JP4411060B2 - Railroad car connecting device and track snowplows linked by connecting device - Google Patents

Description

  The present invention relates to a connecting device for linking railway vehicles, particularly locomotives.

JP-A-8-133080 JP 2000-255428 A

  A track snowplow having a snowplow attached to the end of a railway vehicle (locomotive) is well known. As a snow removal device, there is a Russell-type snow removal device or a rotary-type snow removal device, which is used depending on the snow condition. When performing Russell snow removal, if there is a large amount of snow, work may be performed with a plurality of locomotives connected (multiple).

  There are automatic couplers, close-coupled couplers and the like as couplers for connecting railway vehicles. Patent Documents 1 and 2 describe examples of close contact couplers provided with a shock absorber. In the case of a normal train or the like, the connection is made by one connector (one in the center in the width direction at the bottom of the vehicle body). On the other hand, when connecting locomotives equipped with a snow removal device, if the following vehicle propels the front vehicle in a state where the front vehicle is affected by the twisting or lifting of the vehicle due to the resistance of snow during snow removal work or the unevenness of the rail Because the behavior of the frontal car becomes unstable, it is connected using a plurality of couplers to regulate the behavior. For example, in the DE15 diesel locomotive owned by JR East and others, a small snow removal head called a snow removal head is attached as a frontal vehicle by attaching a total of three close connectors, one on each of the left and right sides of the car body and one on the center of the upper part. The vehicle is connected.

However, when connecting vehicles equipped with three couplers, there are three coupling surfaces, which makes it difficult to absorb mismatches and make it difficult to connect and open.
Moreover, in the conventional coupler, when vehicles of fixed carriages are coupled to each other, there is a problem in that the passing property of the switching line such as a point is low and a load is generated in the coupling part.

In addition, conventionally, since a dedicated coupler is provided for each type of snow removal locomotive / snow removal vehicle, there is a problem that the cost increases.
An object of the present invention is to solve the above-described problems in a conventional railway vehicle coupling device, and to provide a coupling device that is easy to connect and open and that is low in cost.

  It is also an object of the present invention to provide a track snowplow in which locomotives are connected in series by a connecting device that is easy to connect and open and is low in cost.

According to the present invention, there is provided a connecting device for connecting a railway vehicle, wherein the first frame mounted on the railway vehicle is pin-coupled to the first frame so as to be rotatable about a vertical axis. A second frame, and further comprising three couplers with shock absorbers to which the shock absorbers are connected via two axes orthogonal to the tail of the coupler body, and each of the couplers with a shock absorber includes the shock absorbers. And the connector main body is placed in a non-fixed state on a support portion extending from the second frame , and the three shock absorbers are connected to each other. vessel is one each for the left and right width direction of the railway vehicle at the lower, one in the central portion in the width direction of the railway vehicle at the upper is solved by Rukoto disposed.

In order to solve the above-described problems, the present invention provides a connecting device for connecting a railway vehicle, wherein the first frame is mounted on the railway vehicle, and is rotated about a vertical axis with respect to the first frame. A second frame that can be pin-coupled, and further comprising three connectors with shock absorbers that are connected to shock absorbers via two axes orthogonal to the tail of the connector body, and each of the connections with each shock absorber. The shock absorber is held in a non-fixed state on the second frame, and the connector main body is placed in a non-fixed state on a support portion extending from the second frame. The couplers with shock absorbers are arranged one on each side in the width direction of the railway vehicle and one on the center part in the width direction of the rail car . It is proposed that the couplers are arranged at different heights.

In order to solve the above problems, the present invention proposes to include a restricting means for restricting the rotation of the first frame and the second frame.

Moreover, in order to solve the said subject, this invention proposes that the said 1st flame | frame is comprised so that attachment or detachment to a rail vehicle is possible.
Moreover, in order to solve the said subject, this invention proposes providing the auxiliary | assistant wheel which supports the said 1st frame and 2nd frame so that driving | running | working on a rail is possible.

Moreover, in order to solve the said subject, this invention proposes that the said auxiliary | assistant wheel is comprised so that storage is possible.
In order to solve the above-described problem, the present invention is configured to connect a plurality of locomotives by the connecting device according to any one of claims 1 to 10 and to connect at least one end of the multi-connected train. It is proposed that a snow removal device is attached to the part.

