JPS5810694Y2 - old car retarder - Google Patents

Description

【考案の詳細な説明】 本考案は貨車操車場において、貨車仕分けのために加速
転送する貨車の速度制御のための制動装置、いわゆるカ
ーリターダに係り、その目的とするところは、貨車の自
重により自動的に制動を行なうようにした簡易な構成の
自重カーリターダ（以下リターダという）を提供するに
ある。[Detailed description of the invention] The present invention relates to a braking device, a so-called car retarder, for controlling the speed of freight cars that are accelerated and transferred for freight car sorting in a freight car yard. To provide a self-weight car retarder (hereinafter referred to as a retarder) of a simple configuration that performs braking effectively.

従来この種のものでは、主軌条を中心にそれぞれの外側
部および下端部において回動自在に取付けた相対向する
アームの上端部に、制動靴を取付けた制動桁を設け、上
記制動桁のいずれか１つの下端部に設けた踏板で車輪踏
面な受けて制動靴を有する制御桁で車輪を挟圧するよう
に制動させるものがあった。Conventionally, in this type of equipment, brake girders with brake shoes attached are provided at the upper ends of opposing arms that are rotatably attached at the outer and lower ends of each of the arms around the main rail, and either of the brake girders is There was also a tread plate installed at the lower end of one of the wheels that supported the wheel tread, and a control girder with brake shoes that clamped the wheel to apply the brakes.

しかしながら前述の従来例では第１に主軌条を中心とし
て左右の固定された支点にレバーが取り付けられる。However, in the conventional example described above, levers are first attached to fixed fulcrums on the left and right sides of the main rail.

第２にレバーに車輪の荷重がかかるとレバーに取り付け
られた桁に追随して車輪が、リターダの中心に移動して
制動が与えられる。Second, when a wheel load is applied to the lever, the wheel follows the girder attached to the lever and moves to the center of the retarder, applying braking.

という構成をとるが故に貨車構造上および走行性に起因
する制限を受けた。Because of this configuration, there were limitations due to the structure of the freight car and running performance.

すなわち、第１に主軌条を中心に所定の距離にレバービ
ンを配置しているのでリターダの中心は一定となり車輪
がリターダへ転にの際、一般には車輪の中心とリターダ
の中心が一致していないので、車輪の中心はリターダの
中心に偏心量だけ引寄せられる。That is, firstly, since the lever bin is placed at a predetermined distance from the main rail, the center of the retarder remains constant, and when the wheel rolls toward the retarder, the center of the wheel and the center of the retarder generally do not coincide. Therefore, the center of the wheel is drawn to the center of the retarder by an amount of eccentricity.

従って片車輪を利用出来るのみで両軌条にリターダを配
置して両車輪同時の制動は不可能になる。Therefore, only one wheel can be used, but it is impossible to brake both wheels simultaneously by placing retarders on both rails.

第２に通常両軌条の間隔は設定さ力。た間隔に対して余
裕間隔を付加している。Second, the spacing between both rails is usually set by a force. A margin interval is added to the interval.

この余裕間隔は両軌条の曲線区間において車輪の回転を
可能にするもので車輪の踏面の巾を越えない間隔となっ
ている。This clearance allows the wheels to rotate in the curved section of both rails, and is a distance that does not exceed the width of the wheel tread.

そして例えば２軸車において江前輪と後輪は平行で両車
輪の横の移動は固定されて（・るので曲線区間にお（・
ては軌条の踏面における車輪の位置が前輪と後輪では余
裕間隔だけずれて軌条踏面上を回転し車両は安全に走行
することにたる。For example, in a two-axle vehicle, the Ezen wheel and the rear wheel are parallel, and the lateral movement of both wheels is fixed (・), so in a curved section (・
In this case, the positions of the front and rear wheels on the rail tread surface are shifted by a margin, and the vehicle rotates on the rail tread surface safely.

しかしながら前記従来例のリターダを曲線区間の軌条に
設置すると軌条の中心からレバーピンまでの距離は固定
なので前輪が制動を受けると前輪はレールの中心に引き
寄せられ、一方後輪は前輪と平行なので軌条の中心から
はずれ、従って制動量より浮上して制動は不能となる。However, when the conventional retarder is installed on a rail in a curved section, the distance from the center of the rail to the lever pin is fixed, so when the front wheel receives braking, the front wheel is drawn to the center of the rail, while the rear wheel is parallel to the front wheel, so the distance from the center of the rail to the lever pin is fixed. It deviates from the center and therefore floats above the amount of braking, making braking impossible.

