JPH01278601A - Fishplate for adhesion and adhesive for rail joint and manufacture of adhesion-in-place joint using the fishplate and adhesive - Google Patents
Fishplate for adhesion and adhesive for rail joint and manufacture of adhesion-in-place joint using the fishplate and adhesiveInfo
- Publication number
- JPH01278601A JPH01278601A JP10385688A JP10385688A JPH01278601A JP H01278601 A JPH01278601 A JP H01278601A JP 10385688 A JP10385688 A JP 10385688A JP 10385688 A JP10385688 A JP 10385688A JP H01278601 A JPH01278601 A JP H01278601A
- Authority
- JP
- Japan
- Prior art keywords
- adhesive
- rail
- joint
- insulating
- adhesion
- 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.)
- Granted
Links
- 239000000853 adhesive Substances 0.000 title claims abstract description 68
- 230000001070 adhesive effect Effects 0.000 title claims abstract description 67
- 238000004519 manufacturing process Methods 0.000 title claims abstract description 24
- 238000000034 method Methods 0.000 claims abstract description 20
- 239000011521 glass Substances 0.000 claims description 11
- 229920006332 epoxy adhesive Polymers 0.000 claims description 8
- 238000011065 in-situ storage Methods 0.000 claims description 8
- 239000003795 chemical substances by application Substances 0.000 claims description 7
- 239000000049 pigment Substances 0.000 claims description 6
- 210000001015 abdomen Anatomy 0.000 claims description 5
- 239000003365 glass fiber Substances 0.000 claims description 5
- 239000002075 main ingredient Substances 0.000 claims description 5
- 239000007788 liquid Substances 0.000 claims description 4
- 229920003002 synthetic resin Polymers 0.000 claims description 4
- 239000000057 synthetic resin Substances 0.000 claims description 4
- 239000000463 material Substances 0.000 claims description 3
- 238000009413 insulation Methods 0.000 abstract description 19
- 229910052751 metal Inorganic materials 0.000 abstract description 7
- 239000002184 metal Substances 0.000 abstract description 7
- 238000012545 processing Methods 0.000 abstract description 2
- 239000004576 sand Substances 0.000 abstract 1
- 238000004381 surface treatment Methods 0.000 abstract 1
- 239000010410 layer Substances 0.000 description 16
- PWHULOQIROXLJO-UHFFFAOYSA-N Manganese Chemical compound [Mn] PWHULOQIROXLJO-UHFFFAOYSA-N 0.000 description 7
- 238000010438 heat treatment Methods 0.000 description 7
- 238000004026 adhesive bonding Methods 0.000 description 6
- 238000012423 maintenance Methods 0.000 description 6
- 229910052748 manganese Inorganic materials 0.000 description 6
- 239000011572 manganese Substances 0.000 description 6
- 239000012790 adhesive layer Substances 0.000 description 5
- 238000010276 construction Methods 0.000 description 5
- 229910000831 Steel Inorganic materials 0.000 description 4
- 230000006378 damage Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 239000010959 steel Substances 0.000 description 4
- 239000004744 fabric Substances 0.000 description 3
- 239000011810 insulating material Substances 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 239000007787 solid Substances 0.000 description 3
- 238000003466 welding Methods 0.000 description 3
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 2
- 229910000677 High-carbon steel Inorganic materials 0.000 description 2
- 238000003825 pressing Methods 0.000 description 2
- 230000002787 reinforcement Effects 0.000 description 2
- 229920005989 resin Polymers 0.000 description 2
- 239000011347 resin Substances 0.000 description 2
- 238000005488 sandblasting Methods 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 239000004593 Epoxy Substances 0.000 description 1
- 229910000617 Mangalloy Inorganic materials 0.000 description 1
- 210000000988 bone and bone Anatomy 0.000 description 1
- 239000003086 colorant Substances 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000005357 flat glass Substances 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000012528 membrane Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 239000004848 polyfunctional curative Substances 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 239000012779 reinforcing material Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Machines For Laying And Maintaining Railways (AREA)
- Adhesives Or Adhesive Processes (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野〕
本発明はレールとレールとを継目板および接着剤を用い
て現場接着絶縁継目および現場接着継目を迅速かつ簡易
に製°造できる現場接着継目の製造法に関するものであ
る。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention provides an in-situ adhesive joint that can quickly and easily manufacture an in-situ insulated joint and an in-situ adhesive joint between rails using a joint plate and an adhesive. This relates to a manufacturing method.
