JP5033468B2 - Cross rail device - Google Patents

Description

  The present invention relates to a transition rail device provided between a plurality of freight vehicles traveling with a plurality of rail vehicles loaded thereon.

Currently, various techniques for continuously moving trains in track sections having different gauge dimensions (hereinafter referred to as “different gauge tracks”) have been proposed. One of them is the use of freight trains (multiple connected freight vehicles) that can carry a railroad track that is wider than the railroad train that carries a railroad train that consists of a plurality of railcars that travel on a predetermined track. An example of the technology is that the track section between the wide gauges travels with a freight train loaded with a railroad train, and the railroad section loaded between the narrow rail track sections travels with a railway train (for example, see Patent Document 1).
Japanese Patent Laying-Open No. 2005-262914 (FIG. 3)

In the above prior art, when loading a railroad train on a freight train, it is too complicated to store the railcars one by one in the freight train, and the loading work requires a lot of work and time. Will be necessary. Therefore, it is efficient to load a railway vehicle connected from one end side of a plurality of connected freight vehicles and move to the other end side for loading.
In that case, the railway train must move across the connecting part of each freight vehicle, and a crossover structure for that is essential.
In the freight vehicle, there is a pair of rails for the railroad train to move, and as a transition structure, the pair of rails was extended so that there was no gap from one freight vehicle to the other freight vehicle Things can be considered. However, if the rails are passed between the vehicles without gaps, the rails on the inside of the curve between the freight vehicles may come into contact with each other when the freight train travels on the curved track section. Or there was a problem that it was limited to the track section of a gentle curve.

  An object of the present invention is to enable a railroad train to move smoothly between freight trains without limiting the travel of the freight train in a curved section.

The invention according to claim 1 is a transit rail device that enables the rail car to move between a plurality of connected freight vehicles carrying a plurality of connected rail vehicles. A pair of rails on which the railcar travels is provided on the railcar loading surface of the vehicle, and is spanned between two connected freight vehicles and has a rail-like structure portion on the upper surface, A pedestal provided on both ends of each freight vehicle, with one end and the other end of each bridging plate mounted thereon and slidably supported on the mounting surface, and between the two freight vehicles. A crossing plate abutting portion formed with inclined surfaces whose end surfaces are opposed to each other toward the outside of the rail, and the crossing plate has two abutting surfaces that abut on the respective inclined surfaces. Each of the inclined surfaces and each Holding means and the contact surface imparts an elastic force in a direction in which pressure-contact with each other, characterized in that it comprises a stopper for restricting the vertical movement of the footplate.

  Here, “inside of rail” means the other rail side with respect to the rail in a state where a pair of rails are lined up, and “outside of rail” means that the pair of rails are lined up. The other side of the rail is the opposite side.

  The invention according to claim 2 has the same configuration as that of the invention according to claim 1, and the rail-like structure portion of the bridge plate includes a surface facing the outer side surface of the flange of the wheel of the railway vehicle. In a state where the two contact surfaces are in surface contact with the inclined surface of each rail, the surface facing the outer surface of the flange is located outside the surface facing the outer surface of the wheel flange in each rail. It is formed like this.

According to the first aspect of the present invention, a plurality of freight vehicles are arranged on a horizontal and straight rail track, and in this state, a rail vehicle connected from one end of a plurality of connected freight vehicles is loaded inside. At that time, the plurality of railway vehicles travel in the freight vehicles while being connected. Then, the rail cars connected by the rail-like structure portion of the rail device are moved between the connected freight vehicles.
On the other hand, when the freight vehicles are traveling after loading the connected railway vehicles, for example, if the track section is bent, the angle between the inclined surfaces of the rails facing each other may change. It becomes. However, the bridge plate is held in a state where an elastic force is applied and can slide on the mounting surface of the pedestal, so that the bridge plate moves inward of the pair of rails if the angle between the inclined surface and the inclined surface is reduced. And if the angle which an inclined surface and an inclined surface make is wide, a transition board can move to the outer side direction of a pair of rail. Therefore, the crossing rail device enables the railroad train to smoothly move between the freight trains without limiting the traveling of the freight train in the curved section.
Also, in principle, the movement of the connected railway vehicle is performed when each freight vehicle is in a straight section. However, even when the freight vehicle has a bend in the track section, the transition board moves to the left and right. Therefore, even when the connected railway vehicle travels in the connected freight vehicle, it is possible to cross between the freight vehicles as long as the curve section of the freight vehicle is bent to some extent.
In addition, since the invention according to claim 1 is provided with a stopper that restricts the vertical movement of the crossover plate, it is possible to effectively prevent the crossover plate from being detached from between the rails due to undulation of the track section of the freight vehicle. Is possible. In addition, even when the connected railway vehicle moves within the freight vehicle, even if there is some undulation in the track section of the freight vehicle, the crossing state of the jumper is maintained, and the connected rail vehicle can pass stably. Is possible.

