lifts while supporting the second flange that is the flange of the second wheel. Thus, the second top surface is derived from the first position and the bottom of the second flange is the top surface of the second rail at a third position, which is a position advanced in the line direction from the second position. The height of the bottom of the second flange from the second reference height position is the height from the second reference height position at the third position after passing through the third position. By keeping it at a certain second height,
Returning the derailed first wheel onto the first rail and returning the derailed second wheel onto the second rail.
It is characterized by.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing an overall configuration of a railway vehicle wheel return line device according to an embodiment of the present invention. FIG. 1A is a schematic plan view showing the overall configuration of a railway vehicle wheel return line device. FIG. 1B is a view showing the gradient along the rail longitudinal direction of the first flange support surface of the first return line in FIG. 1A, and FIG. 1C is the first return line and the first return line in FIG. FIG. 1D is a plan view showing the configuration of the two return wires, and FIG. 1D is a view showing the gradient along the rail longitudinal direction of the second flange support surface of the second return wire in FIG. .
[0019]
In FIG. 1A, a large number of vertical segments indicate the sleeper centerline. Two parallel horizontal lines indicate the center line of the rail. As shown in FIG. 1A, the rail vehicle wheel return line device 101 is installed in the vicinity of a railroad track 200 having a first rail 201, a second rail 202, and a sleeper 203. In FIG. 1A, a railway vehicle (not shown) travels from left to right in FIG. Positions P1 to P7 described later are positions in the traveling direction of the railroad track 200, and indicate the center position of the sleeper. The first rail 201 is a rail on the left side in the traveling direction of the railroad track 200, and the second rail 202 is a rail on the right side in the traveling direction of the railroad track 200.
[0020]
The railway vehicle wheel return line device 101 includes a first return line 1, a second return line 2, a first inductor 3, and a second inductor 4. The first return wire 1 is a portion installed along the track inner side of the first rail 201 from the position P1 to the position P5 in FIG. Moreover, the 2nd return wire 2 is a part installed along the track | orbit outer side of the 2nd rail 202 from the position P1 to the position P5 in FIG.
[0021]
The first inductor 3 extends along the track inner side of the first rail 201 from the position P6 to the position P1 on the near side of the position P1 in FIG. And is connected to the first return wire 1 at the end (position P1). A safety rail 401 is installed on the front side of the position P6 and is connected to the first inductor 3 at the position P6. Moreover, the 2nd inductor 4 connects to the 1st return wire 1 in the position P5 in FIG. 1 (A) among the rail vehicle wheel return devices 101 described above, and proceeds from the position P5 to the track direction from the position P5. It is a part installed along the track inner side of the first rail 201 over the position P7.
[0022]
Next, the configuration and operation of the railway vehicle wheel return line device 101 will be described in detail with reference to FIGS.
[0023]
FIG. 2 is a view showing the configuration of the AA cross section in FIG. The position of the AA cross section is a position that is intermediate between the position P6 and the position P1 on the railroad track 200. FIG. 2 is a cross-sectional view of the traveling direction of the railway vehicle in the longitudinal direction of the rail at the AA position, that is, a cross-section viewed from the left to the right of the drawing at the AA position in FIG. FIG.
[0024]
As shown in FIG. 2, in this state, of the wheels of a railway vehicle (not shown), a wheel (hereinafter referred to as “first wheel”) 301 on the left side in the traveling direction of the railway track 200 is A wheel 302 (hereinafter referred to as a “second wheel”) 302 that derails from the left first rail 201 that should originally travel and is on the right side in the traveling direction of the railroad track 200 is The state derailed from 202 is shown.
[0025]
As shown in FIG. 1A, the first inductor 3 is installed along the track inner side of the first rail 201 from the position P6 to the position P1, and as shown in FIG. The first inductor 3 is attached to the sleeper 203A via a tie plate 204A. The tie plate 204A is a tie plate having a wider width (length in the left-right direction in FIG. 2) than usual, and the first rail 201 is also attached at the same time.
[0026]
Further, no inductor or return wire is attached to a position between the position P6 and the position P1 of the second rail 202. As shown in FIG. 2, at the AA position, a tie plate 205A having a wider width (length in the left-right direction in FIG. 2) than normal is attached to the sleeper 203A.
[0027]
In this case, the first wheel 301 travels inside the track (in the middle between the first rail 201 and the second rail 202) and in the middle between the first rail 201 and the first inductor 3, and has a sleeper. At the location, the bottom 313 of the first flange 312 which is the flange of the first wheel 301 is in a state of traveling on the tie plate 204A. Although not shown in the figure, the first wheel 301 travels on the ballast (crushed stone or the like) on the road bed at a position between the sleepers and the sleepers.
[0028]
Further, the second wheel 302 travels on the outside of the track (on the right side of the second rail 202 in FIG. 2), and at the place where there is a sleeper, the bottom 323 of the second flange 322 that is the flange of the second wheel 302 is The vehicle is running on the tie plate 205A. Although not shown, the second wheel 302 travels on the ballast (crushed stone or the like) on the road bed at a position between the sleepers and the sleepers.
[0029]
Next, the first inductor 3 will be described. As shown in FIG. 2, the 1st inductor 3 has the 1st wheel control wall 31, the baseplate 33, and the reinforcement rib 34A. Moreover, the 1st wheel control wall 31, the bottom plate 33, and the reinforcement rib 34A are plate-shaped members which consist of steel etc., respectively. The first wheel restriction wall 31 and the bottom plate 33 are rectangular plate-like members that are long in the rail longitudinal direction, and the reinforcing ribs 34A are substantially trapezoidal plate-like members. Further, one end (the left end in FIG. 2) of the bottom plate 33 is joined to the lower end of the first wheel restriction wall 31 by welding or bolt joining. The left surface of the first wheel restriction wall 31 in FIG. 2 is opposed to the inner surface 212 of the first rail 201 (the right side surface of the first rail 201 in FIG. 2) 212 and is a surface 32 that is substantially perpendicular to the tie plate 204A. ing. Hereinafter, the surface 32 is referred to as a “first wheel inner restriction surface”.
[0030]
Further, the reinforcing rib is a member that is attached when the first inductor 3 is on each sleeper and increases rigidity and strength, and the reinforcing rib 34A is on the sleeper 203A at the AA position. It is attached to the case. The reinforcing rib 34A is joined to the back surface of the first wheel restriction wall 31 and the top surface of the bottom plate 33 by welding or bolt joining.
[0031]
Further, as shown in the schematic plan view of FIG. 1 (A), the distance between the first inductor 3 and the first rail 201 (the vertical distance in FIG. 1 (A)) is the left of FIG. 1 (A). It is set so that it becomes narrower as it goes in the direction from right to left (traveling direction of the railway vehicle). Therefore, the distance between the first wheel inner restriction surface 32 of the first wheel restriction wall 31 of the first inductor 3 and the inner surface 212 of the first rail 201 is also the direction from the left to the right in FIG. It becomes narrower as it goes in the direction of travel of the vehicle. At the position P6 shown in FIG. 2, although not shown in a sectional view, the distance between the first wheel inner regulating surface 32 and the inner side surface 212 of the first rail 201 is δ1. For example, a value of 433 millimeters is employed as the value of δ1. Since the first wheel support wall 31 and the bottom plate 33 are extended in the rail longitudinal direction (track traveling direction), the members having a shorter extension are joined at appropriate positions by welding, bolting, or the like. Thus, the whole may be configured.
[0032]
With the configuration as described above, the inner side surface 316 of the first wheel 301 derailed to the intermediate position between the first rail 201 and the first inductor 3 is the first wheel of the first wheel regulating wall 31 of the first inductor 3. The inner restricting surface 32 prevents rightward movement. Accordingly, as the railway vehicle (not shown) advances from the left to the right in FIG. 1A, the inner surface 316 of the first wheel 301 comes into contact with the first wheel inner regulating surface 32, and the outside of the track (see FIG. 2 (left side in FIG. 2) is pressed in a direction perpendicular to the rail (a horizontal direction perpendicular to the longitudinal direction of the first rail 201 and the second rail 202 and toward the left). By repeating this, the first wheel 301 is gradually brought closer to the first rail 201 as the railway vehicle progresses.