鉄道における列車のスピードアップの要望が強まると同
時に、振動・騒音の軽減も要望されている。これらの要
望とともに、軌道の保守基準が厳しくなり、軌道保守量
が増大するため、その労力と経費の軽減が切望されてい
る。その対策として、通常は２５ｍ毎に継目板を用いて
レールを接続することに代えて、レール頭頂の高低狂い
を極力小さくするために、レール継目を溶接して連続し
た１本のレールとするロングレールが広く採用されてい
る。これにより、軌道の保守周期を延伸し、振動・騒音
の発生を抑制し、軌道構成部材の損傷および劣化を抑え
、かつ、車両動揺が小さく乗り心地の良い軌道を提供し
ている。このような従来のロングレールの適用範囲は一
般軌道部分に限られ、分岐器部分は除外されていた。し
かし、最近の列車のスピードアップの要望、振動・騒音
の軽減および軌道保守費の軽減のために、軌道保守が困
難で、かつ、振動・騒音の発生源になっている分岐器部
分もロングレール化することが考えられている。しかし
、クロフシングとして広範囲に、かつ、多量に使用され
ている在来線のマンガンクロッシング鋼は、一般のレー
ル鋼に溶接することが困難であるので、普通の継目構造
とせざるを得す、ロングレール化の隘路となっている。At the same time as the demand for speeding up railway trains increases, there is also a demand for reducing vibration and noise. Along with these demands, track maintenance standards have become stricter and the amount of track maintenance has increased, so there is a strong desire to reduce the labor and costs involved. As a countermeasure, instead of the usual method of connecting rails using joint plates every 25 m, in order to minimize the height deviation of the top of the rail, the rail joints are welded to form one continuous rail. Rails are widely used. This extends the maintenance cycle of the track, suppresses the generation of vibration and noise, suppresses damage and deterioration of track components, and provides a track with low vehicle vibration and a comfortable ride. The scope of application of such conventional long rails was limited to general track sections, excluding turnout sections. However, due to recent demands for faster train speeds, reductions in vibration and noise, and reduction in track maintenance costs, long rails have become difficult to maintain, and the turnouts, which are a source of vibration and noise, have been removed from long rails. It is thought that it will become However, manganese crossing steel for conventional lines, which is widely and in large quantities used as crossing steel, is difficult to weld to ordinary rail steel, so it has no choice but to have an ordinary joint structure. It has become a bottleneck for growth.
また、接着剤を予めガラスペーパー等の基材に含浸した
固形状のプリプレグの中に面発熱体を内蔵させた接着剤
を用いて、マンガンクロッシングの前後端継目を現地で
接着する方法も提案されているが、まだ試験敷設の状態
にある。In addition, a method has also been proposed in which the front and rear end joints of manganese crossings are bonded on-site using an adhesive in which a surface heating element is built into a solid prepreg in which a base material such as glass paper is pre-impregnated with adhesive. However, it is still in the testing stage.
また、信号用軌道回路の電気信号を絶縁する絶縁継目は
列車の走行安全を確保する重要な装置である。従来の絶
縁継目の構造は、大きく分けて２種類ある。第一は、主
に定尺レール区間に使用されている普通絶縁継目である
。この普通絶縁継目は、レールと継目板との間に絶縁材
料を挟み、ボルトおよび座金の座面と継目板の金属面の
間に絶縁カラーを挟み、ボルトを用いて機械的に組み立
てた構造である。第二は、主にロングレール区間に使用
されている接着絶縁継目である。この接着絶縁継目は、
二本の短いレールと継目板の間を絶縁材料も兼ねた接着
剤で接着した構造であり、接着絶縁レールとして工場製
作され、現地のロングレールにその両端を溶接して使用
している。この接着絶縁継目は、接着剤の性状により、
湿式法と乾式法の二種類の製造方法がある。湿式法は、
二液混合型エポキシ系接着剤を調合および混合し、更に
、ガラスクロスに含浸および積層し、１３０℃の硬化温
度で約３０分の硬化時間をかけて製造する方法であり、
その製造工程は複雑である。乾式法は、接着剤を予めガ
ラスペーパー等の基材に含浸した固形状のプリプレグを
用いて、１８０℃の硬化温度で約６０分の硬化時間をか
けて製造する方法である。更に、湿式法および乾式法に
用いる継目板は、接着層の厚さが均一なるように継目板
をそれぞれのレールの形状に合わせて再加工し、また、
接着剤の加熱時に継目板の両側から圧力を加えて、絶縁
層となる接着剤の厚さを管理しているが、絶縁層の厚さ
を均一にすることが困難である。また、現場接着絶縁継
目用として考案された接着絶縁継目板は、実用新案登録
番号第１５６８６０７号に登録されているが、継目板の
表面に絶縁層を接着し、その上に表面が凹凸状の鋼板を
接着したちのであるが、現在までに使用された例はない
。Furthermore, the insulating joint that insulates the electrical signals in the signal track circuit is an important device to ensure train running safety. Conventional insulation joint structures can be roughly divided into two types. The first type is the ordinary insulating joint, which is mainly used in length rail sections. This ordinary insulated joint has a structure in which an insulating material is sandwiched between the rail and the joint plate, an insulating collar is sandwiched between the bearing surface of the bolt and washer, and the metal surface of the joint plate, and mechanically assembled using bolts. be. The second is glued insulated seams, which are mainly used in long rail sections. This adhesive insulated seam is
It has a structure in which two short rails and a joint plate are bonded together using an adhesive that also serves as an insulating material.It is manufactured as an adhesive insulated rail in a factory, and is used by welding both ends to a locally available long rail. This adhesive insulated seam is made of
There are two types of manufacturing methods: wet method and dry method. The wet method is
This is a manufacturing method in which a two-component mixed epoxy adhesive is prepared and mixed, and then impregnated and laminated on glass cloth, taking a curing time of about 30 minutes at a curing temperature of 130 ° C.
