JPH0455041Y2 - - Google Patents
Info
- Publication number
- JPH0455041Y2 JPH0455041Y2 JP7512687U JP7512687U JPH0455041Y2 JP H0455041 Y2 JPH0455041 Y2 JP H0455041Y2 JP 7512687 U JP7512687 U JP 7512687U JP 7512687 U JP7512687 U JP 7512687U JP H0455041 Y2 JPH0455041 Y2 JP H0455041Y2
- Authority
- JP
- Japan
- Prior art keywords
- rail
- tread
- wheels
- radius
- wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000005096 rolling process Methods 0.000 description 8
- 238000000034 method Methods 0.000 description 5
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Landscapes
- Railway Tracks (AREA)
- Tires In General (AREA)
Description
【考案の詳細な説明】
(産業上の利用分野)
本考案は、都市内交通機関、例えば市街電車用
等にも適用される各種の鉄道車両曲線用レールに
関するものである。[Detailed Description of the Invention] (Field of Industrial Application) The present invention relates to rails for various railway vehicle curves that are also applied to urban transportation systems, such as streetcars.
(従来の技術)
従来の前記鉄道車両曲線用レールにおける曲線
走行機能について説明すると、第2図に示すよう
に内、外軌道側曲線レール1a,1bのレール側
踏面3a,3bに接触して案内され走行する鉄道
車両の車輪5a,5bは、同一車軸4の両端部に
固着され外側が小径になつている所定の幅方向テ
ーパ角度αの車輪側踏面6a,6bを有し、比較
的に小曲率半径Rの内、外軌側曲線レール1a,
1b上を鉄道車両が曲線走行に関する際に、第2
図Bに示すように車輪5a,5bが外軌側(図示
右側)へ移動して、車輪5a,5bの接触点半径
は、直線走行中の接触点P半径rに対し、曲線走
行中の内側車輪5aの接触点Po半径riが減少し、
外側車輪5b接触点Pi半径roが増大して、鉄道車
両の曲線走行時に接触点P移動により生じる車輪
5aと5bの接触点半径差ro−ri,つまり回転半
径差によつて、同一車軸に嵌着、固定されている
両車輪が敷設されている曲線用レールの曲率半径
に応じてころがり状態で走行できる構造になつて
おり、前記両車輪の接触点位置における前記半径
差にはro−ri=2br/Rの関係が成り立ち、rは
riとroの平均値で直線走行中の接触点半径にほぼ
等しく、bはその時の接触点間隔の1/2に相当し、
この関係があらゆる曲率半径Rに成立すれば、両
車輪は完全なころがり状態を保ち安定した曲線走
行となる。(Prior Art) To explain the curve running function of the conventional railway vehicle curved rail, as shown in FIG. Wheels 5a and 5b of a railway vehicle running on the same axis have wheel side treads 6a and 6b fixed to both ends of the same axle 4 and having a predetermined taper angle α in the width direction with a small diameter on the outside, and are relatively small. Inside and outside curved rail 1a with radius of curvature R,
When a railway vehicle runs on a curve on 1b, the second
As shown in FIG. The contact point Po radius ri of the wheel 5a decreases,
The radius ro of the contact point Pi of the outer wheels 5b increases, and the contact point radius difference ro-ri between the wheels 5a and 5b, that is, the rotational radius difference, caused by the movement of the contact point P when the railway vehicle runs on a curve causes them to fit on the same axle. It is structured so that both fixed and fixed wheels can run in a rolling state according to the radius of curvature of the curved rail on which the wheels are installed, and the radius difference at the contact point position of the two wheels is expressed as ro-ri= The relationship 2br/R holds true, and r is
The average value of ri and ro is approximately equal to the contact point radius during straight running, and b corresponds to 1/2 of the contact point spacing at that time,
If this relationship holds true for any radius of curvature R, both wheels will maintain a perfect rolling state and the vehicle will be able to travel in a stable curve.
