JP2004001615A - Coupler for railroad vehicle - Google Patents

Coupler for railroad vehicle Download PDF

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Publication number
JP2004001615A
JP2004001615A JP2002159382A JP2002159382A JP2004001615A JP 2004001615 A JP2004001615 A JP 2004001615A JP 2002159382 A JP2002159382 A JP 2002159382A JP 2002159382 A JP2002159382 A JP 2002159382A JP 2004001615 A JP2004001615 A JP 2004001615A
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Japan
Prior art keywords
coupler
vehicle
joint
seat
bodies
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JP2002159382A
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Japanese (ja)
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JP3735843B2 (en
Inventor
Kazuo Aso
麻生　和夫
Hiromichi Yasuno
安野　弘通
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Tokyu Car Corp
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Tokyu Car Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To reduce man-hours required to adjust right and left wheel load balance in a four-point supported articulated truck. <P>SOLUTION: A first joint part 10 located at the center part of the articulated truck and at the center part of a coupler body provides an angle of intersection to front and rear vehicle bodies, with the center part of the articulated truck as a reference when rolling stock passes a curved track, and a second joint part 29 permits relative displacement between a body upper part 26 of the coupler body and a vehicle 5 to which a coupler seat 27 is fixed. A combination of the first joint part 10 and second joint part 29 can provide omnidirectional freedom to the positional relationship of the vehicle end parts of the front and rear vehicle bodies connected by a coupler 7. When the vehicle height of the vehicle body 5 is adjusted, the transmission of the displacement of the vehicle body 5 to the other vehicle body through the coupler 7 is prevented to reduce man-hours required to adjust the right and left wheel load balance of both the front and rear vehicle bodies. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明は、四点支持連接台車と共に用いられる連結器の改良に関するものである。
