JP5960413B2 - Railroad car hood - Google Patents

Description

  The present invention relates to an outer hood device for a railway vehicle in which the entire circumference of a space between vehicles connected via a coupler is closed with an outer hood skin.

  In railroads, a plurality of vehicles are usually connected via a coupler and operated as a train by trains and trains, so that a space is formed between the vehicles. It is known that the entire circumference of the space is closed with an outer hood (see, for example, Patent Documents 1 and 2).

  However, since the outer hood described in Patent Documents 1 and 2 are all or partly formed of an elastic material, the durability of the outer hood is poor, and the air-tightness is not sufficient.

  In addition, a fall prevention plate formed of a hard single plate such as a metal plate is also known in which the central holding mechanism is operated in accordance with the movement of the vehicle and is positioned at the center between the vehicles. (For example, refer to Patent Document 3).

JP 2006-1117040 A JP 2009-196409 A JP 2004-262380 A

  The outer hood described in Patent Document 3 is formed of a hard single plate such as a metal plate and is large, so that the central holding mechanism that supports it is large and difficult to move stably.

  Therefore, the present invention provides an outer hood device for a railway vehicle that has a simple structure and has improved airtightness by smoothly displacing each outer plate member by configuring the outer hood with a plurality of outer plate members. It is for the purpose.

The invention according to claim 1 is an outer hood device for a railway vehicle that closes between the vehicle bodies of the front and rear vehicles to be connected (for example, via a coupler or a connecting carriage), and (i) the outer hood device has an outer periphery between the vehicle bodies. A plurality of outer plate members supported by the vehicle bodies of the front and rear vehicles by two or more first and second link arms so as to be lined up in a direction and closing between the vehicle bodies of the front and rear vehicles, Each outer plate member is configured to displace between the vehicle body inner side and the vehicle body outer side in accordance with a change in the distance between the vehicle bodies of the front and rear vehicles, (ii) on the inner surface of each outer plate member is that two or more first and second guide rail members are provided in parallel, (iii) one end of the first link arm is rotatably to the vehicle body at one of said front and rear vehicle And the other end is slidably coupled to the first guide rail member. Rukoto, the (iv) the rotatably to the other of the vehicle body of the second link one end the longitudinal vehicle arm, Tei Rukoto other end is respectively slidably coupled to the second guide rail member Features.

 In this way, one end of the first and second link arms rotates according to the change in the distance between the vehicle bodies of the front and rear vehicles, and the other end slides along the guide rail. Since the position of the member is changed and the outer plate member can be made of metal, durability can be improved as compared with the conventional one made of an elastic material.

  In particular, by configuring the outer hood with a plurality of outer plate members, the structure is simple, and each outer plate member can be displaced smoothly.

  In this case, as described in claim 2, one end portions of the first and second link arms are parallel to the surface of the vehicle body by a hinge bracket supported on the surface of the vehicle body via a universal joint. It is desirable to be connected so as to be rotatable around the rotation axis.

  According to a third aspect of the present invention, a torsion spring is provided at one end of each of the first and second link arms, and the outer plate member is brought into contact with the vehicle body surface by the torsion spring. It is desirable to be energized. In this way, it is possible to prevent the outer plate members from fluttering due to traveling winds or the like when the vehicles pass each other, and noise can be reduced.

  According to a fourth aspect of the present invention, the other end portions of the first and second link arms are further provided with tension springs that are biased in opposite directions, and the outer plate members are moved to the both ends by the tension springs. It is desirable to be biased so as to be located at a central position between the vehicles via a guide rail member.

  As described in claim 5, one of the two outer plate members among the plurality of outer plate members arranged in the outer circumferential direction between the vehicle bodies is arranged on the other outer plate member at an edge of the other outer plate member side. One side has a lip-shaped elastic seal portion extending toward the member side, and the other has a lip-shaped elastic seal portion extending toward the one outer plate member side at the edge portion of the one outer plate member side, and both elastic It can be set as the structure which can be relatively moved, maintaining the contact state with which the seal | sticker part overlapped.

