JP2538944Y2 - Rail joint structure - Google Patents

Description

[Detailed description of the invention]

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a rail joint structure.

[0002]

2. Description of the Related Art As a joint of rails, a "butt joint" is generally known. This joint method is a method of connecting butted rails using a joint plate and bolts. There is also known a "diagonal seam" in which one rail is cut obliquely, the other rail is bent outward in accordance with the cut angle of the rail, and the two rails are connected by butt.

[0003]

[Problems to be Solved by the Invention] The above-mentioned conventional joints of rails have the following problems. <B> At a butt joint, an unpleasant noise is generated when the train passes over the joint because there is a gap called a play space between the rails. Moreover, not only is the impact transmitted to the train side, which deteriorates the riding comfort, but also the bearing supporting the axle is easily damaged. <B> In the case of a diagonal joint, it is not possible to cope with a case where the left and right rails are regularly replaced, which is uneconomical.

[0004]

[Purpose of the present invention] The purpose of the present invention is to solve the above problems. The purpose of the present invention is to avoid the generation of abnormal noise and impact, and to cope with the regular replacement of the left and right rails. To provide a rail joint structure.

[0005]

SUMMARY OF THE INVENTION The present invention relates to a rail joint structure in which rails are butted with a certain gap therebetween, and both sides under the neck of the butted rails are sandwiched by a seam plate and connected by bolts. The rail head is cut into an arc shape that bites inward over a certain range of the end portion, and a continuous auxiliary rail is slidably installed between the cut heads to compensate for the missing rail head. In addition, the joint structure of the rail is characterized in that the lower surface of the auxiliary rail is supported by a joint plate.

[0006]

DETAILED DESCRIPTION OF THE INVENTION The present invention will be described below with reference to the drawings. <A> Rail connection means FIG. 1 shows a plan view of a joint portion of the rail, and FIG. 2 shows a longitudinal sectional view thereof. Each rail 10, 2 arranged on the same line
It is the same as in the prior art that the seam portion 0 is connected to each other by a plurality of sets of bolts 31 and nuts 32 with both sides of the necks of the rails 10 and 20 sandwiched by a seam plate 30.

<B> Shape of Rail Ends Each rail 10, 20 is cut off so as to cut into both sides of the heads 11, 21 over a predetermined length from the ends to form a symmetrical recess 12, 22 are formed. Curved surfaces 13 and 23 having a curved arc shape are formed on side surfaces of the concave portions 12 and 22.

<C> Connection structure of rail heads A play G is generated simply by abutting the rails 10 and 20. Therefore, the head 1 of both rails 10 and 20
The auxiliary rail 40 is bridged between the rails 1 and 21, and the auxiliary rail 40 is connected to the rails 10 and 2 using bolts 50 and nuts 51.
By fixing to 0, not only the top and side surfaces of the missing heads 11 and 21 of the rails 10 and 20 can be supplemented, but also the running path of the train across the play G can be secured. The auxiliary rail 40 before the attachment is slightly bent outward as shown by a dashed line in FIG. The reason why the auxiliary rail 40 is warped is to prevent the auxiliary rail 40 from protruding outside at both ends when assembled to the rails 10 and 20. The total length of each auxiliary rail 40 is designed to be substantially equal to or slightly shorter than the total length of the joint plate 30. Each of the auxiliary rails 40 has a curved surface 41 having a curvature slightly smaller than that of the concave portions 12 and 22 at both ends thereof, and has chamfers 42 at both ends. Further, a bolt hole 43 penetrating in the horizontal direction is formed in the auxiliary rail 40, and a large-diameter hole 44 is formed at both ends of the bolt hole 43 to prevent the head of the bolt 5 from projecting. It is. Therefore, in order to avoid collision of the running wheels of the train, the head side of the bolt 50 is set so as to be located inside the rails 10 and 20.
The strength of the bolts 50 and the nuts 51 is sufficient to restrict the horizontal movement of the auxiliary rail 40, and does not need to be strong enough to support the weight of the train. This is because the weight of the train is supported by the joint plate 30 which is in surface contact with the lower surface 44 of the auxiliary rail 40 as shown in FIG. Note that the nut 51 may be a double nut.

