WO1995008028A1 - Joint for railway rails - Google Patents

Abstract

A joint for railway rails that allows wheels of a train to roll from one rail to another without generating any great impact or joint noise by improving the construction of a joint portion between rails for absorbing thermal expansion of rails, said joint being characterized in that a stepped portion is formed at one joint end of a first rail by cutting away said joint end over a certain length in such a manner that the width of the remaining joint end becomes substantially a half of the orginal width to thereby give said stepped portion an L shape when viewed from the top, that a stepped portion is also formed at one joint end of a second rail that is to be jointed to said first rail by cutting away said joint end over a certain length in such a manner that said stepped portion becomes symmetrical to said stepped portion formed at the joint portion of said first rail and that the width of the remaining joint end becomes substantially a half of the original width, that said joint ends of said first and second rails are jointed together by such jointing means as bolts in such a manner that said joint ends are tighlty jointed to each other in a width direction and that not only the leading end of said first rail and said stepped portion of said second rail but also said stepped portion of said first rail and the leading end of said second rail confront each other with a slight gap being formed therebetween, and that a run-off portion which is lower on the inner side is formed on the upper surface of the rails jointed together, whereby a wheel of a train having an inclined outer circumferential surface comprising a smaller transversely outside diameter and a larger transversely inside diameter comes into contact with the rail upper surface outside one of the two gaps formed at the joint portion where said two rails are jointed together in a gap position formed on the inside of the rail, while the wheel comes into contact with the rail upper surface inside the other gap of the two in a gap position formed on the outside of the rail.

Description

 Satsuki Itoda »Railway rail joints Technical field

 The present invention relates to a rail joint that reduces noise generated when a train runs. Background art

 In general, a slight gap is provided at the joints of railway rails to absorb the expansion and contraction of the rails due to temperature changes and to prevent excessive force from being applied to the rails.

 However, the gap at the rail joint is effective for the expansion and contraction of the rail.However, when the vehicle is running while the wheel is in contact with the rail, the tread of the wheel collides with the end of the rail. However, the impact caused the ride comfort to deteriorate, and generated so-called joint noise, which had become a social problem.

 Therefore, in the past, various ingenuity have been devised to reduce the impact and the joint sound. As one of the proposals, there has been proposed a method in which the inside of both ends of a wheel receiving portion is cut into an L-shape, a connecting bracket is attached to the cut portion, and a rail is connected (Japanese Patent Laid-Open No. 2-34301). No.).

In the invention disclosed in Japanese Patent Laid-Open Publication No. Hei 2-34301 described in the above prior art, the joint sound between the rails and the connection metal fittings is effective, although the joint sound between the rail ends is silenced. Occurs, making it impossible to completely eliminate the joint sound. Therefore, the present invention is to improve the structure of the joint portion of the rail so that the wheel of a train or the like can rotate and move from one rail to the other rail without generating a large impact and joint noise. It is intended to provide rail joints.

Disclosure of the invention

 In order to achieve the above object, the present invention employs the following configuration. In other words, the joint of the railroad rail according to the present invention is formed by cutting out the joint end of the first rail into a plane vision type so that its width becomes about half over a predetermined length. Forming a step and joining the first rail to the first rail

The joint end of the second rail is also notched so as to be symmetrical with the end of the first rail at a predetermined length and about half the width, and a step is formed. The spliced ends of the rails are brought into close contact with each other in the width direction, and the tip of the first rail and the step of the second rail, and the step of the first rail and the step of the second rail. The wheels of a train or the like having a sloping outer peripheral surface with a small outside diameter and a large inside suspicion are connected to each other by connecting them with a fastener such as a bolt with their tips facing each other with a slight gap. Of the two gaps formed in the joint portion of the rail, at the position of the gap formed inside the rail, it contacts the upper surface of the rail outside the gap, and at the position of the gap formed outside the rail The connection is made so that the wheel contacts the upper surface of the rail inside the gap. Inside to form a lower relief portion to the rail upper surface parts.