As described in claim 6, wherein each outer plate member, the structure where the elastic seal portion for the vehicle body and the elastic contact of the front and rear vehicle in the longitudinal edge portion of the vehicle body side of the longitudinal vehicle is provided Can do. In this way, the airtightness is increased, a sufficient airtight effect can be obtained, and it is advantageous for reducing noise from the outside.

As described in claim 7, the vehicle body of the front and rear vehicle can be sites longitudinal edges of the outer plate member corresponds to the portion located to the configuration that is formed of an elastic member. In this way, the airtightness is further increased.

  As described in claim 8, a stepped portion is formed at the end of the vehicle body of the front and rear vehicles, and when the space between the vehicle bodies of the front and rear vehicles is closed by the outer plate member, It can be set as the structure accommodated between the step parts of the vehicle body of the said front-and-rear vehicle so that the outer surface of an outer plate member may become substantially flush | planar.

  In this way, it is advantageous for reducing running resistance.

  Since the present invention is configured as described above, one end of the first and second link arms rotates and the other end slides along the guide rail in accordance with a change in the distance between the vehicle bodies of the front and rear vehicles. Thus, the position of each outer plate member changes, and the outer plate member can be made of metal, so that the durability can be improved as compared with the conventional one made of an elastic material.

  In particular, by configuring the outer hood with a plurality of outer plate members, the structure is simple, and each outer plate member can be displaced smoothly.

1 is a perspective view showing a railway vehicle to which an outer hood device for a railway vehicle according to the present invention is applied. 2A is a schematic cross-sectional view showing a state in which the outer hood device is attached (the front side (reference numerals 13 and 14 side) is the inside of the vehicle, the other side is the outside of the vehicle), and FIG. 2B is the outer hood device. It is the schematic which looked at from the vehicle inside. FIG. 3A is a view showing the relationship between two outer hood units arranged side by side, and FIG. 3B is a cross-sectional view of the boundary portion between the two outer hood units in FIG. 3A. . FIG. 4 (a) is a diagram corresponding to FIG. 2 (a), and FIG. 4 (b) is a diagram corresponding to FIG. 2 (b). . FIG. 5A and FIG. 5C correspond to FIG. 2A, and FIG. 5B corresponds to FIG. 2B when the distance between vehicles decreases. It is a figure to do. FIGS. 6A and 6B are diagrams showing operations in the Y-axis direction. It is a figure which shows the operation | movement about a Z-axis direction.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, the outer hood device for a railway vehicle according to the present invention includes a space between vehicle bodies 1a and 2a (see FIG. 2) of front and rear vehicles 1 and 2 connected via a coupler (not shown). The entire circumference of the part S (between the side parts of the front and rear vehicles 1, 2, between the roof part and between the frame parts) is closed by the outer hood 3. The outer hood 3 is comprised by the outer-plate member 3A of the some outer hood unit 11 mentioned later. That is, the outer hood device is constituted by a plurality of outer hood units 11. The outer hood 3 is formed by the plurality of outer plate members 3A, and the plurality of outer plate members 3A fill the entire circumference of the space S that is the gap between the vehicle bodies 1a and 2a of the front and rear vehicles 1 and 2. Mounted in shape.

  For example, in the vehicle side portion, the outer hood 3 covering the outside of the space portion S is arranged in the vertical direction so that the plurality of outer plate members 3A close the space portion S between the vehicle bodies 1a and 2a of the front and rear vehicles 1 and 2. Has been placed.

  Each outer plate member 3A is a part of the outer hood unit 11, and as shown in FIGS. 2 (a) and 2 (b), the first and second link arms 13 and 14 constituting the outer hood unit 11 are used. The universal joints 17 and 18 and the hinge brackets 19 and 20 are supported by the vehicle bodies 1a and 2a of the front and rear vehicles 1 and 2, and the distance between the vehicle bodies 1a and 2a of the front and rear vehicles 1 and 2 is changed. Thus, each outer plate member 3A is configured to be displaced between the inner side of the vehicle body and the outer side of the vehicle body so as not to be damaged by interference with the vehicle bodies 1a and 2a.