  According to the coupling device of the present invention, it has a first frame that is mounted on the railway vehicle, and a second frame that is pin-coupled to the first frame so as to be rotatable about a vertical axis. Three couplers with shock absorbers are connected to each other via two axes orthogonal to the tail of the coupler body, and each of the couplers with a shock absorber is in a state where the shock absorbers are not fixed to the second frame. In addition to being held, the connector main body is mounted in a non-fixed state on the support portion extended from the second frame, so that the mismatch of the connection surfaces is absorbed to facilitate the connection / release operation. Comes out.

  In addition, since the first frame and the second frame of the connecting device can be bent, even when fixed pedestal vehicles are connected to each other, they can easily pass through the curved line and the turnover line by the articulating action. In addition, no load is generated at the connecting portion.

With the configuration of the second aspect, reliable connection is realized at low cost by the arrangement of the balanced couplers.

According to the configuration of claim 3 , since the restricting means for restricting the rotation of the first frame and the second frame is provided, the second frame does not rotate arbitrarily at the time of connection work or non-connection, and an unexpected accident is caused. Can be prevented.

According to the configuration of the fourth aspect , since the first frame is configured to be detachable from the railway vehicle, the connecting device can be easily detached from the railway vehicle when unnecessary.
According to the fifth aspect of the present invention, since the auxiliary wheel that supports the first frame and the second frame on the rail is provided so as to be able to run, the handling when the connecting device is removed from the railway vehicle is facilitated.

According to the configuration of the sixth aspect , since the auxiliary wheel is configured to be retractable, the auxiliary wheel does not get in the way after the connecting device is attached to the railway vehicle, and the traveling is not hindered.

According to the track snowplow of claim 7, a plurality of locomotives are linked in series by the connecting device of the invention, and the snowplow is attached to at least one end of the cascaded train row. The snow removal work can be performed with a large output, and reliable snow removal can be performed even in a place with a lot of snow. In addition, stable running can be performed even on curved roads, cut-back tracks, uneven places, and slopes.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a plan view showing an example of a coupling device according to the present invention. FIG. 2 is a side view thereof. As shown in FIGS. 1 and 2, the connecting device 1 of the present example has three close contact couplers 2. The three close contact couplers 2 are respectively provided on the left and right sides of the lower part (2A, 2B), and one (2C) in the upper center. The three close contact couplers 2A, 2B, and 2C have the same configuration, and will be described in detail with reference to FIGS. 3 and 4, the symbols A, B and C are not attached.

FIG. 3 is a plan view showing the close contact coupler 2 together with the shock absorber, and FIG. 4 is a side view thereof.
As shown in these drawings, a head 4 is formed at the tip of the body 3 of the coupler. The head 4 is provided so as to be offset from the center of the body 3, and a space (receiving part) 5 for receiving the head of the counterpart connector is formed at the tip of the body 3. A frame 9 for containing the rubber shock absorber 10 is connected to the tail portion of the coupler 2 through a joint 6, a horizontal pin 7 and a vertical pin 8 so as to be swingable. The rubber shock absorber 10 is formed by laminating a rubber plate 11 and a steel plate 12 and is held and stored in a space portion of the frame body 9 by being sandwiched by pads 13 and 14 from the front and rear.

  Returning to FIGS. 1 and 2, the close contact connector 2 (2 </ b> A to 2 </ b> C) with the rubber shock absorber configured as described above has a rubber shock absorber between a pair of flanges 16 and 16 fixed to the movable frame 15 of the connecting device 1. The body 10 of the coupler 2 is supported by a pedestal 17 b provided at the tip of a support arm 17 protruding from the frame 15. The flanges 16 and 16 are provided with three pairs (two pairs on the lower side of the frame 15 and one pair on the upper side) corresponding to the three close contact couplers 2. Similarly, a total of three support arms 17 are provided, two on the lower side of the frame 15 and one on the upper side.

  As shown in FIG. 5, the close contact coupler 2 with a rubber shock absorber is merely sandwiched between a pair of flanges 16 and 16 and placed between the flanges. The frame body 9 is not fixed to the flange 16 or the frame 15. However, the rubber shock absorber 10 is prevented from coming off from the flanges 16 and 16, and the movement of the close contact coupler 2 is transmitted to the frame 15 of the coupling device 1 via the rubber shock absorber 10 and the flanges 16 and 16.