In the invention according to claim 2, in the state where the two contact surfaces of the crossover plate are in surface contact with the inclined surface of each rail, the surface facing the outer surface of the flange of the wheel of the railcar of the rail-like structure portion of the crossover plate is Since each rail is located outside the surface facing the outer surface of the wheel flange of the rail, the wheel flange contacts the end of the crossing plate when passing through the crossing plate of the railway vehicle, or prevents smooth passage. It is possible to prevent the occurrence of vibration due to.
As a result, even if the direction of the front ends of the rails facing each other on each freight vehicle is not parallel due to the bending of the track section of the freight vehicle, or even if there is a positional shift to the left or right, to some extent, Even when the railway train travels in the freight train, it is possible to prevent the contact between the flange of the wheel of the railway vehicle and the end portion of the bridge plate and the climbing of the flange.

(Freight vehicles and railway vehicles)
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view showing a freight train 100 loaded with a transit rail device 10 according to an embodiment of the invention.
As shown in FIG. 1, the freight train 100 includes a plurality of connected freight vehicles 110 and a locomotive (not shown) that is connected to the freight vehicles 110 and towed. The freight train 100 is a vehicle that operates by loading a small train 200 that travels on a narrower track than the track on which the freight train 100 travels. The small train 200 to be loaded is also composed of a plurality of connected railway vehicles 210 and locomotives (not shown).

Each freight vehicle 110 is provided with a pair of rails 112 along the front-rear direction on the upper surface of the underframe 111 in order to load the small train 200 according to the gauge width of the small train.
When the small train 200 is loaded on the freight train 100, the small train 200 enters from one end side of the connected freight vehicle 110 and can move to the other end side of the connected freight vehicle 110. Thus, between each freight vehicle 110, the transit rail apparatus 10 for enabling the small train 200 to cross is provided.
Note that the loading of the small train 200 is performed when the freight train 100 is stopped on a linear track section as much as possible, and the small train 200 is not moved when the freight train 100 is traveling.
Further, the longitudinal length of the freight vehicle 110 and the longitudinal length of the railroad vehicle 210 are set to coincide with each other. When the small train 200 is loaded, each coupler 201 of the small train 200 and each coupler 101 of the freight train 100 are The small train 200 is stopped and held so as to be in the same position in the front-rear direction. Therefore, one railcar 210 is not loaded across the two freight vehicles 110 at the time of loading.

(Overall configuration of the transition rail device)
2 is a plan view of the cross rail device 10, FIG. 3 is a perspective view, FIG. 4 is a side view, and FIG. 5 is a cross-sectional view taken along line XX in FIG.
The transition rail device 10 is provided between both a pair of transition plates 20 having a rail-like structure 21 on the upper surface thereof and spanned between two connected cargo vehicles 110 and the end of each cargo vehicle 110. One end portion and the other end portion of the crossover plate 20 are respectively mounted and formed on the pedestal 40 that slides and supports on the mounting surface, and the end portions of the rails 112 and 112 facing each other between the two freight vehicles 110. The bridge plate contact portion 50 having the inclined surfaces 51 and 51 that become narrower toward the outside of the rail 112, the holding means 60 that holds each of the bridge plates 20, and the stopper 70 that restricts the vertical movement of each of the bridge plates 20 It has.

