JP2019059399A - Mounting structure of coupler - Google Patents

Abstract

To prevent deformation of an underframe, damage of a coupler, and the like when external energy opposite to a traveling direction is applied to a railway vehicle.SOLUTION: A mounting structure 10 of a coupler includes a buffer device 12 to which a coupler 50 is connected through a plurality of buffer members 14 overlapped with one another in a longitudinal direction of a railway vehicle, a coupling member 20 having a base part 22 inserted between the plurality of buffer members 14 and a protruding part 24, which protrudes above the buffer members 14 from the base part 22 and is pivotally mounted on two middle beams 60, and at least one damper member 30 in which one end 32 is pivotally mounted on the protruding part 24 and the other end 34 is pivotally mounted on an end beam 54. Therefore, since external energy is absorbed by the buffer device 12 and the at least one damper member 30 and then remaining external energy is released to the end beam 54 even when the external energy opposite to the traveling direction is applied, the deformation of an underframe, the damage of the coupler 50, and the like can be prevented.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a mounting structure of a coupler in an underframe of a railway vehicle.

  Conventionally, various safety measures have been applied to rail vehicles, and among them, there are a wide variety of safety measures that assume that external energy opposite to the traveling direction of the rail vehicle is added to the rail vehicle There is something. For example, couplers that connect railway cars are often connected to the underframe via a shock absorber so as to absorb external energy that is applied in the direction opposite to the traveling direction of the rail cars, and others There is one in which measures are taken to the vehicle body structure of the vehicle (see Patent Document 1). As an example, FIG. 4 schematically shows the conventional connector mounting structure 100 from the side, with the right direction in the drawing being the traveling direction of the railway vehicle. As shown in FIG. 4 (a), the conventional connector mounting structure 100 is a pin joint having two connection pins 72 and 74 disposed orthogonally to a shock absorber 112 mounted on a frame 52. A connector 50 is connected via 70.

JP, 2016-222195, A

  Here, when external energy in the direction opposite to the traveling direction is applied to a railway vehicle provided with the above-described conventional connector mounting structure 100, first, the adjacent vehicle positioned in the forward direction with respect to the coupler 50 External energy is transmitted. In this case, when external energy that can not be absorbed by the shock absorber 112 is applied to the coupler 50 from the side (right side in FIG. 4) opposite to the traveling direction of the railway vehicle, for example, as shown in FIG. It is assumed that That is, since the coupler 50 and the shock absorber 112 are located below the frame 52, external energy that can not be absorbed by the shock absorber 112 is allowed to escape to the frame 52 above the shock absorber 112. As a result, the frame 52 may be deformed upward while rotating the pin joint 70 upward with the connection pin 72 as the rotation axis. Such a deformation of the underframe 52 may affect a crew room and a passenger room installed on the underframe 52, and therefore, should be avoided as much as possible. Furthermore, the case where the coupler 50 is broken, or the case where the coupler 50 is dropped from the frame 52 together with the shock absorber 112 are also assumed.

  This invention is made in view of the said subject, and the place made into the objective prevents the deformation of an underframe, the breakage of a coupler, etc., when the external energy opposite to a direction of movement is added to a rail vehicle. It is to do.

(Aspects of the Invention)
The following aspects of the invention illustrate the configuration of the present invention and are described in sections to facilitate understanding of the various configurations of the present invention. Each section is not intended to limit the technical scope of the present invention, and some of the components of each section may be replaced, deleted, or any of the other while taking into consideration the best mode for carrying out the invention. What added the component of the above can also be included in the technical scope of the present invention.

  (1) An end beam disposed at the longitudinal end of the railway vehicle and extending in the width direction of the railway vehicle, and extending from the back of the end beam in the longitudinal direction of the railway vehicle and having the width direction center of the railway vehicle A mounting structure of a coupler in a frame of a railway vehicle, comprising: two middle beams arranged symmetrically as a reference, the coupler located below the end beams being supported by the two middle beams A plurality of buffer members provided between the two middle beams in the vicinity of the end beams, the buffer members being overlapped in the longitudinal direction of the railway vehicle, and the coupler being connected via the buffer members Shock absorber, a base inserted between the plurality of buffer members, and a protruding portion projecting from the base to the upper side of the buffer member, the protruding portion being pivotally attached to the two middle beams And the other end of the projecting portion is pivoted to a position above the pivoting portion of the projecting portion relative to the two middle beams With the other end is axially deposited to the end beam, the mounting structure of the connector including at least one damper member (claim 1).