【０００２】
【従来の技術】
鉄道車両の走り装置の一種である連接台車は、前後の車両の車端部を１台の台車で支えるものであり、車両の安定性が増し、編成重量が軽くなる等の利点を有している。図２には、この連接台車の一例を示している。連接台車１は、台車枠２によって二組の輪軸３を保持すると共に、前後の車体４、５の重量を別々に支えるための空気バネ６を前後の車両用に一対づつ、合計四つ備えることから、「四点支持連接台車」と称されるものである。さらに、連接台車１には、前後の車体４、５の車端部を連結する連結器７が設けられている。この連結器７は、前後の車体４、５間の結合と、前後の車体４、５と連接台車１との間における、力行時・減速時の力の伝達とを行うものである。
【０００３】
図３には、従来の連結器７の構造を示している。連結器７は、本体下部８と本体上部９とを、全方向（三軸方向）の自由度を持つ関節部１０で連結してなる連結器本体と、車体４、５に固定された連結器座１１、１２とを備え、関節部１０は連接台車１の中央部かつ連結器本体の中央部に位置している。そして、本体下部８は、台車枠構造体１３、１４に対しリンク１５を介して結合され、かつ、本体上部９の変位を拘束する軸案内１６と、連結器座１１に結合するための結合座１７とを有している。一方、本体上部９は、本体下部８の軸案内１６に係合して、本体下部８との間で前後の車体４、５間の力の伝達する軸１８と、連結器座１２に結合するための結合座１９とを有している。さらに、関節部１０は、本体下部８と本体上部９とに全方向の相対移動を許容するため、緩衝ゴム２０を介して、水平軸２１により本体下部８と本体上部９とを軸着するものである。なお、図３に符号２２、２３で示す部分は、空気バネ６（図２）の取り付け座である。
【０００４】
【発明が解決しようとする課題】
ところで、図２（ｂ）に示すように、台車枠２は軸バネ２４を介し輪軸３の軸箱２５に支えられており、また、車体４、５は、前述の如く空気バネ６を介して台車枠２に支えられていることから、鉄道車両の走り装置はいわゆる二重振動系を構成している。そして、軸箱２５と台車枠２の基準点との距離Ａ（以下、「Ａ寸法」という。）、および、台車枠２の同一または別個の基準点と車体４、５との距離Ｂ（以下、「Ｂ寸法」という。）を、連接台車１の左右両側において正しく調整することが、左右の輪重バランスを適性範囲内に収める上で重要となる。
【０００５】
しかしながら、従来の連接台車１は、Ａ寸法、Ｂ寸法の調節を容易に行うことが困難で、左右の輪重バランスの調整に多くの工数を要するものであった。その理由は以下の通りである。前述の如く、連接台車１は連結器７を備えるが、この連結器７は、前後の車体４、５間の結合と、前後の車体４、５と連接台車１との間の、力行時・減速時における力の伝達とを行うものであり、例えば、車体５の高さ調節に伴って連結器７の本体上部９が変位すると、本体上部９の変位が連結器７の本体下部８に伝達されて本体下部８の位置を変位させ、その結果として、車体４の高さを変位させてしまうこととなっていた。このため、車体４、５のいずれか一方のＡ寸法、Ｂ寸法を最適化すると、他方の車体のＡ寸法、Ｂ寸法が最適寸法から外れてしまうこととなり、Ａ寸法、Ｂ寸法の調節、即ち左右の輪重バランスの調整に多くの工数を必要とする原因となっていたものである。
本発明は上記課題に鑑みてなされたものであり、その目的とするところは、四点支持連接台車における前記Ａ寸法、前記Ｂ寸法の調節の容易化を図り、左右の輪重バランスの調整に要する工数の低減を図ることにある。
【０００６】
【課題を解決するための手段】
上記課題を解決するための、本発明の請求項１に係る鉄道車両の連結器は、前後の車両の車端部との連結器座および四点支持連接台車との結合部を有する鉄道車両の連結器において、前記連接台車との結合部に第１の関節部を設け、当該第１の関節部と前記連結器座との間に第２の関節部を設けたことを特徴とするものである。
本発明では、前記第１の関節部と第２の関節部との組み合わせにより、当該連結器によって連結される前後の車両の車端部の位置関係に、全方向の自由度を持たせる。そして、前後一方の車体に対し、前記Ａ寸法および前記Ｂ寸法の調節を行った場合に、当該一方の車体の変位が前記連結器を介して他方の車体へと伝達されることを防ぎ、前後の車体の双方の、前記Ａ寸法および前記Ｂ寸法の最適化を図ることができる。
【０００７】
また、本発明の請求項２に係る鉄道車両の連結器は、請求項１記載の鉄道車両の連結器において、前記第１の関節部は、前記四点支持連接台車の中央部かつ連結器本体の中央部に位置し、前記第２の関節部は、前記連結器本体と前記連結器座とを軸着するものである。
