JP2018145672A - rail - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rail capable of improving the effect of lubrication by a lubrication device. A rail (10) includes a rail body (1, 2) and a lubricator (3). The head (11) of the rail body (1) includes a parietal surface (111) and side surfaces (112,113). The lubricator (3) is attached to one side surface (113) of both side surfaces of the head (11). The top surface (111) has different positions (P11, P12) in the traveling direction of the railway vehicle. The positions (P11, P12) are within the range of the lubricator (3). When the position in the track width direction is taken on the horizontal axis and the change in the slope of each of the crown surface (111) and the wheel tread surface (41) is represented by the slope curve in the coordinate system with the slope on the vertical axis, the position (P11) is The intersection of the slope curve of the crown surface (111) and the slope curve of the wheel tread (41) is different from the intersection of the slope curve of the crown surface (111) and the slope curve of the wheel tread (41) at the position (P12). [Selection diagram] Fig. 3

Description

  The present disclosure relates to a rail, and more particularly, to a rail for running a railway vehicle having a wheel tread that increases in diameter from the outside toward the inside in the track width direction.

  On the railroad track curve, for example, the rail is often lubricated with a lubricant in order to improve the traveling safety of the railway vehicle, prevent the occurrence of wavy wear on the rail, or prevent the occurrence of creaking noise. A lubrication device is installed on one side of the rail near the entrance of the curve. The lubricant is discharged from the lubrication apparatus and adheres to the wheels of the railway vehicle. The railway vehicle travels on a curve with the lubricant attached to the wheels. Thereby, the lubricant is applied to the top surface of the rail in the curve.

  Patent Document 1 proposes a method for correcting a rail to which a lubricant is applied. In Patent Document 1, in the cross section of the rail, a range of at least 20 mm on both sides from the axial center of the top surface is corrected to a convex arc shape having a radius greater than 600 mm and not greater than 1000 mm. As a result, the amount of lubricant flowing down to the side of the rail is reduced, so that the extension of the lubricant in the traveling direction of the railway vehicle is improved.

Japanese Patent No. 3803336

  As described above, railroad vehicle wheels receive lubricant from the lubrication device near the entrance to the curve and apply the lubricant to the rail in the curve. Lubricant from the lubrication device adheres to the part of the wheel that is mainly in contact with the rail. For this reason, when the contact position and range of the wheel and rail in the position of a lubrication device correspond with the contact position and range of the wheel and rail in a curve, a rail is favorably lubricated in a curve.

  However, if the contact position between the wheel and the rail in the curve is deviated from the contact position between the wheel and the rail in the position of the lubrication device, the rail cannot be properly lubricated in the curve. Also, when the contact area between the wheel and the rail is large, it is difficult to properly lubricate the rail in the curve.

  An object of this indication is to provide the rail which can improve the effect of lubrication by a lubricating device.

  The present disclosure relates to a rail for running a railway vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail includes a rail body and a lubrication device. The rail body has a head. The head includes a parietal surface and a side surface. The wheel tread comes into contact with the top surface. The side surfaces are disposed on both sides of the top surface in the trajectory width direction. The lubricating device is attached to one side surface of both side surfaces of the head. The parietal surface has a first position and a second position. The first position is within the range of the lubricating device in the traveling direction of the railway vehicle. The second position is within the range of the lubricating device in the traveling direction. The second position is a position different from the first position. When the horizontal axis represents the position in the trajectory width direction and the vertical axis represents the gradient curve in the coordinate system having the gradient, the gradient curve of the parietal surface and the wheel at the first position are expressed by the gradient curve in the coordinate system. The intersection with the gradient curve of the tread is different from the intersection of the gradient curve of the top surface and the gradient curve of the wheel tread at the second position.

  The present disclosure relates to a rail for running a railway vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail includes a rail body and a plurality of lubrication devices. The rail body has a head. The head includes a parietal surface and a side surface. The wheel tread comes into contact with the top surface. The side surfaces are disposed on both sides of the top surface in the trajectory width direction. The plurality of lubrication devices are attached to one side surface of both side surfaces of the head. The plurality of lubrication devices are arranged in the traveling direction of the railway vehicle. The parietal surface has a first position and a second position. The first position is within the range of one of the plurality of lubrication devices in the traveling direction. The second position is within the range of other lubricating devices among the plurality of lubricating devices in the traveling direction. When the horizontal axis represents the position in the trajectory width direction and the vertical axis represents the gradient curve in the coordinate system having the gradient, the gradient curve of the parietal surface and the wheel at the first position are expressed by the gradient curve in the coordinate system. The intersection with the gradient curve of the tread is different from the intersection of the gradient curve of the top surface and the gradient curve of the wheel tread at the second position.

  According to the present disclosure, the effect of lubrication by the lubrication apparatus can be improved.