  The attachment structure of the coupler described in the present section includes a shock absorber, a coupling member, and at least one damper member, and the shock absorber includes a plurality of shock absorbers. The plurality of buffer members are provided between the two middle beams that form the underframe, in the vicinity of the end beams that similarly form the underframe (in other words, in the vicinity of the longitudinal direction end of the railway vehicle). It is superimposed on the longitudinal direction of the vehicle. Also, the shock absorber is connected with a connector located below the end beam via a plurality of shock absorbing members. That is, the coupler is attached to the frame via a shock absorber. The connecting member has a base and a projecting portion, and the projecting portion projecting above the buffer from the base is pivoted to the two center beams when the base is inserted between the plurality of buffer members of the shock absorber. It is worn.

  In addition, at least one damper member is pivotally mounted at one end thereof above the bearing portion of the projecting portion of the coupling member to the two middle beams, and the other end is pivoted to the end beam It is worn. That is, the connector and the damper member are connected via the shock absorber and the connection member. Here, the damper member is configured to be able to expand and contract along the extending direction to absorb kinetic energy, for example, using an elastic body such as rubber, a gas damper, hydraulic pressure The damper of a formula, a plastic damper, etc. are mentioned. Also, the plurality of buffer members of the buffer device similarly absorb kinetic energy, and examples thereof include those utilizing an elastic body such as rubber, etc. However, as long as the base of the connecting member can be inserted, the conventional You may utilize the buffer member with which the buffer apparatus is equipped.

  According to the above-described configuration, when the external energy opposite to the traveling direction of the railway vehicle is applied to the coupler, the mounting structure of the coupler described in the present section first provides a shock absorber to which the coupler is connected. External energy is transmitted to the plurality of buffer members of At this time, the coupler is displaced in the direction opposite to the traveling direction of the railway vehicle, and the plurality of buffer members are displaced while being compressed in the direction opposite to the traveling direction of the railway vehicle and absorb external energy. Furthermore, the plurality of buffer members being compressed and displaced, the connection member pivotally attached to the middle beam is such that the base inserted between the plurality of buffer members is inclined in the direction opposite to the traveling direction of the railway vehicle A portion of the projecting portion above the bearing with respect to the center beam is pivoted about the bearing with respect to the center beam as a rotation axis in a manner such that a portion above the bearing with respect to the center beam tilts in the traveling direction of the railway vehicle.

  At this time, the at least one damper member axially attached to both the connecting member and the end beam extends in the extending direction because the projecting portion of the connecting member is inclined in the traveling direction of the railway vehicle, that is, the direction of the end beam. Absorbs external energy while being compressed. Furthermore, the remaining external energy is transmitted to the end beam on which the damper member is pivoted. Therefore, even if external energy in the direction opposite to the traveling direction is applied to the railway vehicle, the mounting structure of the coupler described in the present paragraph can receive external energy by both the shock absorber and at least one damper member. After absorption, the remaining external energy is released to the end beams constituting the frame, thereby preventing deformation of the frame, breakage of the coupler, and the like.

  (2) In the above item (1), each of the two middle beams includes a connector receiver that protrudes below the lower end of a portion of the middle beam having a predetermined width in the height direction, The shock absorber is disposed between the coupler receivers of the two middle beams, and the at least one damper member is provided by the upper and lower ends of the portion having the predetermined width of the two middle beams. A mounting structure of the connector extending at a height position within a defined height direction area (claim 2).

  The mounting structure of the coupler described in this section is one in which the shock absorber is disposed between the coupler receiving of two middle beams, and the coupler receiver is formed of a height of each of the two middle beams. It is a part which protrudes below rather than the lower end of the part which has predetermined width in a longitudinal direction. That is, each middle beam has a structure including a portion having a predetermined width in the height direction and a coupler receiver protruding downward from the lower end of this portion, and the shock absorber and the coupler connected thereto are , And is located below the portion of the middle beam having a predetermined width in the height direction. Furthermore, at least one damper member extends at a height within a region in the height direction defined by the upper end and the lower end of the two middle beams at a portion having a predetermined width. The end beam to which the other end is pivotally mounted will also be located in such a height direction area. In addition, not only the end beams and the mid beams, but also other members such as side beams constituting the underframe are usually located in the area in the height direction as described above.