  Moreover, the trunk | drum 3 of the close_contact | connecting coupler 2 is only put on the base 17b of the support arm 17, and is not being fixed to the base 17b. As shown in FIG. 6, the pedestal 17 b is supported by a top plate 18 via a spring 19, and the body 3 is placed on the top plate 18. When the front end portion of the close contact coupler 2 is lowered, the spring 19 is contracted by being pushed by the body portion 3. When the distal end portion of the close contact coupler 2 rises upward, the body portion 3 is simply separated from the top plate 18. When the close contact coupler 2 rotates left and right (centering on the vertical pin 8), the body 3 moves on the top plate 18.

  As shown in FIGS. 1 and 2, the coupling device 1 has a fixed frame 20 in addition to the movable frame 15. The movable frame 15 and the fixed frame 20 are pin-coupled by an articulate pin 21 at the center in the width direction (line width direction). As is apparent from FIG. 2, the articulate pin 21 is provided with a pair of upper and lower sides. The fixed frame 20 is fixed to the locomotive 100, and the movable frame 15 is rotatably supported with respect to the fixed frame 20.

  In the present embodiment, the fixed frame 20 is detachably attached to the locomotive 100 by a mechanism that will be described later, and the entire connecting device 1 can be separated from the locomotive 100. In order to support the connecting device 1 so as to be able to travel on the rail when the entire connecting device 1 is disconnected from the locomotive 100, liftable auxiliary wheels 24 and 26 are provided. In addition, a lock arm 28 protruding from the fixed frame 20 is provided so that the movable frame 15 and the fixed frame 20 do not break (do not rotate) during the connection work or when the connection device 1 is disconnected from the locomotive 100. And the movable frame 15 are fixed by the lock means 29. When the connecting device 1 is mounted on the locomotive 100 and used as a connecting device, the lock means 29 is removed so that the movable frame 15 and the fixed frame 20 can be bent.

FIG. 7 is a plan view showing a state in which two locomotives are cascaded using the coupling device 1 of the present embodiment. FIG. 8 is a side view thereof.
As shown in FIGS. 7 and 8, the coupling device 1 of this embodiment is mounted on each of the two locomotives 100 </ b> A and 100 </ b> B. The cars 100A and 100B are connected. 3 and 4, the head 4 at the tip of the close contact coupler 2 shown in FIGS. 3 and 4 is fitted into the receiving portion 5 of the other body 3, and a rotary lock (not shown) is connected to the other head. It is engaged with the part 4 and connected.

  In the illustrated example, Russell snow removal devices 200 and 200 are attached to the end portions of the two locomotives 100A and 100B corresponding to reciprocating snow removal, respectively. Of course, the snow removal device may be attached to only one locomotive. Alternatively, a rotary snow removal device can be mounted instead of the Russell snow removal device. Also, the Russell snow removal device and the rotary snow removal device can be mounted on two locomotives.

  As can be seen from FIG. 8, in a state where the coupling device 1 is mounted on the locomotive 100, the auxiliary wheels 24 and 26 provided in the coupling device 1 are folded and separated from the rail surface as indicated by solid lines in the figure. . Of course, when the connecting devices 1 and 1 are connected to each other, the auxiliary wheels 24 and 26 are similarly separated from the rail surface.

  As shown in FIGS. 7 and 8, when two locomotives 100A and 100B are connected by two connecting devices 1 and 1, two pairs of right and left in the width direction at the lower position of the locomotive are connected by three pairs of close connectors. Then, the two locomotives 100A and 100B are connected at a total of three places (three faces), one at the upper center. As described above, the body 3 of the close contact coupler 2 and the frame body 9 containing the rubber shock absorber 10 are pin-coupled by two horizontal and vertical axes, and in this embodiment, the coupling device One movable frame 15 and a fixed frame 20 are connected by an articulate pin 21 so that they can be bent.