FIG. 1 is a plan view showing a schematic structure of a rail according to the first embodiment. FIG. 2 is a cross-sectional view illustrating a schematic structure of a portion on the inner track side of the rail according to the first embodiment. FIG. 3 is a plan view schematically showing the rail according to the first embodiment. FIG. 4 is a diagram illustrating a vertical cross-sectional shape and a gradient curve at a first position in the traveling direction of the railway vehicle for each of the top surface and the wheel tread surface on the inner track side of the rail according to the first embodiment. FIG. 5 is a diagram illustrating a vertical cross-sectional shape and a gradient curve at a second position in the traveling direction of the railway vehicle for each of the top surface and the wheel tread surface on the inner rail side of the rail according to the first embodiment. FIG. 6 is a plan view schematically showing a rail according to the second embodiment. FIG. 7 is a diagram illustrating a vertical cross-sectional shape and a gradient curve at a first position in the traveling direction of the railway vehicle for each of the top surface and the wheel tread surface on the inner track side of the rail according to the second embodiment. FIG. 8 is a diagram illustrating a vertical cross-sectional shape and a gradient curve at a second position in the traveling direction of the railway vehicle for each of the top surface and the wheel tread surface on the inner track side of the rail according to the second embodiment. FIG. 9 is a plan view schematically showing a rail according to the third embodiment. FIG. 10 is a diagram illustrating a vertical cross-sectional shape and a gradient curve at a first position in the traveling direction of the railway vehicle for each of the top surface and the wheel tread surface on the inner track side of the rail according to the third embodiment. FIG. 11 is a diagram illustrating a vertical cross-sectional shape and a gradient curve at a second position in the traveling direction of the railway vehicle for each of the top surface and the wheel tread surface on the inner track side of the rail according to the third embodiment. FIG. 12 is a diagram illustrating a vertical cross-sectional shape and a gradient curve at a third position in the traveling direction of the railway vehicle for each of the top surface and the wheel tread surface on the inner track side of the rail according to the third embodiment. FIG. 13 illustrates the rail lubrication effect in the curve for each of the case where the wheel and the rail are in proper contact, the contact position between the wheel and the rail is changed, and the case where the contact area between the wheel and the rail is large. It is a figure for doing.

  Lubricant from the lubrication apparatus is mainly supplied to a portion of the wheel of the railway vehicle that comes into contact with the rail. Therefore, if the contact position between the wheel and the rail changes after the wheel receives the lubricant from the lubrication device near the entrance of the curve, or if the contact area between the wheel and the rail is large, the lubrication effect of the rail in the curve is descend. Hereinafter, the relationship between the contact position and contact area between the wheel and the rail and the lubrication effect of the rail will be described with reference to FIG.

  FIG. 13 illustrates the lubrication effect of the rail in the curve when the wheel and the rail are in proper contact, when the contact position between the wheel and the rail is changed, and when the contact area between the wheel and the rail is wide. It is a figure for doing. In FIG. 13, a portion where the wheel W and the rail R are in contact with each other is indicated by X, and a region where the wheel W has a lubricant is indicated by Y.

  The case where the wheel and the rail are in proper contact means the case where the wheel W of the railway vehicle is in contact with the rail R in a curve at the position and area where the lubricant from the lubricating device is received. In this case, the lubricant is applied to the entire contact portion X between the wheel W and the rail R in the curve. Therefore, the rail R is lubricated well.

  On the other hand, when the contact position between the wheel W and the rail R changes due to wear of the rail R or the like, it is difficult to lubricate the rail R well in a curve. For example, when the contact position between the wheel W and the rail R is shifted in the track width direction after the lubricant is supplied from the lubrication device to the wheel W, the wheel W contacts the rail R at the position where the lubricant is received. I can't do that. For this reason, the wheel W cannot properly apply the lubricant to the portion X of the rail R that contacts the wheel W in the curve. Therefore, the lubrication effect of the rail R in the curve is reduced.

  For example, when the contact position of the wheel W and the rail R changes irregularly, the wheel W cannot always contact the rail R at the position where the lubricant is received on the curve. For this reason, in the curve, the lubricant is not stably applied to the portion X of the rail R that contacts the wheel W. Therefore, the lubrication effect of the rail R in the curve is reduced.

  When the contact area between the wheel W and the rail R is larger than the area of the region Y where the wheel W has the lubricant, the wheel W lubricates only a part of the portion X of the rail R that contacts the wheel W in the curve. The agent cannot be applied. Therefore, the lubrication effect of the rail R in the curve is reduced.

  In view of the above problems, the present inventors have devised a rail according to each embodiment.

  One embodiment relates to a rail for running a railway vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail includes a rail body and a lubrication device. The rail body has a head. The head includes a parietal surface and a side surface. The wheel tread comes into contact with the top surface. The side surfaces are disposed on both sides of the top surface in the trajectory width direction. The lubricating device is attached to one side surface of both side surfaces of the head. The parietal surface has a first position and a second position. The first position is within the range of the lubricating device in the traveling direction of the railway vehicle. The second position is within the range of the lubricating device in the traveling direction. The second position is a position different from the first position. When the horizontal axis represents the position in the trajectory width direction and the vertical axis represents the gradient curve in the coordinate system having the gradient, the gradient curve of the parietal surface and the wheel at the first position are expressed by the gradient curve in the coordinate system. The intersection with the gradient curve of the tread is different from the intersection of the gradient curve of the top surface and the gradient of the wheel tread at the second position (first configuration).

  According to the first configuration, within the range of the lubrication apparatus, the intersection of the gradient curve of the wheel tread surface and the gradient curve of the top surface of the rail is different between the first position and the second position in the traveling direction of the railway vehicle. That is, while the railway vehicle is traveling, the contact position between the wheel tread and the rail changes within the range of the lubricating device. As a result, the lubricant from the lubricating device adheres to a wide range of the wheel tread, and therefore, the lubricant from the wheel tread is applied to the wide range of the rail in the curve. As a result, even when the contact position between the wheel tread and the rail changes or when the contact area between the wheel tread and the rail is large, the contact portion between the wheel tread and the rail is good in the curve. Is supplied with lubricant. Therefore, the lubrication effect by the lubricating device can be improved.