  To this end, a connector extending longitudinally of the rail vehicle below the end beam, a shock absorber connected to the connector and disposed between two middle beam connector receivers, and a plurality of shock absorbers The connecting member whose base is inserted between the buffer members and the projecting portion protrudes above the buffer member, and the projecting portion and end of the connecting member at the height position within the height direction area defined as described above In this embodiment, at least one damper member connecting between the beam and the beam is disposed substantially in a U shape in a side view. With such a configuration, when external energy opposite to the traveling direction of the railway vehicle is applied to the connector, the external energy is absorbed by the shock absorber and the at least one damper member, and at the same time, the damper member As a result, the damper member is distributed along the entire underframe located in the above-described height direction area, including the end beam to which the damper member is pivotally attached. For this reason, deformation of the underframe, breakage of the coupling, and the like can be prevented more efficiently, and in particular, a situation where the underframe is deformed upward can be avoided.

(3) In the above (1) and (2), in the connection member, both ends of the pin inserted into the projecting portion are pivotally supported in shaft holes formed in each of the two middle beams. The shaft holes of the two middle beams are formed into an oval shape whose opening width in the longitudinal direction of the railway vehicle is larger than the diameter of the pin. Mounting structure of the connector (claim 3).
In the mounting structure of the coupler described in the present paragraph, the coupling member is supported in such a manner that both ends of the pin inserted into the projecting portion of the coupling member are pivotally supported in the axial holes formed in each of the two middle beams. It is pivotally attached to the two middle beams. And the axial hole provided in the two inside beams has formed the oval shape whose opening width of the longitudinal direction of a rail vehicle is larger than the diameter of the pin penetrated by the protrusion site | part. That is, the pin for pivoting the connecting member to the center beam is pivotally supported in the shaft hole of the center beam with play in the longitudinal direction of the railway vehicle.

  Here, when the rail car travels, the traveling direction of the rail car and a slight energy in the direction opposite to the traveling direction are irregularly added to the coupler connecting the cars, and such a small amount of energy Absorbed by a shock absorber. At this time, the plurality of buffer members of the shock absorber are slightly compressed in the direction in which the energy is applied. Therefore, the connecting member in which the base is inserted between the plurality of buffer members is pivotally attached to the center beam with play in the longitudinal direction of the railway vehicle, so that the connecting member becomes the railway vehicle with compression of the buffer members. It is displaced in the longitudinal direction. For this reason, absorption of slight energy by the shock absorber during traveling of the railway vehicle can be smoothly performed without being hindered by the connecting member. When external energy that can not be absorbed by the shock absorber is applied to the connector from the opposite direction to the direction of travel of the railway vehicle, the pin inserted into the projecting portion of the connecting member is an oval. After moving the shaft hole of the beam to the end opposite to the traveling direction of the railway vehicle, the pivoting of the connecting member with the pin as the rotation axis is started.

(4) In the above (1) to (3), the end beam has a surface portion extending in the width direction of the railway vehicle while having a predetermined width in the height direction, and the at least one damper A mounting structure of a connector in which a member is pivotally attached to the back surface of the surface portion of the end beam (claim 4).
In the mounting structure of the coupler described in this section, the end beam constituting the underframe has a surface portion extending in the width direction of the railway vehicle while having a predetermined width in the height direction, and the back surface of this surface portion In contrast to this, at least one damper member is pivotally mounted. Therefore, a part of the external energy applied in the direction opposite to the traveling direction of the rail vehicle can be more effectively dissipated to the end beam having the surface portion spreading in the width direction and the height direction of the rail vehicle .

(5) In the above (1) to (4), a connection including two of the damper members, the two damper members extending in a manner to be separated from each other in the width direction of the railway vehicle as the end beam is approached. Mounting structure of the container (claim 5).
The attachment structure of the coupler described in the present paragraph includes one damper member by including two damper members extending in a manner to be separated from each other in the width direction of the railway vehicle as the end beam is approached. Compared to the case, it absorbs more external energy, and part of the external energy is dispersed in the width direction of the railway vehicle and escapes to the end beam.

(6) The coupler according to the above (4) or (5), wherein an anti-climber is provided on the surface of the end beam opposite to the position where the at least one damper member is pivoted. Mounting structure (claim 6).
The mounting structure of the coupler described in the present paragraph is to prevent the riding event between the railway cars by providing the anti-climbers on the end beams. Furthermore, since the anti-climber is provided on the surface of the end beam opposite to the position at which at least one damper member is pivoted, the anti-climber is interposed from the direction opposite to the traveling direction of the railway vehicle. External energy that is applied and external energy that is applied via the coupler are offset by the connecting structure from the coupler to the anti-climer via the shock absorber, the connecting member and the damper member. As a result, deformation of the underframe, breakage of the coupling, and the like can be more effectively prevented, and in turn, the size of the anti-climer can be reduced.

