JP6725342B2 - Railway car hand brake - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hand pawl as a wheel rolling prevention device for a railway vehicle, and more particularly to a hand pawl that is effective when the vehicle is placed on a steep track for a relatively long time.

When a natural disaster or a serious transportation obstacle occurs, the train crew may be forced to leave the train and leave it, but at that time, the train is safely and reliably kept on the rail. A rolling prevention device is used. As a conventional hand pawl, a box body with wedges is provided on the side of a trapezoidal main body that has a tapered surface that is placed on the rail and comes into contact with the wheels. There is a structure in which movement and disengagement are prevented by inserting a wedge into the body and driving it with a hammer or the like (see, for example, Patent Document 1).

Japanese Utility Model Publication No. 62-37575 JP, 2000-335410, A JP, 2012-136109, A

The wedge-type hand pawl allows the vehicle to be placed on a rail with a relatively steep slope, but there is a concern that the hammer may be driven too hard to cause damage and the hand pawl may come off due to insufficient driving. Further, there is a problem that the fastening force is likely to vary because there are individual differences in the work of driving the wedge with the hammer.
In addition, there is a type of hand pawl that does not use wedges described in Patent Documents 2 and 3, but any hand pawl is provided with side plates that can come into contact with both side surfaces of the rail head to prevent falling. However, since the structure is such that the trapezoidal or triangular main body is simply placed on the rail, it is not possible to reliably prevent disengagement due to tilting.

Further, the invention described in Patent Document 2 aims to provide a hand pawl (Scotch) that is free from the risk of derailment even if the worker makes a mistake and starts erroneously without removing the hand pawl. By providing a recessed fitting part on the top of the hand pawl body and fitting the scotch head to this, it separates when the vehicle accidentally starts and the wheels ride on the scotch head. The stopper is destroyed to disassemble the main body, and the ride height is prevented by keeping the riding height low. Therefore, there is a problem that the structure is complicated and that it cannot be reused after disassembly.
On the other hand, although the invention described in Patent Document 3 can solve the problem of the invention of Patent Document 2, when the vehicle departs without forgetting to remove the hand pawl and the wheels ride on the hand pawl. By quickly tilting the hand pawl to the outer side of the rail and separating it from the rail, wheel slippage is prevented, and there is no idea that the hand pawl is reliably prevented from coming off.

The present invention has been made in view of the above-mentioned problems, and an object thereof is to provide a hand brake for a rail vehicle that can reliably prevent falling and movement after installation and that does not easily cause variations in fastening force. And
Another object of the present invention is to provide a hand pawl for a railway vehicle which can reduce the moment applied to the hand pawl main body from the wheel to reduce the possibility of the hand pawl main body falling off and leave the car on a steep track for a relatively long period of time. It is in.
Still another object of the present invention is to provide a hand pawl for a railway vehicle which has good workability and can be installed with high safety.

In order to solve the above problems, the present invention provides
Equipped with a main body block that has a flat mounting surface that can contact the top surface of the rail and an inclined surface that opposes the tread surface of the wheels of the railway vehicle, and is inserted between the tread surface of the wheel and the rail upper surface to prevent the wheels from rolling. In stopping the railcar to stop
A cushioning material joined to the inclined surface,
An outer fixing bracket and an inner fixing plate, which are coupled to a side surface of the main body block and extend downward so as to be respectively positioned on the outer side and the inner side of the rail when placed on the rail,
A clamp pad that can contact the inner surface of the rail is fixed to the lower portion of the inner fixing plate, and a clamp member that can approach and separate from the outer surface of the rail is attached to the lower portion of the outer fixing bracket. The clamp member is configured to be fixed by pressing the clamp member against the side surface of the rail and sandwiching the rail with the clamp pad.

According to the hand pawl having the above structure, the clamp member provided on the lower portion of the outer fixing bracket is pressed against the rail side surface, and the rail is clamped by the clamp pad provided on the lower portion of the inner fixing plate. Since the structure is firmly fixed, it can be surely prevented from dropping or moving after being attached, and since the structure does not use a fixing wedge, it is possible to prevent the fastening force from varying. Further, since the clamp member operated by the operator is provided only on the lower portion of the outer fixing bracket, the worker does not need to put his/her hand inside the rail at the time of attachment, and the safety can be ensured.