前記ころがり状態を保つ手段としては、通常、
)車輪踏面勾配を大きくすること、)車輪と
曲線レール間に移動隙間(スラツク)を設ける、
)曲線レールを軌道中心寄りに傾斜させて敷設
する等の方法があるが、これらは通常の走行安定
性等により適切に選定されねばならず、一方で
は、走行中に車輪の接触位置が変化しても接触面
圧が過度にならないように車輪踏面の形状を決定
する必要があつて、これらを考慮すると、従来の
前記方式のものは、第2図Bに示すようにレール
頭部2a,2bのレール側踏面3a,3bの形状
的制約に起因して車輪側踏面6a,6bの接触点
の幅方向変化量を多くとれず、従つて、回転半径
差が小さく前記両車輪の走行距離差を大きくする
のに自ら限界があり、以上の理由によりレールの
曲率半径Rは最小100m位が限界であつて、さら
に小さな曲線で車両を通過させる場合は、車輪の
クリープによつて吸収することが必要となつて、
その限度を超すと車輪とレールの接触面間に滑り
が生じ、レール、車輪とともに無理が生じて走行
の円滑性が損われる。 The means for maintaining the rolling state is usually
) Increasing the slope of the wheel tread, ) Providing a moving gap (slack) between the wheel and the curved rail,
) There are methods such as laying curved rails with an inclination toward the center of the track, but these methods must be selected appropriately based on normal running stability, etc. On the other hand, the contact position of the wheels changes during running. However, it is necessary to determine the shape of the wheel tread so that the contact surface pressure does not become excessive. Taking these into consideration, the conventional system described above has rail heads 2a and 2b as shown in FIG. 2B. Due to the shape constraints of the rail side treads 3a, 3b, it is not possible to increase the amount of change in the width direction of the contact points of the wheel side treads 6a, 6b, and therefore, the difference in turning radius is small and the difference in travel distance between the two wheels cannot be increased. There is a limit to how large it can be made, and for the above reasons, the minimum radius of curvature R of the rail is about 100m, and if a vehicle is to pass through an even smaller curve, it is necessary to compensate for this by wheel creep. Then,
If this limit is exceeded, slippage will occur between the contact surfaces of the wheels and the rails, causing strain on the rails and wheels, impairing smooth running.
(考案が解決しようとする問題点)
従来の前記鉄道車両曲線用レールにおいて、従
来方式では、車輪と曲線レールの相対関係におい
て曲線走行時に内、外軌側接触点における車輪の
回転半径差が大きくとれず、回転移動する両車輪
の走行距離差が少なくて小曲線走行の場合にころ
がり状態を維持することが困難である。(Problems to be Solved by the Invention) In the conventional curved rail for railway vehicles, in the conventional system, the relative relationship between the wheels and the curved rail causes a large difference in the turning radius of the wheels at the contact points on the inner and outer rail sides when traveling on a curve. The difference in travel distance between the two rotating wheels is small, making it difficult to maintain the rolling state when traveling on short curves.
つまり、曲率半径100m以下の曲線用レールに
おける車両の安定通過は難しく、無理に通過させ
ると、接触点における圧力の増大、曲線レールお
よび車輪フランジ部の異常な摩耗、キシミ音によ
る騒音公害の発生など種々、様々な問題が生じ
て、車両走行時の安定性が著しく損われるなどの
問題点がある。 In other words, it is difficult for a vehicle to pass stably on a curved rail with a radius of curvature of 100 m or less, and if it is forced to pass, it may cause an increase in pressure at the contact point, abnormal wear of the curved rail and wheel flange, and noise pollution due to squeaking noise. Various problems arise, and there are problems such as a significant loss of stability when the vehicle is running.
(問題点の解決手段)
本考案は、前記のような問題点に対処するため
に開発された鉄道車両曲線用レールであつて、内
軌側曲線レールにおけるレール頭部のレール側踏
面を軌道中心側寄りに次第に低く削除した形状に
して、前記レール側踏面に車輪側踏面の接触点を
軌道外側に移動させる勾配踏面を設けたことによ
り、車両曲線走行時における内、外側の両車輪に
おける回転半径差を大きくして、比較的に小曲率
半径の曲線用レールにおける車輪のころがり移動
性能、車両走行性能を向上させている。(Means for solving the problem) The present invention is a rail for curved railway vehicles developed to solve the above-mentioned problems. By creating a shape that is gradually lowered toward the side and providing a sloped tread on the rail side tread that moves the contact point of the wheel side tread to the outside of the track, the turning radius of both the inner and outer wheels when the vehicle runs on a curve is improved. By increasing the difference, the rolling performance of the wheels and the running performance of the vehicle on curved rails with a relatively small radius of curvature are improved.