  Since the present invention is configured as described above, it is possible to prevent the deformation of the underframe, the breakage of the coupler, and the like even when the external energy in the direction opposite to the traveling direction is applied to the railway vehicle. .

It is a perspective view which shows typically the attachment structure of the coupler which concerns on embodiment of this invention. It is the cross-sectional perspective view which fractured | ruptured the principal part of the attachment structure of the coupler shown in FIG. 1 in the vertical surface which passes along the width direction center of a rail vehicle. It is an image figure showing a state of timing before and behind external energy opposite to a direction of movement of a rail car is added to a mounting structure of a coupler concerning an embodiment of the invention from a side. It is an image figure showing the state of timing before and behind external energy opposite to the direction of movement of a rail car is added to the conventional attachment structure of a coupler from the side.

Hereinafter, a mode for carrying out the present invention will be described based on the attached drawings. Here, the same portions as or the corresponding portions to the prior art are omitted from detailed description, and the same portions or the corresponding portions are denoted by the same reference numerals throughout the drawings.
FIGS. 1 and 2 schematically show a connector mounting structure 10 according to an embodiment of the present invention. In FIGS. 1 and 2, for convenience of explanation, only one end beam 54 and a part of two middle beams 60 (60A, 60B) among a plurality of members constituting the underframe 52 of the railway vehicle The illustration of the other members constituting the underframe 52 is omitted. Moreover, the code | symbol x, y, z shown in FIG.1 and FIG.2 has each shown the longitudinal direction of the rail vehicle, the width direction, and the height direction.

  First, with reference to FIG. 1 and FIG. 2, the structure of the end beam 54 and the two middle beams 60 provided with the attachment structure 10 of a coupler is demonstrated. The end beam 54 is disposed at an end in the longitudinal direction x of the railway vehicle and extends in the width direction y of the railway vehicle, and in the illustrated example, includes the surface portion 56 having a predetermined width in the height direction z The cross section in the extending direction is U-shaped. Further, the two middle beams 60 extend from the back surface of the end beam 54 in the longitudinal direction x of the railcar, and are disposed symmetrically with respect to the center in the width direction y of the railcar. Each of the middle beams 60A, 60B includes a portion 62 having a predetermined width in the height direction z, and a coupler receiver 64 projecting downward from the lower end of the portion 62, and the upper portion of the coupler receiver 64. On the side, an axial hole 66 for pivotally supporting a pin 26 described later is provided. The axial hole 66 has an oval shape in which the opening width in the height direction z is substantially equal to the diameter of the pin 26 and the opening width in the longitudinal direction x of the railway vehicle is larger than the diameter of the pin 26. In the illustrated example, the upper surface of the end beam 54 and the upper surfaces of the two middle beams 60 extend substantially horizontally at the same height position, and the surface portion 56 of the end beam 54 and the two middle beams 60 The portions 62 have substantially the same width in the height direction z.

  On the other hand, the connector mounting structure 10 according to the embodiment of the present invention is a shock absorber 12 to which the connector 50 is connected, and a connection that is inserted into the shock absorber 12 and is axially attached to the two middle beams 60. A member 20 and two damper members 30 (30A, 30B) axially attached to both the connecting member 20 and the end beam 54 are provided. The shock absorber 12 is disposed between the coupler receivers 64 of the two middle beams 60, and the end of the coupler 50 extending in the longitudinal direction x of the railway vehicle below the end beams 54 In the example, they are connected via a pin joint 70 having two connection pins 72 and 74 arranged orthogonally. The shock absorbing device 12 includes a plurality of shock absorbing members 14 superimposed in the longitudinal direction x of the railway vehicle, and the plurality of shock absorbing members 14 are configured to receive kinetic energy of the coupler 50 in the longitudinal direction x of the railway vehicle. It is done. Each of the buffer members 14 has a structure that absorbs kinetic energy including an elastic body such as rubber, and in the illustrated example, a plurality of plate-like buffer members 14 are disposed on both sides of the connection member 20. There is. The connection between the connector 50 and the shock absorber 12 may use a joint member other than the pin joint 70, and if the plurality of buffer members 14 are disposed on both sides of the connection member 20, the number and The shape is arbitrary.