Its manufacturing process is complex. The dry method is a manufacturing method using a solid prepreg in which a base material such as glass paper is impregnated with an adhesive in advance, at a curing temperature of 180° C. and a curing time of about 60 minutes. Furthermore, the joint plates used in the wet method and dry method are reprocessed to match the shape of each rail so that the thickness of the adhesive layer is uniform, and
The thickness of the adhesive that forms the insulating layer is controlled by applying pressure from both sides of the joint plate when heating the adhesive, but it is difficult to make the thickness of the insulating layer uniform. In addition, an adhesive insulating seam plate devised for on-site adhesive insulating seams is registered under Utility Model Registration No. 1568607, but an insulating layer is bonded to the surface of the seam plate, and on top of that an insulating layer with an uneven surface is applied. It is made by gluing steel plates together, but there are no examples of it being used to date.
分岐器内に多量に使用されているマンガンクロッシング
は、摩耗に対する耐久性に優れているが、オーステナイ
ト系の高マンガン鋼であるため、通常の高炭素鋼のレー
ルと容易に溶接してロングレールとすることが困難であ
るという欠点を持っている。また、プリプレグの中に面
発熱体を内蔵させた接着剤を用いて、マンガンクロッシ
ングの前後端継目を現地で接着する方法は、１５０℃の
硬化温度で約３０分の硬化時間を確保するために、面発
熱体の銅線に約１５０Ｖの交流電圧を約６０度盛度通電
させる必要があり、プリプレグの中で接着剤が炭化し、
接着不良をおこす危険性と、また、時間も最低１２０分
程度盛要となり時間的にもかなり不経済である。この接
着不良の改善と施工時間を短くすることが望まれている
。また、これを軌道回路を絶縁する絶８！継目に適用す
るには、絶縁層の中に加熱用の銅線が使用されているた
め、安全性に問題がある。Manganese crossing, which is used in large quantities in turnouts, has excellent wear resistance, but since it is austenitic high manganese steel, it can be easily welded to regular high carbon steel rails and used as long rails. It has the disadvantage that it is difficult to In addition, the method of gluing the front and rear end joints of manganese crossings on-site using an adhesive with a built-in surface heating element in the prepreg requires a curing time of approximately 30 minutes at a curing temperature of 150°C. It is necessary to apply an AC voltage of approximately 150V to the copper wire of the surface heating element at approximately 60 degrees, which causes the adhesive to carbonize in the prepreg.
There is a risk of adhesion failure, and it takes at least 120 minutes, which is quite uneconomical in terms of time. It is desired to improve this poor adhesion and shorten the construction time. Also, this is a perfect way to insulate the track circuit! For seam applications, there are safety concerns due to the use of heating copper wire inside the insulation layer.
一方、溶接クロッシングは、通常の高炭素鋼のレールと
溶接することが可能であるが、摩耗により寿命が短くな
るという欠点がある。On the other hand, welded crossings can be welded with ordinary high carbon steel rails, but have the disadvantage of shortened service life due to wear.
９通絶縁継目は、締結ボルトの弛緩や絶縁材料の損傷が
原因となって絶縁不良、軌道破壊およびレール破端が発
生し易い欠点を持ち、特に、鉄道における振動および騒
音の主要因に成っていることは周知の通りである。Nine-way insulated joints have the disadvantage of being susceptible to poor insulation, track destruction, and broken rail ends due to loosening of fastening bolts or damage to the insulating material, which is a major cause of vibration and noise in railways in particular. It is well known that there are.
また、その性能を維持するための点検と保守に多くの労
力と経費が必要である。In addition, much effort and expense are required for inspection and maintenance to maintain its performance.
例えば、工場製作の接着絶縁継目を普通絶縁継目の代わ
りとして敷設する場合、現地で通常のレールを切断し、
接着絶縁レールの両端を通常のレールと熔接しなければ
ならない欠点と、敷設使用中に溶接時の熱影響部に起因
するレール頭頂面に凹凸が発生し、輪重変動、振動およ
び騒音の発生源となる欠点がある。For example, when installing a factory-produced bonded insulated joint in place of a regular insulated joint, the regular rail must be cut on-site.
The disadvantage is that both ends of adhesive insulated rails must be welded to regular rails, and during installation and use, unevenness occurs on the top of the rail due to the heat-affected zone during welding, which causes wheel load fluctuations, vibrations, and noise. There is a drawback.