  Another embodiment relates to a rail for running a railway vehicle. The railway vehicle has a wheel tread surface that expands from the outer side to the inner side in the track width direction. The rail includes a rail body and a plurality of lubrication devices. The rail body has a head. The head includes a parietal surface and a side surface. The wheel tread comes into contact with the top surface. The side surfaces are disposed on both sides of the top surface in the trajectory width direction. The plurality of lubrication devices are attached to one side surface of both side surfaces of the head. The plurality of lubrication devices are arranged in the traveling direction of the railway vehicle. The parietal surface has a first position and a second position. The first position is within the range of one of the plurality of lubrication devices in the traveling direction. The second position is within the range of other lubricating devices among the plurality of lubricating devices in the traveling direction. When the horizontal axis represents the position in the trajectory width direction and the vertical axis represents the gradient curve in the coordinate system having the gradient, the gradient curve of the parietal surface and the wheel at the first position are expressed by the gradient curve in the coordinate system. The intersection with the gradient curve of the tread surface is different from the intersection of the gradient curve of the top surface and the gradient curve of the wheel tread at the second position (second configuration).

  According to the second configuration, the intersection of the gradient curve of the wheel tread surface and the gradient curve of the top surface of the rail is at a first position corresponding to one lubrication device and a second position corresponding to another lubrication device. Different. That is, while the railway vehicle is traveling, the contact position between the wheel tread and the rail changes within the range of the plurality of lubricating devices. For this reason, like the first configuration, the lubricant from the lubricating device can be adhered to a wide range of the wheel tread. Therefore, even when the contact position of the wheel tread with the rail changes or when the contact area between the wheel tread and the rail is large, the wheel tread is in contact with the wheel tread of the rail in the curve. Can be satisfactorily supplied. As a result, the lubrication effect by the lubrication apparatus can be improved.

  Hereinafter, embodiments will be described with reference to the drawings. In the drawings, the same or corresponding components are denoted by the same reference numerals, and the same description is not repeated. For convenience of explanation, in each drawing, the configuration may be simplified or schematically illustrated, or a part of the configuration may be omitted.

<First Embodiment>
[Rail structure]
FIG. 1 is a plan view showing a schematic structure of a rail 10 according to the first embodiment. The railway vehicle travels on the rail 10. The rail 10 is a rail at the ground lubrication device installation point of the railway track. As shown in FIG. 1, the rail 10 includes a pair of rail bodies 1 and 2 and a lubrication device 3.

  The rail bodies 1 and 2 constitute a relaxation curve on the entrance side in the route on which the railway vehicle travels. That is, the rail main bodies 1 and 2 are arranged in the section of the relaxation curve located immediately before the curve in the traveling direction of the railway vehicle. However, the rail bodies 1 and 2 may be arranged in a straight section immediately before the relaxation curve in the traveling direction of the railway vehicle. Or the rail main bodies 1 and 2 can also be arrange | positioned in the position near an entrance among the areas of a curve.

  The rail bodies 1 and 2 are arranged in parallel in the track width direction. The rail body 1 is connected to a curved inner track. The rail body 2 is connected to a curved outer track. In the present embodiment, the rail body 1 on the inner track side and the related configuration will be mainly described, and the rail body 2 on the outer track side and the related configuration will not be described in detail. The rail body 2 and its related configuration may be the same as the rail body 1 and its related configuration.

  The lubrication device 3 is an oil applicator for lubricating the top surface of the inner track. The lubrication device 3 is also referred to as an inner track top surface lubrication device or an inner track lubrication device. The lubrication device 3 is attached to the rail body 1. Lubricant is supplied to the lubricating device 3 from a tank (not shown) via a pump 9. The lubricating device 3 discharges the lubricant toward the rail body 1.

  FIG. 2 is a cross-sectional view showing a schematic structure of a portion of the rail 10 on the inner track side. In FIG. 2, some of the wheels 4 of the railway vehicle traveling on the rail 10 are also shown. The wheel 4 includes a wheel tread 41 and a flange 42.

  The rail body 1 has a head 11, an abdomen 12, and a bottom 13. The head 11 is supported from below by the abdomen 12 and the bottom 13.

  The head 11 includes a parietal surface 111 and side surfaces 112 and 113. The side surfaces 112 and 113 are disposed on both sides of the top surface 111 in the trajectory width direction.

  The wheel tread 41 is in contact with the top surface 111. The wheel tread 41 increases in diameter from the outer side to the inner side in the track width direction. The wheel tread 41 is connected to the flange 42 via the throat 43.

  The side surface 112 is located inside the top surface 111 in the trajectory width direction. The side surface 113 is located outside the top surface 111 in the trajectory width direction. The lubricating device 3 is attached to one of the side surfaces 112 and 113. In the present embodiment, the lubricating device 3 is attached to the side surface 113. However, the lubrication device 3 may be attached to the side surface 112.

[Contact position between wheel and rail]
Hereinafter, the contact position between the wheel tread 41 of the wheel 4 and the rail body 1 on the inner track side will be described.

  FIG. 3 is a plan view schematically showing the rail 10 according to the present embodiment. As shown in FIG. 3, in this embodiment, the position of the contact portion X between the wheel tread surface 41 and the top surface 111 of the rail body 1 along the traveling direction of the railway vehicle is within the range of one lubrication device 3. Move in the width direction. That is, in the portion corresponding to the lubricating device 3 in the top surface 111 of the rail body 1, the contact position with the wheel tread 41 changes along the traveling direction.

  Here, the contact position between the top surface 111 of the rail body 1 and the wheel tread surface 41 refers to a position in the track width direction. Therefore, when the contact position changes, it means that the contact position between the top surface 111 of the rail body 1 and the wheel tread surface 41 moves in the track width direction.

