JPS581407Y2 - Rail coupler for rail transport vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rail coupler used to connect a rail end to a power vehicle coupler when towing a rail mounted on a rail carrier.

Conventionally, in order to transport rails, a rail 2 is placed across the rail transport vehicle 1 arranged at a predetermined interval as shown in FIG. Connector 4
They were connected and pulled together.

However, the conventional rail coupler 4 is different from the coupler 5 of the motor vehicle 3.
It consists of a power vehicle side coupling body 7 which is swingably connected to the coupling body 7 via a pin 6, and a rail side coupling body 9 which is swingably connected to this coupling body 7 via a pin 8. The rail 2 is coupled to the connecting body 9 via an arm 10.

However, with this conventional traction using the rail coupler 4, there is a risk that the rail 2 may fall off from the rail carrier 1 or the rail carrier 1 may derail when the motor vehicle 3 brakes or curves, so the traction speed is reduced to 51c111. There was some regret that it had to be made as low as /h.

The purpose of this invention is to obtain a rail coupler that can increase the traction speed. One of the reasons why the traction speed is limited in conventional rail couplers is that there is no limit on the power vehicle side coupler. During braking, the
Based on the analysis that the rail weight is at a point where rapid movement occurs when making a curve, a rocking prevention surface is formed on the power vehicle side coupling body to contact the power vehicle side and regulate the rocking angle. There is.

The present invention will be explained below with reference to the embodiments shown in FIGS.
3, it is swingably connected.

The power vehicle side coupling body 21 has a coupling hole 24 in the center thereof into which a coupling pin of a motor vehicle coupler is inserted, and legs 25 are provided extending to both sides of the coupling hole 24.

The swing suppression surface 26, which is a feature of the present invention, is formed from an L-shaped angle 27 provided integrally at the tip of the leg 25 and a hard synthetic rubber 28 stuck to the surface of this angle 27. The surface 26 faces the coupler 5 of the motor vehicle or its vicinity with a very small gap (for example, several mO).

Note that 29 is the rail side coupling body 2 of this power vehicle side coupling body 21.
2 This is a reinforcing plate attached to the connecting extension.

On the other hand, a detachable arm 31 is swingably provided on the rail-side connecting body 22 at a symmetrical position with respect to the pin 23 via a pin 30 .

This arm 31 has a pair of rail clamping plates 32 at its rear end.
is provided, and a bolt hole 33 is drilled in this,
The rail 2 to be towed is inserted between the rail clamping plates 32 and integrated with the arm 31 by a bolt hole 33 and a bolt inserted through the rail hole.

Therefore, in the present rail coupler 20 having the above configuration, the swing angle of the power vehicle side coupling body 21 is determined by the swing suppressing surface 26.
Since this is restricted at the location where the power vehicle is in contact with the coupler or its vicinity, rails may fall off due to rapid movement of rail weight even when the power vehicle is braking or when making a curve, or derailment of the power vehicle or rail transport vehicle. Such an accident is unlikely to occur.

Note that the present invention does not concern the shape of the swing suppression surface 26 and whether or not the bottom rubber 28 is attached as a cushioning material.

Note that the rails 2 to be towed are placed on a plurality of rail carriers 1 as described above, and examples of the configuration of the rail carriers 1 will be explained with reference to FIGS. 4 to 6.

Reference numeral 41 denotes a trolley body consisting of a single frame body with traveling wheels 42 mounted at the four corners and connecting fittings 43 provided at the front and rear of the central portion, and 44 a rail support supported on the trolley body so as to be able to rotate freely via a pivot shaft 45. Tables 46 are rotating rollers provided at four locations on both the front and rear sides of the rail pedestal 44, and these rollers are supported on a roller receiving plate 47 provided on the upper surface of the truck body 41 to control the turning movement of the rail pedestal 44. This rotation angle range is regulated by a stopper 48.

Reference numeral 49 indicates a flanged rail mounting plate provided on both sides of the pivot shaft 45 on the rail holder 44 for mounting the central transport rail, and 50 indicates a rail mounting plate 44 on both sides of the rail holder 44. A rail mounting roller with a flange, which is rotatably supported by a horizontal shaft 51 parallel to the axle of the wheel 42, and on which a transport rail other than the above-mentioned central part is mounted; Place a total of four items on the left and right rails on the rail holder 44 and place them on the rail mounting plate 49.
and the tops are aligned.

52 is the floating of the transport rail in the center and outermost part;
Rail fall prevention metal fittings 53 are provided on the center and both sides of the rail pedestal 44 to prevent the rail from falling, and the rails are placed by fitting the notches 53' formed on the lower surface into the upper part of the transport rail in the lateral direction. This rail fixing fitting 53 is a rail fixing fitting that restricts the movement of the transport rail, and this rail fixing fitting 53 is usually attached to the central part of the plurality of rail transport vehicles 1, that is, for example, the first
It is used only for the rail transport vehicle 1a shown in the figure.