本発明によれば、前記四点支持連接台車の中央部かつ連結器本体の中央部に位置する第１の関節部によって、鉄道車両が曲線軌道を通過する際に前記四点支持連接台車の中央部を基準として、前後の車両に交差角度を与え、かつ、前記第２の関節部により、前記連結器本体と前記連結器座が固定される車両との間に相対的な変位を許容する。よって、前記第１の関節部と前記第２の関節部との組み合わせにより、当該連結器によって連結される前後の車両の車端部の位置関係に全方向の自由度を持たせることができる。そして、前後一方の車体に対し、前記Ａ寸法および前記Ｂ寸法の調節を行った場合に、当該一方の車体の変位が前記連結器を介して他方の車体へと伝達されることを防ぎ、前後の車体の双方の、前記Ａ寸法および前記Ｂ寸法の最適化を図ることができる。
【０００８】
【発明の実施の形態】
以下、本発明の実施の形態を添付図面に基づいて説明する。なお、従来技術と同一部分若しくは相当する部分については、同一符号を付して、説明を省略する。
【０００９】
図１には、本発明の実施の形態に係る連結器７の本体上部２６と、車体５に固定された連結器座２７とを示している。なお、図示しない下部連結器８、連接台車１については、上記従来例と同様の構造を有していることから、図２、図３も合わせて参照する。
さて、本発明の実施の形態に係る連結器７は、本体上部２６と車体５に固定された連結器座２７とを、水平軸２８によって軸着する、関節部２９を有している。すなわち、関節部１０を第１の関節部とした場合に、当該第１の関節部１０と連結器座２７との間に第２の関節部２９を設けたものである。さらに、本体上部２６の連結器座２７との軸着端部を、図１（ｂ）に符号２６ａで示すように二股状あるいは幅広に形成することで、水平軸２８に対するガタの発生を防ぎ、連結器の剛性を高めている。
【００１０】
そして、本発明の実施の形態によれば、連接台車１の中央部かつ連結器本体の中央部に位置する第１の関節部１０によって、鉄道車両が曲線軌道を通過する際に連接台車１の中央部を基準として、前後の車体４、５に交差角度を与え、かつ、第２の関節部２９により、連結器本体の本体上部２６と連結器座２７が固定される車両５との間に相対的な変位を許容する。よって、第１の関節部１０と第２の関節部２９との組み合わせにより、連結器７によって連結される前後の車体４、５の車端部の位置関係に全方向の自由度を持たせることができる。そして、前後一方の車体、例えば車体５に対し、図２（ｂ）に示すＡ寸法およびＢ寸法の調節を行った場合に、車体５の変位が連結器７を介して他方の車体４へと伝達されることを防ぎ、前後の車体４、５の双方の前記Ａ寸法および前記Ｂ寸法の最適化を図ることができる。
【００１１】
なお、本発明の実施の形態では、上記作用効果を得ることが可能であれば、第１の関節部１０、第２の関節部２９の構造は上述の構造（第１の関節部１０に緩衝ゴム２０付きの水平軸２１を、第２の関節部２９に水平軸２８を用いている。）に限定されるものではない。例えば、第１の関節部１０の緩衝ゴム２０を削除して、第２の関節部２９の水平軸２８に緩衝ゴム２０を持たせる場合、第１の関節部１０の水平軸２１と第２の関節部２９の水平軸２８との双方に緩衝ゴム２０を持たせる場合、第１、第２の関節部１０、２９の水平軸２１、２８の少なくとも一方を球面軸受に置きかえる場合、さらに、球面軸受に緩衝ゴムを組み合わせる場合等、様々な組み合わせが可能であり、必要に応じて最適の組合わせを採用することが好ましい。
また、図示の例では、本体上部２６と車体５に固定された連結器座２７とを、水平軸２８によって軸着した場合、即ち、本体上部２６側に第２の関節部２９を設けた場合について説明したが、第２の関節部を本体下部側に設けても良く、また、本体下部と本体上部の双方に第２の関節部を設けることとしても良い。
【００１２】
【発明の効果】
本発明はこのように構成したので、四点支持連接台車における前記Ａ寸法、前記Ｂ寸法の調節の容易化を図り、左右の輪重バランスの調整に要する工数の低減を図ることが可能となる。
【図面の簡単な説明】
【図１】本発明の実施の形態に係る連結器の本体上部と、車体に固定された連結器座とを示す模式図であり、（ａ）はその側面図、（ｂ）はその下面図である。
【図２】従来の連接台車の一例を示すものであり、（ａ）はその上面図、（ｂ）はその側面図である。
【図３】図２に示す連接台車の、従来の連結器の構造を示す側面図である。
【符号の説明】
１　連接台車
２　台車枠
３　輪軸
４、５　車体
６　空気バネ
７　連結器
８　本体下部
１０　第１の関節部
１１、１２、２７　連結器座
１６　軸案内
１７、１９　結合座
１８　軸
２０　緩衝ゴム
２１、２８　水平軸
２６　本体上部
２９　第２の関節部[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an improvement in a coupler used with a four-point connecting trolley.