  The outer hood unit 11 includes first and second guide rail members 15 and 16 provided in parallel to the inner side surface of the outer side of each outer plate member 3A. One end portion (inner end portion) of the front vehicle 1 is rotatably coupled to the vehicle body 1a, and the other end portion (outer end portion) is slidably coupled to the first guide rail member 15. Further, one end portion (inner end portion) of the second link arm 14 is coupled to the vehicle body 2a of the rear vehicle 2, and the other end portion (outer end portion) is slidably coupled to the second guide rail member 16. Has been.

  Specifically, the one end portions 13a and 14a of the first and second link arms 13 and 14 are hinge brackets supported on the surfaces of the vehicle bodies 1a and 2a via universal joints 17 and 18 (for example, ball joints). 19 and 20 are coupled to be rotatable about a rotation axis parallel to the surfaces of the vehicle bodies 1a and 1b. The other end portions 13b and 14b of the link arms 13 and 14 include sliders (not shown) that are slidably engaged with the guide rail members 15 and 16, respectively. , 16 is allowed to move in a specific direction (rail direction). The other end portions 13b and 14b of the link arms 13 and 14 are rotatably connected to the slider. A leaf spring (not shown) that restrains the movement of the universal joints 17 and 18 and prevents the drooping is disposed near the distal ends of the hinge brackets 19 and 20.

  Then, torsion springs 21, 22 are provided at one end portions 13 a, 14 a of the first and second link arms 13, 14, and the outer plate member 3 A causes the guide rail members 15, 16 to be connected by the torsion springs 21, 22. It is set as the structure urged | biased elastically so that the vehicle body 1a, 2a surface may be contacted via That is, the one end portions 13a and 14a of the link arms 13 and 14 are rotatably connected to the hinge brackets 19 and 20, and the link arms 13 and 14 are connected to the hinge shaft (rotating shaft) in the hinge axis direction. A gap is provided so as to enable movement, and torsion springs 21 and 22 are provided in the gap on both upper and lower sides of one end portions 13a and 14a of the link arms 13 and 14, respectively. The torsion springs 21 and 22 are installed so that an acting force acts in a direction in which the outer plate member 3A is brought into contact with the surfaces of the vehicle bodies 1a and 2a.

  The link arms 13 and 14 and the hinge brackets 19 and 20 are provided with stoppers 25 and 26 so that the positions of the link arms 13 and 14 stop at a certain position with respect to the acting force of the torsion springs 21 and 22. It is provided.

  The other end portions 13b and 14b of the first and second link arms 13 and 14 are connected to the outer plate member 3A via tension springs 23 and 24, respectively, as shown in FIG. The outer plate member 3A is always urged elastically by the tension springs 23 and 24 so as to be positioned at the center position between the vehicles 1 and 2 via both guide rail members 15 and 16.

  The outer plate member 3A has a rectangular plate shape, and is provided with elastic seal portions 3Aa, 3Ab, 3Ac, 3Ad (for example, rubber) on the periphery (up and down and left and right), and the upper and lower elastic seal portions 3Aa and 3Ab are shown in FIG. As shown in FIG.

  In other words, as for the two outer plate members 3A and 3A arranged in the circumferential direction, that is, the vertical direction in the vehicle side portion, as shown in FIG. 3B, one of them is an edge portion of the other outer plate member side 3A. The other has an elastic seal portion 3Aa extending toward the other outer plate member 3A, while the other has an elastic seal portion 3Ab extending toward the one outer plate member 3A at the edge of the one outer plate member 3A. The two elastic seal portions 3Aa and 3Ab can be relatively moved while maintaining an overlapping contact state (airtight state).

  Further, each outer plate member 3A is provided with elastic seal portions 3Ac and 3Ad that elastically contact with the vehicle bodies 1a and 2a of the front and rear vehicles 1 and 2 at the front and rear edges of the vehicle bodies 1a and 2a of the front and rear vehicles 1 and 2, respectively. ing.

  As described above, the plurality of outer hood units 11 include the first and second guide rail members 15 and 16, the first and second link arms 13 and 14, and the hinge brackets toward the outside of the front and rear vehicles 1 and 2. 19 and 20 and universal joints 17 and 18 are attached to the vehicle bodies 1a and 2a (structure) so as to fill the space S between the vehicles 1 and 2. The outer hood unit 11 has the above-described structure, so that the outer plate members 3A are attached so as not to interfere with each other even if the outer plate members 3A are displaced. In addition, airtightness is also improved by these elastic seal parts 3Aa-3Ad.

