JP5324907B2 - Derailing travel device - Google Patents

Description

  The present invention relates to a traveling device for derailment of a railway vehicle.

  When a railway vehicle encounters a large-scale earthquake while traveling, a seismic force in the left-right direction or the up-and-down direction acts, causing unstable movement such as rocking, which may cause the wheel to derail from the rail.

  Although there is a low probability that a railway vehicle will be derailed while traveling, various measures have been taken to minimize damage during derailment.

  For example, Patent Document 1 discloses a derailing traveling device in which traveling rails having a U-shaped cross section are arranged on the left and right sides of a rail as a device for preventing a derailed railway vehicle from deviating from the opposite lane or outside the track. According to this derailment traveling device, even if the wheel derails, it is guided in the traveling path and does not deviate, so damage can be minimized.

  However, when the derailment traveling device described in Patent Document 1 intersects with another rail like a rail branching portion, a difference in height occurs between the upper surface of the other rail and the traveling path. Therefore, there is a possibility that the removed wheel may collide with another rail and the vehicle may deviate in an unexpected direction or may fall over.

  For example, as shown in Patent Document 2, there are cases where blocks or the like are installed on both sides of the rail so as to be the same height as the rails at the railroad crossing. It is installed to ensure the flatness of the traffic path, and has a step before and after the crossing, so the problem at the rail branch cannot be solved.

JP 2008-240473 A Japanese Patent Laid-Open No. 11-71704

  The present invention is intended to solve the above-described problems, and is intended to prevent deviation or overturning of the railroad vehicle outside the track even when the wheel is derailed at the rail branching portion. It is an object to propose a traveling device for derailment.

In order to solve the above-described problem, the derailment traveling device of the present invention is a derailment that is disposed along both side surfaces of the main rail from the start point to the end point of the branch section including a portion where the main rail and the branch rail intersect. It is a time travel device, and has a travel path for traveling the wheel at the time of derailment on the upper surface, and the height of the travel path at the start point of the branching section is able to ride on the wheel at the time of derailment the extent to lower the height of the travel path at a point intersecting the branch rail Ri Do equal to the height of the upper surface of the branch rail, roadway height of the running path at the end of the branch section is in said starting point It is characterized by having a longitudinal slope of that lower the height and equivalent degree.

  According to such a derailment traveling device, the derailed wheel can smoothly get over the branch rail, so that the railway vehicle can be prevented from deviating or falling over.

  In addition, the derailment traveling device includes a cement matrix obtained by mixing a high-performance water reducing agent and water into a powder containing cement, a pozzolanic reaction particle, and an aggregate having a maximum particle size of 2.5 mm or less. You may be comprised with the fiber reinforced concrete obtained by mixing 1 to 4% by volume of the fiber which has a shape whose diameter is 0.1-0.3 mm and length is 10-30 mm.

  According to such a derailment traveling device, since it is made of a high-strength material, it is not damaged by an impact force or the like during derailment. In addition, since the long-term deterioration is small, the maintenance cost can be reduced.

  Moreover, if the stopper is formed along the outer edge (edge opposite to the main rail) of the traveling path of the derailing traveling device, it is possible to prevent the derailed wheel from deviating from the derailing traveling device. .

  In addition, the derailing traveling device may be configured by a plurality of block bodies provided continuously along the main rail. As a result, the apparatus can be easily constructed.

Further, the derailment traveling device may have a bolt hole penetrating in the vertical direction, and may be fixed to a sleeper or a track slab by a bolt penetrating the bolt hole.
Thereby, the traveling device at the time of derailment is not displaced by an impact at the time of derailment, vibration at the time of earthquake, or the like.

  Furthermore, you may form space corresponding to the fastening location to the sleeper or track slab of the said main rail. Thereby, maintenance of the main rail and the like can be easily performed.

  According to the derailment traveling device of the present invention, even if a derailment occurs in the rail branch section, it is possible to prevent the railway vehicle from deviating or falling.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described in detail with reference to the drawings.
The derailment traveling device 1 according to the present embodiment is disposed along both side surfaces of the main rail R1 in the branch section B including the intersection B1 where the main rail R1 and the branch rail R2 intersect as shown in FIG. It is what is done.

  The derailment traveling device 1 is configured by connecting a plurality of block bodies 10 along the main rail R1 (see FIG. 2). The length of each block body 10 is not limited and can be set as appropriate.

  On the upper surface of the block body 10 (derailing traveling device 1), as shown in FIG. 2 (b), a traveling path 11 for traveling the wheels during derailing is formed.