  The connecting member 20 includes a substantially plate-like base 22 inserted between the plurality of shock absorbing members 14 of the shock absorber 12 and a projecting portion 24 projecting upward from the base 22 to the plurality of shock absorbing members 14. . A pin 26 is inserted into the projecting portion 24, and the pin 26 is pivotally supported in an oblong axial hole 66 provided in the two middle beams 60 as described above. The connecting member 20 is pivotally attached to 60. Furthermore, one end 32 of the two damper members 30 is pivotally attached to the projecting portion 24 at a position near the center of the rail vehicle in the width direction y above the insertion position of the pin 26.

  Each of the two damper members 30 (30A, 30B) is pivotally attached at one end 32 to the projecting portion 24 of the connecting member 20 as described above, and the other end 34 is pivotally attached to the back surface 56a of the surface 56 of the end beam 54. It is done. The two damper members 30 move from one end 32 located substantially at the center of the rail vehicle in the width direction y toward the other end 34 pivotally attached to the end beam 54 in the width direction y of the rail vehicle It extends substantially horizontally as it leaves. The back surface 56a of the surface 56 of the end beam 54 is provided with two protrusions 56b (see FIG. 3) which project in parallel with the extension direction of each of the two damper members 30. The other end 34 of the damper member 30 is pivotally attached to each.

  The two damper members 30 are the upper ends of a portion 62 having a predetermined width in the height direction z of the two middle beams 60, and a surface portion 56 having a predetermined width in the height direction z of the end beam 54. And extends at a height position within the area A in the height direction z defined by the lower end and the lower end (see FIG. 3). Each of the damper members 30 is configured to absorb kinetic energy by expanding and contracting in the extending direction, and various dampers such as a gas type and a hydraulic type are used. The number of damper members 30 is not limited to two, and may be one or three or more. For example, when the number of damper members 30 is one, it is provided so as to pass through the approximate center position in the width direction y of the railcar.

Furthermore, as can be seen in FIGS. 1 and 3, the connector mounting structure 10 is provided with a projection 56b of the surface 56 of the end beam 54 on which the other end 34 of the damper member 30 is pivoted. On the opposite side, an anti-climber 40 is provided. That is, in the present embodiment, the anti-climbers 40 are provided at two locations corresponding to the axial attachment positions of the two damper members 30, and for example, in the case of one damper member 30, the one damper member An anti-climer 40 is provided at one position corresponding to the 30 shaft attachment positions.
Note that the coupler attachment structure 10 shown in FIGS. 1 and 2 is illustrated only for one end in the longitudinal direction x of the railway vehicle, and one having the same configuration as those shown in FIGS. , At the other end of the longitudinal direction x of the railway vehicle.

  Subsequently, with reference to FIG. 3, the connector mounting structure 10 in the case where external energy in the direction opposite to the traveling direction is applied to a railway vehicle provided with the connector mounting structure 10 according to the embodiment of the present invention. The state of FIG. 3A shows a state before external energy in the direction opposite to the traveling direction is applied, and FIG. 3B shows a state in which external energy in the direction opposite to the traveling direction is applied. In FIG. 3, the longitudinal direction x of the railcar corresponds to the left and right direction in the drawing, and the traveling direction of the railcar is described as the right direction in the drawing.

  When external energy opposite to the traveling direction of the railcar is applied, first, kinetic energy directed leftward in the drawing is transmitted to the connector 50 from the adjacent vehicle located forward in the traveling direction (right side in the drawing). Then, as shown in FIG. 3 (b), while the coupler 50 is displaced in the left direction in the figure, the plurality of buffer members 14 of the shock absorber 12 are compressed in the left direction in the figure via the pin joint 70. And displacing. At this time, a part of kinetic energy is absorbed by the plurality of buffer members 14 of the shock absorber 12. Further, in the connecting member 20 inserted between the plurality of shock absorbing members 14 in response to the compression and displacement of the plurality of shock absorbing members 14, the pin 26 inserted into the projecting portion 24 has an oval shape of the middle beam 60. After being displaced in the left direction in the figure until it strikes the end on the left side in the figure of the shaft hole 66, the pin 26 is turned clockwise in the figure with the pin 26 as the rotation axis. Then, the damper member 30 axially attached to the connection member 20 receives kinetic energy in the right direction in the drawing from the connection member 20, and is compressed along the extending direction (right direction in the drawing). At this time, part of kinetic energy is absorbed by the damper member 30. Furthermore, the remaining kinetic energy is transmitted from the damper member 30 to the end beam 54 on which the other end 34 of the damper member 30 is pivoted.