9 and 10 are schematic diagrams for explaining the articulating action of the coupling device 1.
FIG. 9 shows a state in which two locomotives 100A and 100B connected by the connecting devices 1 and 1 pass through a curved line. FIG. 10 also shows a state of passing through the cut-back line. In such a case, the three close-contact couplers 2 and the movable frame 15 are in a fixed state (there is no relative rotation or negligible), and the bending between the movable frame 15 and the fixed frame 20 is displaced. Absorb or bend.

  If the conventional coupling device is connected on three sides (three points), the locomotive wheel is not a rotating pedestal (it is often the fixed pedestal type in small snowplow locomotives, etc.), it is a curved line during multiple runs. In addition, there is a problem that it is difficult to pass through the cut-back line and a large load is generated at the connecting portion.

  However, in the connecting device 1 of the present embodiment, the movable frame 15 and the fixed frame 20 are connected so as to be bendable. Therefore, even when the fixed pedestal type wheel locomotives are connected in series, the articulate of the connecting device is used. Due to the action, it can pass through the curved line and the return line without difficulty, and no load is generated at the connecting portion. Of course, the same applies to the case of locomotives having rotating pedestal wheels.

  By the way, as shown in FIG. 11, the front end of the front vehicle (100A) may be lifted (pitching occurs) due to the snow removal load due to the influence of the undulation of the track during the snow removal work. In that case, in the coupling device 1 of the present embodiment, a compression load acts on the rubber shock absorber 10 (see FIGS. 3 and 4) disposed at the base of the upper coupling 2 and the reaction force (both heads in FIG. Occurrence of the wheel of the front vehicle 100A can be suppressed by the occurrence of (indicated by an arrow).

FIG. 12 is a schematic diagram illustrating a state where two locomotives 100A and 100B connected by the connecting devices 1 and 1 pass through the undulations (irregularities) of the track.
As shown in this figure, parallel links (parallel links formed by three pairs of couplers 2 having pin coupling) work basically for relatively large irregularities on the track, and the difference in height between the front and rear vehicles can be reduced. Absorb.

FIG. 13 is a schematic diagram showing a state in which two locomotives 100A and 100B connected by the connecting devices 1 and 1 pass through the line slope descending in the traveling direction.
As shown in this figure, in the case of the slope of the track descending in the traveling direction, the front side of the leading vehicle 100A is lowered. Therefore, of the three pairs of couplers, the upper coupler 2C (see FIG. 2) Thus, a compressive force acts on the lower couplers 2A and 2B (see FIG. 2). The pulling force and compressive force are absorbed by the expansion and contraction of the rubber shock absorber 10 (see FIGS. 3 and 4) arranged at the base of each connector 2, and the vehicle can follow the track surface.

FIG. 14 is a schematic diagram illustrating a state in which two locomotives 100A and 100B connected by the connecting devices 1 and 1 pass through a line slope rising in the traveling direction.
As shown in this figure, in the case of the slope of the track rising in the traveling direction, the front side of the leading vehicle 100A becomes higher, so the compression force is exerted on the upper coupler 2C among the three pairs of couplers. A tensile force acts on the lower couplers 2A and 2B. The compressive force and tensile force are absorbed by the expansion and contraction of the rubber shock absorber 10 disposed at the base portion of each connector 2, and the vehicle can follow the track surface.

FIG. 15 is a schematic diagram for explaining the operation of the coupling device with respect to the torsion of the front and rear vehicles.
In this figure, the pin coupling part provided in the base of each coupler of the three pairs of couplers 2A to 2C of the coupling devices 1 and 1 is indicated by black circles in the figure. When the front and rear vehicles are twisted, the pin coupling portions (horizontal / vertical shafts 7 and 8 and the joint 6, see FIGS. 3 and 4) at both ends of the three-point link formed by the three pairs of couplers 2 Absorb by rotation.

  Thus, when the locomotives are connected in series by the coupling device 1 of the present embodiment, it is possible to suppress pitching caused by the snow removal load. In addition, even in various line conditions such as undulations and inclinations of the line, the connected vehicle can surely follow the line surface by the action of the parallel link by the upper and lower couplers 2 or the rubber shock absorber 10 provided in each coupler. Can do. Furthermore, even when a torsional vehicle is twisted due to a snow removal load or a track condition, the twisting can be absorbed by the action of the three-point link formed by the three pairs of couplers 2 to suppress rolling.