また、溶接をする代わりに、従来の接着絶縁継目の製造
方法により、現地のレールを用いて接着絶縁継目を製造
すること、または、マンガンクロッシングの前後端の継
目を接着し、ロングレールとすることが、考えられる。In addition, instead of welding, it is possible to manufacture adhesive insulation joints using local rails using conventional adhesive insulation joint manufacturing methods, or to create long rails by gluing the front and rear end joints of manganese crossings. However, it is possible.
しか（９１、従来の接着絶縁継目を製作する湿式法を利
用する場合は、現地において、二液混合型エポキシ系接
着剤を目金および混合し、ガラスクロスに含浸および積
層する必要があり、その製造工程が複雑であるため、混
合不足などにより接着不良が発生し易い欠点がある。ま
た、乾式法を利用する場合は、接着剤が固形であるため
、流動性が悪いという欠点があり、これに起因して、レ
ールと継目板の間隙を厳しく制約しなければならないと
いう欠点を持っている。更に、従来の接着絶縁継目を製
作する湿式法および乾式法は、接着層の厚さが均一なる
ように継目板を個々のレー元の形状に合わせて再加工し
なければならないという欠点と接着剤の加熱時に継目板
の両側から圧力を加えて絶縁層の厚さを管理しても、絶
縁層の厚さを均一にすることが困難であるという欠点を
持っている。その上、硬化温度が高く、加熱時間も長い
ことから、全体の施工時間も長くなり、通常の列車運行
に支障をきたさなければ施工できないという欠点もある
。However, (91) When using the conventional wet method for producing adhesive insulation joints, it is necessary to mix a two-component epoxy adhesive on-site and impregnate and laminate the glass cloth. Because the manufacturing process is complicated, there is a drawback that poor adhesion is likely to occur due to insufficient mixing.Also, when using the dry method, the adhesive is solid, so there is a drawback of poor fluidity. Due to this, the gap between the rail and the joint plate must be strictly limited.Furthermore, conventional wet and dry methods for producing adhesive insulated joints have the disadvantage that the thickness of the adhesive layer is uniform. The disadvantage is that the joint plate must be reprocessed to match the shape of each individual lay, and even if the thickness of the insulating layer is controlled by applying pressure from both sides of the joint plate when heating the adhesive, the insulation layer It has the disadvantage that it is difficult to make the thickness uniform.Furthermore, the curing temperature is high and the heating time is long, which lengthens the overall construction time, causing a hindrance to normal train operation. There is also the drawback that construction cannot be carried out without it.
また、実用新案登録番号第１５６８６０７号に登録され
ている現場接着絶縁用継目板は、接着強化板の形状加工
が複雑であるという欠点と接着強化板を継目板に接着す
る工程が工場製作の接着絶縁レールの接着工程とほぼ同
様であり接着作業を工場と現地の二箇所で行うことにな
り、経済的に不利益が生じるという欠点がある。In addition, the on-site adhesive insulating seam plate registered under Utility Model Registration No. 1568607 has the disadvantage that the shape processing of the adhesive reinforcement plate is complicated, and the process of bonding the adhesive reinforcement plate to the seam plate is a factory-produced adhesive. This process is almost the same as the bonding process for insulated rails, and the bonding work is performed at two locations: at the factory and at the site, which has the disadvantage of causing an economic disadvantage.
以上のように、従来の方法により、実際に敷設されてい
るレールの継目を現地で接着継目にするためには、種々
の欠点を解決することが大きな課題である。As described above, in order to make the joints of the rails actually laid into adhesive joints on-site using the conventional methods, it is a big problem to solve various drawbacks.
本発明は、上記の課題を解決するために、液状のエポキ
シ系接着剤の主剤と硬化剤の一方または両方にガラスフ
ァイバーの短繊維、または、ガラスフレークを混入させ
、更に、主剤と硬化剤の両方にそれぞれ異なる色素を混
入させたレール継目用接着剤を開発し、また、レール頭
部の下面の傾斜部分とレール底部の上面の傾斜部分のみ
でレールと接触し、レール腹部と継目板の間に生じる間
隙に上記レール継目用接着剤を充填させることのできる
形状で、レールと接触する側の面に合成樹脂から成る絶
縁層を有する現場接着用絶縁継目板、または、同一形状
で絶縁層を有しない現場接着用継目板を用いて現場接着
絶縁継目および現場接着継目を製造する方法を開発した
。In order to solve the above-mentioned problems, the present invention mixes short glass fibers or glass flakes into one or both of the main ingredient and the curing agent of a liquid epoxy adhesive, and furthermore, the main ingredient and the curing agent. We have developed an adhesive for rail joints that mixes different pigments into both parts, and we have also developed adhesives for rail joints that contact the rail only at the sloped part of the lower surface of the rail head and the sloped part of the upper surface of the rail bottom, which occurs between the rail belly and the joint plate. An insulating joint board for on-site adhesion that has a shape that allows the gap to be filled with the above-mentioned rail joint adhesive and has an insulating layer made of synthetic resin on the side that contacts the rail, or an insulating joint board that has the same shape but does not have an insulating layer. A method for manufacturing field-bonded insulation seams and field-bonded seams using field-bonded seam plates was developed.