[0033]
At this time, as the first wheel 301 moves to the left in FIG. 2, the second wheel 302 also moves the upper surface of the tie plate (for example, 205A) to the left in FIG. 2 and travels to the left in FIG. 2 while traveling on a ballast (crushed stone or the like) on the roadbed at a place between sleepers (not shown).
[0034]
Next, when the railway vehicle further proceeds, the railway vehicle reaches a position P1 on the railway track 200, and the first wheel 301 moves from the first inductor 3 to the first return line 1 at the position P1. FIG. 3 is a diagram illustrating a configuration of a cross section BB of the railway vehicle wheel return device 101 at a position P1 in FIGS. 1 (A) and 1 (C). 3 is a cross-sectional view of the traveling direction of the railway vehicle in the longitudinal direction of the rail at the BB position, that is, from the left to the right of the figure at the BB position in FIGS. 1 (A) and 1 (C). It is sectional drawing seen in the direction to go.
[0035]
Thereafter, the railway vehicle reaches the position of the CC cross section on the railway track 200. FIG. 4 is a view showing the configuration of the CC cross section in FIG. 1 (A) and FIG. 1 (C) of the railway vehicle wheel return line device 101 described above. The position of the CC cross-section is a position that is intermediate between the position P1 and the position P2 on the railroad track 200. 4 is a cross-sectional view of the traveling direction of the railway vehicle in the longitudinal direction of the rail at the CC position, that is, from the left to the right of the figure at the CC position in FIGS. 1 (A) and 1 (C). It is sectional drawing seen in the direction to go.
[0036]
Furthermore, the railway vehicle reaches a position P2 on the railway track 200. FIG. 5 is a diagram showing a configuration of a DD cross section of the railway vehicle wheel return line device 101 at a position P2 in FIGS. 1 (A) and 1 (C). FIG. 5 is a cross-sectional view of the traveling direction of the railway vehicle in the longitudinal direction of the rail at the DD position, that is, from the left to the right in the DD position of FIGS. 1 (A) and 1 (C). It is sectional drawing seen in the direction to go.
[0037]
Furthermore, the railway vehicle reaches a position P3 on the railway track 200. FIG. 6 is a diagram showing a configuration of the EE cross section at the position P3 in FIGS. 1 (A) and 1 (C) of the railway vehicle wheel return line device 101 described above. 6 is a cross-sectional view of the traveling direction of the railway vehicle in the longitudinal direction of the rail at the EE position, that is, from the left to the right of the drawing at the EE position in FIGS. 1 (A) and 1 (C). It is sectional drawing seen in the direction to go.
[0038]
Thereafter, the rail vehicle reaches a position P4 on the railroad track 200. FIG. 7 is a diagram showing a configuration of the FF cross section at the position P4 in FIGS. 1 (A) and 1 (C) of the railway vehicle wheel return line device 101 described above. 7 is a cross-sectional view of the traveling direction of the railway vehicle in the longitudinal direction of the rail at the FF position, that is, from the left to the right of the figure at the FF position in FIGS. 1 (A) and 1 (C). It is sectional drawing seen in the direction to go.
[0039]
After the position P4, the railway vehicle reaches a position P5 on the railroad track 200. FIG. 8 is a diagram illustrating a configuration of a GG cross section of the railway vehicle wheel return line device 101 at a position P5 in FIGS. 1 (A) and 1 (C). 8 is a cross-sectional view of the traveling direction of the railway vehicle in the longitudinal direction of the rail in the GG position, that is, from the left to the right in the GG position in FIGS. 1 (A) and 1 (C). It is sectional drawing seen in the direction to go.
[0040]
As shown in FIGS. 1 (A) and 1 (C), from the position P1 to the position P5, the first rail 201 is located along the first rail 201 on the track inner side (right side in FIGS. 3 to 8). 1 Return wire 1 is installed. As shown in FIG. 3 to FIG. 8, the first return wire 1 has a sleeper (for example, 203B, 204B, 204C, 204D, 204E, 204F, 204G) through a tie plate at a place where the sleeper is present. 203C, 203D, 203E, 203F, 203G). These tie plates are tie plates whose width (the length in the left-right direction in FIGS. 3 to 8) is wider than usual, and the first rail 201 is also attached at the same time.
[0041]
Moreover, in the position P1, the 1st wheel control wall 31 and the 1st wheel control wall 11 are joined by welding or bolt joining etc., and the 1st inductor 3 and the 1st return wire 1 are connected by this. . Further, at the position P5, as will be described later, the second inductor 4 is connected to the first return wire 1.
[0042]
Further, as shown in FIGS. 1A and 1C, from the position P1 to the position P5, along the second rail 202, on the track outer side of the second rail 202 (right side in FIGS. 3 to 8). The second return line 2 is installed. As shown in FIG. 3 to FIG. 8, the second return wire 2 is connected to a sleeper (for example, 203B, 205B, 205C, 205D, 205E, 205F, and 205G) at a place where a sleeper is present. 203C, 203D, 203E, 203F, 203G). These tie plates are tie plates whose width (the length in the left-right direction in FIGS. 3 to 8) is wider than usual, and the second rail 202 is also attached at the same time. In addition, at each position after the position P5 of the second rail 202, an inductor or the like is not attached.
[0043]
In this case, the first wheel 301 travels inside the track (in the middle of the first rail 201 and the second rail 202) and while being guided to the first return wire 1. The position P1 is the beginning of the first return line 1, and the position P5 is the end of the first return line 1. Further, at a place where there is a sleeper, the bottom 313 of the first flange 312 which is the flange of the first wheel 301 is in a state of traveling on a tie plate (for example, 204B, 204C, 204D, 204E, 204F, 204G). ing. Although not shown in the figure, the first wheel 301 travels on the ballast (crushed stone or the like) of the road bed at a position between the sleepers and the sleepers.
[0044]
The second wheel 302 travels outside the track (on the right side of the second rail 202 in FIG. 2) and while being guided by the second return wire 2. The position P1 is the start end of the second return line 2, and the position P5 is the end point of the second return line 2. At a place where there is a sleeper, the bottom portion 323 of the second flange 322 that is the flange of the second wheel 302 is in a state of running on a tie plate (for example, 205B, 205C, 205D, 205E, 205F, 205G). . Although not shown, the second wheel 302 travels on the ballast (crushed stone or the like) on the road bed at a position between the sleepers and the sleepers.
[0045]
As shown in FIGS. 3 to 8, the first return line 1 has a horizontal return line 18 and a vertical return line 19. As will be described later, the horizontal return 18 is a portion that guides the first flange 312 in the direction perpendicular to the rail. Further, the vertical retrace line portion 19 is a portion that guides the vertical position of the bottom 313 of the first flange 312 to a predetermined position, as will be described later.
[0046]
The horizontal retrace line 18 includes a first wheel regulating wall 11, a bottom plate 13, a reinforcing rib (14B in the BB cross section, 14C in the CC cross section, 14D in the DD cross section, 14E in the EE cross section, 14F in the FF section and 14G in the GG section.
[0047]
The first wheel restriction wall 11, the bottom plate 13, the reinforcing ribs 14B to 14G, and the like are substantially plate-like members made of steel or the like. The first wheel regulating wall 11 and the bottom plate 13 are rectangular plate-like members that are long in the rail longitudinal direction, and the reinforcing ribs 34B to 14G are substantially trapezoidal plate-like members. One end (the left end in FIGS. 3 to 8) of the bottom plate 13 is joined to the lower end of the first wheel regulating wall 11 by welding or bolt joining. 3 to 8 of the first wheel restriction wall 11 is opposed to the inner side surface (the right side surface of the first rail 201 in FIG. 2) 212 of the first rail 201, and the tie plate (204B in the BB cross section, The surface 12 is substantially perpendicular to 204C in the CC section, 204DB in the DD section, 204E in the EE section, 204F in the FF section, and 204G in the GG section. Hereinafter, the surface 12 is referred to as a “first wheel inner restriction surface”.
[0048]
Further, the reinforcing rib is a member that is attached when the first return wire 1 is on each sleeper and increases rigidity and strength, and the reinforcing rib 14B is on the sleeper 203B at the BB position. Further, when the reinforcing rib 14C is above the sleeper 203C at the CC position, and when the reinforcing rib 14D is above the sleeper 203D at the DD position, the reinforcing rib 14E is the pillow at the EE position. When the reinforcing rib 14F is on the sleeper 203F at the FF position and the reinforcing rib 14G is mounted on the sleeper 203G at the GG position, respectively. Is. The reinforcing ribs 14B and the like are joined to the back surface of the first wheel restriction wall 11 and the top surface of the bottom plate 13 by welding or bolt joining.