[0002]
[Prior art]
The articulated bogie, which is a type of running device for railway vehicles, supports the vehicle ends of the front and rear vehicles with a single bogie, and has advantages such as increased vehicle stability and reduced knitting weight. I have. FIG. 2 shows an example of this connecting vehicle. The articulated trolley 1 holds two sets of wheel sets 3 by the bogie frame 2 and includes a total of four air springs 6 for separately supporting the weight of the front and rear vehicle bodies 4 and 5 for the front and rear vehicles. Therefore, it is referred to as a "four-point support connecting cart". Further, the connecting vehicle 1 is provided with a connector 7 for connecting the vehicle ends of the front and rear vehicle bodies 4 and 5. The coupler 7 couples the front and rear vehicle bodies 4 and 5 and transmits power between the front and rear vehicle bodies 4 and 5 and the connecting vehicle 1 during power running and deceleration.
[0003]
FIG. 3 shows the structure of a conventional coupler 7. The coupler 7 is composed of a lower body 8 and an upper body 9 connected by a joint 10 having degrees of freedom in all directions (triaxial directions), and a coupler fixed to the vehicle bodies 4 and 5. There are seats 11 and 12, and the joint 10 is located at the center of the connecting vehicle 1 and at the center of the coupler body. The lower body 8 is connected to the bogie frame structures 13 and 14 via the link 15, and furthermore, a shaft guide 16 for restraining the displacement of the upper body 9 and a coupling seat for coupling to the coupler seat 11. 17. On the other hand, the upper body 9 is engaged with the shaft guide 16 of the lower body 8, and is coupled to the shaft 18 for transmitting the force between the front and rear vehicle bodies 4 and 5 between the lower body 8 and the coupler seat 12. And a connection seat 19 for Further, the joint portion 10 pivotally connects the lower body portion 8 and the upper body portion 9 with the horizontal shaft 21 via the cushioning rubber 20 in order to allow relative movement in all directions between the lower body portion 8 and the upper body portion 9. It is. The parts indicated by reference numerals 22 and 23 in FIG. 3 are mounting seats for the air spring 6 (FIG. 2).
[0004]
[Problems to be solved by the invention]
By the way, as shown in FIG. 2B, the bogie frame 2 is supported by the axle box 25 of the wheel axle 3 via the axle spring 24, and the vehicle bodies 4, 5 are provided via the air spring 6 as described above. Since it is supported by the bogie frame 2, the running device of the railway vehicle constitutes a so-called double vibration system. Then, the distance A between the axle box 25 and the reference point of the bogie frame 2 (hereinafter referred to as “A dimension”), and the distance B between the same or different reference points of the bogie frame 2 and the vehicle bodies 4 and 5 (hereinafter referred to as “B”). , "B dimension") is correctly adjusted on both the left and right sides of the connecting vehicle 1 in order to keep the right and left wheel load balance within an appropriate range.
[0005]
However, in the conventional articulated bogie 1, it is difficult to easily adjust the A-dimension and the B-dimension, and it takes a lot of man-hours to adjust the left and right wheel load balance. The reason is as follows. As described above, the articulated bogie 1 is provided with the coupler 7, which is coupled between the front and rear bodies 4, 5 and between the front and rear bodies 4, 5 and the articulated bogie 1 during power running. For example, when the upper body 9 of the coupler 7 is displaced in accordance with the height adjustment of the vehicle body 5, the displacement of the upper body 9 is transmitted to the lower body 8 of the coupler 7. As a result, the position of the lower body 8 is displaced, and as a result, the height of the vehicle body 4 is displaced. For this reason, if the A and B dimensions of one of the vehicle bodies 4 and 5 are optimized, the A and B dimensions of the other vehicle body deviate from the optimal dimensions, and the A and B dimensions are adjusted, that is, This is a cause that requires a lot of man-hours to adjust the left and right wheel load balance.
The present invention has been made in view of the above problems, and an object thereof is to facilitate the adjustment of the A dimension and the B dimension in the four-point support articulated bogie, and to adjust the left and right wheel load balance. The object is to reduce the required man-hours.