  The derailment traveling device 1 has a longitudinal gradient in which the height of the traveling path 11 (upper surface) gradually increases from the start point S of the branch section B toward the intersection B1 with the branch rail R2, and each block body Ten traveling roads 11 have an upward slope. A typical cross section in this section is shown in FIG. Further, the traveling path 11 corresponding to the end point E of the branch section B from the intersection B1 has a longitudinal gradient that gradually decreases.

The travel path 11 of the block body 10 arranged at the start point S of the branch section B is such that the wheel Tw derailed before the start point S has a height at the end (height at the start point S) can ride on. And has a longitudinal gradient that gradually increases from the starting point S toward the intersection B1.
On the other hand, the height of the travel path 11 of the block body 10 at the intersection B1 is formed to be equal to the height of the upper surfaces of the rails (main rail R1 and branch rail R2) as shown in FIG.
Furthermore, the travel path 11 of the block body 10 arranged at the end point E of the branch section B has a longitudinal gradient that gradually decreases from the intersection B1 toward the end point E, and the end height (end point E). The height at is low as in the case of the starting point S. Thereby, the impact at the time of the wheel Tw which drive | works the driving | running | working path 11 passes the front-end | tip (end point E of the branch area B) at the time of derailment is relieve | moderated.

The block 10 has a diameter of 0. 0 in a cement matrix obtained by mixing a high-performance water reducing agent and water into a powder containing cement, a pozzolanic reaction particle, and an aggregate having a maximum particle size of 2.5 mm or less. A fiber-reinforced concrete obtained by mixing 1 to 4% by volume of fibers having a shape of 1 to 0.3 mm and a length of 10 to 30 mm, wherein the compressive strength is 150 to 200 N / mm ² and the bending tensile strength is It is made of a material having characteristics such as 25 to 45 N / mm ² , splitting tensile strength of 8 to 25 N / mm ² , and fracture energy by bending of 10 to 40 kN · m / m ² .
In addition, the material which comprises the block body 10 is not limited to the above-mentioned fiber reinforced concrete, For example, you may comprise by reinforced concrete, prestressed concrete, steel materials, FRP (fiber reinforced plastic), fiber reinforced resin, etc. .

  As shown in FIGS. 3 and 4, the derailing travel device 1 is formed with a stopper 12 along the outer edge of the travel path 11. The stopper 12 of this embodiment is erected in a wall shape at the outer edge of the travel path 11. Note that the shape of the stopper 12 is not limited as long as it is possible to prevent the wheel Tw traveling on the traveling path 11 from deviating from the derailing traveling device 1. Moreover, in this embodiment, although the stopper 12 is integrally formed in the block body 10, it is good also as another member. In this case, what is necessary is just to fix the member used as the stopper 12 along the outer edge of the block body 10. FIG.

  Bolt holes 13 penetrating in the vertical direction are formed in the block body 10, and each block body 10 is fastened to a sleeper 20 or a track slab (not shown) via a bolt 14 penetrating the bolt hole 13. .

The block body 10 is fastened by forming a widened portion 13a at the top of the bolt hole 13 and locking the head of the bolt 14 to the bottom of the widened portion 13a. The widened portion 13a is filled with a filler such as grout and maintains the flatness of the traveling path 10.
In the present embodiment, two bolt holes 13 are formed in the cross-sectional direction of the block body 10, but the number of bolt holes 13 is not limited. Further, the fixing method of the block body 10 is not limited to the fastening with the bolt 14.

  The main rail R1 is fastened to the sleeper 20 or the track slab via the fastening device 21. Therefore, as shown in FIG. 2, the block body 10 is provided with a box-opening space 15 corresponding to the arrangement of the fastening devices 21 of the main rail R1.

  When the thickness of the block body 10 is small, the upper surface of the space 15 is opened. Otherwise, as shown in FIG. 2B, the upper surface of the space 15 is shielded by the top plate portion 15a. When the top plate portion 15a is provided, the flatness of the traveling path 10 can be maintained.

  As shown in FIG. 4, the gap (horizontal separation distance) w between the block body 10 and the rail head portion Rt is configured to be about half the width of the wheel Tw or the width of the rail head portion Rt. Preventing the wheel Tw from falling between the rail (main rail R1 or branch rail R2) and the block body 10 by making the gap w about half the width of the wheel Tw or the width of the rail head portion Rt. Can do.

According to the derailment traveling device 1 of the present embodiment, even if the railway vehicle is derailed before or in the branch section, the wheel Tw travels on the traveling path 10, Falling is prevented.
Moreover, since the traveling device 1 at the time of derailment is configured so that the height of the traveling path 10 is approximately the same as the height of the rails (the main rail R1 and the branch rail R2) at the location where the branch rail R2 intersects, When the wheel Tw hits the rail, the railway vehicle is prevented from deviating in an unexpected direction or falling down.