(作用)
内軌側曲線レールにおけるレール頭部のレール
側踏面を軌道中心側寄りに次第に低く削除した形
状にして、該レール側踏面に設けられ車輪側踏面
の接触点を軌道外側に移動させる勾配踏面によ
り、鉄道車両の曲線走行時に内、外側両車輪の接
触点間隔が増大され、両車輪の接触点半径差、即
ち回転半径差が大きくなつて、比較的に小曲率半
径の曲線用レール上においても両車輪の完全なこ
ろがり移動状態が確保され鉄道車両が安定走行と
なる。(Function) The rail side tread of the rail head on the inner track side curved rail is shaped to be gradually lowered toward the track center side, and the slope provided on the rail side tread moves the contact point of the wheel side tread to the outside of the track. The tread increases the distance between the contact points of both the inner and outer wheels when the railway vehicle runs on a curve, and the difference in the radius of contact between the two wheels, that is, the difference in turning radius, increases. Even in this case, perfect rolling movement of both wheels is ensured, and the railway vehicle runs stably.
(実施例)
第1図に本考案の一実施例を示し、図中1aは
内軌側曲線レール、1bは外軌側曲線レール、5
a,5bは鉄道車両の車輪であつて、両車輪5
a,5bは同一車軸4の両端部に嵌着、固定さ
れ、該車輪5a,5bの車輪踏面6a,6bは外
側が小径となる所定のテーパ角度αに形成されて
いるとともに、外軌側曲線レール1bにおけるレ
ール頭部2bのレール側踏面3bは従来と同様に
なつており、本考案においては、内軌側曲線レー
ル1aにおけるレール頭部2aのレール側踏面3
aを軌道中心側寄りに次第に低く切削加工等の手
段により削除した形状にして(第1図Aの鎖線参
照)、レール側踏面3aに車輪側踏面6aの接触
点を軌道外側に移動させる(車輪側踏面6aより
も少し大きい幅方向テーパ角度β)勾配踏面10
aを設けた構成になつている。(Embodiment) Fig. 1 shows an embodiment of the present invention, in which 1a is an inner curved rail, 1b is an outer curved rail, 5
a and 5b are wheels of a railway vehicle, both wheels 5
a, 5b are fitted and fixed to both ends of the same axle 4, and the wheel treads 6a, 6b of the wheels 5a, 5b are formed at a predetermined taper angle α with a smaller diameter on the outside, and have an outer track curve. The rail side tread 3b of the rail head 2b on the rail 1b is the same as the conventional one, and in the present invention, the rail side tread 3b of the rail head 2a on the inner curved rail 1a is
A is made into a shape that is gradually lowered toward the center of the track by cutting or other means (see the chain line in Fig. 1A), and the contact point of the wheel side tread 6a with the rail side tread 3a is moved to the outside of the track (wheel Taper angle in the width direction β) Slightly larger than the side tread 6a) Gradient tread 10
The structure includes a.