本発明における、敷設されているレールとレールとを現
地において、現場接着絶縁継目および現場接着継目を製
造する場合、レール継目用接着剤は、補強材のガラスフ
ァイバーまたはガラスフレークを、任意の厚さおよび形
状に対し、液状のエポキシ系接着剤と共に流動させ、任
意の厚さおよび形状の強固な接着層を形成させる。更に
、レール継目用接着剤は、液状のエポキシ系接着剤の主
剤と硬化剤を混合し、練り混ぜている途中で、良好な混
合状態になった時点で、それぞれに混入色素自身の色が
消え、かつ、それぞれに混入された色素の中間色が現れ
、混合状態を接着剤の色をもって現す、また、接着用絶
縁継目板および接着用継目板は、上記のレール継目用接
着剤を塗布した本継目板をレールの両側に組み立て、継
目用ボルトを用いて締結すれば、レール頭部の下面の傾
斜部分とレール底部の上面の傾斜部分のみでレールと接
触し、この接触部分の接着剤は、レールおよび継目板の
製造時にできる表面粗さの凹部骨に充填されるだけの極
薄い膜状を形成する。また、レールの形状が、許容製作
公差以内であれば、各々のレール腹部と継目板の間には
必ず空間が生じ、その空間に上記のレール継目用接着剤
が充填され、更に、接着剤が完全に硬化する前に、継目
ボルトを所定の締結トルクで緊締すると、レール腹部と
継目板の間の空間が、本来の設計思想であるレールに対
する継目板のくさび作用を発生させる。また、現場接着
絶縁継目の絶縁層は、施工時の条件によらないで、確実
に継目板の金属部分とレールの間の絶縁を確保する。In the present invention, when manufacturing in-situ adhesive insulating joints and in-situ adhesive joints between installed rails, the adhesive for rail joints can be used to bond reinforcing glass fibers or glass flakes to any desired thickness. and any shape, it is made to flow together with a liquid epoxy adhesive to form a strong adhesive layer of any thickness and shape. Furthermore, the adhesive for rail joints is made by mixing the main ingredient of liquid epoxy adhesive and a hardening agent, and when they are mixed together, the colors of the pigments themselves disappear when the mixture reaches a good state. , and the intermediate color of the dye mixed in each appears, and the mixed state is expressed by the color of the adhesive.In addition, the insulating joint plate for adhesion and the joint plate for adhesion are the main joints coated with the above adhesive for rail joints. If the plates are assembled on both sides of the rail and fastened using joint bolts, only the sloped part of the bottom surface of the rail head and the sloped part of the top surface of the bottom of the rail will contact the rail, and the adhesive at this contact part will not stick to the rail. And, it forms an extremely thin membrane that can be filled into the concave bones with rough surfaces that are created during the manufacture of the joint plate. Furthermore, if the shape of the rail is within the allowable manufacturing tolerances, there will always be a space between the belly of each rail and the joint plate, and that space will be filled with the above-mentioned rail joint adhesive, and furthermore, the adhesive will be completely filled. When the joint bolts are tightened to a predetermined tightening torque before hardening, the space between the rail abdomen and the joint plate creates a wedge action of the joint plate against the rail, which is the original design concept. Additionally, the insulating layer of the field-adhesive insulation seam reliably ensures insulation between the metal part of the seam plate and the rail, regardless of the conditions at the time of construction.
以下、本発明の実施例を図面に従って説明する。 Embodiments of the present invention will be described below with reference to the drawings.
第１図は本発明における現場接着絶縁継目の横断図を示
すもので、本現場接着用絶縁継目仮１にレール継目用接
着剤４を塗布して、レール５に組み立てた状態である。FIG. 1 shows a cross-sectional view of the on-site adhesive insulating joint according to the present invention, in which a rail joint adhesive 4 is applied to the temporary on-site adhesive insulating joint 1 and it is assembled onto a rail 5.