  On the other hand, the anti-climer 40 provided on the end beam 54 contacts the anti-climer 40 provided on the adjacent vehicle located forward in the traveling direction, and via both the coupler 50 and the anti-climer 40 The case where external energy opposite to the traveling direction of the light is applied will be described. In this case, in addition to the above-described state, kinetic energy directed to the left in the drawing is further transmitted through the anti-climer 40. Then, on the back surface 56 a of the surface 56 of the end beam 54 to which the anticlimate 40 is attached, a protrusion 56 b is provided, to which the other end 34 of the damper member 30 is pivoted. The kinetic energy directed to the left in the figure is transmitted. At this time, as described above, a part of the kinetic energy transmitted through the coupler 50 is transmitted to the damper member 30 as the kinetic energy in the right direction in the drawing, and hence is transmitted to the damper member 30. The opposing kinetic energy will cancel each other.

  Now, according to the embodiment of the present invention configured as described above, it is possible to obtain the following effects. That is, as shown in FIGS. 1 and 2, the connector mounting structure 10 according to the embodiment of the present invention includes the shock absorber 12, the connecting member 20, and at least one damper member 30, The device 12 comprises a plurality of buffer members 14. The plurality of buffer members 14 are disposed between the two middle beams 60 (60A, 60B) forming the underframe 52 in the vicinity of the end beam 54 also forming the underframe 52 (in other words, the length of the railway vehicle It is provided in the vicinity of the end in the direction x) and is superimposed on the longitudinal direction x of the railway vehicle. Further, the shock absorber 12 is connected to a connector 50 located below the end beam 54 via a plurality of shock absorbing members 14. That is, the coupler 50 is attached to the underframe 52 via the shock absorber 12. The connecting member 20 includes a base 22 and a projecting portion 24. The projecting portion 24 protrudes from the base 22 above the buffer member 14 in a state where the base 22 is inserted between the plurality of buffer members 14 of the shock absorber 12. Are pivotally attached to the two middle beams 60.

  Further, at least one damper member 30 is pivotally attached at one end 32 thereof above the bearing of the projecting portion 24 of the connecting member 20 to the two middle beams 60, and the other end 34 is It is pivotally attached to the end beam 54. That is, the connector 50 and the damper member 30 are connected via the shock absorber 12 and the connection member 20. Here, the damper member 30 absorbs kinetic energy by being configured to be stretchable along the extending direction. Also, the plurality of buffer members 14 of the buffer device 12 utilize elastic bodies such as rubber, and similarly absorb the kinetic energy, as long as the base portion 22 of the connecting member 20 can be inserted. It is also possible to use a buffer member provided in the shock absorber.

  With the above-described configuration, the connector mounting structure 10 according to the embodiment of the present invention, as shown in FIG. 3B, is an external energy in the direction opposite to the traveling direction of the railway vehicle (leftward in FIG. 3). Is applied to the connector 50, first, external energy is transmitted to the plurality of buffer members 14 of the shock absorber 12 to which the connector 50 is connected. At this time, the connector 50 is displaced in the direction opposite to the traveling direction of the railway vehicle, and the plurality of buffer members 14 are displaced while being compressed in the direction opposite to the traveling direction of the railway vehicle and absorb external energy . Furthermore, as the plurality of shock absorbing members 14 are compressed and displaced, the connecting member 20 axially attached to the middle beam 60 has the base 22 inserted between the plurality of shock absorbing members 14 in the traveling direction of the railway vehicle. The bearing for the center beam 60 is taken as the axis of rotation in such a manner that the part of the projecting portion 24 above the bearing for the center beam 60 is inclined in the direction of travel of the railway vehicle (right direction in FIG. 3). Rotate.

  At this time, at least one damper member 30 pivotally attached to both the connecting member 20 and the end beam 54 has the projecting portion 24 of the connecting member 20 inclined in the traveling direction of the railway vehicle, ie, the direction of the end beam 54 Thus, it absorbs external energy while being compressed in the extension direction. Furthermore, the remaining external energy is transmitted to the end beam 54 on which the damper member 30 is pivoted. Therefore, the connector mounting structure 10 according to the embodiment of the present invention can be provided with the shock absorber 12 and at least one damper member 30 even when external energy in the direction opposite to the traveling direction is applied to the railway vehicle. The external energy is absorbed by both of them, and the remaining external energy is released to the end beam 54 constituting the frame 52, so that deformation of the frame 52, breakage of the connector 50, and the like can be prevented. .