  The range of one lubrication device 3 refers to a range in which the lubrication device 3 is provided on the rail body 1 in the traveling direction of the railway vehicle. The range in which the lubrication device 3 is provided refers to the range of the length of the lubrication device 3 in the traveling direction. The length of the lubrication device 3 in the traveling direction is the length in the traveling direction in which the lubrication device 3 can supply the lubricant to the top surface 111 of the rail body 1.

  The top surface 111 of the rail body 1 has positions P11 and P12 in the traveling direction of the railway vehicle. The positions P11 and P12 are positions that are different from each other in the traveling direction. The positions P11 and P12 are within the range of the lubricating device 3.

  The contact positions C11 and C12 are contact positions between the top surface 111 of the rail body 1 and the wheel tread 41 at positions P11 and P12 in the travel direction of the railway vehicle, respectively. The contact position between the top surface 111 and the wheel tread surface 41 within the range of the lubricating device 3 gradually moves from the contact position C11 toward the outside in the track width direction along the traveling direction, and reaches the contact position C12. , Move gradually toward the inside of the trajectory width direction.

  In the track width direction, the contact position C12 is located outside the contact position C11. That is, the distance in the track width direction from the lubrication device 3 to the contact position C12 is smaller than the distance in the track width direction from the lubrication device 3 to the contact position C11.

  The contact position C12 is the position of the outermost portion in the track width direction among the contact portions X within the range of the lubricating device 3. That is, the contact position C <b> 12 is the closest contact position to the lubrication device 3 among the contact positions between the top surface 111 of the rail body 1 and the wheel tread surface 41 within the range of the lubrication device 3. In the vertical cross section of the rail body 1 including the contact position C12, the contact position C12 is preferably located closer to the lubricating device 3 than the central axis A (FIG. 2) of the rail body 1. The central axis A is a straight line that passes through the center of the top surface 111 in the trajectory width direction and is substantially equidistant from the side surfaces 112 and 113.

  On the other hand, the contact position C11 is the position of the innermost portion in the track width direction among the contact portions X within the range of the lubricating device 3. That is, the contact position C <b> 11 is the contact position farthest from the lubrication device 3 among the contact positions between the top surface 111 of the rail body 1 and the wheel tread surface 41 within the range of the lubrication device 3.

  The contact position C11 can be provided, for example, in the range from 18 mm to the central axis A of the rail body 1 on the outer side in the track width direction from the side surface 112 of the rail body 1. The contact position C12 can be provided, for example, in the range from 18 mm to the central axis A of the rail body 1 on the inner side in the track width direction from the side surface 113 of the rail body 1.

  Within the range of the lubrication device 3, the contact position between the wheel tread 41 and the top surface 111 changes along the traveling direction of the railway vehicle, so that the lubricant supplied from the lubrication device 3 is in the region Y of the wheel tread 41. Widely adhere to. The region Y of the wheel tread 41 will be described later.

  The contact position between the top surface 111 of the rail body 1 and the wheel tread surface 41 can be expressed using the respective gradient curves of the top surface 111 and the wheel tread surface 41. Hereinafter, each gradient curve of the top surface 111 and the wheel tread surface 41 will be described.

  The gradient curve is a line on the coordinate system in which the horizontal axis indicates the position in the trajectory width direction and the vertical axis indicates the gradient. The position in the track width direction is set such that the position in the track width direction center (wheel center) of the wheel 4 when the rail 10 and the wheel 4 are in the neutral position is 0, and the position outside the track width direction from the wheel center is positive. The position inside the trajectory width direction is defined as negative. When the rail 10 and the wheel 4 are in the neutral position, the positional relationship between the wheel 4 and the rail body 1 on the inner gauge side and the positional relationship between the wheel 4 and the rail body 2 on the outer gauge side are substantially equal. The case where they are equal. The gradient is defined as positive when descending from the outside to the inside in the trajectory width direction, and negative when rising.

  FIG. 4 is a diagram showing vertical cross-sectional shapes and gradient curves of the top surface 111 and the wheel tread surface 41 of the rail body 1 at a position P11 in the traveling direction of the railway vehicle. FIG. 5 is a diagram illustrating vertical cross-sectional shapes and gradient curves of the top surface 111 of the rail body 1 and the wheel tread surface 41 at a position P12 in the traveling direction of the railway vehicle.

  4 and 5 show examples in which the wheel tread 41 is a conical tread. The conical tread surface is a tread surface generally constituted by the side surface of the truncated cone. However, the type of the wheel tread 41 that travels on the rail 10 (FIG. 3) is not limited to the conical tread. The wheel tread 41 may be an arc tread including an arc shape in a cross-sectional view passing through the axis center of the wheel 4.

As shown in FIG. 4, at the position P11 in the direction of travel, the gradient curve L11 of the rail main body 1 of the top surface 111, at the location _{x 11} of the track width direction intersecting the slope curve Lt of wheel tread 41. This means that the top surface 111 and the wheel tread 41 at the location x ₁₁ of the track width direction is in contact. That is, the position _{x 11} of the track width direction is the contact position between the top surface 111 and the wheel tread 41 at position P11 in the direction of travel C11 (Fig. 3). In the present embodiment, the position x ₁₁ of the track width direction is inside the center axis A of the rail body 1 in the track width direction (Fig. 2).

As shown in FIG. 5, at the position P12 in the direction of travel, the gradient curve L12 of the rail main body 1 of the top surface 111, at the location _{x 12} track width direction intersecting the slope curve Lt of wheel tread 41. This means that the top surface 111 and the wheel tread 41 at the location x ₁₂ of the track width direction is in contact. That is, the position _{x 12} of the track width direction is the contact position between the top surface 111 and the wheel tread 41 at position P12 in the direction of travel C12 (Fig. 3). In the present embodiment, the position x ₁₂ of the track width direction is outside the central axis A of the rail body 1 in the track width direction (Fig. 2).