[0049]
Further, as shown in the schematic plan view of FIG. 1A and the detailed plan view of FIG. 1C, the distance between the first return wire 1 and the first rail 201 (FIG. 1A and FIG. The interval in the vertical direction in C) is set so as to become narrower in the direction from the left to the right (the traveling direction of the railway vehicle) in FIGS. Therefore, the distance between the first wheel inner regulating surface 12 of the first wheel regulating wall 11 of the first return wire 1 and the inner side surface 212 of the first rail 201 is also from the left in FIG. 1 (A) and FIG. 1 (C). It becomes narrower as it goes in the direction (traveling direction of the railway vehicle) to the right (from position P1 to position P5).
[0050]
In the position P1 (BB cross section) shown in FIG. 3, the interval between the first wheel inner regulating surface 12 and the inner side surface 212 of the first rail 201 is δ2. For example, a value of 174 millimeters is adopted as the value of δ2. In addition, at the position P3 (EE cross section) shown in FIG. 6, the interval between the first wheel inner restriction surface 12 and the inner side surface 212 of the first rail 201 is δ3. For example, a value of 141 millimeters is adopted as the value of δ3. In addition, at the position P4 (FF cross section) shown in FIG. 7, the interval between the first wheel inner restriction surface 12 and the inner side surface 212 of the first rail 201 is δ4. For example, a value of 100 millimeters is adopted as the value of δ4. In addition, at a position P5 (GG cross section) shown in FIG. 8, the interval between the first wheel inner regulating surface 12 and the inner side surface 212 of the first rail 201 is δ5. As the value of δ5, for example, a value of 65 millimeters is adopted.
[0051]
Note that the first wheel support wall 11 and the bottom plate 13 are elongated in the rail longitudinal direction (track traveling direction), so that members with shorter extensions are joined at appropriate positions by welding, bolting, or the like. Thus, the whole may be configured.
[0052]
Further, the vertical retrace line portion 19 has a first flange travel path plate 15 and a support wall 17. The first flange travel path plate 15 and the support wall 17 are plate members made of steel or the like. Further, the first flange travel road plate is a substantially plate-like member having a trapezoidal shape elongated in the rail longitudinal direction from the position P1 to the position P4. The support wall 17 is basically a substantially plate-like member having a rectangular shape that is long in the rail longitudinal direction. Further, one end (the right end in FIGS. 4 to 6) of the first flange traveling road plate 15 is joined to the first wheel inner restriction surface 12 of the first wheel restriction wall 11 by welding or bolt joining. Further, the other end (the left end in FIGS. 4 to 6) of the first flange travel path plate 15 is joined to the upper end of the support wall 17 by welding or bolt joining. With such a configuration, one end (the right end in FIGS. 4 to 6) of the first flange traveling road plate 15 is supported by the first wheel restriction wall 11, and the other end (the left end in FIGS. 4 to 6) is supported. Supported by a wall 17.
[0053]
4 to 6 of the first flange traveling road plate 15 and the upper surface of the support wall 17 in FIG. 7 form a surface 16 that supports the bottom 313 of the first flange 312 of the first wheel 301. Hereinafter, the surface 16 is referred to as a “first flange support surface”. This first flange support surface 16 has a tie plate (204B in the BB cross section, 204C in the CC cross section, 204DB in the DD cross section, 204E in the EE cross section, F in the cross section at each cross section position. The horizontal line is substantially parallel to 204F in the -F cross section and 204G in the GG cross section.
[0054]
As shown in FIGS. 3 to 7, if the first reference height position is the upper surface of each tie plate in the vicinity of the first rail 201, the first reference height position (206B, C- 206C in the C cross section, 206D in the DD cross section, 206E in the EE cross section, 206F in the FF cross section) to the first flange support surface 16 (hereinafter referred to as "first flange support surface height"). .) Is set to be in a state as shown in FIG. 1B as it proceeds in the direction from the left to the right in FIG. 1C (the traveling direction of the railway vehicle).
[0055]
That is, between the position P1 (BB cross section) and the position P2 (DD cross section), the first flange support surface height increases linearly from zero to H1. Therefore, between the position P1 (BB cross section) and the position P2 (DD cross section), the first flange support surface 16 is an inclined surface having an ascending gradient that rises at a constant gradient. Hereinafter, H1 which is the height of the first flange support surface at the top of the inclined surface having the ascending slope is referred to as “first height”.
[0056]
In the position P1 (BB cross section) shown in FIG. 3, the value of the first flange support surface height is zero. Moreover, in the position P2 (DD cross section) shown in FIG. 5, the value of the first flange support surface height is the first height H1. For example, a value of 149 millimeters is adopted as the value of H1.
[0057]
Further, between the position P2 (DD cross section) and the position P4 (FF cross section), the first flange support surface height is constant while maintaining the first height H1. Therefore, between the position P2 (DD section) and the position P4 (FF section), the first flange support surface 16 is a flat (horizontal) surface having a height H1.
[0058]
Further, between the position P4 (F-F cross section) and the position P5 (GG cross section), the first flange support surface height decreases linearly from H1 to zero. Therefore, between the position P4 (FF cross section) and the position P5 (GG cross section), the first flange support surface 16 is an inclined surface having a descending gradient that descends with a constant gradient.
[0059]
In addition, since the extension in the rail longitudinal direction (track traveling direction) is long, the first flange traveling road plate 15 and the support wall 17 are arranged at appropriate positions by welding members, bolt joints, or the like that are shorter than the extension. May be joined together to constitute the whole.
[0060]
With the configuration as described above, the first wheel 301 that has moved from the first inductor 3 to the first return line 1 is guided in the horizontal direction by the horizontal return line 18 of the first return line 1 as follows. Is done. That is, the inner side 314 of the first flange 312 of the first wheel 301 is prevented from moving in the right direction by the first wheel inner restriction surface 12 of the first wheel restriction wall 11 of the first return wire 1. Therefore, as the railway vehicle (not shown) advances from the left to the right in FIGS. 1A and 1C, the inner portion 314 of the first flange 312 of the first wheel 301 becomes the first wheel inner restriction. When the surface 12 is touched, the rail is pushed in the direction perpendicular to the rail (the left side in FIG. 2) (in the horizontal direction perpendicular to the longitudinal direction of the first rail 201 and the second rail 202 and toward the left). By repeating this, the first wheel 301 is gradually brought closer to the first rail 201 as the railway vehicle progresses.
[0061]
Moreover, the 1st wheel 301 which transferred to the 1st reverser 1 from the 1st induction | guidance | derivation 3 is induced | guided | derived as follows by the vertical direction reverse line part 19 of the 1st reverser 1 about the vertical direction. That is, the bottom portion 313 of the first flange 312 of the first wheel 301 is supported by the first flange support surface 16 of the first flange travel path plate 15 of the first return wire 1, and is located at the position P1 (BB cross section). To the position P2 (DD cross section), the first flange support surface 16 is an inclined surface having an ascending slope. Therefore, as the railway vehicle (not shown) advances from the left to the right in FIGS. 1A and 1C, the bottom 313 of the first flange 312 of the first wheel 301 has the first flange support surface 16. It moves in exactly the same manner as the vertical profile of FIG. 2, and is raised from zero to the first height H1 between position P1 (BB cross section) and position P2 (DD cross section) to position P2 (DD cross section). The first height H1 is maintained between the position P4 (F-F cross section) and the position P4 (FF cross section) and the position P5 (GG cross section) from the first height H1. Lowered to zero.
[0062]
Further, at the time of the above guidance, in particular, at the position P2 (DD section) where the height of the first flange support surface 16 is the maximum value H1, as shown in FIG. 5, the tread surface 311 of the first wheel 301 is shown. (Hereinafter referred to as “first tread surface”) is higher than the top surface 211 of the first rail 201 (hereinafter referred to as “first top surface”). In this case, the difference in height between the first tread surface 311 and the first top surface 211 is ε1. For example, a value of about 0.1 to 10 millimeters is adopted as the value of ε1. Further, the difference in height between the first top surface 211 and the first flange support surface 16 is ε2, and a value of 25 millimeters, for example, is adopted as the value of ε2.
