KR100578407B1 - Locking and detecting device for railway branch - Google Patents

Abstract

The present invention relates to a locking and detecting device for a railway branch;

A pair of locking and detecting devices having the same configuration and operation are provided in opposite directions so that the basic rails R1 and R2 are installed between the sleepers SP or the sleepers SP.

In the locking and detecting device for a railway branch, which connects or detaches one of the tungsten rails (T1, T2) with respect to the basic rails (R1, R2),

The locking device (A1) is a locking cage (1) of the approximately elongated box type, the locking guide plate (2) having a locking portion (2 ') at the open end and partially closed above the locking cage (1),

A guide cage 10 accommodated in the locking cage 1 and slidingly operated and connected to a connecting arm 30 connected to the connecting arm 30 'of another locking device A1';

A connecting member 20 accommodated in the guide cage 10 and having one of the tongues T1 and T2 thereon; an arm member 21 hingedly connected to the connecting member 20;

A pair of link members 22 and 22 ′ which hinge-connect the guide cage 10 and the arm member 21,

A link structure having a locking hook portion (21 ') which is guided by the locking guide plate (2) and integrally configured as an end of the arm member (21) to be locked with the locking portion (2);

The detection device (A2) is a detection switch 61 for locking detection for detecting the entry of the locking hook portion 21 'to the detection bracket 60 mounted above the locking cage (1),

It is characterized in that it is comprised as the detection switch 62 for connection detection which detects the approach of the tongue rails T1 and T2 to the basic rails R1 and R2.

Railway diverter, locking, index finger

Description

Locking and detecting apparatus for turning-out system of railway

1 is a layout diagram of a railway rail at a branch point for a basic description of a railway rail system to which the locking and detecting device for a railway diverter of the present invention is applied.

Figure 2 is a cross-sectional view taken along the line A-A, B-B of Figure 1 for a basic description of the railway rail system to which the locking and detecting device for railway diverter of the present invention is applied.

3 is a cross-sectional view of the moment when the wheels of a railway vehicle are located on the C-C line of FIG.

4 is an explanatory diagram of a conceptual device having a configuration widely used in the past as a locking device for a railway diverter.

Fig. 5 is a plan view showing the overall configuration in a state where the locking and detecting device for a railway diverter of the present invention is installed on a rail;

FIG. 6 is a cross-sectional view of the entire configuration taken along line D-D in FIG. 5; FIG.

7 is a cross-sectional view showing a state in which a railroad car is normally driven along a basic rail in the locking and detecting device for a railroad diverter according to the present invention.

FIG. 8 is a cross-sectional view of a railroad car in a locking and detecting device for a railroad diverter according to the present invention, in which a railroad vehicle is connected to a track along a rail in a locking and detecting device opposite to FIG. .

Fig. 9 is a sectional view showing the state of the beginning and the end point of the transition to the completed operation state for changing the track along the rail in the locking and detecting device for the railway diverter of the present invention.

10 A, B, and C are sequential cross-sectional views showing a process of transition to a locked state of a basic rail of a tongue rail in a locking and detecting device for a railway branch of the present invention.

Explanation of symbols on the main parts of the drawings

R1, R2: basic rail

T1, T2: tongue rail

1: locking cage

2: Locking Guide Plate

20: Connecting member

21: Arm Member

22: Link member

21 ': Locking hook (end of arm member)

The present invention relates to a locking and detecting device for a railroad diverter, and more particularly, to the provision of an improved device for use as a locking and detecting device by applying to railroad systems using rails of various types and standards such as railways and trains. It is about.

Background Art [0002] Railroad systems using rails as basic means of transportation have conventionally used diverters of various configurations and operations as a device for converting the direction of a traveling railway vehicle on a track.

Such a turnout for railway vehicles operates a tongue rail whose relative displacement can be varied by a manpower or an external force such as an electric motor or a shared pressure cylinder with respect to a stock rail constituting the railroad. We are converting the railroad tracks.

In general, the conventional branching system arranges the tongue rail with respect to the basic rail, and connects and detaches the tongue rail with respect to the basic rail, so that the wheels of the railway vehicle connecting with the inner raceway surface of the rail move along the tongue rail. We are planning to convert to railway.

