JP2008201145A - Connecting part structure for rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a connecting part structure for rolling stock capable of reducing air resistance and air noise by covering the whole periphery of a vehicle body connecting part with outer bellows and of effectively suppressing vibration of vehicle bodies. <P>SOLUTION: The connecting part structure for the rolling stock for connecting the plurality of vehicle bodies 11, 12 is provided with the outer bellows 13 continuously provided in end face both side edge parts and a roof edge part between the connected vehicle bodies 11, 12 and comprising an elastic member and with a damper device 16 provided inside the outer bellows 13 and hung between the end face of one vehicle body and the end face of the other vehicle body. Due to the rigidity of the outer bellows 13 and the damping force of the damper device 16, preset rigidity between the vehicle bodies 11, 12 is secured. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a connecting part structure of a railway vehicle, and more particularly to a connecting part structure of a railway vehicle provided with an outer hood that covers a connecting part between vehicle bodies of a railway vehicle that connects a plurality of vehicle bodies and travels at high speed.

In the outer hood that covers the connection between the vehicle body and the vehicle body of a railway vehicle that travels at high speed, it is desirable to reduce the air resistance and aerodynamic noise, and to smoothly connect the connection part between the vehicle body and the vehicle body in order to prevent noise generation. At the same time, there is a demand for expansion / contraction recovery and expansion / contraction durability that can withstand displacement when the vehicle passes through the curved portion. For this reason, a split hood structure with a ceiling part, a side part and a floor part on the connecting part's face is proposed, and an outer hood composed of a polymer synthetic sponge bonded to the outer sheet, the inner sheet and the inner and outer sheets is proposed. (For example, refer to Patent Document 1). It is also known to provide a damper device between the connected vehicle bodies to increase rolling rigidity and left-right rigidity in order to suppress vibrations and fluctuations of the vehicle body (see, for example, Patent Document 2).
JP 2004-268604 A JP 2000-302038 A

  However, if the outer hood is continuously provided from the ceiling to both sides, the damper and link interfere with the outer hood in the conventional general damper device, and it is difficult to install the damper device inside the outer hood. Met. For this reason, it is conceivable to increase the rigidity of the outer hood and secure the rigidity between the bodies with the outer hood without providing a damper device. When this happens, there is a problem that a large load is applied between the vehicle bodies, which deteriorates the ride comfort and causes wheel weight loss.

  Therefore, the present invention provides a connecting part structure for a railway vehicle that covers the entire periphery of the vehicle body connecting part with an outer hood to reduce air resistance and aerodynamic noise and can effectively suppress vibration of the car body. It is aimed.

  In order to achieve the above-mentioned object, the connecting part structure of a railway vehicle of the present invention is a connecting part structure of a railway vehicle in which a plurality of vehicle bodies are connected, and is continuous with both side edges and the roof edge of the end face between the two connected car bodies. And an outer hood made of an elastic body, and a damper device spanned between the end face of one vehicle body and the end face of the other vehicle body inside the outer hood. In particular, the outer hood has rigidity that does not vibrate due to wind pressure when the vehicle travels, and has elasticity that can be deformed following the displacement between the vehicle bodies, and the rigidity of the outer hood and the A predetermined rigidity between the vehicle bodies is ensured by the damping force of the damper device.

  Further, in the above-described configuration, the connecting part structure of the railway vehicle according to the present invention is a roll damper in which the damper device attenuates vibration in the rolling direction of the vehicle body, and the expansion / contraction direction of the damper in the damper device is a vertical direction, or It is characterized by being arranged in an inclined state with respect to the vertical direction.

  According to the connecting part structure of the railway vehicle of the present invention, the rigidity of the outer hood provided between the connected vehicle bodies is minimized, and a certain degree of rigidity between the vehicle bodies is obtained by the outer hood, and the rigidity that the outer hood alone is insufficient. By supplementing with a damper device provided between the vehicle bodies, the rigidity between the vehicle bodies can be secured and the vibration of the vehicle bodies can be reduced while reducing wind noise during traveling.

  FIG. 1 to FIG. 3 show an example of a connecting part structure of a railway vehicle according to the present invention. FIG. 1 is a sectional view taken along line II in FIG. 2, FIG. 2 is a side view, and FIG. It is -III sectional drawing. FIG. 4 is a front view of the body surface of the vehicle body showing another embodiment.

  An outer hood 13 is continuously provided over both side edges and the roof edge of the end face at the connecting portion of the railway vehicle bodies 11 and 12 connected by the connecting means. A hood 15 is provided. A pair of left and right damper devices 16, 16 are provided between the outer hood 13 and the inner hood 15, and a vehicle body yaw damper 17 is provided at each hem.

  The hood member 13a of the outer hood 13 has a required minimum rigidity so as not to vibrate due to wind pressure during traveling, and can be deformed following the displacement of both the vehicle bodies 11, 12 when passing a curve or the like. Any material and structure can be used as long as they have elasticity. For example, it is described in Patent Document 1 (Japanese Patent Laid-Open No. 2004-268604), Japanese Patent Laid-Open No. 2001-301615, and the like. It is possible to use a covered hood member. Further, fixing members 13b and 13b are integrally provided on both sides of the hood member 13a by fixing means such as adhesion. On the other hand, hood mounting members 18 and 18 are continuously provided on both side edge portions and roof edge portions of the end faces of the vehicle bodies 11 and 12, and the fixing member 13 b is connected to the hood mounting member 18 with bolts 19. Each is fixed.