  Further, in the coupling mounting structure 10 according to the embodiment of the present invention, the shock absorber 12 is disposed between the coupling receivers 64 of the two middle beams 60, and the coupling receivers 64 are Each of the two middle beams 60 projects downward from the lower end of the portion 62 having a predetermined width in the height direction. That is, each middle beam 60A, 60B has a structure including a portion 62 having a predetermined width in the height direction z, and a coupler receiver 64 projecting downward from the lower end of the portion 62, and the shock absorber 12 and The coupler 20 connected thereto is located below the portion 62 of the center beam 60 having a predetermined width in the height direction z. Furthermore, at least one damper member 30 has a height in a height direction area A (see FIG. 3) defined by the upper end and the lower end of the two middle beams 60 with the predetermined width of the portion 62. The end beam 54, which extends in the position and on which the other end 34 of the damper member 30 is pivoted, is also located in such a height direction area. In addition to the end beams 54 and the middle beams 60, other members such as side beams constituting the underframe 52 are usually located in the area A in the height direction as described above.

  For this reason, as can be confirmed in FIG. 3A, the coupler 50 extending in the longitudinal direction x of the railway vehicle below the end beam 54, the coupler 50 are connected, and the coupler of the two middle beams 60 is connected. A shock absorber 12 disposed between the receivers 64, and a connecting member 20 in which the base 22 is inserted between the plurality of shock absorbing members 14 of the shock absorbing device 12 and the projecting portion 24 protrudes above the shock absorbing member 14; At a height position within the region A in the height direction defined as described above, the at least one damper member 30 connecting between the projecting portion 24 of the connecting member 20 and the end beam 54 is substantially coplanar in a side view. It becomes an aspect arranged in the shape of a letter. With such a configuration, when external energy opposite to the traveling direction of the railway vehicle is applied to the connector 50, the external energy is absorbed by the shock absorber 12 and the at least one damper member 30, and at the same time, The damper member 30 can be distributed along the entire underframe 52 located in the area A in the height direction as described above, including the end beam 54 to which the damper member 30 is axially attached. Therefore, deformation of the underframe 52, breakage of the connector 50, and the like can be prevented more efficiently, and in particular, it is possible to avoid a situation where the underframe 52 is deformed upward.

  Furthermore, in the connector mounting structure 10 according to the embodiment of the present invention, both ends of the pin 26 inserted into the protruding portion 24 of the connecting member 20 are formed in the shaft holes 66 formed in each of the two middle beams 60. The coupling member 20 is pivotally mounted to the two middle beams 60 in a manner pivotally supported at the position. And the shaft hole 66 provided in the two middle beams 60 has an oval shape whose opening width in the longitudinal direction x of the railway vehicle is larger than the diameter of the pin 26 inserted in the projecting portion 24 is there. That is, the pin 26 for axially attaching the connecting member 20 to the center beam 60 is pivotally supported in the axial hole 66 of the center beam 60 with play in the longitudinal direction x of the railway vehicle.

  Here, during traveling of the railcar, a slight energy in the traveling direction of the railcar and the direction opposite to the traveling direction is irregularly added to the coupler 50 connecting the cars, and such a slight energy Is absorbed by the shock absorber 12. At this time, the plurality of buffer members 14 of the shock absorber 12 are slightly compressed in the direction in which the energy is applied. Therefore, the connecting member 20 in which the base 22 is inserted between the plurality of buffer members 14 is pivotally attached to the center beam 60 with play in the longitudinal direction x of the railway vehicle, so that the compression member 14 is compressed. The connecting member 20 is displaced in the longitudinal direction of the railway vehicle. For this reason, it is possible to smoothly absorb slight energy absorption by the shock absorber 12 when the railway vehicle is traveling without being hindered by the connecting member 20. In the case where external energy that can not be absorbed by the shock absorber 12 is applied to the connector 50 from the direction opposite to the traveling direction of the railway vehicle, as shown in FIG. After the pin 26 inserted into the portion 24 has moved to the end (left end in the drawing) of the shaft hole 66 of the oval middle beam 60 in the direction opposite to the traveling direction of the railway vehicle, the pin 26 is rotated The rotation of the connecting member 20 starts.