(pedestal)
As shown in FIG. 4, the front and rear end portions of the freight vehicle 110 are lower by one step than the other portions. The lower step portion 111 a includes rails 112, 112. The bases 40 and 40 are installed in a fixed state on the lower side of the end portion of each.
The pedestal 40 is a rectangular plate, and the upper surface thereof is a mounting surface 41 on which the transition plate 20 is mounted. The placement surface 41 is in sliding contact with the bottom surface of the leg portion 22 of the transition plate 20 to be described later, so that one end side of the transition plate 20 can be arbitrarily moved onto the placement surface 41.

(Bridge plate contact part)
FIG. 6 is an explanatory view showing the structural relationship between the jumper plate 20 and the jumper plate contact portion 50. As shown in FIGS. 2 and 6, the crossing plate contact portion 50 has inclined surfaces 51 and 51 formed at the respective tip portions of the rails 112 and 112 facing each other between two adjacent freight vehicles 110. Yes. The front end portions of the crossing plate contact portions 50 are located on separate pedestals 40 and 40, and the inclined surfaces 51 and 51 formed on the front end portions are perpendicular to the upper surface of the pedestal 40. Yes. Further, the inclined surfaces 51 and 51 of the rails 112 and 112 facing each other are inclined in a direction in which the distance between the inclined surfaces 51 and 51 decreases toward the outside of the rail 112. That is, as shown in FIG. 6, the distance D1 between the two rails 112, 112 on the outer surface 112b side is narrower than the distance D2 between the inner surfaces 112a.

(Crossover board)
As shown in FIGS. 2 to 6, the transition board 20 is provided individually for each of the left and right rails 112, 112 that are a pair of the freight vehicle 110. That is, the crossing plate 20 that connects the left rail of one cargo vehicle 110 and the left rail of the other cargo vehicle 110, the right rail of one cargo vehicle 110, and the right rail of the other cargo vehicle 110 are connected. A connecting board 20 to be connected is provided. These left and right transition plates 20, 20 have exactly the same structure.
The crossover plate 20 includes a rail-like structure portion 21 formed along the longitudinal direction on the upper surface thereof, leg portions 22 and 22 formed at both end portions of the bottom surface, and a crossover plate provided on the rail 112 of each freight vehicle 110. Contact surfaces 23 and 23 that are in sliding contact with each of the contact portions 50, and a prevention structure portion 24 that prevents a wheel from being removed from the rail-like structure portion 21 are provided.

The rail-shaped structure portion 21 is a convex structure imitating a rail formed along the longitudinal direction of the crossover plate 20. The rail-like structure portion 21 is parallel to the rail 112 of each freight vehicle 110 in a state where the crossing plate 20 is in a normal position, and the rail-like structure portion 21 is arranged on the pedestal 40 and the upper surface portion 21a of the rail-like structure portion 21 and The upper surface of the rail 112 is set to have the same height. The “regular position” of the crossover plate 20 refers to the inclined surfaces 51 and 51 of the crossover plate contact portions 50 and 50 on both sides and the crossover plate 20 in a state where the two freight vehicles 110 are on a track composed of horizontal and straight rails. The two contact surfaces 23, 23 are in close contact with each other in a surface contact state.
Further, the rail-like structure portion 21 has a structure that functions as a rail, that is, an upper surface portion 21a that contacts the tread surface 202a of the wheel 202 (see FIG. 5) and an inner surface 21b that faces the outer surface 202b of the flange of the wheel 202. Any structure can be used. For this reason, the rail-like structure portion 21 is not set to have the same width as the rail 112.