[0063]
In addition, after passing the position P2 (DD section), as shown in a position P4 (FF section) in FIG. 7 and a position P5 (GG section) in FIG. 12, the inner portion 314 of the first flange 312 of the first wheel 301 is pressed in the rail perpendicular direction (horizontal direction perpendicular to the longitudinal direction of the first rail 201 and the second rail 202 and toward the left), The first tread surface 311 of the first wheel 301 overlaps above the first top surface 211 of the first rail 201. In this case, at the position P4 (F-F cross section) at which the first flange support surface 16 moves to the descending slope, as shown in FIG. 7, the overlapping length of the first tread surface 311 and the first top surface 211 is as follows. L1. This value L1 is hereinafter referred to as “first overlap length”. As the value of L1, for example, a value of 20 millimeters is adopted.
[0064]
Further, at the position P5 (GG cross section) where the first flange support surface 16 is lowered, the first tread surface 311 of the first wheel 301 is the first top surface of the first rail 201 as shown in FIG. Guided to ride on 211.
[0065]
Note that the first flange support surface height, which is the height from the first reference height position (the upper surface of the tie plate 204B or the like) to the first flange support surface 16, is zero (position P1) from the first flange travel road plate. Although not shown, the first flange travel path plate 15 is a wedge-shaped member whose thickness changes from zero to t1 in a section until the plate thickness becomes equal to 15 (referred to as t1). Further, in the section from the position where the thickness of the first flange travel path plate 15 becomes t1 to the position P2, the support wall 17 has a tapered (or elongated trapezoidal) surface whose height increases as it proceeds in the traveling direction. It will be a plate material.
[0066]
Further, the width and height of the support wall 17 change from the state shown in FIG. 7 at the position P4 to the state shown in FIG. 8 at the position P5. That is, the width of the support wall 17 (the length in the left-right direction in FIG. 7) changes from the width (referred to as b1) in FIG. 7 to zero in FIG. Further, the height of the support wall 17 (the length in the vertical direction in FIG. 7) changes from the height (referred to as H1) in FIG. 7 to zero in FIG. Therefore, although not shown in the section from the position P4 to the position P5, the support wall 17 has a long and thin triangular pyramid shape, its width changes from b1 to zero, and its height changes from H1 to zero. It becomes a wedge-shaped member that changes.
[0067]
Next, the second return line 2 will be described. As shown in FIGS. 3 to 8, the second return wire 2 includes a second flange travel path plate 25, a first support wall 21, a second support wall 27, a bottom plate 23, and a reinforcing rib (CC). 24C in the cross section, 24D in the DD cross section, 24E in the EE cross section, and 24F in the FF cross section.
[0068]
The second flange travel path plate 25, the first support wall 21, the second support wall 27, the bottom plate 23, the reinforcing ribs 24C to 24F, and the like are plate-like members each made of steel or the like. Further, the second flange travel road plate 25 is a trapezoidal plate-like member that is long in the rail longitudinal direction from the position P1 to the position P4. The bottom plate 23 is a rectangular plate-like member that is long in the rail longitudinal direction. The reinforcing ribs 24C to 24F are substantially trapezoidal plate-like members. The first support wall 21 and the second support wall 27 are basically rectangular plate-like members that are long in the rail longitudinal direction.
[0069]
One end of the bottom plate 23 (the left end in FIGS. 3 to 8) is disposed at a position overlapping the bottom of the second rail 202. One end (the left end in FIGS. 4 to 7) of the bottom plate 23 is joined to the lower end of the second support wall 27 by welding or bolt joining. Similarly, the other end (the right end in FIGS. 4 to 6) of the bottom plate 23 is joined to the lower end of the first support wall 21 by welding or bolt joining. The upper end of the second support wall 27 is joined to one end (the left end in FIGS. 4 to 6) of the second flange traveling road plate 25 by welding or bolt joining. The upper end of the first support wall 21 is joined to the other end (the right end in FIGS. 4 to 6) of the second flange traveling road plate 25 by welding or bolt joining.
[0070]
With the configuration as described above, the second flange traveling road plate 25 has one end (the right end in FIGS. 4 to 6) supported by the first support wall 21 and the other end (the left end in FIGS. 4 to 6) being the first. 2 supported by a support wall 27.
[0071]
Further, the reinforcing rib is a member that is attached when the second return wire 2 is on each sleeper and increases rigidity and strength, and the reinforcing rib 24C is on the sleeper 203C at the CC position. Further, when the reinforcing rib 24D is above the sleeper 203D at the DD position, and when the reinforcing rib 24E is above the sleeper 203E at the EE position, the reinforcing rib 24F is the pillow at the FF position. When it is on the frame 203F, it is attached respectively. The reinforcing ribs 24C and the like are joined to the back surface of the first support wall 21 and the top surface of the bottom plate 23 by welding or bolt joining in the section from the position P1 to the position P4. Further, in the section from the position P4 to the position P5, the reinforcing rib (for example, 24F) is joined to the back surface of the second support wall 27 and the top surface of the bottom plate 23 by welding or bolt joining.
[0072]
The second flange traveling road plate 25, the first support wall 21, the second support wall 27, and the bottom plate 23 have a longer extension in the rail longitudinal direction (track traveling direction), and thus the extension is shorter than that. The members may be joined together at an appropriate position by welding, bolt joining, or the like to constitute the whole.
[0073]
4 to 6 of the second flange traveling road plate 25 and the upper surface of the second support wall 27 in FIG. 7 form a surface 26 that supports the bottom 323 of the second flange 322 of the second wheel 302. ing. Hereinafter, the surface 26 is referred to as a “second flange support surface”. The second flange support surface 26 has a tie plate (204C for the CC cross section, 204DB for the DD cross section, 204E for the EE cross section, 204F for the FF cross section) at each cross-sectional position. On the other hand, the horizontal lines are substantially parallel.
[0074]
As shown in FIGS. 3 to 7, if the second reference height position is the upper surface of each tie plate in the vicinity of the second rail 202, the second reference height position (206B, C- 206C in the C cross section, 206D in the DD cross section, 206E in the EE cross section, 206F in the FF cross section) to the second flange support surface 26 (hereinafter referred to as "second flange support surface height"). .) Is set to be in a state as shown in FIG. 1D as it proceeds in the direction from the left to the right in FIG. 1C (the traveling direction of the railway vehicle).
[0075]
That is, between the position P1 (BB cross section) and the position P3 (EE cross section), the second flange support surface height increases linearly from zero to H2. Therefore, between the position P1 (BB cross section) and the position P3 (EE cross section), the second flange support surface 26 is an inclined surface having an ascending gradient that rises at a constant gradient. Hereinafter, H2 which is the height of the second flange support surface at the top of the inclined surface having the ascending slope is referred to as “second height”.
[0076]
In the position P1 (BB cross section) shown in FIG. 3, the value of the second flange support surface height is zero. Moreover, in the position P3 (EE cross section) shown in FIG. 6, the value of the 2nd flange support surface height is 2nd height H2. For example, a value of 171 millimeters is adopted as the value of H2.
[0077]
Also, between the position P3 (EE cross section) and the position P5 (GG cross section), the second flange support surface height is constant while maintaining the second height H2. Therefore, between the position P3 (EE cross section) and the position P5 (GG cross section), the second flange support surface 26 is a flat (horizontal) surface having a height H2.
[0078]
With the configuration as described above, the second wheel 302 that has entered the second return line 2 is guided by the second return line 2 as follows only in the vertical direction. That is, the bottom portion 323 of the second flange 322 of the second wheel 302 is supported by the second flange support surface 26 of the second flange travel path plate 25 of the second return line 2, and is located at the position P1 (BB cross section). To the position P3 (EE cross section), the second flange support surface 26 is an inclined surface having an ascending slope. Accordingly, as the railway vehicle (not shown) advances from the left to the right in FIGS. 1A and 1C, the bottom 323 of the second flange 322 of the second wheel 302 is moved to the second flange support surface 26. It moves in exactly the same manner as the vertical profile of FIG. 1, and is raised from zero to the second height H2 between position P1 (BB cross section) and position P3 (EE cross section) to position P3 (EE cross section). To the position P5 (GG cross section), the second height H2 is maintained.