第３に操車場の仕分線は分岐器を使用して多数の線路数
とするが分岐器よりそれぞれの線路は扇形に広がり直線
部分に達するまでは曲線路で結ばれる。Thirdly, the sorting lines at the rail yard use turnouts to form a large number of tracks, but each track spreads out in a fan shape from the turnout and is connected by a curved path until it reaches a straight section.

車両の接触限界はこの曲線区間より直線区間へ至る結合
点付近にあり、その先つまり直線区間が仕分線有効長と
なっている。The contact limit for vehicles is near the connection point from this curved section to the straight section, and beyond that point, that is, the straight section is the effective length of the sorting line.

前述の如く前記従来例のリターダでは曲線区間に設置す
ることが出来ないので仕分線有効長である直線区間に設
置せざるを得なくなる。As mentioned above, the conventional retarder cannot be installed in a curved section, so it must be installed in a straight section that is the effective length of the sorting line.

以上を要すればリターダを片側軌条にのみしか設置でき
ない従来例は第１１ｃ リターダの設置の長さは同一制
動量では両軌条設置の場合の２倍になる、第２に！７タ
ーダは曲線部に設置できないので仕分線入口直線部に設
置することとなり仕分線有効長が短縮される、第３に貨
車はリターダ入口でリターダの中心へ急速に引寄せられ
るので荷くずれが発生する、などの欠点を有していた。If the above is required, the conventional example in which the retarder can only be installed on one side of the rail is 11c.The installation length of the retarder is twice that of the case where the retarder is installed on both rails for the same amount of braking.Secondly! 7 Tarders cannot be installed on curved sections, so they must be installed on straight sections at the entrance of the sorting line, which shortens the effective length of the sorting line.Thirdly, freight cars are rapidly drawn to the center of the retarder at the entrance of the retarder, causing cargo to shift. It had the following drawbacks:

本考案のリターダは前述の欠点を除去し適用の範囲を広
げるため、第１に主軌条を中心に外側レバーと内側レバ
ーを左右ｖｒ−可動的に設け、第２に外側レバーと内側
レバーを共通ピンで結合してレバーセットし、鉄形を形
成し、第３にｌ、ｚバ ［１輪の荷重がかかると車輪に
追随してレバーが動作しレバーに取付けら力、た制動量
が車輪に制動を与える、ごとく構威し、第１にリターダ
設置の長さは同一制動量で従来例の参に出来る、第２に
仕分線有・助長外、すなわち車両接触限界と分岐器の間
長曲線部に設置可能で有効長は１００％利用出来る、第
３に貨車車輪はリターダ入口でリターダを車輪側へ急速
に引寄せる、従って貨車の横すれ等が無く積荷を安定に
出来る、ことを目的として成されたもので第１図乃至第
４図に基づいて詳細に説明する。In order to eliminate the above-mentioned drawbacks and expand the range of application of the retarder of the present invention, firstly, the outer lever and inner lever are movable to the left and right around the main rail, and secondly, the outer lever and the inner lever are common. Connect with pins and set the levers to form an iron shape, and thirdly, l and z bars. Firstly, the retarder installation length can be used as a reference with the same amount of braking as the conventional example, and secondly, whether there is a sorting line or not, that is, the length between the vehicle contact limit and the turnout. It can be installed on curved sections and 100% of the effective length can be used. Thirdly, the wagon wheels can quickly pull the retarder toward the wheels at the retarder entrance, so the freight wagon does not slide sideways and the cargo can be stabilized. This will be explained in detail based on FIGS. 1 to 4.

内側制動腕１は枕木２に架設した支持台３を受は点とす
る内側制動腕端部１ａおよび主軌条４の底部４ａを受は
点とする内側制動腕突起部１ｂを具え、外側制動腕５（
工枕木２に架設した支持板６を受は点とする外側制動腕
端部５ａ、主軌条４の底部４ａを受げ点とする外側制動
腕突起部５ｂ、および主軌条４の底部４ａの干渉を避け
る凹部４ｃを具えており、内側制動腕１と外側制動腕５
は主軌条４の枕木間にかつ主軌条４の両ｇ、Ｑに対向し
て置かれ、軸ピン７を枢軸として回動自在に接続されて
いる。The inner brake arm 1 includes an inner brake arm end portion 1a having a support base 3 installed on a sleeper 2 as a support point, an inner brake arm protrusion portion 1b having a support point at the bottom 4a of the main rail 4, and an outer brake arm. 5(
Interference between the outer brake arm end portion 5a whose receiving point is the support plate 6 installed on the construction sleeper 2, the outer brake arm protrusion 5b whose receiving point is the bottom portion 4a of the main rail 4, and the bottom portion 4a of the main rail 4. The inner brake arm 1 and the outer brake arm 5 are provided with a recess 4c to avoid
is placed between the sleepers of the main rail 4 and facing both g and Q of the main rail 4, and is rotatably connected to the shaft pin 7 as a pivot.