Here, it is preferable that the clamp member is a bolt having an outer end portion formed with an engaging portion for a tool and an inner end portion provided with a head portion that is tiltable in an arbitrary direction.
According to the above configuration, even when the rail side end of the clamp member comes into contact with the curved or inclined portion of the rail side surface, the contact area is prevented from decreasing and the hand pawl is attached to the rail. Can be firmly fixed. Further, the fixing can be easily performed by simply turning the bolt.

Preferably, the inclined surface of the main body block is formed to have an angle of 25 to 35 degrees with respect to the mounting surface, and the cushioning material is formed of urethane rubber having a thickness of 20 mm or more.
According to such a configuration, the angle of the inclined surface facing the rail is smaller than that of a conventional general hand pawl, so that it is possible to reduce the moment applied to the main body block from the wheel and reduce the risk of falling. Further, since the thickness of the cushioning material joined to the inclined surface is larger than that of the conventional general hand pawl, the contact area with the wheel tread is increased, and the starting force (power of vehicle movement) can be absorbed. Therefore, the vehicle can be left on the steep track for a relatively long period of time.

Further, it is desirable that a plurality of bolt insertion holes, through which bolts for fixing the cushioning material to the inclined surface of the body block be inserted, be formed in the cushioning material in a zigzag arrangement in the longitudinal direction. To do so.
According to the above configuration, the cushioning material can be reliably and easily fixed to the inclined surface of the main body block, and the cushioning material acts from the wheels as compared with the case where the bolt insertion holes are arranged in one row. It is possible to make it difficult for cracks to occur when it is deformed under the load applied.

Further, preferably, the front end portion and the rear end portion of the upper portion of the outer fixing bracket are configured so that the corner portion of the upper end does not protrude from the inclined surface when the outer fixing bracket is coupled to the side surface of the body block. Each of them has a tapered notch.
According to the above configuration, it is possible to prevent the wheel tread from coming into contact with the fixed bracket when the cushioning material is deformed by the load from the wheel, and the front end portion and the rear portion of the upper portion of the bracket can be prevented. Since the tapered notch is provided at the end, it can be used on either side of the left and right rails, and parts can be shared.

According to the hand brake of the railway vehicle according to the present invention, it is possible to reliably prevent the drop and movement after the attachment, and it is possible to prevent the fastening force from varying. Further, the moment applied to the hand pawl main body from the wheel is reduced to reduce the possibility of falling off, and the vehicle can be left on the steep track for a relatively long period of time. Further, there is an effect that it is possible to realize a hand pawl which has good workability and can be attached with high safety.

1 is a front view showing an embodiment of a hand pawl for a railway vehicle according to the present invention. (A) And (B) is a left side view and a right side view of the hand pawl of FIG. (A) is a plan view showing the arrangement of bolt insertion holes of the cushioning pad, and (B) is an enlarged perspective view showing details of the clamp pin. FIG. 3 is a perspective view showing a state where the inner fixing plate is attached to the main body block of the hand pawl of the embodiment (a state in which the inner fixing plate is placed on the rail as viewed from the inside of the rail). FIG. 3 is a perspective view showing a state in which the hand pawl of the embodiment is assembled, viewed from the outside of the rail.

Hereinafter, an embodiment of a hand pawl for a railway vehicle according to the present invention will be described in detail with reference to the drawings. FIG. 1 is a front view showing an assembled state (used state) of a hand pawl 10 for a railway vehicle of the present embodiment, and FIGS. 2A and 2B are a left side view and a right side view thereof.

The hand brake 10 of the railcar of the present embodiment is installed between the wheels and rails of the stopped railcar to prevent rolling of the wheels, and is formed of a highly rigid material in a substantially triangular shape in a side view. A main body block 11 having a shape, a cushioning pad 12 fixed on an inclined surface 11a of the main body block 11 facing the wheel tread surface, and fixed on both left and right side surfaces of the main body block 11 and extending downward. An outer fixing bracket 13A and an inner fixing plate 13B that sandwich the abdomen of the rail R, a clamp pin 14 provided at a lower end of the outer fixing bracket 13A, a clamp pad 15 fixed to a lower end of the inner fixing plate 13B, and the like. Equipped with. The body block 11 is cut at an acute corner so that a sharp corner is not generated.