[0079]
Further, after passing the position P3 (EE cross section), as shown in the position P4 (FF cross section) in FIG. 7, the first wheel inner regulating surface 12 of the first return wire 1 is guided by the first guide. As one wheel 301 is guided to the left side of the drawing in the direction perpendicular to the rail (the horizontal direction perpendicular to the longitudinal direction of the first rail 201 and the second rail 202 and toward the left), the second wheel 302 is also Since it is fixed to the same axle as one wheel 301, it moves to the left side of the figure, which is the direction perpendicular to the rail, and the bottom 323 of the second flange 322 of the second wheel 302 is the top surface 221 of the second rail 202 (hereinafter referred to as the top surface 221). , Referred to as “second top surface”).
[0080]
The second flange support surface height, which is the height from the second reference height position (the upper surface of the tie plate 205B or the like) to the second flange support surface 26, is zero (position P1) to the second flange travel road plate. Although not shown, the second flange travel path plate 25 is a wedge-shaped member whose thickness changes from zero to t2 in a section until the plate thickness becomes equal to 25 (referred to as t2). Further, in the section from the position where the thickness of the second flange traveling road plate 25 becomes t2 to the position P3, the first support wall 21 and the second support wall 27 have a tapered shape whose height increases as the traveling direction proceeds ( Or a plate having an elongated trapezoidal shape).
[0081]
Further, the width of the second support wall 27 changes from the state shown in FIG. 7 at the position P4 to the state shown in FIG. 8 at the position P5. That is, the width of the second support wall 27 (the length in the left-right direction in FIG. 7) changes from the width (referred to as b2) in FIG. 7 to zero in FIG. Therefore, although not shown in the section from the position P4 to the position P5, the second support wall 27 is a wedge-shaped member whose width changes from b2 to zero.
[0082]
Next, the second inductor 4 will be described. As shown in FIG. 1A, at the position P5 (GG position) of the railroad track 200, the first return line 1 and the second inductor 4 are connected. Moreover, FIG. 9 is a figure which shows the structure of the HH cross section in FIG. 1 (A) of the rail vehicle wheel return line apparatus 101 which is one Embodiment of this invention.
[0083]
As shown in FIG. 9, the second inductor 4 includes a first wheel restriction wall 41, a bottom plate 43, and a reinforcing rib 44H. Moreover, the 1st wheel control wall 41, the baseplate 43, and the reinforcement rib 44H are plate-shaped members which consist of steel etc., respectively. The first wheel restriction wall 41 and the bottom plate 43 are rectangular plate-like members that are long in the rail longitudinal direction, and the reinforcing ribs 44H are substantially trapezoidal plate-like members. Further, one end (the left end in FIG. 9) of the bottom plate 43 is joined to the lower end of the first wheel regulating wall 41 by welding or bolt joining. The left surface of the first wheel restriction wall 41 in FIG. 9 faces the inner surface 212 of the first rail 201 (the right side surface of the first rail 201 in FIG. 9) 212 and is a surface 42 that is substantially perpendicular to the tie plate 204H. ing. Hereinafter, the surface 42 is referred to as a “first wheel inner restriction surface”.
[0084]
The reinforcing rib is a member that is attached when the second inductor 4 is on each sleeper and increases rigidity and strength, and the reinforcing rib 44H is above the sleeper 203H at the H-H position. It is attached to the case. The reinforcing rib 44H is joined to the back surface of the first wheel regulating wall 41 and the top surface of the bottom plate 43 by welding or bolt joining.
[0085]
Further, as shown in FIG. 9, the distance δ6 (the vertical distance in FIG. 1A) between the second inductor 4 and the first rail 201 is a constant value over the entire section of the second inductor 4. The value is equal to the interval δ5 between the first wheel inner regulating surface 12 and the inner surface 212 of the first rail 201 at the position P5 (GG cross section) shown in FIG.
[0086]
Note that the first wheel support wall 41 and the bottom plate 43 are elongated in the rail longitudinal direction (track traveling direction), so that members with shorter extensions are joined at appropriate positions by welding, bolting, or the like. Thus, the whole may be configured.
[0087]
Further, at the position P5, the first wheel restriction wall 11 of the first return wire 1 and the first wheel restriction wall 41 of the second inductor 4 are joined by welding, bolt joining, or the like, thereby the first return wire. The device 1 and the second inductor 4 are connected.
[0088]
As shown in FIG. 9, in this state, the first tread surface 311 of the first wheel 301 gets on the first rail 201, the first flange 312 is fitted with the first rail head inner side surface 212, and The second tread 321 of the second wheel 302 rides on the second rail 202 and the second flange 322 engages with the second rail head inner surface 222, so that both the wheels 301 and 302 are respectively connected to both rails 201. , 202.
[0089]
Next, the principle that both wheels 301 and 302 return to both rails 201 and 202 will be described with reference to FIG. FIG. 10 is a plan view of the relationship between the wheel and the rail in FIG. 8 (GG sectional view at position P5) as seen from above. As shown in FIG. 9, after the position P5, the state of the first tread surface 311 and the second flange 322 at the position P5 is maintained by the second inductor 4. Therefore, in a plan view, the state shown in FIG. 10 is maintained.
[0090]
In this state, the first tread surface 311 of the first wheel 301 is riding on the first top surface 211 of the first rail 201 and traveling. On the other hand, on the second top surface 221 of the second rail 202, the second flange 322 of the second wheel 302 rides and travels. In this case, if the diameter of the first tread surface 311 is D1 and the diameter of the second flange 322 is D2, the relationship D1 <D2 is established.
[0091]
Thus, when the wheel diameters on both sides of the axle 303 are different, the second flange 322 of the second wheel 302 having the larger diameter rotates the first wheel 301 in the direction indicated by the curved arrow M in FIG. Rotating motion as the center. Therefore, the second flange 322 moves laterally to the left side of the second rail 202, and the second flange 322 falls to the left side (inside the track) of the second rail 202. As a result, as shown in FIGS. 8 and 9, the inner portion 325 of the second flange 322 is fitted to the head inner side surface 222 of the second rail 202. Since the first tread surface 311 of the first wheel 301 is already on the first top surface 211 of the first rail 202 at this time, the movement of the second wheel 302 causes the inner portion 315 of the first flange 312 to The two wheels 301 and 302 are returned onto the rails 201 and 202, respectively, by fitting with the head inner side surface 212 of the one rail 201.
[0092]
FIG. 11 is a diagram for explaining the structure for mounting the rail vehicle wheel return device 101 on the track. FIG. 11A shows the structure for mounting the first return wire 1 on the track, and FIG. The attachment structure to the track of the 2nd return wire 2 is shown, respectively.
[0093]
In the above description, the specific configuration for attaching the first return wire 1 to the track, that is, the sleeper, the tie plate, or the like has not been described in detail, but an example thereof is illustrated in FIG. Give an explanation. In the case shown in FIG. 11 (A), the mounting structure in that case will be described taking the EE cross section (position P3) in FIG. 6 as an example of the track. The same configuration is used at other positions on the track.
[0094]
In this case, a bolt insertion hole 13e having a circular cross section penetrating in the vertical direction is formed in the bottom plate 13 of the horizontal return line portion 18 of the first return wire 1. The tie plate 204E located below the bottom plate 13 is provided with a circular cross-section bolt insertion hole 241E having the same inner diameter at a location corresponding to the bolt insertion hole 13e.
[0095]
The sleeper 203E is made of, for example, PC (prestressed concrete), and is provided with a female screw member (embedded plug) indicated by reference numeral 231 in FIG. The female screw member 231 is formed by forming a female screw on the inner wall of a cylindrical member. The female screw is screwed with the male screw portion 71c of the fastening bolt 71 inserted into the bolt insertion holes 13e and 241E described above. It shall have a shape and size that can be matched.
[0096]
The fastening bolt 71 is a bolt made of steel or the like and having a head portion 71a and a shaft portion 71b. The head 71a is formed in a hexagonal column shape, for example, so that a jig such as a spanner for rotating a bolt can be fitted therein. The shaft portion 71b is connected to the lower portion of the head portion 71a, is a cylindrical portion having an outer diameter smaller than that of the head portion 71a, and has a male screw portion 71c having a male screw formed on the outer peripheral surface thereof. Yes.