  The outer hood 13 attached so as to cover the connecting portions of the vehicle bodies 11 and 12 in this manner is formed so that the outer surface including the attachment members is smooth with the side surfaces of the vehicle body and the roof surface. The air resistance and aerodynamic noise at the time are reduced to prevent noise generation, and the two vehicle bodies 11 and 12 are connected by the outer hood 13. Vertical vibration and swinging are suppressed to some extent.

  The damper devices 16, 16 supplement the rigidity between the vehicle bodies 11, 12 that is insufficient in the outer hood 13, particularly the rigidity in the rolling direction, and the rigidity of the outer hood 13 and the rigidity of the damper devices 16, 16 ( The optimal rigidity between the vehicle bodies 11 and 12 is ensured by the vibration suppression effect. In the damper device 16, one end of the damper 16 a is attached to a damper bracket 11 a provided on the end face of one vehicle body 11, and the other end of the damper 16 a is attached to a bracket 12 a provided on the end face of the other vehicle body 12. . Further, by positioning a bracket located below each bracket 11a, 12a on the outer side in the vehicle width direction, the expansion / contraction direction of the damper 16a is inclined with respect to the vertical direction, and the expansion / contraction direction of the damper 16a is a straight line passing through the roll rotation center. The rolling suppression effect is improved by arranging in a “C” shape so as to face the direction perpendicular to the direction.

  By combining the outer hood 13 and the damper device 16 in this way, the optimum rigidity between the vehicle bodies 11 and 12 can be easily ensured by appropriately selecting the rigidity of the damper device 16. In addition, by reducing the rigidity of the outer hood 13 to the minimum necessary so as not to vibrate when traveling, the load applied to the vehicle bodies 11 and 12 when passing through a curve can be reduced, the ride comfort is deteriorated, and wheel load loss occurs. There is nothing to do. Furthermore, since the outer hood 13 does not require high rigidity, the weight can be reduced, and the damper device 16 is auxiliary, so that the damper 16a can be small and light, and the vehicle body The weight hardly increases and the center of gravity does not increase.

  The installation position of the damper device 16 is arbitrary as long as it is inside the outer hood 13, and may be set in consideration of the fitting of the body part of the vehicle body. Further, in the present embodiment, the pair of dampers 16a are arranged in a “C” shape at symmetrical positions, but as shown in FIG. 4, the pair of dampers 16a can be arranged in the vertical direction. Furthermore, it is possible to combine a large number of dampers, for example, a left-right motion damper or the like can be provided. An outer hood may be provided at the lower part of the wife surface.

  FIG. 5 shows experimental results for confirming the effect of the present invention, and is a diagram showing the vehicle body roll angular velocity in a vehicle that is traveling at a high speed in the same position in a straight section (an intermediate vehicle that is being knitted). In FIG. 5, (A) is when the outer hood and damper device are not installed, (B) is when only the outer hood is installed, and (C) is 5 kN · s / cm arranged in the state shown in FIG. When the damper and the outer hood are combined, (D) also shows the case where the damper and the outer hood of 1 kN · s / cm are combined.

  From this result, in (A), the vehicle body roll angular velocity was about 2 ° / sec, and in the case where only the outer hood of (B) was provided, it was only slightly reduced, but the combination of the outer hood and the damper device was used. In (C) and (D), the roll angular velocity is greatly reduced, and it can be seen that the ride comfort is improved as compared with the conventional case.

It is II sectional drawing of FIG. It is a side view which shows one example of a connection part structure of the railway vehicle of this invention. FIG. 3 is a sectional view taken along line III-III in FIG. 2. It is a front view of the vehicle body wife surface which shows the other example of this invention. It is a figure which shows the result of having calculated | required the vehicle body roll angular velocity.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11, 12 ... Vehicle body, 11a, 12a ... Damper bracket, 13 ... Outer hood, 13a ... Top member, 13b ... Fixed member, 14 ... Through passage, 15 ... Inner hood, 16 ... Damper device, 16a ... Damper, 17 ... Vehicle body Yaw damper, 18 ... Top mounting member, 19 ... Bolt

Claims (6)

  In a connecting part structure of a railway vehicle in which a plurality of vehicle bodies are connected, an outer hood comprising an elastic body continuously provided on both side edges and a roof edge of the end face between the connected vehicle bodies, and an inner side of the outer hood A connecting structure for a railway vehicle, comprising a damper device spanned between the end face of one vehicle body and the end surface of the other vehicle body.   2. The connecting portion of a railway vehicle according to claim 1, wherein the outer hood has rigidity that does not vibrate due to wind pressure during traveling of the vehicle, and has elasticity that can be deformed following displacement between vehicle bodies. Construction.   The connecting structure for a railway vehicle according to claim 1 or 2, wherein a predetermined rigidity between the vehicle bodies is secured by the rigidity of the outer hood and the damping force of the damper device.   4. The railway vehicle connecting portion structure according to claim 1, wherein the damper device is a roll damper that attenuates vibration in a rolling direction of a vehicle body. 5.   The railcar connecting portion structure according to any one of claims 1 to 4, wherein the damper device is arranged such that the expansion and contraction direction of the damper is directed in a vertical direction.   The railcar connecting portion structure according to any one of claims 1 to 4, wherein the damper device is arranged in a state in which a damper expansion / contraction direction is inclined with respect to a vertical direction.

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