  The derailment traveling device 1 is made of a self-filling material obtained by mixing 1 to 4% of short fibers by volume in a cement matrix. Since the reinforcing fibers are randomly mixed in the direction of the fibers in the cementitious matrix, there is no directionality in the reinforcement, and a certain proof strength is expressed against forces acting from all directions. Further, unlike reinforced concrete, there is no portion corresponding to the concrete covering, and fibers are mixed in the entire cross section, so that partial destruction (cracking) such as chipping of the outside of the member is difficult to occur.

Reinforcing fibers are mixed with 1% to 4% of fine fibers with a diameter of 0.1 mm to 0.3 mm and a length of 10 mm to 30 mm, so that cracks due to tensile stress occur in the cement matrix. Even so, cracks are not dispersed due to the crosslinking effect of the reinforcing fibers and the crack width does not increase.
Furthermore, even if the tensile strain increases, the number of cracks increases without reducing the load carrying capacity, and the crack width does not increase.

  In addition, since it is made of fiber reinforced concrete, it is possible to absorb kinetic energy without breaking even with a large vertical impact force due to the rocking motion of a railway vehicle.

In addition, the cement-based matrix has a very small and dense structure with a water-cement ratio of 22 to 24%, so the salt diffusion coefficient is as small as 1/300 to 1/500 that of conventional concrete and should be neutralized. There is no. Therefore, since it is maintenance-free, there is no maintenance cost.
In addition, if heat curing is employed at the time of manufacturing the block body 10 (running device 1 during derailment), drying shrinkage is reduced after curing, so there is no fear of cracking due to drying shrinkage.

  Further, since reinforcement by reinforcing bars can be omitted or simplified, it is possible to manufacture even a thin-walled cross section, and it is also possible to manufacture a delicate longitudinal gradient with high accuracy.

Further, the derailment traveling device 1 can be simply configured and can be easily installed only by arranging the block body 10 along the main rail R1.
Moreover, by comprising by fiber reinforced concrete, the function calculated | required as the traveling apparatus 1 at the time of derailment is satisfied including impact resistance.
Moreover, since the block body 10 (travel apparatus 1 at the time of derailment) is a simple shape, the effort at the time of manufacture can be abbreviate | omitted and conveyance is also easy.

  Furthermore, since the fracture energy of the fiber reinforced concrete is large, when the wheel Tw travels on the travel path, the travel can be stopped in a short time.

  The results of a demonstration experiment conducted on the characteristics of the traveling device for derailment of the present invention are shown below.

(1) About the breaking energy absorption characteristic First, the result of the verification experiment conducted about the breaking energy absorption characteristic of the derailment traveling apparatus which consists of fiber reinforced concrete is shown.

In this demonstration experiment, a test piece of 4 × 4 × 16 cm was formed on the fiber reinforced concrete, and a three-part bending test using this test piece was performed. Similarly, a three-part bending test was also performed on an unstrained specimen of the same shape made of conventional high-strength concrete having a compressive strength of 40 N / mm ² .
FIG. 5 shows the relationship between the bending tensile stress on the lower surface of the specimen and the loading point displacement for each specimen of fiber reinforced concrete A and high-strength concrete A ′.

As shown in FIG. 5, the fiber reinforced concrete A behaves elastically until the lower edge bending tensile stress of the specimen reaches about 20 N / mm ² . Thereafter, although microcracks occur, the bending tensile stress increases and reaches a peak due to the sum of the tensile stress resistance component of the matrix itself and the component of the crosslinking effect by the fibers. At the post peak, the cross-linking effect mainly by the fibers is mainly, and the load is reduced because the fibers are physically pulled out of the matrix, but the load is not rapidly decreased. In other words, it shows tenacious toughness behavior.
On the other hand, in the case of the conventional high-strength concrete A ′, as shown in FIG. 5, the bending tensile stress can hardly be resisted, and if it exceeds the peak, it is destroyed at once.

The toughness of the material is indicated by the fracture energy defined by the area of FIG. 5, but the fracture energy of fiber reinforced concrete A is 36 kN · m / m ^2, which is 300 to 400 times that of normal high-strength concrete A ′. is there.

  As mentioned above, energy absorption performance improves by adopting fiber reinforced concrete for traveling device 1 at the time of derailment. Therefore, even when the railway vehicle derails, the impact force acting on the derailing traveling device can be reduced, and the rolling resistance of wheel traveling can be increased, and the railway vehicle can be stopped in a short time.