現場接着用絶縁継目板１は、金属製の継目板２のレール
と接着する面にエポキシ系等の絶縁層３が形成されてい
る。サンドブラスト等により表面処理を施した現場接着
用絶縁継目板１は、同じく、サンドブラスト等により表
面処理を施したレール５の両側から挿入され、絶縁カラ
ー６で被われた継目ボルト７と座金８およびナツト９に
よりレール５に固定されている。この状態で両側から現
場接着絶縁継目仮１をガスバーナー等で８０℃を越える
まで加熱し、８０〜１００ ℃の間の温度で２０分間養
生し、その後、６０℃以下まで水等により冷却すること
により、容易に現場接着絶縁継目を製造できる。また、
第２図は本発明における現場接着瞬目の横断図を示すも
ので、現場接着用継目板１０にレール継目用接着剤４を
塗布して、レール５に組み立てた状態でる。これは、第
２図における現場接着用絶縁継目板１が現場接着用継目
板１０に代わり、継目ボルト７が絶縁カラー６で被われ
ていないことを除けば、第１図と同様である０本実施例
では、接着剤として、大日本色材製のエポキシ系接着剤
Ｂ−４０５０の主剤に、日本板硝子型のガラスフレーク
ＣＣＦ４５０を５％混入させてレール継目用接着剤４と
した。また、第１図と第２図におけるレール継目用接着
剤４の最大厚さは、標準でｉｎｍである０本実施例によ
れば、レール５として５ＯＮレール、現場接着用絶縁継
目板ｌとして長さ５６０ｍｍのものを使用した場合、接
着作業全体の時間は約６０度盛度で完了し、製造した現
場接着絶縁継目の引張強度は１７００ ｋＮ以上であっ
た。また、レール５として５ＯＮレール、現場接着絶縁
継目板１０として長さ５６０ｍｍのものを使用した場合
、接着作業全体の時間は約６０度盛度で完了し、製造し
た現場接着継目の強度試験の結果、１８００ｋＮの荷重
を４回載荷しても接着層等の破壊は認められなかった。The insulating joint plate 1 for on-site adhesion has an insulating layer 3 made of epoxy or the like formed on the surface of the metal joint plate 2 that is to be bonded to the rail. The insulating seam plate 1 for on-site adhesion, whose surface has been surface-treated by sandblasting etc., is inserted from both sides of the rail 5 which has also been surface-treated by sandblasting etc., and is attached to the seam bolt 7 covered with an insulating collar 6, washer 8 and nut. 9 is fixed to the rail 5. In this state, heat the on-site adhesive insulation joint temporary 1 from both sides with a gas burner, etc. until it exceeds 80°C, cure it for 20 minutes at a temperature between 80 and 100°C, and then cool it with water, etc. to below 60°C. This makes it easy to produce in-situ bonded insulation joints. Also,
FIG. 2 shows a cross-sectional view of the on-site bonding joint according to the present invention, in which the rail joint adhesive 4 is applied to the on-site bonding joint plate 10 and it is assembled to the rail 5. This is the same as in FIG. 1 except that the insulating seam plate 1 for on-site adhesion in FIG. In the example, as an adhesive, 5% of Nippon Sheet Glass type glass flakes CCF450 was mixed into the main ingredient of epoxy adhesive B-4050 manufactured by Dainippon Shikizai Co., Ltd. to prepare rail joint adhesive 4. In addition, the maximum thickness of the rail joint adhesive 4 in FIGS. 1 and 2 is in mm as a standard. According to this embodiment, the rail 5 is a 5ON rail, and the insulating joint plate l for on-site bonding is long. When using a length of 560 mm, the entire gluing operation time was completed in about 60 degrees, and the tensile strength of the field-bonded insulation seams produced was more than 1700 kN. In addition, when a 5ON rail is used as the rail 5 and a length of 560 mm is used as the on-site adhesive insulating joint plate 10, the entire gluing work can be completed in about 60 degrees, and the results of the strength test of the manufactured on-site adhesive joint Even after applying a load of 1,800 kN four times, no damage to the adhesive layer or the like was observed.
レール継目用接着剤は、接着剤にガラスファイバーまた
はガラスフレークを混入させているため、従来の接着絶
縁継目を製作する湿式法における二液混合型エポキシ系
接着剤をガラスクロスに含浸および積層する必要がなく
、その製造工程が簡素化される。更に、各々のレール腹
部と継目板の間に確実に空間が生じ、その空間の任意の
厚さおよび形状に対し、補強材のガラスファイバーまた
は□ガラスフレークが接着剤と共に流動し、強固な接着
層を形成することができるため、現地の各々のレール形
状に合わせて継目板を再加工する必要がない。Adhesives for rail joints contain glass fibers or glass flakes, which eliminates the need to impregnate glass cloth with a two-component epoxy adhesive and laminate it in the conventional wet method for producing adhesive insulation joints. This simplifies the manufacturing process. Furthermore, a space is reliably created between each rail belly and the joint plate, and the reinforcing material glass fiber or □glass flakes flows together with the adhesive to form a strong adhesive layer for any thickness and shape of that space. Therefore, there is no need to rework the joint plate to match the shape of each rail at the site.
また、接着剤の主剤と硬化剤の両方にそれぞれ異なる色
素を混入させることにより、主剤と硬化剤を混合する場
合、それぞれの色素自身の色が消え、かつ、それぞれの
色素の中間色が現れるまで練り混ぜることにより、混合
状態が目視で容易に確認でき、混合不良による接着不良
等を発生させない大きな効果がある。In addition, when mixing the base resin and hardener by mixing different pigments into both the base resin and the curing agent of the adhesive, knead until the color of each pigment disappears and an intermediate color between each pigment appears. By mixing, the mixed state can be easily confirmed visually, and there is a great effect of preventing adhesion defects due to poor mixing.