  In addition, since the base of each coupler 2 has a pin connection consisting of two horizontal and vertical axes and the coupler 2 is supported in a free state, it is possible to absorb inconsistencies in the three mounting surfaces of the coupled vehicle. The connecting operation and the opening operation can be easily performed.

Furthermore, as the close contact coupler 2 and the rubber shock absorber 10, general-purpose products frequently used in trains and the like can be used, so that an increase in cost can be suppressed.
Since the movable frame 15 and the fixed frame 20 of the connecting device 1 are configured to be bendable by the articulate pin 21, even when the vehicles of the fixed base are connected to each other, the curved line and the return line (point) The passability is improved and no load is applied to the connecting portion.

Next, a mechanism for attaching / detaching the coupling device 1 to / from the locomotive 100 will be described.
As shown in FIGS. 1 and 2, a hook-like hook 101 is provided so as to protrude from the end of the locomotive 100. A lock pin receiving bracket (hereinafter referred to as a vehicle body side bracket) 102 is provided below the hook 101. The vehicle body side bracket 102 has a pin receiving hole into which the lock pin 23 is inserted. One pair of the hook 101 and the vehicle body side bracket 102 are provided on the left and right in the vehicle width direction.

  On the other hand, a horizontal pipe 22 is supported in the width direction at an upper position of the fixed frame 20 of the coupling device 1. As shown in FIG. 16 which is a cross-sectional view in the width direction showing the structure of the connecting portion, a space portion having a height sufficient to allow the hook 101 of the locomotive 100 to enter is provided below the horizontal pipe 22. . Further, the fixed frame 20 is provided with a pair of lock pin receiving brackets 31 erected. The lock pin receiving bracket 31 is provided with a hole through which the lock pin 23 is inserted at a position corresponding to the vehicle body side bracket 102 of the locomotive 100.

  The lock pin 23 is attached to the rod tip of the hydraulic cylinder 30 disposed sideways, and can enter a hole provided in a lock pin receiving bracket 31 that is a set of two. The lock pin receiving bracket 31 on the coupling device side is referred to as a device side bracket in order to distinguish it from the lock pin receiving bracket (vehicle body side bracket) 102 on the locomotive 100 side. A pair of the lock pin 23, the hydraulic cylinder 30, the pair of device side bracket 31 and the vehicle body side bracket 102 are provided symmetrically.

  As shown in FIG. 2, in a state where the coupling device 1 is mounted on the locomotive 100, the horizontal pipe 22 of the coupling device is fitted to the hook 101 of the locomotive 100, and the lock pin 23 is inserted into the vehicle body side bracket 102. . At this time, as can be seen from FIG. 16, the vehicle body side bracket 102 is in a state of entering between the device side brackets 31 that are a set of two on the coupling device 1 side. Then, by extending the hydraulic cylinder 30, the lock pin 23 is inserted through the apparatus side bracket 31 and the vehicle body side bracket 102. As a result, the locomotive 100 and the coupling device 1 (the fixed frame 20 thereof) are firmly positioned in the front-rear, left-right, and vertical directions, and the coupling device 1 is mounted and supported on the locomotive 100.

  As shown in FIG. 2, the connecting device 1 is provided with auxiliary wheels 24 and 26. The auxiliary wheels 24 and 26 are pivotally attached to the fixed frame 20 and the movable frame 15 of the coupling device via brackets, respectively, and can swing. The auxiliary wheels 24 and 26 are moved to a lowered position indicated by an imaginary line in the drawing and a storage position (position separated from the rail surface) indicated by a solid line in the drawing by extending and contracting the hydraulic cylinders 25 and 27. .

  In this example, hydraulic pressure is supplied from the locomotive 100 to the hydraulic cylinders 25 and 27. By extending the hydraulic cylinders 25 and 27, the auxiliary wheels 24 and 26 come into contact with the rail surface and push up the connecting device 1. In the case of this example, when the hydraulic cylinders 25 and 27 are extended to the maximum extent, the lower surface of the horizontal pipe 22 of the connecting device is set to be higher than the upper end of the hook 101 of the locomotive 100.