Therefore, as a means for operating the pair of tong rails for the rail change with respect to the basic rail, the connecting bar is operated to simultaneously operate the pair of tong rails to connect and disengage the tungsten rail in the direction of the rail change direction with respect to the main rail. Using,

The connecting bar is converted into a railway by manual operation such as a lever, or by an automatic motor or a shared pressure cylinder.

Another additional function that is important in addition to the purpose of converting the rail in the conventional branching configuration is as follows.

The tongue rail shall be connected to or disconnected from the basic rail by operation. If, for some reason, the connecting bar for simultaneously driving a pair of tongue rails is cut or broken, the tongue rail to be connected for the line change direction is connected to the basic rail. If a situation occurs that leaves you with no firm access to

The distance between the wheels constituted by the tong rail and other basic rails becomes more than the distance between the standard wheels of the railroad car, and the railroad car has a great risk of derailing or breaking as a moment depending on the driving speed and the wheel restraint. In particular, such a problem is a very important design point in the case of a high-speed train.

Conventionally, various methods have been devised as locking means for firmly fixing at the operating position of the tungsten rail connected to the basic rail for changing the track, and the European method is widely used. The locking device for the basic rail has a structure in which a pair of tongue rails are locked by means of a hook or the like, and the size of the device is large and the installation cost is also considerable.

In addition, due to the long stroke length for locking operation, there were many exposed areas of the installation site and there was a possibility of failure caused by repeated vibration and driving shock.

More importantly, since most of the locking devices are exposed on the railway, there is a high risk of corrosion and breakage. If the connection bar is damaged due to such an impact, the locking state is released, which can cause enormous damage to the railway vehicle while driving. And most of them are imported goods, which is an expensive burden.

In view of such a problem from the prior art, the locking and detecting device for the railroad diverter of the present invention is compact and minimizes the number of parts, and the economics are extremely high, and the purpose of providing a locking and detecting device for the railroad diverter is also easy to maintain and maintain. It basically aims to eliminate the possibility of malfunction.

Another object of the locking and detecting device for a railroad diverter of the present invention is to be directly applicable to an existing railroad system, and in particular, to provide a device having high adaptability and applicability to a high-speed driving vehicle such as a high-speed train.

Locking and detecting device for a railway branch of the present invention for achieving the above object;

A railway branch having a pair of locking and detecting devices having the same configuration and operation in opposite directions, installed on or between sleepers where the basic rails are disposed, or connected to or separated from the tongue rails with respect to the basic rails. In the locking and detection device for the equipment,

The locking device,

Locking cage of the elongated box type, the locking guide plate which is partially closed above the locking cage and has a locking portion at the open end, and is connected to the connecting arm connected to the connecting arm of the other locking device, the sliding guide is received in the locking cage and slides. Guide Cage,

The connecting member accommodated in the guide cage and having one of the upper rails, an arm member hingedly connected to the connecting member, a pair of link members hingedly connecting the guide cage and the arm member, the locking guide A linkage structure having a locking hook portion guided by a plate and integrally configured as an end of the arm member so as to lock with the locking portion;

The detection device includes a detection switch for locking detection for detecting the entrance of the locking hook portion to the detection bracket mounted above the locking cage;

It is characterized in that it is constituted as a detection switch for detecting a connection detecting the approach of the tongue rail to the basic rail.

It will be described in more detail in comparison with the basic principle and the conventional configuration to which the present invention is applied together with the accompanying drawings.

Locking and detecting device for a railroad diverter of the present invention is based on the configuration that can be applied immediately to the existing railway rail.

A basic principle to which the locking and detecting device for a railroad diverter of the present invention is applied and a locking device of a conventional general configuration will be described first with reference to FIGS.

1 is a layout diagram of a railway rail at a branch point for a basic description of a railway rail system to which the locking and detecting device for a railway diverter of the present invention is applied, and FIG. 2 is a railway to which the locking and detecting apparatus for a railway diverter of the present invention is applied. Sectional view taken along the line AA, BB of FIG. 1 for the basic description of the rail system, FIG. 3 is a cross-sectional view of the moment when the wheel of the railway vehicle is located on the line CC of FIG. 4 is an explanatory diagram of a conceptual device having a configuration widely used in the past as a locking device for a railway diverter.

The rail of the railway system has a pair of basic rails (R1, R2) and mutually connected or connected to the basic rails (R1, R2) in order to convert the track of the railway vehicle traveling on the basic rails (R1, R2). A pair of leaving tongle (T1, T2) is provided.