  4 and 5 are compared, the gradient curves L11 and L12 of the top surface 111 of the rail body 1 have different shapes. That is, the shape of the top surface 111 of the rail body 1 at the position P11 in the traveling direction is different from the shape of the top surface 111 of the rail body 1 at the position P12 in the traveling direction.

  More specifically, the intersection of the gradient curve L11 of the crown surface 111 and the gradient curve Lt of the wheel tread 41 at the position P11 in the traveling direction is the intersection of the gradient curve L12 of the crown surface 111 and the wheel tread 41 at the position P12 in the traveling direction. Different from the intersection with the gradient curve Lt. Therefore, the contact position C11 at the position P11 in the traveling direction is different from the contact position C12 at the position P12 in the traveling direction (FIG. 3).

[Rail correction method]
For example, when the rail 10 is newly installed or when the rail body 1 and / or the wheel tread 41 is worn, the rail 10 is corrected. Hereinafter, a method for correcting the rail 10 will be briefly described with reference to FIGS. 2 and 3 again.

  In order to form the rail 10 having the above-described configuration, the top surface 111 of the rail body 1 is ground in a state where the lubricating device 3 is not attached to the side surface 113 of the head 11. At this time, in the range corresponding to the lubricating device 3 attached later, the top surface 111 is ground so that the shape changes along the traveling direction of the railway vehicle. That is, the top surface 111 is formed so that the top surface 111 contacts the wheel tread 41 at the contact position C11 at the position P11 in the traveling direction and the top surface 111 contacts the wheel tread 41 at the contact position C12 at the position P12 in the traveling direction. To do.

  After grinding the rail body 1, the lubrication device 3 is attached to the side surface 113 of the head 11 of the rail body 1. The lubrication device 3 is disposed next to a portion of the top surface 111 formed so that the contact position changes along the traveling direction of the railway vehicle, that is, a position where the lubricant can be supplied to the portion. Thereby, the rail 10 is completed.

[effect]
In the rail 10 according to this embodiment, the top surface 111 of the rail body 1, the wheel tread 41, and the contact position change along the traveling direction of the railway vehicle within the range of the lubricating device 3. Specifically, within the range of the lubricating device 3, the intersection of the gradient curve L11 of the top surface 111 at the position P11 in the traveling direction and the gradient curve Lt of the wheel tread surface 41 is the gradient of the top surface 111 at the position P12 in the traveling direction. It differs from the intersection of the curve L12 and the gradient curve Lt of the wheel tread 41. Thereby, as described below, the lubricant from the lubricating device 3 can be adhered to a wide range of the wheel tread 41.

  As shown in FIG. 3, within the range of the lubricating device 3, along the traveling direction of the railway vehicle, the top surface 111, the wheel tread surface 41, and the contact position change in the track width direction from C11 to C12. The lubricant supplied from the lubricating device 3 adheres mainly to the contact surface with the top surface 111 of the wheel tread 41. For this reason, at the position P11 in the traveling direction, the lubricant from the lubricating device 3 adheres to and around the contact position C11 in the wheel tread 41. At the position P12 in the traveling direction, the lubricant from the lubricating device 3 adheres to and around the contact position C12 of the wheel tread 41. That is, the lubricant from the lubricating device 3 adheres widely to the wheel tread 41 from the contact position C11 away from the lubricating device 3 to the contact position C12 close to the lubricating device 3.

  In FIG. 3, a region where the lubricant from the lubricating device 3 adheres in the wheel tread 41 is indicated by a symbol Y. The region Y of the wheel tread 41 is a region having a length in the track width direction. In the wheel tread 41, the inner end of the region Y in the track width direction corresponds to the contact position C 11 farthest from the lubricating device 3. On the wheel tread 41, the outer end of the region Y in the track width direction corresponds to the contact position C <b> 12 closest to the lubricating device 3.

  Even when the contact position between the top surface 111 of the rail body 1 and the wheel tread surface 41 changes due to the overall adhesion of the lubricant to the region Y of the wheel tread surface 41, the top surface 111 in the curve is changed. And the wheel contact surface 41 can be satisfactorily lubricated. Further, even when the contact area between the top surface 111 of the rail body 1 and the wheel tread surface 41 is large, the contact portion X between the top surface 111 and the wheel tread surface 41 is lubricated in a curve corresponding to the contact area. be able to.

  Therefore, according to the rail 10 which concerns on this embodiment, the lubrication effect by the lubrication apparatus 3 can be improved.

Second Embodiment
In the first embodiment, the contact position between the wheel tread surface and the top surface of the rail is changed along the traveling direction of the railway vehicle within the range of one lubricating device. In the second embodiment, when a plurality of lubrication devices are provided, the contact position between the wheel tread surface and the top surface of the rail is changed for each lubrication device.

[Rail structure]
FIG. 6 is a plan view schematically showing the rail 10A according to the present embodiment. As shown in FIG. 6, the rail 10 </ b> A includes an inner rail side rail body 1, an outer rail side rail body 2, and a plurality of lubricating devices 31 and 32. The basic configurations of the rail bodies 1 and 2 and the lubrication devices 31 and 32 in the present embodiment are the same as those of the rail bodies 1 and 2 and the lubrication device 3 in the first embodiment, respectively.

  The lubrication devices 31 and 32 are both attached to the side surface 113 of the rail body 1. Lubricating devices 31 and 32 are arranged in the traveling direction of the railway vehicle. The lubrication device 32 is disposed in front of the lubrication device 31 in the traveling direction.