[0006]
[Means for Solving the Problems]
In order to solve the above-mentioned problems, a connector for a railway vehicle according to claim 1 of the present invention is a railway vehicle having a connector seat with a vehicle end portion of a front and rear vehicle and a coupling portion with a four-point support connecting vehicle. In the coupler, a first joint is provided at a coupling portion with the connecting vehicle, and a second joint is provided between the first joint and the coupler seat. is there.
In the present invention, the combination of the first joint and the second joint allows the positional relationship between the vehicle ends before and after the vehicle connected by the coupler to have degrees of freedom in all directions. When the A dimension and the B dimension are adjusted for one of the front and rear bodies, the displacement of the one body is prevented from being transmitted to the other body via the coupler, and The optimization of the A-dimension and the B-dimension of both vehicle bodies can be achieved.
[0007]
Further, in the connector for a railway vehicle according to claim 2 of the present invention, in the connector for a railway vehicle according to claim 1, the first joint portion is a central portion of the four-point support connecting vehicle and a connector body. And the second joint portion is configured to pivotally connect the connector body and the connector seat.
According to the present invention, the first joint located at the center of the four-point supporting connecting vehicle and at the center of the coupler body allows the center of the four-point supporting connecting vehicle when the railway vehicle passes through a curved track. With respect to the part, a crossing angle is given to the front and rear vehicles, and the second joint allows relative displacement between the coupler body and the vehicle to which the coupler seat is fixed. Therefore, by the combination of the first joint and the second joint, the positional relationship between the vehicle end portions of the vehicle before and after the vehicle is connected by the coupler can have degrees of freedom in all directions. When the A dimension and the B dimension are adjusted for one of the front and rear bodies, the displacement of the one body is prevented from being transmitted to the other body via the coupler, and The optimization of the A-dimension and the B-dimension of both vehicle bodies can be achieved.
[0008]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The same or corresponding parts as in the related art are denoted by the same reference numerals, and description thereof is omitted.
[0009]
FIG. 1 shows a main body upper portion 26 of the coupler 7 according to the embodiment of the present invention, and a coupler seat 27 fixed to the vehicle body 5. The lower coupler 8 and the connecting carriage 1 (not shown) have the same structure as that of the above-described conventional example, so that FIG. 2 and FIG. 3 are also referred to.
Now, the coupler 7 according to the embodiment of the present invention has a joint portion 29 that connects the upper portion 26 of the main body and the coupler seat 27 fixed to the vehicle body 5 with a horizontal shaft 28. That is, when the joint 10 is a first joint, the second joint 29 is provided between the first joint 10 and the coupler seat 27. Furthermore, by forming the end of the main body upper part 26 that is axially attached to the connector seat 27 to be bifurcated or wide as shown by reference numeral 26a in FIG. 1B, play of the horizontal shaft 28 is prevented, The rigidity of the coupler has been increased.
[0010]
According to the embodiment of the present invention, the first joint 10 located at the center of the connecting bogie 1 and at the center of the coupler body allows the connecting bogie 1 to move when the railway vehicle passes through a curved track. An intersection angle is given to the front and rear vehicle bodies 4 and 5 with respect to the center part, and the second joint 29 between the upper body 26 of the coupler body and the vehicle 5 to which the coupler seat 27 is fixed. Allow relative displacement. Therefore, by the combination of the first joint 10 and the second joint 29, the positional relationship between the vehicle ends 4 of the vehicle bodies 4 and 5 before and after being connected by the coupler 7 has freedom in all directions. Can be. When the dimensions A and B shown in FIG. 2B are adjusted for one of the front and rear bodies, for example, the body 5, the displacement of the body 5 is transferred to the other body 4 via the coupler 7. It is possible to prevent the transmission, and to optimize the A-dimension and the B-dimension of both the front and rear vehicle bodies 4 and 5.