Further, as shown in FIG. 6, the inner side surface 21 b of the rail-shaped structure portion 21 is displaced from the inner side surfaces 112 a of the two rails 112 positioned in front of and behind the transition plate 20 in a state where the transition plate 20 is in a normal position. It is formed so as to be located outside by an amount S (for example, 10 [mm]).
The bridge plate 20 is given an elastic force to the outside of the rail 112 by the holding means 60. Therefore, by setting the above-described deviation amount S, the occurrence of a state in which the inner side surface 21b of the rail-like structure portion 21 is positioned on the inner side of the inner side surface 112a of the rail 112 is avoided, and the wheel is moved from the rail 112 to the bridge plate 20. It is possible to prevent as much as possible that the flange of the wheel 202 comes into contact with the upper surface portion 21a of the rail-like structure portion 21 when it enters and hinders smooth running or causes ride-up and vibration.
Thus, depending on the set amount of the deviation amount S, the bending of the track section of the freight vehicle causes the front ends of the rails facing each other on each freight vehicle not to be parallel to each other, or a positional deviation occurs on the left and right. Even in such a case, it is possible to allow the railway vehicle 210 to cross over.

Each contact surface 23, 23 is formed at one end and the other end of the outer surface of the crossover plate 20, and is a vertical plane with respect to the upper surface of each pedestal 40. The contact surfaces 23 and 23 are inclined with respect to the rail-like structure portion 21 at an angle that is symmetric with respect to a direction orthogonal to the longitudinal direction of the crossover plate 20. In addition, the inclination angle θ2 of each contact surface 23, 23 with respect to the inner side surface 21b of the rail-like structure portion 21 is set equal to the inclination angle θ1 of the inclined surface 51 with respect to the outer side surface 112b of each rail 112. As a result, the two contact surfaces 23, 23 of the crossover plate 20 can be brought into close contact with the inclined surfaces 51, 51 of the rails 112 on both sides simultaneously.
Furthermore, since each contact surface 23 and 23 incline mutually in the direction where a mutual space | interval becomes narrow as it goes outside, when the crossing board 20 is provided with an elastic force on the outer side by the holding means 60, a crossing board The contact surfaces 23 and 23 can be pressed and brought into close contact with the two inclined surfaces 51 and 51 as the contact portion 50.

The prevention structure portion 24 is a rail-like convex shape formed in parallel with the rail-like structure portion 21 on the upper surface of the bridge plate 20, and is formed on the inner side with a gap of a predetermined width with respect to the rail-like structure portion 21. Has been.
The width of the gap between the prevention structure portion 24 and the rail-like structure portion 21 is a width that allows the flange portion of the wheel 202 to enter and is set narrower than the entire width of the wheel 202.
For example, even when the wheel 202 is skewed with respect to the rail-like structure portion 21 of the transition plate 20, the inner side surface 202 c of the wheel 202 is in contact with the outer side surface 24 a of the prevention structure portion 24. The relative angle between the direction of the rail-like structure portion 21 and the traveling direction of the wheel 202 can be corrected, and it is possible to prevent the wheel from being removed.

The legs 22 are provided at one end and the other end on the bottom surface of the crossover plate 20, respectively. The bottom surfaces of the leg portions 22 and 22 are formed smoothly, and are slidable with respect to the upper surface of the base 40 on which the leg portions 22 and 22 are placed.
Further, since the bridge plate 20 has a shape in which only the leg portions 22 and 22 at both ends protrude downward on the bottom surface side, a space can be formed between the two leg portions 22 and 22. As shown in FIG. 7, even when the front and rear freight vehicles 110 and 110 have a difference in height and the crossover plate 20 is inclined with respect to the front-rear direction, the configuration below the crossover plate 20 (here, the pedestal 40). Can be avoided, and it is possible to maintain the transition state of the transition plate 20 while allowing a height difference between the vehicles.

(Holding means)
The holding means 60 includes two tension springs 61 each having one end connected to brackets 23 a and 23 a provided on the contact surfaces 23 and 23 of the crossover plate 20, and the other end of each tension spring 61 as a frame 111. Two clasps 62, 62 for connecting to the side.
Each tension spring 61 applies a tension in a direction substantially perpendicular to the contact surface 23, whereby the contact surface 23 comes into pressure contact with the inclined surface 51. In addition, an axis is interposed between the tension spring 61 and the bracket 23a and between the tension spring 61 and the clasp 62 in a direction perpendicular to the tension direction, which causes a change in the position and posture of the bridge plate 20. However, it is possible to stably apply tension. Further, a screw structure (not shown) is interposed between the tension spring 61 and the clasp 62, and the tension can be adjusted by rotating the screw.