The main body block 11 is a metal member formed by processing a steel material such as SS400, for example, has the same width as the head of the rail R (for example, 65 mm), and faces the surface joined to the rail and the wheel. The inclined surface 11a on the side to be formed has an angle of about 30 degrees, and is configured to form a substantially right triangle when viewed from the side (see FIG. 2).
Further, the main body block 11 is determined such that the length L of the rail in the longitudinal direction is about 0.3D with respect to the diameter D of the wheel (for example, when R is 820 to 860 mm, L is 250 mm). Two large and small punched holes 11b for reducing weight are formed. Further, three bolts 17A and 17B for fixing the outer fixing bracket 13A and the inner fixing plate 13B are screwed to the lower end of the body block 11. The height of the apex of the main body block 11 when the length L is 250 mm is about 130 mm.

The cushioning pad 12 uses urethane rubber having a shear hardness of A90 as a material from the viewpoint of strength. Further, from the viewpoint of the characteristic of absorbing the starting force and the ease of manufacturing, the cushioning pad 12 has a thickness of, for example, 30 mm and a length substantially the same as the inclined surface 11a of the main body block 11 (about 260 mm). Is formed.
The cushioning pad 12 is fixed to the inclined surface 11a of the main body block 11 by the four bolts 16. In order to prevent the head of the bolt 16 from protruding from the surface of the cushioning pad 12, the cushioning pad 12 is provided with four bolt insertion holes 12a having a small diameter portion and a large diameter portion, and these bolt insertion holes 12a are formed. The large diameter portion of the hole 12a is formed with a sufficient depth so that the head of the bolt 16 is not exposed even if the buffer pad 12 is deformed by the load applied from the wheel.

Further, as shown in FIG. 3(A), the four bolt insertion holes 12a are arranged in zigzag instead of one row, whereby the cushion pad 12 is deformed by the load from the wheel. At that time, it is configured so as not to easily crack. The number of bolt insertion holes 12a may be an odd number such as 5 instead of an even number. When the number of the bolt insertion holes 12a is set to an odd number, the wheels of the iron and steel vehicle are generally tapered on the tread surface so that the diameter increases toward the inner side, whereby the cushioning pad 12 has a smaller deformation amount toward the inner side. Since it becomes larger, it is better to attach it so that the number of rails on the outside is larger than that on the inside. Further, in consideration of the taper on the tread surface of the wheel, a difference may be provided in advance between the inside and outside of the cushioning pad 12 (the inside may be made thicker).

The outer fixing bracket 13A and the inner fixing plate 13B are made of the same steel material as the body block 11 (for example, SS400), and the three bolts 17A and 17B for fixing to the body block 11 are inserted into the upper end portion. Three bolt insertion holes 13a and 13b are formed respectively. Further, the outer fixing bracket 13A and the inner fixing plate 13B are respectively formed with punched holes 13c and 13d for weight reduction.
Although not particularly limited, in the present embodiment, the outer fixing bracket 13A is attached to the head of the bolt 17A for fixing the outer fixing bracket 13A to the side surface of the main body block 11 so as not to project from the surface of the outer fixing bracket 13A. Has a bolt insertion hole 13a formed of a small diameter portion and a large diameter portion (see FIG. 1).

In order to allow the bolt insertion hole 13a having such a large diameter to be formed, the outer fixing bracket 13A is set to have a longer length in the vertical direction than the inner fixing plate 13B and also has a larger thickness. Further, a rib 13e is formed between the punched holes 13c of the outer fixing bracket 13A to increase bending rigidity. Further, since the length in the vertical direction of the outer fixing bracket 13A is set to be large, the notch is formed in order to prevent the upper end corner portion of the outer fixing bracket 13A from protruding above the inclined surface 11a of the main body block 11. The portion 13f is provided.
It should be noted that the notch may basically be provided only at the corner corresponding to the lower side of the inclined surface 11a of the body block 11, but the corner corresponding to the higher side of the inclined surface 11a of the body block 11. Moreover, by forming the notch as shown by the broken line F, the same component can be used when the hand pawl is used for either of the left and right rails. That is, it becomes possible to use common parts.