  As shown in FIG. 6, the top surface 111 of the rail body 1 has positions P21 and P22 in the traveling direction of the railway vehicle. The positions P21 and P22 are positions that are different from each other in the traveling direction. The position P21 is within the range of the lubricating device 31. The position P22 is within the range of the lubricating device 32.

  The top surface 111 of the rail body 1 is in contact with the wheel tread 41 at a contact position C21 at a position P21 in the traveling direction of the railway vehicle. In the present embodiment, the contact position between the top surface 111 and the wheel tread surface 41 is substantially unchanged and constant within the range of the lubricating device 31.

  The top surface 111 of the rail body 1 contacts the wheel tread 41 at a contact position C22 at a position P22 in the traveling direction of the railway vehicle. The contact position C22 is a position shifted from the contact position C21 in the track width direction. That is, the contact position C22 between the top surface 111 and the wheel tread surface 41 within the range of the lubrication device 32 is different from the contact position C21 between the top surface 111 and the wheel tread surface 41 within the range of the lubrication device 31. In the present embodiment, within the range of the lubricating device 32, the contact position between the top surface 111 and the wheel tread 41 is substantially unchanged and constant.

  In the track width direction, the contact position C21 is located outside the contact position C22. That is, the distance in the track width direction from the lubrication device 31 to the contact position C21 is smaller than the distance in the track width direction from the lubrication device 32 to the contact position C22.

  The contact position C21 can be provided, for example, in the range from 18 mm to the center axis A of the rail body 1 from the side surface 113 of the rail body 1 to the inside in the track width direction. The contact position C22 can be provided, for example, in the range of 18 mm to the central axis A of the rail body 1 on the outer side in the track width direction from the side surface 112 of the rail body 1.

  Similar to the first embodiment, the contact position between the top surface 111 of the rail body 1 and the wheel tread surface 41 can be expressed using the respective gradient curves of the top surface 111 and the wheel tread surface 41. Hereinafter, each gradient curve of the top surface 111 and the wheel tread surface 41 will be described.

  FIG. 7 is a diagram illustrating vertical cross-sectional shapes and gradient curves of the top surface 111 and the wheel tread surface 41 of the rail body 1 at a position P21 in the traveling direction of the railway vehicle. FIG. 8 is a diagram illustrating vertical cross-sectional shapes and gradient curves of the top surface 111 and the wheel tread surface 41 of the rail body 1 at a position P22 in the traveling direction of the railway vehicle. 7 and 8 show an example in which the wheel tread 41 is a conical tread, but the type of the wheel tread 41 is not particularly limited as in the first embodiment.

As shown in FIG. 7, the running direction of the position P21, the slope curve L21 of the top surface 111 of the rail body 1, at the location _{x 21} of the track width direction intersecting the slope curve Lt of wheel tread 41. This means that the top surface 111 and the wheel tread 41 at the location x ₂₁ of the track width direction is in contact. That is, the position _{x 21} of the track width direction is the contact position between the top surface 111 and the wheel tread 41 at position P21 in the direction of travel C21 (Figure 6). In the present embodiment, the position x ₂₁ of the track width direction is outside the central axis A of the rail body 1 in the track width direction (Fig. 2).

8, in the running direction of the position P22, the slope curve L22 of the rail main body 1 of the top surface 111, at the location _{x 22} of the track width direction intersecting the slope curve Lt of wheel tread 41. This means that the top surface 111 and the wheel tread 41 at the location x ₂₂ of the track width direction is in contact. That is, the position _{x 22} of the track width direction is the contact position between the top surface 111 and the wheel tread 41 at position P22 in the direction of travel C22 (Figure 6). In the present embodiment, the position x ₂₂ of the track width direction is in the vicinity of the central axis A of the rail body 1 in the track width direction (Fig. 2).

  Comparing FIG. 7 and FIG. 8, the gradient curves L21 and L22 of the top surface 111 of the rail body 1 have different shapes. That is, in the traveling direction of the railway vehicle, the shape of the top surface 111 of the rail body 1 at the position P21 is different from the shape of the top surface 111 of the rail body 1 at the position P22.

  More specifically, the intersection of the gradient curve L21 of the crown surface 111 and the gradient curve Lt of the wheel tread surface 41 at the position P21 in the traveling direction is the intersection of the gradient curve L22 of the crown surface 111 and the wheel tread surface 41 at the position P22 in the traveling direction. Different from the intersection with the gradient curve Lt. Therefore, the contact position C21 at the position P21 in the traveling direction is different from the contact position C12 at the position P22 in the traveling direction (FIG. 6).

[Rail correction method]
In order to form the rail 10 </ b> A according to the present embodiment, the top surface 111 of the rail body 1 is ground in a state where the lubrication devices 31 and 32 are not attached. The top surface 111 is ground so that the shape of the portion corresponding to the lubricating device 31 and the shape of the portion corresponding to the lubricating device 32 are different. That is, the top surface 111 is in contact with the wheel tread 41 at the contact position C21 within the range of the lubrication device 31, and the top surface 111 is in contact with the wheel tread 41 at the contact position C22 within the range of the lubrication device 32. Form.

  After grinding the rail body 1, the lubrication devices 31 and 32 are attached to the side surface 113 of the head 11 of the rail body 1. The lubrication device 31 is arranged next to a portion of the top surface 111 formed so as to contact the wheel tread surface 41 at the contact position C21, that is, a position where the lubricant can be supplied to the portion. The lubricating device 32 is disposed next to a portion of the top surface 111 formed so as to contact the wheel tread surface 41 at the contact position C22, that is, a position where the lubricant can be supplied to the portion. Thereby, the rail 10A is completed.