Tongue rails (T1, T2) are basically connected to the connection bar (B) at equal intervals, and are driven in a direction perpendicular to the basic rails (R1, R2). By simultaneously operating the tungsten rail (T1, T2) fixed to the connecting bar (B) by connecting to or from the base rail (R1, R2) to change the line.

Since the wheel W of the railway vehicle running on the rail is an inner cone type driven in connection with the inner surface of the rail as shown in Fig. 3, the wheel W is driven along the inner surface of the rail, so This is because only one combination can make the track.

In this case, if the connection bar (B) is broken or cut due to external factors, if only one side of the rail (T1 or T2) is moved and connected or separated, it is out of the standard gap of the rail, which leads to a large accident such as a derailment. Had

Therefore, conventionally, a device that locks at the time of connection of the tungsten rails T1 and T2 to the basic rails R1 and R2 is required, and thus, the apparatus as shown in FIG. 4 has been widely used.

In FIG. 4, which is an exemplary configuration of a conventional locking device, as shown in FIG. 4, the movable arm A, which interlocks with the connecting bar B, is hook-shaped as a means for fixing the tongue rails T1 and T2 to the basic rails R1 and R2. The locking hook H is hinged to the hinge shaft S, and the tongue rails T1 and T2 are pressed against the basic rails R1 and R2 in accordance with the locking operation according to the rotation of the locking hook H. As a result, locking devices having various configurations, such as a device for performing locking, have been developed and used.

However, the conventional locking device for railway branch of the above-described configuration has to be large in size and form a space in which the locking hook H can swing, and due to exposure of most operating members, damage due to corrosion or driving vibration. There was a concern.

In addition, since the installation space is large, the device is excessive and the locking is properly made, it is possible to confirm only with the naked eye, there was a problem that the monitoring and confirmation of the locking state is difficult.

In order to solve the above-mentioned conventional problems, the configuration and operation will be described in detail together with the accompanying drawings illustrating the present invention.

5 is a plan view showing the overall configuration in a state in which the locking and detecting device for a railroad diverter of the present invention is installed on a rail, FIG. 6 is a sectional view of the overall configuration taken along the line DD of FIG. 5, and FIG. 7 is a basic rail. Therefore, a cross-sectional view of a state in which the railroad car is normally running and the railroad is removed, and the railroad rail is connected to the railroad car along the rail in the locking and detecting device on the side opposite to FIG. Fig. 9 is a configuration cross-sectional view showing the state of the start and end of the transition to the completed operation state for changing the track along the tongue rail, Figs. 10 A, B and C are the basic rails of the tongue rail. It is a sequential cross sectional view which shows the transition process to a locked state.

Locking and detecting device (TS) for the railroad diverter of the present invention is implemented as a configuration that is housed in the locking cage 1 in order to implement a compact configuration, a pair of parallel basic rail (one of which is R1, the other Since R2 has the locking device A1 and the detection device A2 of the same configuration, only one is described and the operation will be described together. That is, the locking device A1 and the detection device A2 operate on one side of the basic rail R1 by the other locking device A1 'and the detection device A2' in cooperation with the other basic rail R2. It constitutes a locking and detecting device TS for a branch.

The locking and detecting device TS is installed at an arbitrary track branch point and is disposed in the form of being buried in the sleeper SP or between the sleepers SP disposed at the lower ends of the normal basic rails R1 and R2.

The locking cage (1) is composed of a rigid steel plate, etc., and constitutes a locking guide plate (2) only on the surface of which the upper part is partially opened and fixed while contacting the basic rails (R1, R2) in a roughly shaped cross-section 'C' Except for (2), the upper part constitutes a long elongate box type.

The locking guide plate 2 is fixed at the lower end of each of the basic rails R1 and R2 for the operation described below, and the side surfaces of the basic rails R1 and R2 are processed at an acute angle so that the ends of the arm members 21 to be described later. It is good to configure the locking part 2 'which cooperates with the non-locking locking hook part 21'.

The operation member is accommodated in the inside of the locking cage 1, and the guide cage 10, which is slidable in the locking cage 1, is a long 'c' shaped member with an open upper side, and a cage connector at the rear end. The connecting arm 30 is integrally connected to the 10 'so as to receive power from the connecting arm 30 and to operate the locking device therein as described below.