前述の対をなす内側制動腕１と外側制動腕５は一定間隔
をへだてて所定の複数組が配設される。A predetermined plurality of sets of the above-described pairs of inner brake arms 1 and outer brake arms 5 are arranged at regular intervals.

内側制動量８と外側制動量９は前記複数の内側制動腕１
および外側制動腕５のそれぞれにまたがる制動量でその
頭部側面の内側制動量８と外側制動靴９０間隔は、車輪
の幅板下の一定間隔になるよう調整板１１を挾んでそれ
ぞれの制動腕頭部にボルト１２で締着されて（・る。The inner braking amount 8 and the outer braking amount 9 are the plurality of inner braking arms 1.
The amount of braking that spans each of the outer braking arms 5, and the distance between the inner braking amount 8 on the side of the head and the outer braking shoes 90, is determined by sandwiching the adjusting plate 11 between the adjusting plates 11 so that the spacing between the inner braking amount 8 on the side of the head and the outer braking shoes 90 is a constant distance under the width plate of the wheel. It is fastened to the head with bolt 12.

そして前述の内側制動量８の外側制動量９０両端は、車
（２）０の進尺進出の安定化のための案内角がつけられ
る。Both ends of the outside braking amount 90 of the aforementioned inside braking amount 8 are provided with a guide angle for stabilizing the advancement of the vehicle (2) 0.

側軌条１３は車輪フランジ１０ａが転動しうるように制
動量８の腹部に張り出させて固定し、案内軌条１４は片
側の軌条にリターダを配設した場合に他方の軌条の内側
に設けた案内軌条である。The side rails 13 are fixed so as to protrude from the abdomen of the braking amount 8 so that the wheel flange 10a can roll, and the guide rails 14 are provided inside the other rail when a retarder is provided on one rail. It is a guide rail.

前述のように構成したリターダにおいて、車輪１００幅
よりもせまく調整されている内側制動量８と外側制動量
９の摩擦部に車輪１０が強制的に割り込んでくると、内
側制動量８と外側制動量９の摩擦部は軌条４かも離れる
方向に押されるが、内側制動量８と外側制動量９を保持
している内側制動腕端部１ａと外側制動腕端部５ａは支
持台３および支持板６の上にあり高さ位置は変らないか
ら、外側制動腕５の凹部４ｃは軌条４の底部４ａの干渉
を避けつつ軸ピン１の位置は上方へ移動する。In the retarder configured as described above, when the wheel 10 forcibly cuts into the friction area between the inner braking amount 8 and the outer braking amount 9, which are adjusted narrower than the width of the wheel 100, the inner braking amount 8 and the outer braking amount The friction part of the amount 9 is also pushed in the direction away from the rail 4, but the inner brake arm end 1a and the outer brake arm end 5a, which hold the inner brake amount 8 and the outer brake amount 9, are pressed against the support base 3 and the support plate. 6 and the height position does not change, the position of the shaft pin 1 moves upward while the recess 4c of the outer brake arm 5 avoids interference with the bottom 4a of the rail 4.

従って内側制動量８と外側制動量９の摩擦部はそれぞれ
車輪１０の内面および外面に摩擦係合しつつその上方へ
移動し、車輪１０の幅まで押し開かれることになる。Therefore, the friction portions of the inner braking amount 8 and the outer braking amount 9 move upward while frictionally engaging with the inner and outer surfaces of the wheel 10, respectively, and are pushed open to the width of the wheel 10.