  As shown in FIG. 2, when the coupling device 1 is mounted on the locomotive 100, the hydraulic cylinders 25 and 27 are contracted, and the auxiliary wheels 24 and 26 are stored so as to be separated from the rail surface. Further, the lock pin 23 is inserted into the vehicle body side bracket 102 and the device side bracket 31. From this state, the lock pin 23 is pulled out from the vehicle body side bracket 102 by contracting the hydraulic cylinder 30 (the hydraulic pressure is supplied from the locomotive 100). At this time, the lock pin 23 is removed from the outer plate of the device side bracket 31, but the lock pin 23 is not completely removed from the inner plate, and the tip of the lock pin 23 is located inside the device side bracket 31. It is configured to remain in the plate.

  Then, when the hydraulic cylinders 25 and 27 are extended, the auxiliary wheels 24 and 26 rotate and come into contact with the rail surface, and the connecting device 1 is raised. As described above, the horizontal pipe 22 of the coupling device is placed on the upper surface receiving portion of the hook 101 of the locomotive 100, and the lock pin 23 is removed from the vehicle body side bracket 102. It is possible to move upward.

  When the hydraulic cylinders 25 and 27 are extended to the maximum extent, the lower surface of the horizontal pipe 22 becomes higher than the upper end of the hook 101, and the attachment of the coupling device 1 and the locomotive 100 is released. In a state where the connection between the coupling device 1 and the locomotive 100 is released (the coupling device 1 is supported by its own auxiliary wheels 24 and 26), the coupling device 1 is moved forward (in a direction away from the locomotive) by human power. The connecting device 1 is disconnected from the locomotive 100 by pushing. Before disconnecting, the connection of the hydraulic line or the like from the locomotive 100 to the coupling device 1 is disconnected.

The mounting operation of the coupling device 1 to the locomotive 100 is the reverse of the removal operation.
That is, the connecting device 1 supported by its own auxiliary wheels 24 and 26 is brought close to the locomotive 100 while being manually pushed, and the rear portion of the connecting device is brought into contact with the locomotive 100. Then, the horizontal pipe 22 is positioned at the upper part of the hook 101, and the vehicle body side bracket 102 is in a state of entering between a pair of device side brackets 31 of the coupling device. Here, a hydraulic line or the like from the locomotive 100 to the coupling device 1 is connected, and the hydraulic cylinders 25 and 27 of the coupling device are contracted. As a result, the auxiliary wheels 24 and 26 are respectively rotated (in the direction opposite to that when the connecting device is pushed up), and the connecting device 1 starts to descend. When the horizontal pipe 22 is fitted into the receiving portion of the hook 101, the auxiliary wheels 24 and 26 are separated from the rail surface and the connecting device 1 is supported by the locomotive 100. Then, as shown in FIG. 16, the hydraulic cylinders 30, 30 of the coupling device are extended, and the lock pin 23 is inserted into the vehicle body side bracket 102 (and the outer plate of the device side bracket 31). Thereby, as shown in FIG. 2, the coupling device 1 is mounted on the locomotive 100.

  Even when the coupling device 1 is mounted on the locomotive 100, the horizontal pipe 22 and the hook 101 can be positioned in the front-rear direction (left-right direction in FIG. 2) by simply bringing the rear portion of the coupling device into contact with the locomotive 100, or Positioning of the lock pin 23 and the vehicle body side bracket 102 in the front-rear direction (left-right direction in FIG. 2) is performed. Further, by simply contracting the hydraulic cylinders 25 and 27 of the connecting device, the horizontal pipe 22 and the hook 101 are positioned in the vertical direction (fitting the horizontal pipe 22 to the hook 101), and the lock pin 23 and the vehicle body side bracket. Since the vertical positioning with 102 is automatically performed, the operation is extremely easy.

  Thus, since the connecting device 1 of the present embodiment has the auxiliary wheels 24 and 26, it is not necessary to lift the connecting device by human power and attach / detach it to / from the locomotive, and the operation is easy and safe. In addition, since the connecting device 1 and the locomotive 100 can be easily attached and detached (the fitting of the horizontal pipe 22 and the hook 101 and the fitting of the lock pin 23 and the vehicle body side bracket 102), the attaching and detaching work can be performed. It becomes easier and safer.