[0097]
Further, the lower end of the female screw member 231 is closed. In addition, the female screw member 231 is preferably formed of a material having electrical insulation properties because it is necessary to electrically insulate the first return wire 1 from the tie plate 204E and the sleeper 203E.
[0098]
When the sleeper 203E or the like is made of PC, the female screw member 231 may be embedded in the concrete when manufactured. Alternatively, in an existing sleeper, a hole for a female screw member having an inner diameter larger than the outer diameter of the female screw member 231 is drilled with a drill or the like, and the female screw member 231 is inserted into the female screw member hole, The gap between the female screw member hole and the female screw member 231 may be filled and fixed with an adhesive or mortar.
[0099]
After preparing the sleeper 203E having such a female screw member 231, first, an insulating plate or the like made of an electrically insulating material is laid on the sleeper 203E. This insulating plate is also provided with a bolt insertion hole (not shown) having the same inner diameter at a location corresponding to the above-described bolt insertion hole 13e. Next, the insulating plate is laid so that the center of the female screw member 231 such as the sleeper 203E coincides with the center of the bolt insertion hole of the insulating plate.
[0100]
Next, the tie plate 204E and the like are placed on the insulating plate. At this time, the tie plate 204E is placed so that the center of the bolt insertion hole of the insulating plate coincides with the center of the bolt insertion hole 241E of the tie plate 204E. Next, the bottom plate 13 of the first return wire 1 is placed on the tie plate 204E. At this time, the bottom plate 13 is placed so that the center of the tie plate bolt insertion hole 241E and the center of the bolt insertion hole 13e of the bottom plate 13 coincide.
[0101]
Next, in this state, the fastening bolt 71 is inserted into the bolt insertion hole 13e from above the bottom plate 13, and the bolt insertion hole 241E of the tie plate 204E and the bolt insertion hole (not shown) of the insulating plate (not shown). ), And a pivoting jig (not shown) such as a spanner is fitted to the head 71a and rotated to turn the fastening bolt 71 into the female screw of the female screw member 231 such as the sleeper 203E. Screw in. Thereby, finally, the lower surface of the head 71a of the fastening bolt 71 presses the upper surface of the bottom plate 13, whereby the first return wire 1 and the tie plate 204E are fixed to the sleeper 203E by the fastening bolt 71. Is done. The number of fastening bolts 71 may be two or more for one sleeper.
[0102]
Next, a specific configuration for attaching the second return wire 2 to a track such as a sleeper or a tie plate will be described with reference to an example shown in FIG. In the case shown in FIG. 11B, the EE cross section (position P3) in FIG. 6 is taken as an example of the track, and the mounting structure in that case will be described. The same configuration is used at other positions on the track.
[0103]
In this case, a bolt insertion hole 23e having a circular cross section penetrating in the vertical direction is formed in the bottom plate 23 of the second return wire 2. The tie plate 205E located below the bottom plate 23 is provided with a circular cross-sectional bolt insertion hole 251E having the same inner diameter at a location corresponding to the bolt insertion hole 23e.
[0104]
The sleeper 203E is made of, for example, PC (prestressed concrete), and is provided with a female screw member (embedded plug) indicated by reference numeral 232 in FIG. The female screw member 232 is formed by forming a female screw on the inner wall of a cylindrical member. The female screw is screwed with the male screw portion 72c of the fastening bolt 72 inserted through the bolt insertion holes 23e and 251E. It shall have a shape and size that can be matched.
[0105]
The fastening bolt 72 is a bolt made of steel or the like and having a head portion 72a and a shaft portion 72b. The head 72a is formed in a hexagonal column shape, for example, and can be fitted with a jig such as a spanner for rotating the bolt. The shaft portion 72b is connected to the lower portion of the head portion 72a, is a cylindrical portion having an outer diameter smaller than that of the head portion 72a, and has a male screw portion 72c having a male screw formed on the outer peripheral surface thereof. Yes.
[0106]
Further, the lower end of the female screw member 232 is closed. In addition, the female screw member 232 is desirably formed of a material having an electrical insulation property because it is necessary to electrically insulate the second return wire 2, the tie plate 205E, and the sleeper 203E.
[0107]
When the sleeper 203E or the like is made of PC, the female screw member 232 may be embedded in the concrete when manufactured. Alternatively, in the existing sleeper, a female screw member hole having an inner diameter larger than the outer diameter of the female screw member 232 is drilled with a drill or the like, and the female screw member 232 is inserted into the female screw member hole, The gap between the female screw member hole and the female screw member 232 may be filled and fixed with an adhesive, mortar, or the like.
[0108]
After preparing the sleeper 203E having such a female screw member 232, first, although not shown, an insulating plate made of an electrically insulating material is laid on the sleeper 203E. This insulating plate is also provided with a bolt insertion hole (not shown) having the same inner diameter at a location corresponding to the above-described bolt insertion hole 23e. Next, the insulating plate is laid so that the center of the female screw member 232 such as the sleeper 203E coincides with the center of the bolt insertion hole of the insulating plate.
[0109]
Next, a tie plate 205E or the like is placed on the insulating plate. At this time, the tie plate 205E is placed such that the center of the bolt insertion hole of the insulating plate coincides with the center of the bolt insertion hole 251E of the tie plate 205E. Next, the bottom plate 23 of the second return wire 2 is placed on the tie plate 205E. At this time, the bottom plate 23 is placed so that the center of the tie plate bolt insertion hole 251E and the center of the bolt insertion hole 23e of the bottom plate 23 coincide.
[0110]
Next, in this state, the fastening bolt 72 is inserted into the bolt insertion hole 23e from above the bottom plate 23, and further, the bolt insertion hole 251E of the tie plate 205E and the bolt insertion hole (not shown) of the insulating plate (not shown). ), And a bolt turning jig (not shown) such as a wrench is fitted to the head 72a and turned to turn the fastening bolt 72 into the female screw of the female screw member 232 such as the sleeper 203E. Screw in. Thereby, finally, the lower surface of the head 72 a of the fastening bolt 72 presses the upper surface of the bottom plate 23, whereby the second return wire 2 and the tie plate 205 E are fixed to the sleeper 203 E by the fastening bolt 72. Is done. In addition, the number of the fastening bolts 72 may be two or more for one sleeper.
[0111]
The first inductor 3 and the second inductor 4 can also be attached to a sleeper, a tie plate, or the like using an attachment structure (not shown) having the same structure as that described above.
[0112]
In the embodiment described above, the first return line 1 corresponds to the first return line means in the claims. The second return line 1 corresponds to the second return line means in the claims. The first inductor 1 corresponds to the first guiding means in the claims. The second inductor 1 corresponds to the second guiding means in the claims. The position P1 corresponds to the first position in the claims. The position P2 corresponds to the second position in the claims. The position P3 corresponds to the third position in the claims.
The position P4 corresponds to the fourth position in the claims. The position P5 corresponds to the fifth position in the claims. The position P6 corresponds to the sixth position in the claims. The position P7 corresponds to the seventh position in the claims.
[0113]
With the configuration as described above, the rail vehicle wheel return device 101 of the first embodiment has the following advantages.
[0114]
a) With the first return line 1, the first wheel 301 can be moved horizontally in the direction perpendicular to the rail and moved vertically upward as the railway train travels. Thereby, the 2nd wheel 302 can also be horizontally moved in the rail perpendicular direction with the movement of the 1st wheel 301. Moreover, the 2nd return wire 2 can move the 2nd wheel 302 to the vertically upper direction with a driving | running | working of a railway train. By the cooperative action of the first return line 1 and the second return line 2, the wheels of the railway vehicle derailed from the railway line can be returned to the original rail.
[0115]
b) Therefore, even if the wheels of the railway vehicle are derailed, the derailed vehicle will not move further outside the track and will not fall or fall, and then the railway vehicle will By traveling according to the second return line 2, it is possible to return to the original rail, so that the derailment situation is prevented from deteriorating and the recovery work after derailment can be reduced. ing.
[0116]
The present invention is not limited to the embodiment described above. The above-described embodiment is an exemplification, and the present invention has substantially the same configuration as the technical idea described in the claims of the present invention, and any device that exhibits the same function and effect is the present invention. It is included in the technical scope of the invention.