現場接着用絶縁継目板は、レールと接触側の面に合成樹
脂から成る絶縁層を予め有しているため、現地施工にお
いて絶縁層の厚さを管理しなくても、必要な厚さは必ず
確保できる。また、現場接着用絶縁継目板の表面は、絶
縁層だけを形成するだけで済み、従来の接着用絶縁継目
板に比較し、容易に、安価に加工できる利点がある。Insulating joint plates for on-site adhesion already have an insulating layer made of synthetic resin on the surface that comes into contact with the rail, so the required thickness is always achieved without having to control the thickness of the insulating layer during on-site construction. Can be secured. Further, the surface of the insulating joint plate for on-site adhesion requires only an insulating layer to be formed, which has the advantage of being easier and cheaper to process than conventional insulating joint plates for adhesion.
以上のように、本発明により、現地のレールを用いて極
めて短時間に、かつ、容易に、接着絶縁継目を製造する
ことが可能となり、普通絶縁継目の種々の欠点は一掃さ
れた。また、マンガンクロッシングの前１！！端と一般
のレールを接着することが可能となり、摩耗に対する寿
命の長く、在来線に多量に敷設さられているマンガンク
ロッシングを敷設状態のままでロングレール化すること
でき、経済的効果が大きい。As described above, the present invention has made it possible to manufacture bonded insulating joints using local rails in an extremely short time and easily, and has eliminated various drawbacks of ordinary insulating joints. Also, 1 before Mangan Crossing! ! It is possible to bond the end of the rail to a regular rail, which has a long service life against wear, and allows the manganese crossing, which is installed in large quantities on conventional lines, to be made into a long rail while still being installed, which has a large economic effect. .
実施例によれば、現場接着用絶縁継目板として長さ５６
０ｍｍのものを使用したが、この長さを従来の接着絶縁
継目と同様に８２０１１Ｉ１１とすることにより、２５
００ｋＮ以上の破壊強度が期待でき、工場製作の接着絶
縁継目の代わりとして、現地のロングレール区間の絶縁
箇所を現場接着絶縁継目とすることも可能となる。これ
により溶接部の熱影響部に起因するレール頭頂面凹凸の
発生が無くなり、振動騒音の軽減および軌道保守の軽減
に効果をもたらす、また、従来の接着絶縁継目の工場製
作の際に本発明を使用することにより、製造時間の短縮
を図ることも可能である。According to an embodiment, as an insulating seam plate for field gluing, the length 56
0mm was used, but by setting this length to 82011I11 like the conventional adhesive insulated joint, the length was 25mm.
It can be expected to have a breaking strength of 00 kN or more, and it will also be possible to use on-site adhesive insulating joints at insulated locations in long rail sections as an alternative to factory-produced adhesive insulating joints. This eliminates the occurrence of unevenness on the top surface of the rail due to the heat affected zone of the welded part, and has the effect of reducing vibration noise and track maintenance. By using it, it is also possible to shorten the manufacturing time.
また、この現場接着用絶縁継目板は、合成樹脂から成る
絶縁層を予め有しているため、普通絶縁継目の絶縁継目
板としも使用することができる。Furthermore, since this insulating joint plate for on-site adhesion has an insulating layer made of synthetic resin in advance, it can also be used as an insulating joint plate for ordinary insulating joints.
従来の普通絶縁継目の場合、ボルト用の絶縁カラーは、
ボルトおよび座金の座面と継目板の金属面の間に挿入し
ているため、絶縁カラーのクリープによるボルト軸力の
減少により、ボルトが弛緩して種々の問題を発生させて
いたが、この現場接着用絶縁継目板を使用するすること
により、ボルト用の絶縁カラーはボルトの幹部を被い、
ボルトおよび座金の座面が継目板の金属部分と直接接触
するため、絶縁カラーのクリープによるボルト・軸力の
減少がなく、ボルトの弛緩防止が図られる。For conventional ordinary insulation joints, the insulation collar for bolts is
Since the bolts and washers are inserted between the seating surface and the metal surface of the joint plate, the axial force of the bolts decreases due to the creep of the insulating collar, causing the bolts to loosen and cause various problems. By using an insulating seam plate for adhesion, the insulating collar for the bolt covers the trunk of the bolt,
Since the seating surfaces of the bolts and washers are in direct contact with the metal parts of the joint plate, there is no reduction in the bolt/axial force due to creep of the insulating collar, and the loosening of the bolts is prevented.