More specifically, when the vehicle is placed on a rail having a slope, the hand pawl needs to be installed on the down side. Therefore, when the hand pawl of the present embodiment is used on the left and right rails, the outer fixing bracket 13A is used. Is installed on the outer side, the inclination direction of the inclined surface 11a of the main body block 11 is opposite to that of the outer fixing bracket 13A by the left and right hand pawls. Therefore, if the notch is provided only on one end of the upper end of the outer fixing bracket 13A, the corner portion on the opposite side is set above the inclined surface 11a of the main body block 11 when installed on the other rail. It will be projected. Therefore, by providing notches at both corners of the upper end of the outer fixing bracket 13A, it is possible to prevent the outer fixing bracket 13A from protruding above the inclined surface 11a.

Three screw holes (female screws) into which the clamp pins 14 are screwed are formed at the lower end of the outer fixing bracket 13A. The clamp pin 14 is composed of a hexagon socket head bolt, and as shown in FIG. 3B, a free head 14a that can be tilted in any direction is provided at each tip (rail side end). Even if the rail comes into contact with the curved or inclined surface of the abdomen, a sufficiently strong fixing force can be obtained. Three screw holes are formed in the lower end portion of the outer fixing bracket 13A, but normally only two clamp pins 14 are used, so a sufficient fixing force can be obtained. It suffices to use two excluding those described above. If the vehicle is to be detained at a large slope, the three clamp pins 14 may be used for fixing.

On the other hand, as shown in FIGS. 1 and 2B, the clamp pad 15 and the auxiliary plate 19 are fixed to the lower end portion of the inner fixing plate 13B by two hexagon socket bolts 16. Although only the auxiliary plate 19 may be used, by providing the clamp pad 15 on the surface side of the auxiliary plate 19, it is possible to improve the adhesion with the rail and prevent the shift of the hand pawl. The clamping pad 15 is fixed to the lower end of the inner fixing plate 13B together with the auxiliary plate 19 by embedding a nut at a position corresponding to the bolt 16 and screwing the tip of the bolt 16 into this nut. Alternatively, the surface of the auxiliary plate 19 fixed to the inner fixing plate 13B by bolts may be bonded with an adhesive.

Next, a method of using the hand pawl 10 of the present embodiment having the above configuration will be described.
The hand pawl 10 can be stored in a storage box or the like in a state where all the parts are separated, but in order to shorten the working time, as shown in FIG. The inner fixed plate 13B to which the pad 15 and the auxiliary plate 19 are fixed is preferably stored in a state of being fixed to one side surface of the main body block 11. In that case, it is desirable to prepare one in which the inner fixing plate 13B is fixed to one side surface of the main body block 11 and one in which the inner fixing plate 13B is fixed to the other side surface of the main body block 11. Further, the clamp pin 14 is screwed into the screw hole at the lower end of the outer fixing bracket 13A.

When the hand pawl 10 of this embodiment is installed on the rail, the main body block 11 is placed on the rail so that the inner fixing plate 13B comes inside the rail. Next, as shown in FIG. 5, the bolt 17A is inserted into the bolt insertion hole 13a with the outer fixing bracket 13A joined to the opposite surface (outer surface) of the main body block 11, and the ratchet wrench or the like. The outer fixing bracket 13A is coupled to the outer surface of the main body block 11 by rotating the bolt 17A with the tool described above and screwing the bolt 17A into the screw hole of the main body block 11.
Then, the clamp pin 14 is rotated with a tool such as a ratchet wrench. Then, the clamp pin 14 gradually moves inward, and the free head 14a at the tip abuts and presses against the abdomen of the rail, thereby sandwiching the rail with the clamp pad 15 at the lower end of the inner fixing plate 13B. As a result, the hand pawl 10 is firmly fixed to the rail.

As described above, the hand pawl 10 of the present embodiment can be installed on the rail by a simple work and can be fixed so as not to move or shift. Also, instead of using a wedge to fix, it is a method of tightening bolts so that it can be fixed with almost the same force no matter who does the work, and it is not possible during installation work. There is no risk of damaging the hand pawl by applying force or shock.
Further, the hand pawl 10 of the present embodiment is configured such that the mounting work of the outer side fixing bracket 13A and the fixing work (tightening work of the bolt) by the clamp pin 14 are performed from the outside with respect to the rail, and the hand is put inside the rail. Since it is not necessary, it is also excellent in safety.