The connecting member 20, which is accommodated in the guide cage 10 and is slidably stored in the locking cage 1 together with the guide cage 10, is connected to the locking member 20, and a locking hook portion which is a locking member having a roughly "a" shape at an end thereof. 21 ') having an arm member 21 and a pair of link members 22 and 22'.

The connecting arm 30 is fixed to the guide cage so as to interlock with the locking device A1 'and the detecting device A2' opposite to the connecting member 20 through the cage connector 10 'at the rear end thereof. 30 is firmly connected by connecting means such as a connecting flange 31 and the connecting arm 30 'of the locking device A1' and the detecting device A2 'in the opposite direction and protrudes laterally. An operating bar 33 is connected to the arm 32.

In addition, the fixing bracket 50 fixed to the upper side of the connecting member 20 to face one side of the rail (T1) to the side of the basic rail (R1) is firmly fixed by means such as bolts 51 and the connecting member ( 20 and the tongue rail T1 can be operated together.

The operation bar 33 is extended and connected to a drive system by a conventional manual operation or an electric motor, a shared pressure cylinder, etc., which are not shown, and such a drive system may be implemented in various configurations and will not be described in detail because there are many known technologies. .

The arm member 21, which is inserted into the hinge shaft portion 20 'of the connecting member 20 and is free to rotate by the hinge shaft fixation, has one side hinge shaft portion 22-1, 22 of the pair of left and right link members 22, 22'. '-1) is axially connected to the inner wall of the guide cage 10 to be driven under the same linear direction as the guide cage 10.

In the hinge shaft portions 22-2 and 22'-2 on the other side of the link members 22 and 22 ', an approximately' a 'shaped locking hook portion 21' is formed on the arm member 21 integrally formed at an end thereof. Support connection. The locking hook portion 21 ′ integral with the arm member 21 is a member that slides by having a height h of the locking cage 1 and a slightly smaller height.

The hinge of the locking hook portion 21 'side of the pair of link members 22 and 22' supported by the hinge shaft by the hinge shaft portions 22-1 and 22'-1 at the end of the arm member 21. The positions of the shaft portions 22-2 and 22'-2 are higher than the hinge shaft portions 22-1 and 22'-1 on the arm member 21 side and the link members 22 and 22 connected to the guide cage 10. It is preferable to set lower than the positions of the hinge shaft portions 22-1 and 22'-1 'of').

In this configuration, the connecting member 20, the arm member 21, the pair of link members 22, 22 ', and the guide cage 10 constitute a link structure connected to each other, and these members are all guide cages 10. The guide cage 10 is connected to one side of the hinge shaft portion 22-1, 22 ′-1 of the link members 22, 22 ′, and slides together in the locking cage 1.

As described above, the tongue rails T1 to the basic rails R1 and R2 by the operation of the operation bar 33 of the driving arm 32 fixed to the connecting arm 30 to drive the connecting member 20 are formed. The movable stroke of the T2) (stroke distance L) is at the position where the tongue rails T1 and T2 are completely separated from the basic rails R1 and R2, as shown in the state diagram for normal driving along the main rail of FIG. It goes without saying that the distance to the locking position, which is the completed operation state for changing the track along the tongue rail of Fig. 8, and thus locking by the articulated link mechanism above should be calculated as a close dimension.

The connecting member 20, the arm member 21, the pair of link members 22, 22 ', the guide cage 10, and the arm member 21, which constitute the articulated link, are operated. It demonstrates in detail with FIG. 9, 10. FIG.

By way of example, as the movement of the operating arm 32 to the basic rails R1 and R2 at the starting point of operation (FIG. 10A) as in the state diagram for normal driving along the basic rail of FIG. Drive), the linking arm 30, the guide cage 10, the link members 22 and 22 ', and the arm members 21 are moved so that the looking hook portion 21' is pushed upward in the guide cage 10. Sliding along the locking guide plate (2) (Fig. 10B),

The locking hook portion 21 'moves along the bottom of the locking guide plate 2 and hinges the arm member 21 in accordance with the thrust of the guide cage 10 moving forward at the end of the operation of the tongue rail T1. The shafts 22-1 and 22'-1 are pushed upward while rotating upward with the center point.