本考案の実施例は、前記のような構成になつて
おり作用について説明すると、前記勾配踏面10
aを有する内軌側曲線レール1aと外軌側曲線レ
ール1b上で鉄道車両が曲線走行する際に外軌側
に移動して(第1図Aの矢印方向)、第1図Bに
示すように外軌側曲線レール1bと外側の車輪5
bとの接触点PLは従来と同様であり、内軌側曲
線レール1aと内側の車輪5aは、従来の接触点
Ppから外側へ大きく移動した接触点Psとなつて、
接触点Pに対応した車輪の回転半径rに対し、従
来の接触点Pp時の回転半径rpから接触点PLの回転
半径rsとなり、接触点PpとPsを詳細に比較する
と、第1図Aに示すように車輪5aの車輪踏面6
aのテーパ角度αと内軌側曲線レール1aの勾配
踏面10aのテーパ角度βとの関係で、従来、接
触点Ppでしか接触し得なかつたものを軌道外側
(つまり曲率中心側寄り)の接触点Psまで大きく
移動せしめ、即ち、内軌側曲線レール1aにおけ
るレール側踏面3aのテーパ角度β線を、前記勾
配踏面10aによつて車輪側踏面6aのテーパ角
度α線よりも低く形成したことにより前記接触点
の移動Pp→Psを可能にし、その結果、rs<riとな
り内、外側の車輪5a,5bの回転半径差はrp−
ri<rp−rsとなつて、両車輪5a,5bの回転
半径差が増大され、内軌側曲線レール1a側の回
転半径が著しく小さくなつて両車輪のころがり接
触が保たれる。即ち、rp−rs=2br/Rによりrp−
rsを大きくすると曲線レールの曲率半径Rを小さ
く設定できる。 The embodiment of the present invention has the above-mentioned structure, and its operation will be explained as follows:
When a railway vehicle runs on a curve on the inner curved rail 1a and the outer curved rail 1b, which have a radius of The outer curved rail 1b and the outer wheels 5
The contact point P L with b is the same as the conventional one, and the inner curved rail 1a and the inner wheel 5a are the same as the conventional contact point.
The contact point P s has moved significantly outward from P p , and
For the rotation radius r of the wheel corresponding to the contact point P, the rotation radius r p at the conventional contact point P p becomes the rotation radius r s at the contact point P L , and when the contact points P p and P s are compared in detail, , as shown in FIG. 1A, the wheel tread 6 of the wheel 5a
Due to the relationship between the taper angle α of a and the taper angle β of the slope tread 10a of the inner curved rail 1a, the contact point that could conventionally only be made at the contact point P p is changed to the outside of the track (that is, closer to the center of curvature). In other words, the taper angle β line of the rail side tread surface 3a on the inner track side curved rail 1a is formed lower than the taper angle α line of the wheel side tread surface 6a by the slope tread surface 10a. This enables the movement of the contact point P p →P s , and as a result, r s < r i and the difference in rotation radius between the inner and outer wheels 5a and 5b is r p −
Since r i <r p -rs, the difference in the rotation radius between the two wheels 5a and 5b is increased, and the rotation radius on the inner curved rail 1a side is significantly reduced, so that rolling contact between the two wheels is maintained. That is, by r p −r s =2br/R, r p −
If r s is increased, the radius of curvature R of the curved rail can be set smaller.
本考案の特徴は、レール頭部のレール側踏面の
形状を修正して車輪踏面の接触点を移動させ、両
車輪の接触点の対応した回転半径(車輪周長)の
差を大きく設定することにあり、修正加工の方法
に関しては、前記実施例に限定されるものではな
く、本考案の要旨を逸脱しない範囲内において
種々設計変更可能である。 The feature of this invention is to modify the shape of the rail side tread of the rail head to move the contact point of the wheel tread, and to set a large difference in the corresponding rotation radius (wheel circumference) between the contact points of both wheels. However, the method of modification is not limited to the above-mentioned embodiment, and various design changes can be made without departing from the gist of the present invention.
前記車輪回転半径差を得る方法としては、前記
以外に車輪側踏面のテーパ角度を大きくする、
内、外軌側曲線レールの敷設ピツチを広くする、
内軌側曲線レールを外軌側曲線レール側へ傾斜さ
せて車輪側踏面の軌道外側で接触させる等の
種々、多様な方式が考えられるが、車両走行の安
定性、レール側接触点圧力の増大、レール敷設工
事の困難等の多くの欠点があつて実用性が問題と
なるのに対し、本考案の前記構成では、これらの
欠点が解消され、レールの曲率半径30m程度の小
曲線でも鉄道車両が安定して通過でき都市内交通
機関用などにおける地理的制御に広く対処可能に
なつている。 As a method for obtaining the wheel rotation radius difference, in addition to the above, increasing the taper angle of the wheel side tread surface,
Wider the laying pitch of the inner and outer curved rails,
Various methods can be considered, such as tilting the inner curved rail toward the outer curved rail and making contact with the wheel side tread on the outside of the track. , there are many drawbacks such as difficulty in rail laying work, which makes practicality a problem.However, the above-mentioned structure of the present invention eliminates these drawbacks and allows railway vehicles to operate even on short curves with a rail curvature radius of about 30 m. It has become possible to stably pass through the area, making it possible to widely handle geographical control for urban transportation.