[0117]
For example, in the above embodiment, the left rail 201 in the traveling direction of the railroad track is the first rail, the right rail 202 in the traveling direction of the railroad track is the second rail, and the first rail is the first rail. Although the example of providing the return line means (for example, the first return line 1) and providing the second return line means (for example, the second return line 2) on the second rail has been described, the present invention is not limited to this, and other configurations For example, contrary to the above-described embodiment, the rail on the right side in the traveling direction of the railway track is the first rail, the rail on the left side in the traveling direction of the railroad track is the second rail, and the first rail is The first return line means may be provided, and the second return line means may be provided on the second rail (hereinafter referred to as “second configuration”). Alternatively, the configuration of the above embodiment and the second configuration may be combined.
[0118]
Moreover, in the said embodiment, although the track | truck which has a rail and a sleeper was mentioned as an example and demonstrated as a railroad track in which a rail vehicle wheel return line apparatus (for example, 101) is installed, this invention is not limited to this. Other configurations, for example, a railroad track on which a railway vehicle wheel return line device is installed, may be a slab track using a track slab plate instead of a sleeper.
[0119]
In the above embodiment, the first return line means (for example, the first return line 1) and the second return line means (for example, the second return line 2) are moved from the first position (for example, the position P1) to the fifth position (for example, the position). The example of installation up to P5) has been described, but the present invention is not limited to this, and other configurations, for example, first return line means (for example, first return line 1) and second return line means (for example, second return line). The container 2) may be installed at least about the middle between the third position (for example, position P3) and the fourth position (for example, position P4). If this is at least the third position (position P3, see section EE in FIG. 6), the first wheel (reference numeral 301 in FIG. 6) is caused by rolling or the like accompanying travel of the railway vehicle. This is because it can sufficiently occur that the second wheel (see reference numeral 302 in FIG. 6) and the second wheel move in the left direction in the figure. In this way, if the first wheel and the second wheel are shifted to the left in the state of FIG. 6, it is possible to sufficiently return to each rail.
[0120]
In the above embodiment, the railway vehicle wheel return device (for example, 101) is fixed to the sleeper 203E or the like via the tie plate 204E or the like, and the railway vehicle wheel return device (for example, 101) is permanently installed on the railway track or Although an example of a fixed facility has been described, the present invention is not limited to this, and other configurations, for example, a railroad vehicle wheel return line device may be a temporary facility and may be configured to be detachable from the railroad track later. Good. That is, when an earthquake is predicted due to earthquake prediction or the like, the railway vehicle wheel return device may be attached to the railway track.
[0121]
Moreover, the installation position of the railway vehicle wheel return line device may be installed in front of the branching device, in front of the platform, in front of the bridge, in the bridge section, in front of the tunnel, or the like.
[0122]
Moreover, in the said embodiment, although 1st height was set to H1 and 2nd height was set to H2, and it demonstrated with the example of a numerical value etc., these numbers are the values in the case of a Shinkansen railway, and a conventional line In the case of a railway, another appropriate value may be used.
[0123]
In the above embodiment, the first guiding means (for example, the first inductor 3) is connected to the front side in the traveling direction of the first returning means (for example, the first returning device 1), and the first returning means (for example, the first returning device, for example) Although the example in which the second guiding means (for example, the second inductor 4) is connected to the back side in the traveling direction of the return wire 1) has been described, the present invention is not limited to this, and other configurations, for example, the first Neither the first guiding means nor the second guiding means may be provided, or only one of them may be provided.
[0124]
Moreover, in the said embodiment, when attaching a 1st return line means (for example, 1st return line 1) to a railroad track (for example, sleeper), about the example which attaches a 1st return line means to a sleeper with a tie plate and a fastening bolt. Although described above, the present invention is not limited to this, and other configurations, for example, the first return wire means is first attached to the tie plate with a bolt or the like, and the tie plate is attached to the sleeper with another bolt or the like. May be. The same applies to the second return line means (for example, the second return line 2). For example, the second return line means is first attached to the tie plate with a bolt or the like, and this tie plate is attached to the sleeper with another bolt or the like. You may comprise. In this way, the railway vehicle wheel return line device can be appropriately attached to and detached from the railway track.
[0125]
The tie plate 204 may not be configured to attach both the first rail and the first return line means (for example, the first return line device 1) to the sleeper (for example, 203E) with one tie plate (for example, 204E). The tie plate of the first rail and the tie plate to which the first return line means is attached may be separate. The same applies to the second return line means, the first guidance means, and the second guidance means.
[0126]
【The invention's effect】
As described above, according to the present invention, the first return line means is provided from the first position to the third position along the first rail on the inner side of the railroad track, and the second rail on the outer side of the railroad track. A second return line means is provided from the first position to the third position along the first line, and the first return line means approaches the first rail by pressing in the direction perpendicular to the rail while supporting the first flange of the first wheel of the railway vehicle. The first wheel is guided from the first position to the second position so that the first tread surface of the first wheel is higher than the first top surface of the first rail at the second position, and passes through the second position. After that, the height of the bottom portion of the first flange from the first reference height position is maintained at the first height, and the second return wire means is raised while supporting the second flange of the second wheel. Derived from the first position and second flange in the third position The bottom is set to the same height as the second top surface of the second rail, and the height of the bottom of the second flange from the second reference height position is maintained at the second height after passing the third position. Since it comprised in this way, it has the advantage that a 1st wheel can be returned on a 1st rail, and a 2nd wheel can be returned on a 2nd rail.
[Brief description of the drawings]
FIG. 1 is a diagram showing an overall configuration of a railway vehicle wheel return line device according to an embodiment of the present invention, and FIG. 1 (A) is a schematic plan view showing the overall configuration of the railway vehicle wheel return line device; FIG. 1B is a view showing the gradient along the rail longitudinal direction of the first flange support surface of the first return wire in FIG. 1A, and FIG. 1C is the first return wire and the first return wire in FIG. FIG. 1D is a plan view showing the configuration of the two return wires, and FIG. 1D is a view showing the gradient along the rail longitudinal direction of the second flange support surface of the second return wire in FIG. .
FIG. 2 is a diagram showing the configuration of the AA cross section in FIG. 1 (A) of the rail vehicle wheel return line device that is one embodiment of the present invention, in which the derailed first wheel is the first inductor and the first rail; It is sectional drawing seen in the rail longitudinal direction which shows the state which exists in the middle.
FIG. 3 is a diagram showing a configuration of a BB cross section in FIG. 1 (A) of a railway vehicle wheel return line device which is an embodiment of the present invention, in a state where a first flange is at the start end of the first return line device; It is sectional drawing seen in the rail longitudinal direction shown.
FIG. 4 is a diagram showing a configuration of a CC cross section in FIG. 1 (A) of a railway vehicle wheel return line device that is an embodiment of the present invention, and the first flange is raised above the first return line device; It is sectional drawing seen in the rail longitudinal direction which shows the state which exists in the middle, and has a 2nd flange on the 2nd return wire and in the middle of a raise.
FIG. 5 is a diagram showing a configuration of a DD cross section in FIG. 1 (A) of the rail vehicle wheel retrace device according to the embodiment of the present invention, in which the first flange rises above the first retrace device; It is sectional drawing seen in the rail longitudinal direction which shows the state which exists on the start end of a flat surface at the end, and has a 2nd flange on the 2nd return wire, and is in the middle of a raise.
6 is a diagram showing a configuration of a cross section taken along the line EE in FIG. 1A of the railway vehicle wheel return line device according to the embodiment of the present invention, and the first flange is flat on the first return line device; FIG. FIG. 6 is a cross-sectional view seen in the longitudinal direction of the rail, showing a state where the vehicle is running on a flat surface and the second flange is over the second return wire and rises and is on the starting end of the flat surface.
7 is a diagram showing a configuration of a cross section FF in FIG. 1 (A) of a railway vehicle wheel return line device which is an embodiment of the present invention, and a first flange is flat on a first return line device; FIG. It is sectional drawing seen in the rail longitudinal direction which shows the state which exists on the termination | terminus of a smooth surface and the 2nd flange moved over the 2nd rail from the 2nd return wire.