This is a hinge shaft portion on the locking hook portion 21 'side of the pair of link members 22 and 22' which are hinged by the hinge shaft portions 22-1 and 22'-1 at the end of the arm member 21. 22-2, 22'-2 is set higher than the hinge shaft portion (22-1, 22'-1) of the guide cage 10 side while pushing the locking hook portion 21 'arm member ( 21, the link members 22 and 22 'and the locking hook portion 21' are formed with a force component as shown in the figure, and the ups and downs to continuously lift the locking hook portion 21 'with the force F. Force is induced,

The locking hook portion 21 'slid along the bottom surface of the locking guide plate 2 is undulated upward along the point where the locking guide plate 2 is opened, that is, the opening portion of the locking portion 2'. 2 '). In this state, the guide cage 10 advances kinematically and remains locked without further progress.

The detection device A2 is installed in the detection bracket 60 mounted above the locking cage 1. The detection bracket 60 detects the locking state according to the entry of the locking hook 21 'by the detection switch 61 of various operation and non-operation sensitive methods that are set to be sensitive to the locking position. It signals by the electric circuit to detect the locked state,

Another detection switch 62 is configured as a variety of approach sensors to transmit an electrical signal to the electric field to detect the approach, the departure of the tongue (T1) to the basic rail (R1).

In this operation process, the other side locking and detecting device (T2) is not described in detail because the locking is released while performing the opposite operation.

In addition, there is a need for a stopper device 70 for the purpose of preventing the intention to release artificial locking with an external force of concern.

In the present invention, as exemplarily shown in FIG. 9, the locking hook portion 21 'is shown as an enlarged view before and after or behind the hinge members 22 and 22' standing up in the locked state. A stopper device 70 as described above may be added.

The stopper device 70 is a stopper ball that is shot in the actuation spring 72 and the actuation spring 72 of low elastic modulus in a separate actuating body 71 drilled or inserted into the bottom bottom of the locking cage 1. A stopper device 73 is formed by a ball locking protrusion 74, and is formed in a shape that is elastically fixed by protruding a predetermined height toward the operating surface side.

With such a configuration, even when attempting to release the locking hook portion 21, the arm member 21, etc., by artificially releasing the locking state, the stopping ball 73 is undulated unless more than the force set by the operating spring 72 is applied. Locking is maintained because it cannot be crossed. Such a stopper device can be made a variety of things, such as a locking device that works with other solenoids.

Tongue connected at the time of the mobile connection to the basic (R1) rail of the rail (T1) to the track change side in the operation of the switch for the change of the track by the configuration of the locking and detecting device for the railroad diverter of the present invention. The rail T1 firmly maintains the connection state with respect to the basic rail R1 and ensures that the rail T1 in the opposite direction is deviated by disconnection with respect to the basic rail R2 of the opposite direction. Basically, the problem caused by the increase in the rail width, which can be caused, can be solved.

In addition, the entire device can be compactly constructed and applied to existing rail systems, so that it is possible to supply inexpensive devices, and the presence of the detection device enables the confirmation of connection locking with the naked eye or other electric signals. It can be usefully configured in conjunction with.

Claims (9)