このとき内側制動量８の上方移動に伴なって側軌条１３
も上方へ移動するので、車輪１０のフランジ１０ａは側
軌条１３で受けらカフ、その踏面１０ｂは主軌条４を離
れ関連を断た力、るにいたり、側軌条１３上を車輪フラ
ンジ１０ａが転動することになる。At this time, as the inner braking amount 8 moves upward, the side rail 13
As the wheel flange 10a moves upward, the flange 10a of the wheel 10 is supported by the side rail 13, and its tread 10b leaves the main rail 4, causing a force that disconnects it, causing the wheel flange 10a to roll on the side rail 13. It will move.

第４図は他の実施例で車輪１０の踏面１０ｂと側軌条１
３の接触面が主軌条４０頭部の高さと同じになるように
側軌条１３を外側制動量９の腹部に固定し、側軌条１３
の側面が主軌条４に接触しないように主軌条４の頭部の
一部分を削除している。FIG. 4 shows another embodiment of the tread 10b of the wheel 10 and the side rail 1.
The side rail 13 is fixed to the abdomen of the outer braking amount 9 so that the contact surface of the main rail 40 is the same as the height of the head of the main rail 40.
A part of the head of the main rail 4 is removed so that the side surface of the main rail 4 does not come into contact with the main rail 4.

この場合車輪１０が内側制動量８と外側制動量９の間に
強制的に割り込んでくると前述の側軌条１３を内側制動
量８ｖｃ固定した場合と同様の動作をするが車輪１０の
踏面１０ｂは主軌条４の関連を断たれ、側軌条１３上を
転動することになる。In this case, when the wheel 10 is forcibly inserted between the inner braking amount 8 and the outer braking amount 9, it operates in the same way as when the side rail 13 is fixed to the inner braking amount 8vc, but the tread surface 10b of the wheel 10 The connection with the main rail 4 is cut off, and the rails roll on the side rails 13.

前述のような動作によって側軌条１３には車両の荷重Ｗ
が加わるので、内側制動靴８と外側制動靴９の摩擦部に
荷重Ｗとつり合う反力Ｐ およびＰ が起こり、動摩擦
係数なμとするとＰ μおよびＰ μが制動力となって
車輪１０に作用するので貨車は制動されることになる。Due to the above-described operation, the vehicle load W is applied to the side rail 13.
is applied, reaction forces P and P that balance the load W occur at the friction portion of the inner brake shoe 8 and the outer brake shoe 9, and if μ is the coefficient of dynamic friction, P μ and P μ act as braking force on the wheel 10. Therefore, the freight car will be braked.

ところで一般に車両がレール上を進行すると車輪の回転
摩擦により、車両の進行方向にレールを移動させようと
する切通力が働く。Generally, when a vehicle travels on a rail, rotational friction of the wheels causes a cutting force to move the rail in the direction of travel of the vehicle.

本考案のリターダにおいても貨車が進行して車輪１．０
が内側制動靴８と外側制動靴９を割り込んで車輪１０に
制動を与えると内側制動靴８および外側制動靴９は車輪
１０により切通力を受けることになり、リターダ全体が
貨車進行方向に切通力を受けることになるが、図示して
いない切通力阻止金具を主軌条底部に締着して制動腕の
切通を防止している。Also in the retarder of the present invention, the freight car advances and the wheels reach 1.0
When the inner brake shoe 8 and the outer brake shoe 9 intervene to apply braking to the wheel 10, the inner brake shoe 8 and the outer brake shoe 9 will receive a cutting force from the wheel 10, and the entire retarder will receive a cutting force in the direction of movement of the freight car. However, a cutting force blocking fitting (not shown) is fastened to the bottom of the main rail to prevent the brake arm from cutting through.

本考案のリターダにおいては貨車の重量にほぼ比例して
貨車の速度エネルギーは吸収されるが、実用化にあたっ
ては制動の途中での解除が要求されることがあり、この
ようなときは支持台３および支持板６と、内側制動腕端
部１ａおよび外側制動腕端部５ａの接触部の位置を下げ
ることで解決しうるが、これには油圧シリンダまたはカ
ム装置を使用することにより容易に達成しうる。In the retarder of the present invention, the velocity energy of the freight car is absorbed in approximately proportion to the weight of the freight car, but in practical use, it may be required to release the brake midway through the braking, and in such cases, the support stand 3 This problem can be solved by lowering the position of the contact between the support plate 6, the inner brake arm end 1a, and the outer brake arm end 5a, but this can be easily achieved by using a hydraulic cylinder or a cam device. sell.