[effect]
Similarly to the rail 10 according to the first embodiment, the rail 10A according to the present embodiment can also improve the lubrication effect by the lubrication devices 31 and 32.

  In the present embodiment, the intersection of the gradient curve L21 of the crown surface 111 and the gradient curve Lt of the wheel tread surface 41 at the position P21 within the range of the lubrication device 31 is the gradient curve L22 of the crown surface 111 within the range of the lubrication device 32. Different from the intersection of the wheel tread 41 with the gradient curve Lt. That is, the position of the top surface 111 of the rail body 1 in contact with the wheel tread surface 41 differs between a portion corresponding to the lubricating device 31 and a portion corresponding to the lubricating device 32.

  As shown in FIG. 6, within the range of the lubricating device 31, the top surface 111 of the rail body 1 contacts the wheel tread 41 at the contact position C21. For this reason, in the position of the lubricating device 31, a lubricant adheres to the contact position C21 and its periphery among the wheel treads 41. On the other hand, within the range of the lubricating device 32, the top surface 111 of the rail body 1 contacts the wheel tread 41 at a contact position C22 that is shifted from the contact position C21 in the track width direction. For this reason, at the position of the lubricating device 32, the lubricant adheres to the contact position C22 of the wheel tread 41 and the periphery thereof. Therefore, the lubricant widely adheres to the region Y from the contact position C21 to the contact position C22 on the wheel tread 41.

  As shown in FIG. 6, immediately after passing through the lubrication devices 31 and 32, the region Y of the wheel tread surface 41 is located outside the contact portion X with the top surface 111 in the track width direction. However, in the curve, the position of the wheel 4 with respect to the rail 10A is displaced from the neutral position to the outer gauge side. For this reason, the region Y of the wheel tread 41 moves inward in the track width direction and coincides with the contact portion X.

  Even when the contact position between the top surface 111 of the rail body 1 and the wheel tread surface 41 changes due to a large amount of lubricant adhering to the region Y of the wheel tread surface 41, the top surface 111 and the wheel in the curve are changed. The contact portion X with the tread surface 41 can be lubricated well. Further, even when the contact area between the top surface 111 of the rail body 1 and the wheel tread surface 41 is large, the contact portion X between the top surface 111 and the wheel tread surface 41 is lubricated in a curve corresponding to the contact area. be able to.

<Third Embodiment>
In the third embodiment, the contact position between the wheel tread and the top surface of the rail is changed for each lubrication device, and even within the range of one lubrication device, the wheel tread and the rail are moved along the traveling direction of the railway vehicle. The contact position with the top surface is changed.

  FIG. 9 is a plan view schematically showing the rail 10B according to the present embodiment. As shown in FIG. 9, the rail 10 </ b> B includes an inner rail side rail body 1, an outer rail side rail body 2, and a plurality of lubricating devices 31 and 32. The basic configurations of the rail bodies 1 and 2 and the lubrication devices 31 and 32 in the present embodiment are the same as the rail bodies 1 and 2 and the lubrication device 3 in the first embodiment, respectively. The arrangement of the lubricating devices 31 and 32 is the same as in the second embodiment.

  As shown in FIG. 9, the top surface 111 of the rail body 1 has positions P31a, P31b, P32a, and P32b in the traveling direction of the railway vehicle. The positions P31a, P31b, P32a, and P32b are positions that are different from each other in the traveling direction.

  The positions P31a and P31b in the traveling direction of the railway vehicle are within the range of the lubricating device 31. The top surface 111 of the rail body 1 contacts the wheel tread 41 at the contact position C31a at the position P31a in the traveling direction. The top surface 111 contacts the wheel tread 41 at a contact position C31b at a position P31b in the traveling direction.

  The contact positions C31a and C31b are positions different from each other in the track width direction. That is, within the range of the lubricating device 31, the contact position between the top surface 111 and the wheel tread 41 changes along the traveling direction of the railway vehicle. After the contact position between the top surface 111 and the wheel tread surface 41 within the range of the lubricating device 31 gradually moves from the contact position C31a toward the outer side in the track width direction along the traveling direction, and reaches the contact position C31b. , Move gradually toward the inside of the trajectory width direction.

  The positions P32a and P32b in the traveling direction of the railway vehicle are within the range of the lubricating device 32. The top surface 111 of the rail body 1 is in contact with the wheel tread 41 at the contact position C32a at the position P32a in the traveling direction. The top surface 111 contacts the wheel tread 41 at the contact position C32b at the position P32b in the traveling direction.

  The contact positions C32a and C32b are positions different from each other in the track width direction. That is, even within the range of the lubricating device 32, the contact position between the top surface 111 and the wheel tread 41 changes along the traveling direction. The contact position between the top surface 111 and the wheel tread surface 41 within the range of the lubrication device 32 gradually moves from the contact position C32a toward the inner side in the track width direction along the traveling direction, and reaches the contact position C32b. , Move gradually toward the outside in the trajectory width direction.

  Of the contact positions between the top surface 111 and the wheel tread surface 41 within the range of the lubrication devices 31 and 32, the outermost contact position in the track width direction is a contact position C31b within the range of the lubrication device 31. Of the contact positions between the top surface 111 and the wheel tread surface 41 within the range of the lubrication devices 31 and 32, the innermost contact position in the track width direction is the contact position C32b within the range of the lubrication device 32. In the present embodiment, the contact position C <b> 31 a within the range of the lubrication device 31 coincides with the contact position C <b> 32 a within the range of the lubrication device 32.

  As in the other embodiments, the contact position between the top surface 111 of the rail body 1 and the wheel tread surface 41 can be expressed using the respective gradient curves of the top surface 111 and the wheel tread surface 41. Hereinafter, each gradient curve of the top surface 111 and the wheel tread surface 41 will be described.