(Stopper)
As shown in FIGS. 3 and 5, the stoppers 70 are arranged at two positions, one end side and the other end side, facing the inner surface of the crossover plate 20. Each stopper 70 is formed in a substantially U shape, and is fixed to the pedestal 40 at its lower end. And it arrange | positions so that the side edge part of the inner side of the crossing board 20 may interpose inside a U-shape. Each stopper 70 has almost no gap in the vertical direction with respect to the crossover plate 20, and some gap is provided in the depth direction of the U-shape. Thereby, the movement of the transition board 20 along the upper surface of the pedestal 40 can be permitted while preventing the separation of the transition board 20 upward with respect to the pedestal 40.

(Operation and effect of the transition rail device)
FIG. 8 is an explanatory diagram showing how the crossing plate 20 of the crossing rail device 10 undergoes a state change with respect to the left and right turns in the track section of the freight train 100. Based on this FIG. 8, the operation of the transit rail device 10 during loading operation of the small train 200 on the freight train 100 and travel of the freight train 100 after loading will be described.

When the small train 200 is loaded on the freight train 100, the small train 200 is loaded from one end side of the freight train 100, and the small train 200 is moved in the freight train 100. In principle, the loading is performed by placing the freight train 100 on a track section without left and right bends and undulations.
When the small train 200 travels in the freight train 100, the crossing plates 20, 20 of the rail device 10 cross over between the freight vehicles 110 and can move.

Then, after the small train 200 is loaded, when the freight train 100 travels, for example, if a bend is generated in the track section of the freight train 100, the inclined surfaces 51 and the inclined surfaces 51 of the rails 112 and 112 facing each other are formed. The angle will change. However, since the transition plate 20 is held in a state where the elastic force is applied by the holding means 60, if the angle formed by the inclined surface 51 and the inclined surface 51 is widened, as shown in FIG. As shown in FIG. 8C, when the angle between the inclined surface and the pair of rails 112 and 112 moves toward the inner side of the pair of rails 112 and 112, the crossover plate 20 moves toward the outer side of the pair of rails 112 and 112. be able to. Therefore, the transition rail device 10 enables the rail vehicle 210 to smoothly move between the freight vehicles 110 without limiting the traveling of the freight train 100 in the curved section.
For the same reason, even when the railway vehicle 210 is moved, even if the track section of the freight train 100 is bent, the transition board 20 can be moved left and right. Even when traveling inside, if a certain degree of bends are made in the track section of the freight train 100, the freight vehicles 110 can be crossed.
Further, when the distance between the opposing rails 112 and 112 is changed, if the distance between the rails 112 and 112 is reduced, the bridge plate 20 moves inward of the pair of rails 112 and 112, and if the distance between the rails 112 and 112 is widened, the bridge plate 20 is moved. Can move outwardly of the pair of rails 112, 112. Therefore, the transition rail device 10 enables the rail vehicle 210 to smoothly move between the freight vehicles 110 without limiting the traveling of the freight train 100 in the curved section.

Further, in a state where the two contact surfaces 23, 23 of the transition plate 20 are in surface contact with the inclined surfaces 51, 51 of the rails 112, 112, the inner side surface 21 b (the railcar 210 of the rail vehicle 210) of the rail-like structure portion 21 of each transition plate 20. Since the surface facing the outer surface 202b of the flange of the wheel 202 is located outside the inner surfaces 112a, 112a of the rails 112, 112 (the surface facing the outer surface 202b of the flange of the wheel 202 ), the railway vehicle When the transition board 20 passes 210, the flange of the wheel 202 contacts the end of the transition board 20 to prevent smooth passage or to prevent the occurrence of vibration due to riding.