(2) About impact resistance Next, the result of the verification experiment conducted about the impact resistance performance of the derailment traveling apparatus which consists of fiber reinforced concrete is demonstrated.

  Using a real model of a derailed traveling device to which fiber reinforced concrete is applied, a static loading experiment and a drop impact experiment were performed using a simulated wheel simulating the shape of the contact part of a real wheel (see FIG. 7A). ).

As shown in FIG. 6, the impact experiment was performed by attaching a simulated wheel (contact) Tw ′ to the weight W and dropping it along the guide rail _R0 to apply an impact force to the specimen 10 ′.
The specimen 10 ′ is made of fiber reinforced concrete. The specimen 10 ′ includes one having a thickness D of the top plate portion 15a of the space 15 set to 80 mm and one set to 150 mm. The magnitude of the impact force was obtained from an accelerometer provided on the weight W.

  In the static loading experiment, loading was performed with a jack via a loading frame, and the loading load was performed with a load cell.

  FIG. 7B shows the experimental results. In FIG. 7B, A1 and A2 show the result of the impact experiment, and A3 and A4 show the result of the static experiment. A1 and A3 are experimental results when the thickness D of the top plate portion 15a is 150 mm, and A2 and A4 are experimental results when the thickness D is 80 mm.

  As shown in FIG. 7 (b), the yield strength (A1, A2) against the impact force (dynamic loading) was 2.5 times that of the static loading (A3, A4), indicating an improvement in the yield strength. . Further, the breaking mode when the top plate portion 15a is thin (D = 80 mm) is the punching shear fracture, whereas the breaking mode when the top plate portion 15a is thick (D = 150 mm) is the edge. Part shear failure.

  From these experimental results, it can be seen that the load resistance against impact force is excellent. For this reason, it has been clarified that the derailment traveling device of the present invention is safe against an impact force generated by a rocking motion assumed in a large-scale earthquake.

The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and it goes without saying that the above-described constituent elements can be appropriately changed in design without departing from the spirit of the present invention.
For example, in the above-described embodiment, the stopper is formed at the end of the traveling path, but the stopper may be formed as necessary.

  Moreover, in the said embodiment, although the height of the block body (running path) of an end point shall be made low like a starting point, the height of the block body in an end point does not necessarily need to be made low.

It is a top view which shows the traveling apparatus at the time of derailing which concerns on suitable embodiment of this invention. It is a figure which shows a part of traveling apparatus at the time of derailment of FIG. 1, (a) is a top view, (b) is cc sectional drawing. It is aa sectional drawing of FIG. It is bb sectional drawing of FIG. It is a graph which shows the verification experiment result done about the fracture energy absorption characteristic. It is the schematic which shows the apparatus used by the impact experiment. (A) is the schematic which shows the experimental model of an impact experiment, (b) is a graph which shows the experimental result.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Traveling device at the time of derailment 10 Block body 11 Traveling path 12 Stopper 13 Bolt hole 14 Bolt 15 Space 20 Sleeper B Branching section R1 Main rail R2 Branching rail

Claims (6)

A derailment traveling device disposed along both side surfaces of the main rail from a start point to an end point of a branch section including a portion where the main rail and the branch rail intersect with each other,
It has a running path on the top surface for running the wheels at the time of derailment,
The height of the travel path at the start point of the branch section is low enough to allow the wheel at the time of derailment to ride on, and the height of the travel path at a location intersecting the branch rail is the height of the upper surface of the branch rail. is to equivalent to Do Ri, the derailed when driving device the height of the running path at the end point is characterized by having a longitudinal slope of that lower the equivalent extent as the height of the travel path in the starting point of the branch section .   A cement-based matrix obtained by mixing a high-performance water reducing agent and water into a powder containing cement, pozzolanic reactive particles, and an aggregate having a maximum particle size of 2.5 mm or less has a diameter of 0.1 to 0.3 mm. The derailment travel device according to claim 1, wherein the derailment traveling device is configured by fiber reinforced concrete obtained by mixing 1 to 4% of fibers having a shape of 10 to 30 mm in length.   The derailing travel device according to claim 1 or 2, wherein a stopper is formed along an outer edge of the travel path.   The derailment traveling device according to any one of claims 1 to 3, wherein the derailment traveling device is configured by a plurality of block bodies provided continuously along the main rail.   5. The bolt hole penetrating in the vertical direction is formed, and the bolt hole penetrating the bolt hole is fixed to the sleeper or the track slab. 6. Traveling device during derailment.   6. The derailment traveling device according to claim 1, wherein a space is formed corresponding to a fastening position of the main rail to a sleeper or a track slab.

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