In this case, at the joint of the rails, the train descends as much as the diameter of the contact part of the wheel with the rail becomes smaller. Contact position is normal contact It is preferable that the wheel contact portion outside the relief portion is formed higher than the other portions of the rail by a height corresponding to a difference in height generated to move outside the contact position. .

 According to the present invention, a step portion is formed by cutting a joint end portion of a rail to be joined to each other into a symmetrical plane visual acuity type such that a width thereof is about half over a predetermined length. The jointed ends of the rails are tightly attached to each other in the width direction, and are connected with bolts or the like so that there is a slight gap between the tip and the step of each other. In this gap, thermal expansion and the like can be absorbed in the same manner as the conventional rail. In addition, a wheel of a train or the like having a sloped outer peripheral surface having a small outer diameter and a large inner suspicion is one of the two gaps formed at the joint between the two rails. In the position, the upper surface of the rail is contacted with the upper surface of the rail outside the gap, and at the position of the clearance formed outside the rail, the wheel is in contact with the upper surface of the rail inside the clearance. Since the inside of the vehicle is formed with a clearance slope with a low inside, the wheel passing through the joint does not pass through any gap, and therefore, the impact and seam noise caused by the wheel rolling on the gap between the rails Does not occur.

 Further, if the wheel contact portion outside the flank slope is formed higher than the height of the other portion of the rail, the wheel itself can be lifted by the smaller diameter of the wheel contact portion. The vertical movement of the train can be prevented in some parts, and the ride comfort is not impaired. BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a plan view showing an embodiment of the present invention, and FIG. FIG. FIG. 3 is a plan view showing an inclined state of the relief portion, FIG. 4 is a sectional view taken along line AA of FIG. 3, and FIG. 5 is a sectional view taken along line BB of FIG. FIG. 6 is a cross-sectional view taken along the line C-C of FIG. FIG. 7 is an explanatory diagram showing the relationship between rails and wheels. BEST MODE FOR CARRYING OUT THE INVENTION

 Hereinafter, a preferred embodiment of the present invention will be described with reference to FIGS.

 The joint of this rail consists of rail 1 and rail 3. The facing joint ends 2 and 4 of the rails 1 and 3 to be joined are formed so that the width is a predetermined length (about ten to several millimeters to several tens of millimeters) and half the width of the other parts. It is formed in the shape of a notch in planer vision, with steps 2a and 4a formed at the base. The shape of the notch at the joining ends 2 and 4 of the rails to be joined is symmetrical so that one end and the other step face each other with both rails abutted. Is formed.

 The rails 1, 3 are joined by bolts 6,... Penetrating through long holes formed in the rails with their joint ends abutting each other. In this state, slight gaps 7, 8 for absorbing thermal expansion are formed between the tip of one rail and the step of the other rail. That is, at the joint of the rails, two gaps are formed at predetermined intervals, one gap 7 is formed in the outer half of the connected rail, and the other gap 8 is formed in the inner half of the connected rail. Is formed.

In the vicinity of the joint of rails 1 and 3, As shown in FIG. 3, a relief portion 18 is formed on the side where the flange of the wheel is in contact, that is, on the inner side of the rail. In the illustrated example, a large part of the escape portion 18 is formed as an inclined surface, but any material may be used as long as the wheels rolling on the rail do not contact with each other. The wheels 10 rolling on the rails are the wheels of a normal train, and the flanges 11 provided integrally on the inside have a large diameter on the one side, and the outer peripheral surface has a small angle α. 2 is provided as a tread. The clearance angle 3 of the inclined surface of the clearance portion 18 is larger than the inclination angle α of the outer peripheral surface 12 of the wheel. In this clearance portion 18, the wheel does not contact the rail, and It comes in contact with the rail. In addition, among the escape portions 18a, 18b, and 18c that constitute the escape portion 18 described above, the portion 18b has a flat notch shape as shown in FIG. On the outside of the escape portion 18, a raised portion 15 for compensating for a drop of the axle, that is, the body of the vehicle due to the fact that the contact position of the wheel is shifted to the outside where the suspicion is small due to the presence of the inclined surface, is provided. 8 is formed along. As described above, the diameter of the wheel becomes smaller toward the outside, so that as the width of the clearance portion 18 increases, the height of the raised portion 15 for compensating for the lowering of the axle increases gradually. I have.