A pair of locking and detecting devices having the same configuration and operation are provided in opposite directions so that the basic rails R1 and R2 are disposed between the sleepers SP or the sleepers SP, and the basic rails R1 and R2. In the locking and detecting device for a railway branch which connects or detaches any one of the tungsten rails (T1, T2) with respect to The locking device A1, Locking cage (1) of the elongate box type, the locking guide plate (2) having a locking portion (2 ') at the open end and partially closed above the locking cage (1), is accommodated in the locking cage (1) and sliding A guide cage 10 which is driven and connected to the connecting arm 30 which is connected to the connecting arm 30 'of the other locking device A1', The connecting member 20 accommodated in the guide cage 10 and having one of the tongues T1 and T2 thereon, an arm member 21 hingedly connected to the connecting member 20, and the guide cage. The arm member is guided by a pair of link members 22 and 22 'which hinge-connects the arm member 21 to the arm member 21, and the locking guide plate 2 and locks with the locking part 2'. A linkage structure having a locking hook portion 21 'integrally configured as an end portion of (21); The locking arm 21 'of the connecting arm 30, the guide cage 10, the link members 22, 22', the arm members 21, and the arm members 22, 22 ' By locking and locking the locking hook portion 21 'at the locking portion 2' and the movable administration end of the guide plate 2, A locking and detecting device for a railway diverter, characterized in that the locking is performed while one of the tungsten rails (T1, T2) is connected to the basic rails (R1, R2). A pair of locking and detecting devices having the same configuration and operation are provided in opposite directions so as to be installed between the sleepers SP or the sleepers SP where the basic rails R1 and R2 are disposed, and to the basic rails R1 and R2. In the locking and detecting device for a railway branch which connects or detaches any one of the tungsten rails (T1, T2), The locking device A1, Locking cage (1) of the elongate box type, the locking guide plate (2) having a locking portion (2 ') at the open end and partially closed above the locking cage (1), is accommodated in the locking cage (1) and sliding A guide cage 10 which is driven and connected to the connecting arm 30 which is connected to the connecting arm 30 'of the other locking device A1', The connecting member 20 accommodated in the guide cage 10 and having one of the tongues T1 and T2 thereon, an arm member 21 hingedly connected to the connecting member 20, and the guide cage. The arm member is guided by a pair of link members 22 and 22 'which hinge-connects the arm member 21 to the arm member 21, and the locking guide plate 2 and locks with the locking part 2'. A linkage structure having a locking hook portion 21 'integrally configured as an end portion of (21); The detection device (A2) is a detection switch 61 for the locking detection for detecting the entry of the locking hook portion 21 'to the detection bracket 60 mounted above the locking cage (1), A locking and detecting device for a railroad diverter, characterized in that it is constituted by a detection switch (62) for detecting a connection that detects the access of the tongue rails (T1, T2) to the basic rails (R1, R2). The method according to claim 1 or 2, The locking cage 1 is an approximately elongated box body, the upper end of which is closed by the locking guide plate 2, and the one of the basic rails R1 and R2 on the locking cage 1 is closed. Locking and detecting device for a railway forklift characterized in that it is secured. The method according to claim 1 or 2, The locking cage (1) is provided with a guide cage (10) that is slide-movable in its inner side as a substantially long 'c' shaped member with an open upper side, and a connecting member (20) inside the guide cage (10); Locking and detecting device for a railway branch, characterized in that for receiving the arm member (21), link members (22, 22 '). The method according to claim 1 or 2, The locking hook portion 21 'is integrally formed at the end of the arm member 21, and is a locking member of a roughly “a” shape and has a height lower than the height h of the locking cage 1 while the locking is performed. Locking and detecting device for a railway forklift, characterized in that the slide moves while connecting to the bottom of the guide plate (2). The method according to claim 1 or 2, Hinge shaft portion on the locking hook portion 21 'side of the pair of link members 22 and 22' which is hinged by the hinge shaft portions 22-1 and 22'-1 at the end of the arm member 21 ( 22-2, 22'-2 position is set higher than the hinge shaft portion 22-1, 22'-1 on the guide cage 10 side In accordance with the movement of the members so that the force of the force applied to the locking hook portion (21 ') is applied in the upward direction, Railroad branch, characterized in that configured to lock the locking portion (2 ') of the locking guide plate (2) of the locking guide plate 2 to the upper and lowered at the end of the operation of the guide cage (10) Locking and detection devices for machines. The method according to claim 1 or 2, The movable stroke (stroke distance L) of the tungsten rails T1 and T2 with respect to the basic rails R1 and R2 may be any one of the tungsten rails T1 and T2 from one of the basic rails R1 and R2. Locking and detecting device for a railway forklift, characterized in that the distance from the connection-locking by the locking hook portion (21 ') to complete departure. The method according to claim 1 or 2, In order to prevent the artificial release of the locking state of the locking hook portion 21 ', a stopper device 70 may be further provided before or after the standing hinge members 22 and 22' in the locked state. Locking and detecting devices for railway splitters The method of claim 8, The stopper device 70 is a stopping ball 73 which is elastically applied to the operating spring 72 and the operating spring 72 in the inner working body 71 which is perforated or inserted into the bottom bottom of the locking cage 1. ) Is projected to a predetermined height toward the operation surface by the ball catching projection (74) is fixed and the elastic modulus, the elastic spring of the operating spring 72 is a railway branching locking and detection device, characterized in that set below the human operating force.

Images