Further, in the coupler attachment structure 10 according to the embodiment of the present invention, the end beam 54 forming the underframe 52 extends in the width direction y of the railway vehicle while having a predetermined width in the height direction z. At least one damper member 30 is pivotally attached to the back surface 56 a of the surface portion 56 via the projecting portion 56 b. Therefore, a part of the external energy applied in the direction opposite to the traveling direction of the railway vehicle can be more effectively applied to the end beam 54 having the surface portion 56 that spreads in the width direction y and the height direction z of the railway vehicle. I can escape.
In addition, the connector mounting structure 10 according to the embodiment of the present invention includes two damper members 30A and 30B extending in a manner to be separated from each other in the width direction y of the railway vehicle as the end beam 54 is approached. Therefore, as compared with the case where one damper member 30 is provided, more external energy can be absorbed, and a part of the external energy is dispersed in the width direction y of the railway vehicle and the end The beam 54 can be released.

  Moreover, the connector mounting structure 10 according to the embodiment of the present invention is capable of preventing the occurrence of a ride between railway cars by providing the end beams 54 with the anti-climbers 40. Furthermore, since the anti-climer 40 is provided on the surface 56 of the end beam 54 opposite to the position where the at least one damper member 30 is pivoted, the anti-climer 40 is opposed to the traveling direction x of the railway vehicle External energy applied via the anti-climer 40 and external energy applied via the coupler 50 from the coupler 50 to the anti-climer 40 via the shock absorber 12, the coupling member 20 and the damper member 30. It can be offset by the connection structure. As a result, deformation of the underframe 52, breakage of the connector 50, and the like can be prevented more effectively, and in turn, the size of the anti-climer 40 can be reduced.

  10: mounting structure of coupling, 12: shock absorber, 14: plural shock absorbing members, 20: coupling member, 22: base, 24: protruding portion, 26: pin, 30 (30A, 30B): damper member, 32: One end of the damper member, 34: the other end of the damper member, 40: anti climber, 50: coupler, 52: frame, 54: end beam, 56: surface portion, 56a: back surface, 60 (60A, 60B): Medium beam, 62: part having a predetermined width in the height direction, 64: coupler support, 66: axial hole, x: longitudinal direction of railway vehicle, y: width direction of railway vehicle, z: height direction, A : Height direction area

Claims (6)

An end beam disposed at a longitudinal end of the rail vehicle and extending in the width direction of the rail vehicle and extending from the back of the end beam in the longitudinal direction of the rail vehicle and symmetrical with respect to the center of the rail vehicle in the width direction A mounting structure for a coupler in a underframe of a railway vehicle, comprising: two middle beams disposed in one of the two lower beams; and a coupler located below the end beams supported by the two middle beams; ,
A shock absorber comprising a plurality of buffer members provided in the longitudinal direction of a railway vehicle and disposed between the two middle beams in the vicinity of the end beams, the coupler being connected via the buffer members. When,
A connecting member including a base inserted between the plurality of buffer members, and a projecting portion projecting from the base to the upper side of the buffer member, the projecting portion being axially attached to the two middle beams;
And at least one damper member, one end of which is pivotally mounted above the bearing of the projecting portion relative to the two middle beams and the other end of which is pivotally attached to the end beam. Mounting structure of the connector characterized by Each of the two middle beams includes a connector receiver that protrudes below the lower end of a portion of the middle beam having a predetermined width in the height direction, and the shock absorber includes the two of the two. Placed between the coupler receptacles of the beam,
The at least one damper member extends at a height in a region in the height direction defined by the upper end and the lower end of the portion having the predetermined width of the two middle beams. The attachment structure of the coupler according to claim 1. The connecting member is pivotally attached to the two middle beams in a mode in which both ends of the pin inserted into the projecting portion are pivotally supported by the axial holes formed in each of the two middle beams. Has been
The coupler according to claim 1 or 2, wherein the axial holes of the two middle beams have an oval shape whose opening width in the longitudinal direction of the railway vehicle is larger than the diameter of the pin. Mounting structure. The end beam has a surface portion extending in the width direction of the railway vehicle while having a predetermined width in the height direction,
The connector mounting structure according to any one of claims 1 to 3, wherein the at least one damper member is pivotally attached to a back surface of the surface portion of the end beam.   The two damper members are provided, and the two damper members extend in such a manner as to be separated from each other in the width direction of the railway vehicle as the end beam is approached. Mounting structure of the described connector.   The connector according to claim 4 or 5, wherein an anti-climber is provided on a surface of the surface portion of the end beam opposite to a position where the at least one damper member is pivoted. Mounting structure.

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