第１図は現場接着絶縁継目の横断図、また、第２図は現
場接着継目の横断図である。
１・・・現場接着用絶縁継目板、２・・・金属製継目板
、３・・・絶縁層、 ４・・・レール継目用接着剤、
５・・・レール、６・・・絶縁カラー、７・・・継目ボ
ルト、８・・・座金、９・・・ナツト、１０・・・現場
接着用継目板である。
第１１２１FIG. 1 is a cross-sectional view of a field-bonded insulation seam, and FIG. 2 is a cross-sectional view of a field-bonded insulation seam. 1... Insulated joint plate for on-site adhesion, 2... Metal joint plate, 3... Insulating layer, 4... Adhesive for rail joint,
5...Rail, 6...Insulating collar, 7...Joint bolt, 8...Washer, 9...Nut, 10...Joint plate for on-site adhesion. No. 1121
Claims (6)
の傾斜部分のみでレールと接触し、レール腹部と継目板
の間に生じる間隙に接着剤を充填させることのできる形
状で、レールと接触する側の面に合成樹脂から成る絶縁
層を有する現場接着用絶縁継目板。(1) Contact with the rail only at the sloped part of the lower surface of the rail head and the sloped part of the upper surface of the rail bottom, with a shape that allows adhesive to be filled into the gap created between the rail belly and the joint plate. An insulating joint board for on-site adhesion that has an insulating layer made of synthetic resin on the side surface.
を有しない現場接着用継目板。(2) A joint plate for on-site adhesion that has the same shape as described in claim (1) and does not have an insulating layer.
たは両方にガラスファイバーの短繊維、または、ガラス
フレークを混入させたレール継目用接着剤(3) Adhesive for rail joints in which short glass fibers or glass flakes are mixed into one or both of the main agent and curing agent of liquid epoxy adhesive.
の主剤と硬化剤の両方にそれぞれ異なる色素を混入させ
たレール継目用接着剤。(4) An adhesive for rail joints according to claim (3), in which both the main ingredient and the curing agent are mixed with different pigments.
のものを用いて接着絶縁継目を製造することを特徴とす
る現場接着絶縁継目の製造法。(5) A method for manufacturing an in-situ bonded insulating seam, characterized in that the bonded insulating seam is manufactured using the material described in claims (1), (3) and (4).
のものを用いて接着継目製造することを特徴とする現場
接着継目の製造法。(6) A method for manufacturing an in-situ adhesive seam, characterized in that the adhesive seam is manufactured using the adhesive described in claims (2), (3), and (4).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63103856A JP2611804B2 (en) | 1988-04-28 | 1988-04-28 | Adhesive seam plate and rail seam adhesive and production method of in-situ seam using them |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63103856A JP2611804B2 (en) | 1988-04-28 | 1988-04-28 | Adhesive seam plate and rail seam adhesive and production method of in-situ seam using them |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01278601A true JPH01278601A (en) | 1989-11-09 |
| JP2611804B2 JP2611804B2 (en) | 1997-05-21 |
Family
ID=14365089
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63103856A Expired - Lifetime JP2611804B2 (en) | 1988-04-28 | 1988-04-28 | Adhesive seam plate and rail seam adhesive and production method of in-situ seam using them |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2611804B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005207076A (en) * | 2004-01-21 | 2005-08-04 | Central Japan Railway Co | Rail joint connecting fastener |
| JP2006348633A (en) * | 2005-06-17 | 2006-12-28 | Railway Technical Res Inst | Adhesive insulation rail joint structure and manufacturing method thereof |
| JP2007113176A (en) * | 2005-10-18 | 2007-05-10 | Railway Technical Res Inst | Adhesive insulated rail for preventing damage during derailment |
| JP2011214398A (en) * | 2011-08-02 | 2011-10-27 | Railway Technical Research Institute | Derailment time damage preventive adhesive insulating rail |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4937842U (en) * | 1972-07-05 | 1974-04-03 | ||
| JPS5736294A (en) * | 1980-06-19 | 1982-02-27 | Exxon Production Research Co | |
| JPS5759975A (en) * | 1980-09-29 | 1982-04-10 | Takeda Chem Ind Ltd | Adhesive composition |
-
1988
- 1988-04-28 JP JP63103856A patent/JP2611804B2/en not_active Expired - Lifetime
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4937842U (en) * | 1972-07-05 | 1974-04-03 | ||
| JPS5736294A (en) * | 1980-06-19 | 1982-02-27 | Exxon Production Research Co | |
| JPS5759975A (en) * | 1980-09-29 | 1982-04-10 | Takeda Chem Ind Ltd | Adhesive composition |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005207076A (en) * | 2004-01-21 | 2005-08-04 | Central Japan Railway Co | Rail joint connecting fastener |
| JP2006348633A (en) * | 2005-06-17 | 2006-12-28 | Railway Technical Res Inst | Adhesive insulation rail joint structure and manufacturing method thereof |
| JP2007113176A (en) * | 2005-10-18 | 2007-05-10 | Railway Technical Res Inst | Adhesive insulated rail for preventing damage during derailment |
| JP2011214398A (en) * | 2011-08-02 | 2011-10-27 | Railway Technical Research Institute | Derailment time damage preventive adhesive insulating rail |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2611804B2 (en) | 1997-05-21 |
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