  FIG. 10 is a diagram showing vertical cross-sectional shapes and gradient curves of the top surface 111 of the rail body 1 and the wheel tread surface 41 at a position P31a in the traveling direction of the railway vehicle. FIG. 11 is a diagram illustrating vertical cross-sectional shapes and gradient curves of the top surface 111 and the wheel tread surface 41 of the rail body 1 at a position P31b in the traveling direction of the railway vehicle. FIG. 12 is a diagram showing vertical cross-sectional shapes and gradient curves of the top surface 111 of the rail body 1 and the wheel tread surface 41 at a position P32b in the traveling direction of the railway vehicle. 10 to 12 show examples in which the wheel tread 41 is a conical tread, but the type of the wheel tread 41 is not particularly limited as in the first embodiment.

As shown in FIG. 10, in the position P31a within the lubricating device 31, the slope curve L31a rail body 1 of the top surface 111 at a position _{x 31a} of the track width direction intersecting the slope curve Lt of wheel tread 41. This means that the top surface 111 and the wheel tread 41 come into contact with each other at the position x _31a in the track width direction. That is, the position x _31a in the track width direction is a contact position C31a (FIG. 9) between the top surface 111 and the wheel tread 41 at the position P31a in the traveling direction. In the present embodiment, the position x _31a in the track width direction is inside the center axis A (FIG. 2) of the rail body 1 in the track width direction.

As shown in FIG. 11, in the position P31b within the lubricating device 31, the slope curve L31b of the rail main body 1 of the top surface 111 at a position _{x 31b} of the track width direction intersecting the slope curve Lt of wheel tread 41. This means that the top surface 111 and the wheel tread 41 come into contact with each other at the position x _31b in the track width direction. That is, the position x _31b in the track width direction is a contact position C31b (FIG. 9) between the top surface 111 and the wheel tread 41 at the position P31b in the traveling direction. In the present embodiment, the position x _31b in the track width direction is outside the central axis A (FIG. 2) of the rail body 1 in the track width direction.

  Since the vertical cross-sectional shape and the gradient curve of the top surface 111 of the rail body 1 at the position P32a within the range of the lubricating device 32 are the same as those at the position P31a (FIG. 10), the illustration is omitted.

As shown in FIG. 12, in the position P32b within the lubricating device 32, the slope curve L32b of the rail main body 1 of the top surface 111 intersects the gradient curve Lt of wheel tread 41 at the location _{x 32 b} of the track width direction. This means that the top surface 111 and the wheel tread 41 come into contact with each other at a position x _32b in the track width direction. That is, the position x _32b in the track width direction is the contact position C32b (FIG. 9) between the top surface 111 and the wheel tread 41 at the position P32b in the traveling direction. In the present embodiment, the position x _32b in the track width direction is inside the center axis A (FIG. 2) of the rail body 1 in the track width direction.

  10 to 12, gradient curves L31a, L31b, and L32b of the top surface 111 of the rail body 1 are different. That is, the vertical cross-sectional shape of the top surface 111 of the rail body 1 changes within the range of the lubricating devices 31 and 32.

  The rail 10B according to the present embodiment has a configuration in which the configuration of the rail 10 according to the first embodiment and the configuration of the rail 10A according to the second embodiment are combined. Even in the rail 10B, the lubricant widely adheres to the region Y of the wheel tread 41 from the contact position C31a to the contact position C32b. Therefore, according to this embodiment, the lubrication effect by the lubrication devices 31 and 32 can be improved as in the first and second embodiments.

  Although the embodiments have been described above, the present disclosure is not limited to the above-described embodiments, and various modifications can be made without departing from the gist thereof.

10, 10A, 10B: Rail 1: Rail body 11: Head 111: Top surface 112, 113: Side surfaces 3, 31, 32: Lubricating device

Claims (2)

A rail for running a railway vehicle having a wheel tread surface that expands inward from the outside in the track width direction,
A rail body having a head surface including a head surface that contacts the wheel tread surface and side surfaces disposed on both sides of the head surface in the track width direction;
A lubricating device attached to one side surface of both side surfaces of the head;
With
The parietal surface is
A first position within the range of the lubrication device in the travel direction of the railway vehicle;
A second position that is within the range of the lubricating device and is different from the first position in the traveling direction;
Have
When the horizontal axis represents the position of the trajectory width direction and the vertical axis represents the gradient curve in the coordinate system having the gradient, the change in the gradient of each of the top surface and the wheel tread surface is represented by the top surface at the first position. An intersection of the slope curve of the wheel tread and the slope curve of the wheel tread is different from the intersection of the slope curve of the top surface and the slope of the wheel tread at the second position. A rail for running a railway vehicle having a wheel tread surface that expands inward from the outside in the track width direction,
A rail body having a head surface including a head surface that contacts the wheel tread surface and side surfaces disposed on both sides of the head surface in the track width direction;
A plurality of lubrication devices attached to one side surface of both side surfaces of the head and arranged in the traveling direction of the railway vehicle,
With
The parietal surface is
A first position within the range of one of the plurality of lubricating devices in the traveling direction;
A second position within the range of another lubricating device among the plurality of lubricating devices in the traveling direction;
Have
When the horizontal axis represents the position of the trajectory width direction and the vertical axis represents the gradient curve in the coordinate system having the gradient, the change in the gradient of each of the top surface and the wheel tread surface is represented by the top surface at the first position. An intersection of the slope curve of the wheel tread and the slope curve of the wheel tread is different from the intersection of the slope curve of the top surface and the slope of the wheel tread at the second position.

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