Subsequently, for example, the outer hood unit 11 provided on the side of the vehicles 1 and 2 is used for the X axis, the Y axis, the Z axis, the roll axis, the pitch axis, and the yaw axis with respect to the deviation input of the vehicles 1 and 2. The operation will be described (see FIG. 1 for each axis).
(i) X axis (rail direction)
Since the vehicles are connected via a connector, when the vehicle accelerates or decelerates, a shock absorber of the connector (not shown) extends or contracts. In response to this bias input, the outer hood unit 11 operates as follows.

  When the vehicle is stopped or in steady running, each outer plate member 3A is in contact with the outer surface of the vehicle bodies 1a and 2a. Further, since the tension springs 23 and 24 are installed between the link arms 13 and 14 and the outer plate member 3A, the outer plate member 3A is constantly maintained at the center position between the vehicles 1 and 2 by the spring force. Will be. In this state, the first and second link arms 13 and 14 are arranged in a C shape. Note that stepped portions 1aa and 2aa are formed at the ends of the vehicle bodies 1a and 2a. When the outer plate member 3A closes the space between the vehicle bodies 1a and 2a, the outer surface of the vehicle bodies 1a and 2a and the outer plate member 3A. Is housed between the stepped portions 1aa and 2aa of the vehicle bodies 1a and 2a of the front and rear vehicles 1 and 2 so as to be substantially flush with the outer surface of the vehicle, so that running resistance is reduced during high-speed running.

  Then, for example, when the distance between the vehicles 1 and 2 increases (when the vehicle accelerates), the distance between the vehicles 1 and 2 increases, so that the hinge bracket is shown in FIGS. 4 (a) and 4 (b). The distance between 19 and 20 increases, and the end portions 13b and 14b (sliders) of the link arms 13 and 14 slide along the guide rail members 15 and 16 in a direction away from each other. As a result, the outer plate member 3A is displaced away from the outer surfaces of the vehicle bodies 1a and 2a toward the vehicle body inner side. At this time, stoppers 25 and 26 are provided between the hinge brackets 19 and 20 and the link arms 13 and 14 so as to restrict and stop the opening (rotation) of the link arms 13 and 14 at a certain position. The outer plate member 3A does not enter the inside of the vehicle body too much. As a result, the angle formed by the hinge brackets 19 and 20 and the link arms 13 and 14 by the stoppers 25 and 26 is less than 180 °. Since the tension springs 23 and 24 are installed between the link arms 13 and 14 and the outer plate member 3A, the outer plate member 3A is constantly maintained at the center position between the vehicles. If the distance between the vehicles returns to the original distance, the opposite operation is performed.

  On the other hand, when the distance between the vehicles 1 and 2 decreases (when the vehicle decelerates), the shock absorber contracts and the distance between the vehicles 1 and 2 decreases, so that as shown in FIG. The end portions 13a and 14a (sliders) of the link arms 13 and 14 slide along the rail members 15 and 16 in a direction approaching each other. As a result, the outer plate member 3A is displaced away from the outer surface of the vehicle bodies 1a, 2a toward the outer side of the vehicle body. When the distance between the vehicles becomes smaller than a certain value, the link arms 13 and 14 hit the stoppers 27 and 28 on the guide rail members 15 and 16. When the distance between the vehicles further decreases, the operation is performed such that the outer arms 3A are pushed outward by bending at the other end portions 13b and 14b of the link arms 13 and 14. In other words, when the distance between the vehicles becomes too narrow and there is no space where the outer plate member 3A exists, the outer arm member 3A is driven outward by the link arms 13 and 14 so that interference does not occur. Operate.