[0011]
In the embodiment of the present invention, the structure of the first joint 10 and the second joint 29 is the same as the above-described structure (the first joint 10 is buffered) if the above-mentioned effects can be obtained. The horizontal shaft 21 with the rubber 20 is used as the second joint 29 and the horizontal shaft 28 is not limited thereto. For example, when the cushioning rubber 20 of the first joint 10 is deleted and the cushioning rubber 20 is provided on the horizontal shaft 28 of the second joint 29, the horizontal shaft 21 of the first joint 10 and the second shaft 29 are removed. When both the horizontal shaft 28 of the joint 29 and the horizontal shaft 28 have the cushioning rubber 20, when at least one of the horizontal shafts 21, 28 of the first and second joints 10, 29 is replaced with a spherical bearing, Various combinations are possible, such as when a buffer rubber is combined with the rubber, and it is preferable to employ an optimal combination as necessary.
Further, in the illustrated example, the upper body 26 and the coupler seat 27 fixed to the vehicle body 5 are axially attached by a horizontal shaft 28, that is, the second joint 29 is provided on the upper body 26 side. Although the second joint has been described, the second joint may be provided on the lower part of the main body, or the second joint may be provided on both the lower part and the upper part of the main body.
[0012]
【The invention's effect】
Since the present invention is configured as described above, it is possible to facilitate the adjustment of the A dimension and the B dimension in the four-point support connecting vehicle, and to reduce the man-hour required for adjusting the left and right wheel load balance. .
[Brief description of the drawings]
FIG. 1 is a schematic view showing an upper portion of a main body of a coupler according to an embodiment of the present invention and a coupler seat fixed to a vehicle body, (a) is a side view thereof, and (b) is a bottom view thereof. It is.
FIGS. 2A and 2B show an example of a conventional articulated carriage, wherein FIG. 2A is a top view and FIG. 2B is a side view.
FIG. 3 is a side view showing the structure of a conventional coupler of the connecting vehicle shown in FIG. 2;
[Explanation of symbols]
DESCRIPTION OF REFERENCE NUMERALS 1 connecting bogie 2 bogie frame 3 wheel axle 4, 5 body 6 air spring 7 coupler 8 lower body 10 first joints 11, 12, 27 coupler seat 16 shaft guide 17, 19 joint seat 18 shaft 20 cushion rubber 21, 28 horizontal axis 26 upper part of body 29 second joint

Claims (2)

前後の車両の車端部との連結器座および四点支持連接台車との結合部を有する鉄道車両の連結器において、前記連接台車との結合部に第１の関節部を設け、当該第１の関節部と前記連結器座との間に第２の関節部を設けたことを特徴とする鉄道車両の連結器。In a coupler of a railway vehicle having a coupling seat with a vehicle end of a front and rear vehicle and a coupling part with a four-point supporting coupling bogie, a first joint part is provided at a coupling part with the coupling bogie, and the first joint is provided. A connector for a railway vehicle, wherein a second joint portion is provided between the joint portion of the railcar and the connector seat. 前記第１の関節部は、前記四点支持連接台車の中央部かつ連結器本体の中央部に位置し、前記第２の関節部は、前記連結器本体と前記連結器座とを軸着するものであることを特徴とする請求項１記載の鉄道車両の連結器。The first joint is located at the center of the four-point support connecting cart and at the center of the coupler body, and the second joint is pivotally connected to the coupler body and the coupler seat. The coupler of claim 1, wherein the connector is a railcar.
JP2002159382A 2002-05-31 2002-05-31 Railway vehicle coupler Expired - Fee Related JP3735843B2 (en)

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Application Number Priority Date Filing Date Title
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JP3735843B2 JP3735843B2 (en) 2006-01-18

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3702236A1 (en) * 2019-02-26 2020-09-02 Voith Patent GmbH Joint assembly

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3702236A1 (en) * 2019-02-26 2020-09-02 Voith Patent GmbH Joint assembly

Also Published As

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JP3735843B2 (en) 2006-01-18

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