  Further, since the transition rail device 10 includes a stopper 70 that restricts the vertical movement of the transition board 20, the transition board 20 may come off between the rails 112, 112 due to undulations in the track section of the freight train 100. It can be effectively prevented. In addition, even when the small train 200 moves in the freight train 100, even if there is some undulation in the track section of the freight train 100, the crossing state of the transition board is maintained, and the railway vehicle can pass stably. To do.

(Other)
Note that a total of four pedestals 40 are prepared on both ends of each of the pair of transition plates 20, 20, but one sheet is commonly used for the end of the pair of transition plates 20, 20 on the same vehicle side. You may prepare one by one.
Each pedestal 40 has an upper surface that may be any structure as long as the structure flat footplate 20 can be placed in slidable contact with the bottom surface of the leg portion 22, independent goods vehicles not part material It may be formed so as to be a part of the 110 frame 111.
Moreover, each rail 112 is good also considering only the site | part mounted in the base 40 as another member. In that case, a rail front end portion as a separate member may be fixed to the upper surface of the pedestal 40 or may be formed integrally with the pedestal 40.
The holding means 60 is not limited as long as it has a structure that applies an elastic force so that the inclined surface 51 and the contact surface 23 are in pressure contact. For example, the holding means 60 is not a structure that applies an elastic force by pulling, but is elastic by pressing. A structure that imparts force may be used.

It is a side view which shows the freight train carrying the transit rail apparatus which is embodiment of invention. It is a top view of a transition rail apparatus. It is a perspective view of a transition rail apparatus. It is a side view of a transition rail apparatus. It is sectional drawing along the XX line in FIG. 2 of a transition rail apparatus. It is explanatory drawing which shows the structural relationship of a transition board and a transition board contact part. It is explanatory drawing which shows the example at the time of producing a height difference between the front and rear freight vehicles and causing the crossing plate to be inclined with respect to the front-rear direction. It is explanatory drawing which showed how a crossing board of a crossing rail apparatus produces a state change with respect to the left and right bends in the track section of a freight train, and FIG. 8 (A) shows a state in which no bend occurs. 8 (B) shows a state in which bending occurs in a direction where the mutual angles of the inclined surfaces widen, and FIG. 8 (C) shows a state in which bending occurs in a direction in which the mutual angles of the inclined surfaces shrink.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Transition rail apparatus 20 Transition board 21 Rail-like structure part 21b Inner side surface (opposite surface with the outer surface of the flange of a wheel)
23 Contact surface 40 Base 50 Crossing plate contact portion 51 Inclined surface 60 Holding means 70 Stopper 100 Cargo train 111 Underframe (railcar loading surface )
112 inner surface of rail 112a (outer surface of wheel flange on rail)
110 Cargo Vehicle 200 Small Train 210 Railway Vehicle

Claims (2)

A cross rail device that enables each rail vehicle to move between a plurality of connected freight vehicles carrying a plurality of connected rail vehicles,
A pair of rails for running the railway vehicle is provided on the railway vehicle loading surface of each cargo vehicle,
A pair of crossovers spanned between two connected freight vehicles and having rail-like structures on the top surface;
A pedestal that is provided at both ends of each freight vehicle, places one end and the other end of each bridge plate, and slides and supports on the placement surface;
A crossing plate abutting portion formed by inclined surfaces that become narrower toward each other toward the outside of the rail, the end surfaces of the rails facing each other between the two freight vehicles,
The bridge plate has two contact surfaces that contact the inclined surfaces, and
Holding means for applying an elastic force in a direction in which the inclined surfaces and the contact surfaces are pressed against each other ;
A crossover rail device comprising a stopper for restricting the vertical movement of the crossover plate. The rail-like structure part of the crossover plate includes a surface facing the outer surface of the flange of the wheel of the railway vehicle,
In a state where the two contact surfaces of the bridge plate are in surface contact with the inclined surfaces of the rails, the surface facing the outer surface of the flange is outside the surface facing the outer surface of the flange of the wheel in each rail. The crossing rail device according to claim 1, wherein the crossing rail device is formed so as to be located at a position.

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