Moreover, when the space | interval between the vehicles 1 and 2 returns to the original, the above-mentioned reverse operation is performed and the original state is restored. In addition, guide inclined portions 1ab and 2ab are formed at the ends of the vehicle bodies 1a and 2a, and when the outer plate member 3A enters the vehicle inner side from the outer side of the vehicle body, the outer plate member 3A becomes the guide inclined portion. By contacting 1ab, 2ab, the return displacement of the outer plate member 3A from the vehicle body inner side to the vehicle body outer side is smoothly performed.
As described above, the stoppers 27 and 28 restrict the movement of the slider of the guide rail members 15 and 16 attached to the outer plate member 3A, thereby urging the link arms 13 and 14 to rotate. Since the positions of the stoppers 27 and 28 are alternately different for the adjacent outer hood units 11, the outer plate member 3A having the link arms 13 and 14 that contact the stoppers 27 and 28 first moves to the outside of the vehicle body, and thereafter Then, the outer plate member 3A having the link arms 13 and 14 that contact the stoppers 25 and 26 moves to the outside of the vehicle body.
In this way, after the outer plate member 3A having the link arms 13 and 14 that first contact the stoppers 25 and 26 moves outward from the vehicle body, the outer plate member 3A having the link arms 13 and 14 that next contact the stoppers 25 and 26 is obtained. Since it moves to the outside of the vehicle body, the adjacent outer plate members 3A do not move simultaneously to the outside of the vehicle body, and a smooth movement is possible. Further, the elastic seal portions 3Aa and 3Ab on the upper and lower sides of the outer plate member 3A are adjacent to each other on the outer side of the vehicle body and the inner side of the vehicle body, and then move to the outer side of the vehicle body. Since the elastic seal portions 3Aa and 3Ab with the outer plate member 3A are alternately attached to the vehicle body outer side and the vehicle body inner side (see FIG. 3B), smooth movement is possible.
(ii) Y axis (sleeper direction)
When the space between the vehicles 1 and 2 moves in the direction of sleepers (when the carriage moves laterally), the outer hood unit 11 operates as follows.

  When the vehicles 1 and 2 are relatively displaced in the sleeper direction, as shown in FIG. 6, the link arm 13 and the link arm 13 are connected to the other end portions 13 b and 14 b of the link arms 13 and 14 and the hinge brackets 19 and 20. , 14 are relatively rotated around the rotation axis at the connecting portion between the one end portions 13a, 14a and the guide rail members 15, 16, and the bias input due to the deviation is absorbed. At this time, the outer plate member 3A and the outer surface of the vehicle body 1a, 2a are kept in contact with each other.

When the shift in the sleeper direction between the vehicles returns, the vehicle rotates relative to the opposite direction to the above and returns to the original state.
(iii) Z-axis (height direction)
The outer hood unit 11 operates as follows in response to a bias input in the height direction caused by the joint of the track (track), the expansion and contraction of the air spring of the carriage, and the like.

  When the distance between the vehicles deviates in the height direction, as shown in FIG. 7, the hinge brackets 19 and 20 can be rotated or tilted on the vehicle bodies 1a and 2a in an arbitrary plane. Since they are connected, the bias input due to the shift is absorbed by the outer plate member 3A being inclined. Unlike the apparent distance between the vehicles, the distance between the points where the outer hood unit 11 is actually attached becomes longer. However, this is an operation in the X-axis direction (with the guide rail members 15 and 16). Are absorbed by

When the displacement in the height direction between the vehicles returns to the original state, the operation opposite to the above is performed, and the original state is restored.
(iv) Roll shaft (twist between vehicles)
When the left and right heights of the air springs of the carriage are different, the positional relationship is such that the front and rear vehicles are twisted in the rail direction. This bias input operates as follows.

  When the positional relationship between the vehicles 1 and 2 is twisted, the universal joints 17 and 18 of the hinge brackets 19 and 20 on the vehicle body 1a and 2a side rotate and operate to absorb the twist. Since the rotation center of the torsion between the vehicles 1 and 2 is not the center of the universal joints 17 and 18, the distance between the torsion center of the outer hood unit 11 and the torsion center between the vehicles 1 and 2 depends on the distance between the vehicles 1 and 2. The distance increases. In other words, the mounting interval of the outer hood unit 11 is longer than the apparent inter-vehicle distance, but this is absorbed by the operation in the X-axis direction.

  The hinge brackets 19 and 20 hold their positions by sandwiching the vehicle body between the outer plate member 3A and the hinge brackets 19 and 20 via torsion springs 21 and 22 between the link arms 13 and 14, respectively. .