以上述べたように本考案の車輪に従動するリターダによ
れば、軌条の直線部および曲線部、軌条の片側および両
側、いずれの場合でも設置が可能となり、貨車操車場に
おいて分軌器と貨車の接触限界までの曲線部にも設置で
き、仕分線の有効長をリターダの設置により短縮される
ことがなくなり、また貨車に対する衝撃も従来のリター
ダよりも少ないので積荷の荷くずれがなくなる等の効果
を有している。As described above, the wheel-driven retarder of the present invention can be installed on straight or curved sections of the rail, on one side or both sides of the rail, and can be installed on either the straight or curved section of the rail, or on one side or both sides of the rail. It can be installed even on curved sections up to the contact limit, the effective length of the sorting line will not be shortened by installing a retarder, and the impact on freight cars is less than that of conventional retarders, so it has the effect of eliminating cargo shifting. have.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本考案の無制動時の軌条端より見た縦断面図、
第２図は第１図制動時の縦断面図、第３図は第１図の平
面図、第４図は制動靴と側軌条との関係を示す他の実施
例の縦断面図である。 １・・・・・・内側制動腕、１ａ・・・・・・内側制動
腕端部、１ｂ・・・・・・内側制動腕突起部、２・・・
・・・枕木、３・・・・・・支持台、４・・・・・・主
軌条、５・・・・・・外側制動腕、５ａ・・・・・・外
側制動腕端部、５ｂ・・・・・・外側制動腕突起部、６
・・・・・・支持板、７・・・・・・軸ピン、８・・・
・・・内側制動靴、９・・・・・・外側制動靴、１０・
・・・・・車輪、１３・・・・・個］軌条。Figure 1 is a longitudinal cross-sectional view of the present invention seen from the rail end when no braking is performed.
2 is a longitudinal sectional view of the brake shown in FIG. 1 during braking, FIG. 3 is a plan view of FIG. 1, and FIG. 4 is a longitudinal sectional view of another embodiment showing the relationship between the braking shoe and the side rails. 1...Inner brake arm, 1a...Inner brake arm end, 1b...Inner brake arm protrusion, 2...
...Sleeper, 3...Support stand, 4...Main rail, 5...Outer brake arm, 5a...Outer brake arm end, 5b・・・・・・Outer brake arm protrusion, 6
...Support plate, 7...Axis pin, 8...
...Inner brake shoes, 9...Outer brake shoes, 10.
...wheels, 13...] rails.

Claims (1)

【実用新案登録請求の範囲】[Scope of utility model registration request] 内側支持台を滑動する滑動自在な端部と主軌条底部に係
合する突起部と外側制動腕を連結する軸ピン穴を有する
内側制動腕と、外側支持板を滑動する滑動自在な端部と
主軌条底部に係合する突起部と主軌条の干渉を避ける凹
部と内側制動腕を連結する軸ピン穴とを有する外側制動
腕とを、主軌条の両側に並行して枕木間に架設した内側
支持台および外側支持板を介して枕木間に主軌条をはさ
んで複数組対向配設し、前記内側制動腕および外側制動
腕の頭部に内側制動靴および外側制動靴をそれぞれ締着
すると共に前記内側制動靴および外側制動靴の一方の腹
部に側軌条を固定し、前記内側制動靴と外側制動靴の間
隔が車輪幅以下の一定間隔を保持して前記内側制動靴と
前記外側制動靴の軸ピン穴を軸ビンにて連結し軸ピンを
枢軸として前記内側制動腕および外側制動腕が回動自在
となる自重カーリターダ。A slidable end that slides on the inner support plate, a protrusion that engages with the main rail bottom, an inner brake arm that has a shaft pin hole that connects the outer brake arm, and a slidable end that slides on the outer support plate. The inner side is constructed between sleepers in parallel to both sides of the main rail, with an outer brake arm having a protrusion that engages with the bottom of the main rail, a recess to avoid interference with the main rail, and a shaft pin hole that connects the inner brake arm. A plurality of pairs of sleepers are arranged facing each other with the main rail interposed between the sleepers via a support stand and an outer support plate, and an inner brake shoe and an outer brake shoe are respectively fastened to the heads of the inner brake arm and the outer brake arm. A side rail is fixed to the abdomen of one of the inner braking shoe and the outer braking shoe, and the inner braking shoe and the outer braking shoe are kept at a constant distance equal to or less than the wheel width. A self-weight car retarder in which the shaft pin holes are connected by a shaft pin, and the inner brake arm and the outer brake arm are rotatable about the shaft pin as a pivot.