With the above-mentioned configuration, when the transport rail is placed on the rail pedestal 44 and the traveling carriage carrying it passes through a curved road, the longitudinal direction centered on the intermediate rail transport vehicle 1a of each transport rail is It allows relative movement and allows safe rail transportation.

Next, 60 and 61 are outer support legs that are pivoted to both ends and the center of the rail pedestal 44 by shafts 62 and 63 parallel to the axle of the truck, and are movable in the front-rear direction, that is, in the direction of arrow A in FIG. and a central support leg, and the free ends of these legs 60, 61 support a girder 65 that allows a hoisting block 64 to run freely.

That is, a girder support member 66 that connects the front and rear legs and supports the girder 65 is removably provided on the upper part of each of these supporting legs 60 and 61. Girder fixing plate 37 and lock bolt operating rod 68
The girder 65 and each support leg 60, 61 are integrated by this.

70 is a chain winder fixed to one end of the girder 65 and operated by a handle 71; 72 is a chain winder stretched between the chain winder 70 and the hoisting block 64 for moving the hoisting block; Reference numeral 73 denotes rail catches that hang down from both sides of the girder 65 in order to prevent the girder 65 from tilting when mounted on the rail, and the rail catch 73 is detachable from the traveling rail.

For example, from the right side of FIG.
To load the rails, the right outer supporting legs 60 of each rail transport vehicle arranged at predetermined intervals are brought down as shown in Fig. 5, the girder 65 is supported by the left outer supporting leg 60 and the central supporting leg 61, and the girder 65 is hoisted. While operating the block 64 and chain winder 70, place a predetermined number of rails (three in the figure) on the right half of the rail pedestal 44. Then, fold down the center support leg 61 and raise the right outer support leg 60. The girder 65 is supported by the outer support legs 60 on both sides, and the rail 2 placed on the right half of the rail pedestal 44 is moved to the left half by operating the lifting block 64.

Then, the rail is placed on the right half of the rail pedestal 44 from which the rail has been removed in the same manner as described above, thereby completing the loading of the rail.

Also, the rail can be loaded from the left side of the cart using the same operation as above.

Note that it is of course possible to load from both the left and right sides, and to unload the rail from the cart, the operation in reverse to the above may be performed.

At the ends of the rails 2 loaded in this way, the rail attachment/detachment arms 31 of the rail coupler 20 shown in FIGS. It is connected to a motor vehicle coupler for rail transportation as described above.

At this time, among the rail carriers 1 arranged side by side as shown in FIG. 1, in the rail carrier 1a located in the center position, the rail fixing fittings 53 are attached to the rail pedestal 4 by bolts or the like as described above.
It is preferable to securely tie the transport rail to the rotatable rail pedestal 44-H by fixing the transport rail to the rail mounting roller 5 of the intermediate rail transport vehicle 1a.
It is preferable to eliminate 0 and use a flanged rail mounting plate 49 instead.

When the rail transported in this manner passes through a curved road, the central rail, which is pulled along with the pivoting movement of the rail pedestal 44, curves along the curved road while maintaining the interval between the bogies, and the rails on both sides are moved by rail mounting rollers. It is possible to transport a long rail along a curved road by relatively moving and deforming on the rail coupler 50, and in particular, in the present invention, the swinging of the power vehicle side coupling body 21 of the rail coupler 20 is restricted. Therefore, stable conveyance is possible even during curves and braking.

As described above, according to the rail coupler according to the present invention, it is possible to suppress the swinging of the motive vehicle side coupler, thereby preventing rapid movement of the rail weight during braking or curves, and It is possible to increase the towing speed by preventing the overhang and the derailment of the transport vehicle caused by this.

[Brief explanation of drawings]

Fig. 1 is a plan view showing a conventional rail coupler and the state in which the rail is pulled by the rail coupler, and Figs. 2 and 3 show an embodiment of the rail coupler according to the present invention. ,
FIG. 3 is a front view, FIGS. 4 to 6 show an example of a rail carrier, FIG. 4 is a front view, FIG. 5 is a plan view, and FIG. 6 is a side view. 1: Rail transport vehicle, 2: Rail, 3: Power vehicle, 5: Coupler, 20: Rail coupler, 21: Power vehicle side coupling body, 22
: Rail side connection body, 24: Connection hole, 26: Swing suppression surface.

Claims (1)

[Scope of utility model registration request] A power vehicle side coupling body provided with a connection hole into which a connecting pin of a power vehicle coupler is inserted, and an end of a rail that is swingably connected to this power vehicle side coupling body and placed on a rail transport vehicle. In a rail coupling body for a rail transport vehicle comprising a rail-side coupling body that can be attached and detached from the motor vehicle, the coupling body is in contact with the coupling body of the motor vehicle or its vicinity at both sides of the coupling hole, and the coupling body of the coupling body is A rail coupler for a rail transport vehicle, characterized in that a rocking prevention surface is formed to prevent rocking beyond a certain angle.