(考案の効果)
本考案は、前記のような構成になつており、内
軌側曲線レールにおけるレール頭部のレール側踏
面に設けられた車輪側踏面の接触点を軌道外側に
移動させる勾配踏面により、鉄道車両の曲線走行
時に内、外側の両車輪の接触点間隔が増大され、
両車輪の接触点半径差、即ち回転半径差が大きく
なつて、比較的に小曲率半径の曲線レール上にお
いても両車輪の完全なころがり移動状態が確保さ
れ、安定した走行となり、鉄道車両の走行性能が
著しく向上され、汎用性が高められている。(Effects of the invention) The present invention has the above-mentioned configuration, and is a slope tread that moves the contact point of the wheel side tread provided on the rail side tread of the rail head on the inner track side curved rail to the outside of the track. This increases the distance between the contact points of both the inner and outer wheels when the railway vehicle runs on curves,
The difference in radius of contact between the two wheels, that is, the difference in the radius of rotation, becomes larger, ensuring perfect rolling movement of both wheels even on curved rails with a relatively small radius of curvature, resulting in stable running and improved running of the railway vehicle. Performance has been significantly improved and versatility has been increased.
第1図Aは本考案の一実施例を示す内軌側曲線
レールの縦断面図、第1図Bは第1図Aを敷設し
た状態の全体配置を示す縦断面図、第2図A,B
は従来例を示す内軌側曲線レールの縦断面図と敷
設した状態の全体配置を示す縦断面図である。
1a……内軌側曲線レール、2a……レール頭
部、3a……レール側踏面、6a……車輪側踏
面、10a……勾配踏面。
Fig. 1A is a vertical cross-sectional view of an inner curved rail showing an embodiment of the present invention, Fig. 1B is a longitudinal cross-sectional view showing the overall arrangement of Fig. 1A in the installed state, Fig. 2A, B
2 is a vertical cross-sectional view of a conventional inner curved rail and a vertical cross-sectional view showing the overall layout of the rail when it is installed. 1a...Inner track side curved rail, 2a...Rail head, 3a...Rail side tread, 6a...Wheel side tread, 10a...Slope tread.
Claims (1)
側踏面を軌道中心側寄りに次第に低く削除した形
状にして、前記レール側踏面に車輪側踏面の接触
点を軌道外側に移動させる勾配踏面を設けたこと
を特徴とする鉄道車両曲線用レール。 The rail side tread of the rail head of the inner track side curved rail is shaped to be gradually lowered toward the track center side, and a sloped tread is provided on the rail side tread to move the contact point of the wheel side tread to the outside of the track. Railway vehicle curve rail featuring:
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP7512687U JPH0455041Y2 (en) | 1987-05-21 | 1987-05-21 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP7512687U JPH0455041Y2 (en) | 1987-05-21 | 1987-05-21 |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS63185803U JPS63185803U (en) | 1988-11-29 |
JPH0455041Y2 true JPH0455041Y2 (en) | 1992-12-24 |
Family
ID=30920979
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP7512687U Expired JPH0455041Y2 (en) | 1987-05-21 | 1987-05-21 |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0455041Y2 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6924045B2 (en) * | 2016-03-08 | 2021-08-25 | 日本製鉄株式会社 | Rails and rail rectification methods |
JP6866189B2 (en) * | 2017-03-06 | 2021-04-28 | 日本製鉄株式会社 | rail |
JP7050477B2 (en) * | 2017-12-12 | 2022-04-08 | 日本製鉄株式会社 | How to correct the rail |
-
1987
- 1987-05-21 JP JP7512687U patent/JPH0455041Y2/ja not_active Expired
Also Published As
Publication number | Publication date |
---|---|
JPS63185803U (en) | 1988-11-29 |
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