[0009]

[Operation] Next, the operation of the joint portion of the rail will be described. <A> At the time of passing a train In FIG. 1, the case where the wheels of a train (not shown) cross over from rail 10 to rail 20 will be described. The wheels run on the upper surface of the head 11 of the rail 10, and When the vehicle runs across the upper surface of the part 10 and the auxiliary rail 40 and the wheel passes through the play G, the traveling area of the auxiliary rail 40 gradually decreases while the head 21 of the rail 20
When the traveling area of the vehicle increases, and the vehicle passes the end of the auxiliary rail 40, the traveling surface of the wheel becomes only the head of the rail 20. As described above, when the wheels pass through the joints between the rails 10 and 20 and the auxiliary rails 40, the heads of the rails 10 and 20 support the wheels, so that no abnormal noise or impact occurs. When the wheel passes through the joint between the rails 10 and 20, the auxiliary rail 4 supports the wheel, so that no abnormal noise or impact occurs. Also, the spring force stored in the auxiliary rail 40 effectively prevents the nut 51 from loosening.

<B> At the time of temperature deformation of the rails The rails 10 and 20 extend slightly but slightly depending on the temperature. The expansion and contraction occurring on the rails 10 and 20 are caused by the curved surface 42 of the auxiliary rail 40 and the curved surfaces 13 and 2 of the rails 10 and 20.
It is absorbed by the sliding between the three. Suppose rails 10 and 20
Even if is greatly expanded or contracted, the end of the auxiliary rail 40 is chamfered 42, so that there is no fear that the passage of the wheels will be hindered.

<C> When replacing the left and right rails Since the ends of the rails 10 and 20 are symmetrical, the left and right sides of the rails 10 and 20 can be exchanged.

[0012]

[Other Embodiments] As shown in FIG. 3, a skirt 45 at the center of the auxiliary rail 40 is formed so as to extend outward, and the upper surface of the joint plate 30 is in contact with the skirt 45 in contact with the groove 33. Is recessed, one bolt 50 is inserted into the midpoint of the auxiliary rails 40, 40 (the position of the play G in FIG. 1), and the auxiliary rails 4
0, 40 can be clamped. In the case of the present embodiment, not only the number of bolts 50 and nuts 51 to be used can be reduced, but also the anti-circular bolt insertion holes 14 and 24 need only be opened at the butt ends of the rails 10 and 20. There is an advantage that cracks in the rails 10 and 20 can be effectively suppressed. When it is expected that the amount of deformation of the rails 10 and 20 is large, it is preferable to cut off the side surfaces 46 near both ends of the auxiliary rail 40 at a predetermined angle A as shown in FIG. Good. With this configuration,
Since the flexure to the outside of the auxiliary rail 40 is allowed by the amount obtained by cutting off the side surface 46 of the auxiliary rail 40, the rails 10, 2
Even if 0 is excessively increased, it will not hinder the passage of trains.

[0013]

[Effects of the Invention] The present invention is as described above, and the following effects can be obtained. <B> Currently, long rails are used to solve the problem of abnormal noise and impact, but the problem of abnormal noise and impact can be completely eliminated because the total length of the long rail is limited. Did not. On the other hand, by adopting the joint structure of the present invention, the problem of unpleasant abnormal noise and impact occurring when passing through the joint portion of the rail can be completely solved. <B> Since the ends of the rails are bilaterally symmetrical, they can be used to exchange left and right rails. <C> As the total length of the long rail becomes longer, the work of replacing the rail becomes larger, requiring much time and labor. In the present invention, a rail having a short overall length can be employed instead of the long rail, so that the work of replacing the rail is significantly reduced. <D> Since the warped auxiliary rail is tightened and linearly deformed, it is possible to effectively prevent protrusion of both ends of the auxiliary rail. <E> By chamfering the end of the auxiliary rail, the strength of the end of the auxiliary rail is improved. <E> The bolt and nut for fixing the auxiliary rail can be effectively prevented from being loosened by the spring force of the auxiliary rail.

[Brief description of the drawings]

FIG. 1 is a plan view of a rail end.

FIG. 2 is a sectional view taken along the line II-II in FIG.

FIG. 3 is an explanatory view for explaining another holding structure of the auxiliary rail, and is a partial cross-sectional view at a middle point of the auxiliary rail.

FIG. 4 is a partially enlarged view of a joint between an auxiliary rail and a rail.

Claims (1)

(57) [Scope of request for utility model registration] 1. A rail joint structure in which rails are butted with a certain gap therebetween, and both sides under the neck of the butted rails are sandwiched by a seam plate and connected by bolts. The head is cut into an arc shape that cuts into the inside, a continuous auxiliary rail is slidably installed between the cut heads of the rails to compensate for the missing rail head, and the lower surface of the auxiliary rail is joined by a seam plate. It is characterized by being supported by. , Rail joint structure.