 Fig. 7 shows this situation. When the contact position P of the tread (outer peripheral surface) of the wheels 12 to the rail is shifted outward by d and reaches the position of p ', the height of the vehicle body decreases by h. Therefore, the height of the raised portion 15 of the rail in that portion may be set higher by h than the height of the wheel receiving surface in the other portion. In addition, the raised portion 15 is formed smoothly in order to suppress an impact during traveling.

Next, the operation of the present embodiment will be described. When traveling in the direction of the arrow X, as shown in Fig. 7, the base 12a of the tread surface 12 is brought into contact with the upper surface of the rail 1, that is, near the inner edge of the wheel receiving surface 17, and the wheel is rotated. While traveling. When the train approaches the seams of rails 1 and 3, as shown in Fig. 4, a slope 18a of the relief is formed inside the wheel bearing surface 17 so that the ridge 1 The tread surface 12 comes into contact with 9, and the contact position of the tread surface 12 moves outward from the base 12a. However, at the position of the outer gap 7 that first meets, the ridge 19 of the rail with which the tread surface 12 comes into contact is located inside the rail more than the gap 7, so that the wheels do not pass over the gap and are flat. Roll on the receiving surface. For this reason, the vehicle body does not receive the impact of the seam and emits no noise.

 After the gap 7, the line of contact of the wheel 10 with the rail, ie the ridge 19, moves onto the spliced end 4 of the second rail 3 and passes outside the inner gap 8. Therefore, there is no impact when passing through the position of the inner gap 8, and no joint sound is emitted. In this way, the gap that previously traversed the joint of the rail in a straight line was divided into two in the width direction and shifted in the longitudinal direction, and the wheels passed through each gap. As in the conventional case, the expansion and contraction of the rail due to the temperature change can be absorbed by the gap, and the wheels do not have to pass over the gap, so that the generation of noise and impact can be effectively prevented.

In addition, when passing through the gap, the contact position of the wheel with the rail moves in and out, and as a result, the vehicle body swings up and down and the riding comfort is deteriorated. It is preferable to provide a raised portion outside the relief portion of the rail to compensate for the vertical movement. Industrial applicability

 As is clear from the above description, the rail joint according to the present invention can absorb the expansion and contraction due to temperature change well and generates less noise and impact, so that it can replace the conventional train rail joint. Can be used.

Claims

Scope of demand 1. The joining end of the first rail is cut out in a shape of a visual acuity so that its width is about half over a predetermined length, and a step is formed, and the joining end is joined to the first rail. The joint end of the second rail to be joined also forms a step in the form of a notch so that the width is about half that of the predetermined length symmetrically with the end of the first rail, The joining ends of these two rails are in close contact with each other in the width direction, and the leading end of the first rail and the step of the second rail, and the step of the first rail and the second rail. Wheels of trains, etc., which have inclined outer peripheral surfaces with small outside diameter and large inside suspicion, with the ends of the rails 2 being connected to each other with bolts or other fasteners while facing each other with a slight gap between them Force Of the two gaps formed at the joint between the two rails, of the gap formed inside the rail In this case, the rail of the connecting portion contacts the upper surface of the rail outside the gap, and at the position of the gap formed outside the rail, the wheel contacts the upper surface of the rail inside the gap. A railroad rail joint characterized by the formation of a recess with a low inside on the upper surface.  2. Wheels on the outer side of the relief portion have a height corresponding to the height difference that occurs when the contact position of the wheel rolling on the rail with the upper surface of the rail moves outward from the normal contact position. 2. The railroad joint according to claim 1, wherein the contact portion is formed to be higher than the height of the other portion of the rail.