FIG. 8 is a diagram showing a configuration of a GG cross section in FIG. 1A of a rail vehicle wheel return line device that is an embodiment of the present invention, in which a first tread is transferred onto a first rail and It is sectional drawing seen in the rail longitudinal direction which shows the state which 2 flanges are running on the 2nd rail.
FIG. 9 is a diagram showing a configuration of the HH cross section in FIG. 1A of the railway vehicle wheel return line device which is an embodiment of the present invention, and the first tread rides on the first rail and the first The flange fits with the inner surface of the first rail head, the second tread rides on the second rail, the second flange fits with the inner surface of the second rail head, and both wheels are both rails. It is sectional drawing seen in the rail longitudinal direction which shows the state which returned to.
FIG. 10 is a conceptual diagram for explaining the returning action of the wheel to the rail in FIG. 9 of the rail vehicle wheel return line device that is one embodiment of the present invention.
FIG. 11 is a diagram for explaining a structure for mounting a rail vehicle wheel return line device according to an embodiment of the present invention on a track, and FIG. 11 (A) shows a structure for mounting a first return line on a track. (B) has each shown the attachment structure to the track | orbit of a 2nd return wire.
[Explanation of symbols]
1 First return wire
2 Second return wire
3 First inductor
4 Second inductor
11 First wheel restriction wall
12 1st wheel inside regulation surface
13 Bottom plate
13e Bolt insertion hole
14B-14G Reinforcement rib
15 First flange travel road plate
16 First flange support surface
17 Support wall
18 Horizontal return
19 Vertical retrace section
21 First support wall
23 Bottom plate
23e Bolt insertion hole
24C-24F Reinforcement rib
25 Second flange travel road plate
26 Second flange support surface
27 Second support wall
31 1st wheel restriction wall
32 1st wheel inside regulation surface
33 Bottom plate
34A Reinforcement rib
41 First wheel restriction wall
42 1st wheel inner restriction surface
43 Bottom plate
44H Reinforcement rib
71 Fastening bolt
71a head
71b Shaft
71c Male thread
72 Fastening bolt
72a head
72b Shaft
72c Male thread
101 Railway vehicle wheel return line device
200 Railroad tracks
201 1st rail
202 2nd rail
203A-203H sleepers
204A-204H 1st tie plate
205A-205H Second type rate
206A-206H 1st reference height position
207A to 207H Second reference height position
211 First top surface
212 Inside of head
221 Second top surface
222 Head inside surface
301 first wheel
302 second wheel
303 axle
231 Female screw member
232 Female thread member
241E Bolt insertion hole
251E Bolt insertion hole
311 First tread
312 1st flange
313 1st flange bottom
314 1st flange inner side
315 First flange outer side
316 1st wheel inner surface
321 Second tread
322 Second flange
323 2nd flange bottom
324 2nd flange inner side
325 Second flange outer side
401 Safety rail
D1 First tread diameter
D2 2nd flange diameter
H1 first height
H2 second height
L1 1st overlap length
M Movement direction
P1 1st position
P2 2nd position
P3 3rd position
P4 4th position
P5 5th position
P6 6th position
P7 7th position

Claims (9)

First return line means provided from the first position to the third position along the first rail of the first rail and the second rail of the railroad track;
A second return line means provided from the first position to the third position along the second rail out of the outer track of the first rail and the second rail of the railway track;
The first return line means is a first flange that is a flange of the first wheel when a first wheel of the wheels of a railway vehicle travels after derailing between the first rail and the first return line means. The first rail is guided from the first position to the second position in the vicinity of the first rail so that the first rail is moved close to the first rail and lifted. The first tread surface that is the tread surface of the first wheel is made higher than the first top surface that is the top surface of the first rail, and after passing through the second position, the first tread surface from the first reference height position. Maintaining the height of the bottom of the first flange at a first height that is a height from a first reference height position in the second position;
The second return wire means lifts while supporting a second flange which is a flange of the second wheel when the second wheel of the wheels of the railway vehicle proceeds after derailing to the outside of the second rail. Thus, the second top surface is derived from the first position and the bottom of the second flange is the top surface of the second rail at a third position, which is a position advanced in the line direction from the second position. The height of the bottom of the second flange from the second reference height position is the height from the second reference height position at the third position after passing through the third position. By maintaining a second height,
The rail vehicle wheel retrace apparatus, wherein the derailed first wheel is returned onto the first rail, and the derailed second wheel is returned onto the second rail. In the railway vehicle wheel return line device according to claim 1,
The first return line means, after the first wheel passes through the second position, presses in a direction perpendicular to the rail while supporting the first flange to approach the first rail, and the first tread is A rail vehicle wheel return line device that guides to overlap above a first head top surface. In the railway vehicle wheel return line device according to claim 2,
The first return line means that, after the railcar has passed through the third position, the height of the bottom of the first flange from the first reference height position is maintained at the first height while maintaining the direction perpendicular to the rail. To the first rail, and after passing through a fourth position where the first tread surface of the first wheel overlaps to a predetermined first overlapping length above the first top surface, The first tread is placed on the first top surface at the fifth position, which is a position advanced in the track direction from the fourth position, while being guided while being lowered while supporting one flange. A railway vehicle wheel return line device having two flanges on the second top surface. In the railway vehicle wheel return line device according to claim 1,
First guide means provided from the sixth position to the first position on the inner side of the railroad track along the first rail from the first position to the first return line means. ,
The first guiding means presses the inner surface of the derailed first wheel in a direction perpendicular to the rail so as to approach the first rail, and shifts the first wheel to the first return line means. Railway vehicle wheel return line device. In the railway vehicle wheel return line device according to claim 3,
From the fifth position along the first rail inside the railroad track to the seventh position, which is a position advanced in the track direction from the fifth position, the first position at the fifth position is provided. A second guiding means connected to the return wire means;
The second guiding means maintains the state of the first tread surface and the second flange at the fifth position, and the diameter of the first tread surface on the first rail and the second flange on the second rail. By utilizing the lateral movement of the second wheel due to the difference in diameter, the second flange is dropped to the inside of the track of the second rail and fitted to the inner surface of the head, thereby causing the second wheel to move. A railroad vehicle wheel return line device which is returned on the second rail. In the railway vehicle wheel return line device according to claim 1,
The first rail is a rail on the left side in the traveling direction of the railroad track,
The rail vehicle wheel return line device, wherein the second rail is a rail on the right side in the traveling direction of the railroad track. In the railway vehicle wheel return line device according to claim 1,
The first rail is a rail on the right side in the traveling direction of the railroad track,
The rail vehicle wheel return line device, wherein the second rail is a rail on the left side in the traveling direction of the railroad track. In the railway vehicle wheel return line device according to claim 1,
The first return line means is provided with a rail on the left side in the traveling direction of the railroad track as the first rail, and a rail on the right side in the traveling direction of the railroad track is provided as the first rail,
In the second return line means, a rail on the right side in the traveling direction of the railroad track is provided as a second rail, and a rail on the left side in the traveling direction of the railroad track is provided as a second rail. A railway vehicle wheel return line device characterized by the above. First return line means provided from the first position to the third position along the first rail of the first rail and the second rail of the railroad track;
Using second return line means provided from the first position to the third position along the second rail out of the first rail and second rail of the railroad track,
A first flange that is a flange of the first wheel when the first return line means travels after a first wheel of the wheels of the railway vehicle derails between the first rail and the first return line means. The first rail is guided from the first position to the second position in the vicinity of the first rail so that the first rail is moved close to the first rail and lifted. The first tread surface that is the tread surface of the first wheel is made higher than the first top surface that is the top surface of the first rail, and after passing through the second position, the first tread surface from the first reference height position. Maintaining the height of the bottom of the first flange at a first height that is a height from a first reference height position at the second position;
When the second return line means travels after the second wheel of the wheels of the railway vehicle derails to the outside of the second rail, the second return line means lifts while supporting the second flange that is the flange of the second wheel. Thus, the second top surface is derived from the first position and the bottom of the second flange is the top surface of the second rail at a third position, which is a position advanced in the line direction from the second position. The height of the bottom of the second flange from the second reference height position is the height from the second reference height position at the third position after passing through the third position. By keeping it at a certain second height,
A method of retracing a railway vehicle wheel, wherein the derailed first wheel is returned on the first rail, and the derailed second wheel is returned on the second rail.

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