Although the present invention has been described above with reference to the illustrated examples, the present invention is not limited to this, and appropriate modifications can be made.
For example, the coupling device of the coupling device is not limited to the close coupling illustrated in the drawing, and an arbitrary configuration such as an automatic coupling or a dual coupling can be used. It is also possible to use an oil buffer instead of the rubber buffer. Further, the connecting device may be fixed to the locomotive instead of being detachable. Of course, vehicles other than the locomotive can be connected, and the connection can be made regardless of the type of vehicle to be connected. It is also possible to connect three or more vehicles.

  The actuator for operating the lock pin and the auxiliary wheel provided in the illustrated example is not limited to a hydraulic cylinder, and any actuator can be used.

It is a top view which shows an example of the coupling device which concerns on this invention. It is the side view. It is a top view which shows a close_contact | connecting coupler with a buffer. It is the side view. It is a top view which shows a mode that a buffer is clamped by the flange. It is a perspective view of the base by which the trunk | drum of a close_contact | connector is mounted. It is a top view which shows a mode that two locomotives were cascaded using the coupling device of a present Example. It is the side view. It is a schematic diagram which shows a mode that two locomotives connected with the connection apparatus pass a curved track. It is a schematic diagram which shows a mode that two connected locomotives pass a cutback track. It is a schematic diagram explaining the influence by a snow removal load. It is a schematic diagram which shows a mode that two connected locomotives pass the undulation of a track. It is a schematic diagram which shows a mode that two locomotives pass down a track inclination. It is a schematic diagram which shows a mode that two locomotives pass uphill track inclination. It is a schematic diagram for demonstrating the effect | action of the connection apparatus with respect to the twist of a vehicle before and behind. It is sectional drawing of the width direction which shows the structure of a connection part.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Coupling device 2 (AC) Close contact connector 3 Body part 4 Head 6 Joint 7 Horizontal pin 8 Vertical pin 10 Rubber shock absorber 15 Movable frame 17 Support arm 20 Fixed frame 21 Articulate pin 22 Horizontal pipe 23 Lock Pins 24 and 26 Auxiliary wheels 29 Locking means 100 Locomotive 101 Hook 102 Car body side bracket

Claims (7)

In a connecting device for connecting railway vehicles,
A first frame to be mounted on the railway vehicle; and a second frame that is pin-coupled so as to be rotatable about a vertical axis with respect to the first frame;
Furthermore, it is equipped with three couplers with shock absorbers that connect shock absorbers via two axes orthogonal to the tail of the coupler body,
Each of the couplers with a shock absorber is mounted in a non-fixed state on the support portion in which the shock absorber is held on the second frame in a non-fixed state and the coupler main body is extended from the second frame. Placed ,
Railway vehicle wherein three dampers with couplers, which is characterized and one each for the left and right width direction of the railway vehicle at the lower, the Rukoto one is arranged at the center in the width direction of the railway vehicle at the upper Coupling device. In a connecting device for connecting railway vehicles,
A first frame to be mounted on the railway vehicle; and a second frame that is pin-coupled so as to be rotatable about a vertical axis with respect to the first frame;
Furthermore, it is equipped with three couplers with shock absorbers that connect shock absorbers via two axes orthogonal to the tail of the coupler body,
Each of the couplers with a shock absorber is mounted in a non-fixed state on the support portion in which the shock absorber is held on the second frame in a non-fixed state and the coupler main body is extended from the second frame. Placed,
The three couplers with shock absorbers are arranged one each on the left and right in the width direction of the railway vehicle, and one on the center in the width direction of the railway vehicle. A connecting device for a railway vehicle, wherein one connecting device is arranged at a different height .   The connecting device according to claim 1, further comprising a restricting unit that restricts rotation of the first frame and the second frame.   The connecting device according to claim 1, wherein the first frame is configured to be detachable from a railway vehicle. The connecting device according to claim 4 , further comprising auxiliary wheels that support the first frame and the second frame on a rail so as to be able to travel. The coupling device according to claim 5 , wherein the auxiliary wheel is configured to be retractable. A plurality of locomotives are connected in series by the connecting device according to any one of claims 1 to 6 , and a snow removal device is mounted on at least one end of the train of trains. Orbital snowplow.

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