Further, in the hand pawl 10 of the present embodiment, since the cushioning pad 12 made of urethane rubber is joined to the inclined surface of the main body block 11, even when the vehicle is left on a steep rail, the cushioning pad 12 is used. Since 12 deforms elastically to support the force from the vehicle, it is possible to stably prevent rolling of the vehicle. Further, since the surface of the main body block 11 on the rail-opposing side is a 30° inclined surface, the contact position of the wheel is lower than that of a conventional general hand pawl having an inclined surface of 45°. Therefore, the moment generated when a force in the direction of derailing acts is reduced, and the disengagement of the hand pawls, and thus the fall of the wheel from the rail can be suppressed.

Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications and changes can be made. For example, the numerical values such as the dimensions and angles shown in the above embodiment are examples, and the present invention is not limited to such numerical values. Although the angle of the inclined surface 11a of the main body block 11 is 30 degrees in the embodiment, it may be smaller than 45 degrees which is a general inclination angle in the conventional hand pawl, for example, in the range of 25 to 35 degrees. I wish I had it.

Further, in the above embodiment, urethane rubber is used as the material of the cushioning material 12 joined to the inclined surface 11a of the main body block 11, but other materials such as fluororubber and chloroprene rubber can be used. Furthermore, the thickness of the cushioning material 12 is not limited to 30 mm, and can be appropriately set within a range of 20 to 50 mm, for example, according to the hardness of the material used and the size of the hand pawl. is there.
Further, in the above-described embodiment, the screw holes 13a and 13b for the bolts 17A and 17B for fixing the outer fixing bracket 13A and the inner fixing plate 13B are provided on the side surface of the main body block 11. The outer fixing bracket 13A and the inner fixing plate 13B may be fixed to the main body block 11 by providing a bolt and screwing and tightening a nut on the bolt.

10 Hand Stop 11 Body Block 11a Inclined Surface 12 Cushioning Material (Cushioning Pad)
13A Outer fixed bracket 13B Inner fixed plate 14 Clamp member (clamp pin)
15 Clamp Pad R Rail

Claims (5)

Equipped with a main body block that has a flat mounting surface that can contact the top surface of the rail and an inclined surface that faces the tread surface of the wheels of the railway vehicle, and is inserted between the tread surface of the wheel and the rail upper surface to prevent the wheels from rolling. To stop the railway car to stop,
A cushioning material joined to the inclined surface,
An outer fixing bracket and an inner fixing plate, which are coupled to a side surface of the main body block and extend downward so as to be positioned on the outer side and the inner side of the rail when placed on the rail, respectively,
A clamp pad that can come into contact with the inner surface of the rail is fixed to the lower portion of the inner fixing plate, and a clamp member that can approach and separate from the outer surface of the rail is attached to the lower portion of the outer fixing bracket. A hand pawl for a railway vehicle, characterized in that it is fixed by pressing the clamp member against the side surface of the rail and sandwiching the rail with the clamp pad. The clamp member is formed of a bolt having a tool engaging portion formed at an outer end portion thereof and a head portion capable of tilting in an arbitrary direction provided at an inner end portion thereof. Brackets for the listed railway vehicles. The inclined surface of the main body block is formed to have an angle of 25 to 35 degrees with respect to the mounting surface, and the cushioning material is formed of urethane rubber having a thickness of 20 mm or more. The hand pawl for a railway vehicle according to claim 1 or 2. A plurality of bolt insertion holes, through which bolts for fixing the cushioning material to the inclined surface of the main body block are inserted, are formed in the cushioning material in a zigzag arrangement in the longitudinal direction. The hand pawl for a railway vehicle according to claim 3. A taper is provided on a front end portion and a rear end portion of an upper portion of the outer fixing bracket to prevent a corner portion of an upper end from protruding from the inclined surface when the outer fixing bracket is coupled to a side surface of the body block. 5. The hand pawl for a railway vehicle according to claim 1, wherein each of the notches is formed.

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