When the twist between the vehicles 1 and 2 returns to the original state, the operation opposite to the above is performed and the original state is restored.
(v) Pitch axis (deviation due to mountain orbit)
When a vehicle passes an inflection point such as a mountain or a valley, the distance between the vehicles is the widest at the roof and the narrowest near the frame, or conversely, the distance between the two is the narrowest at the roof. Also, there may be a widest state near the underframe. In response to such bias input, the outer hood unit 11 operates as follows.

  When the pitch axis deviation is applied to the outer plate member 3A, the outer plate member 3A on the roof side first starts to operate using the X-axis operation and the rotation of the universal joints 17 and 18 of the hinge brackets 19 and 20. . If the outer hood units 11 that are adjacent to each other repeat the same operation one after another and the vehicles 1 and 2 are viewed from the outside in the sleeper direction, each outer hood unit will be even if the gap between the vehicles 1 and 2 becomes V-shaped. The vehicle bias input is absorbed by 11 operating independently. Further, the airtightness can be ensured because of the continuity of the outer hood unit 11.

When the distance between the vehicles 1 and 2 is restored, an operation opposite to the above is performed and the original state is restored.
(vi) Yaw axis (deviation due to curve trajectory)
When the tracks on which the vehicles 1 and 2 travel are linear (including the case where the radius of curvature is approximately 4000 m to 6500 m), the outer plate members 3A are in contact with the outer surfaces of the vehicle bodies 1a and 2a. Yes. Further, since the tension springs 23 and 24 are installed between the link arms 13 and 14 and the outer plate member 3A, the outer plate member 3A is constantly maintained at the center position between the vehicles 1 and 2 by the spring force. Will be.

  When the vehicle passes the curve, the distance between the vehicles is the closest inside the curve and the farthest outside. This is particularly the case when there are many orbits with a small radius of curvature at a vehicle base or the like.

  When there is such a bias input, the outer hood unit 11 operates as follows.

  When the vehicles 1 and 2 reach the curve, the outer hood units 11 installed on the inner side of the curve simultaneously operate in the X-axis compression direction. Further, with respect to the bending between the vehicle bodies (the angle generated between the front and rear vehicles), the operation is absorbed by the rotation of the universal joints 17 and 18 installed on the vehicle body 1a and 2a side of the hinge brackets 19 and 20. Further, when the distance between the vehicles 1 and 2 exceeds a certain value, the outer plate member 3A protrudes from the outer surface of the vehicle as described in the operation in the X-axis direction, and can cope with a narrower distance between the vehicles. . On the other hand, the outer hood unit 11 installed outside the curve also moves in the direction of X-axis tension at the same time. In this case, even when the vehicles 1 and 2 are bent, the operation is absorbed by the rotation of the universal joints 17 and 18 of the hinge brackets 19 and 20.

  When the distance between the vehicles returns, the operation opposite to the above is performed and the original state is restored.

  With the above operation, the operation can be smoothly performed with respect to the deviation of 6 axes (X axis, Y axis, Z axis, roll axis, pitch axis, and yaw axis) between the vehicles. Note that the actual operation of the vehicle is hardly the operation of each axis alone, and the deviation between the vehicles 1 and 2 is absorbed by the combination of the operation of each axis.

  With this device, on a track that can travel at a high speed (for example, on a track with a radius of curvature of 4000 m or more), the outer hood 3 (outer plate member 3A) is also affected by displacement caused by a curved track during normal travel and fluctuations such as front and rear, left and right between vehicles. ) And the vehicle bodies 1a and 2a and the joints between the outer plate members 3A are also in close contact with each other with no gap, and are excellent in airtightness.

  In addition, a sharply curved track (for example, a track with a radius of curvature of about 200 m) or a crossover track in the garage has a large back-and-forth movement between the vehicle bodies 1a and 2a, but the traveling speed is slow and it is not necessary to maintain airtightness. . Therefore, at the joint between the outer hood 3 (outer plate member 3A) and the vehicle bodies 1a and 2a and between the outer plate members 3A, the distance between the vehicle bodies 1a and 2a becomes smaller, and inside the curved track approaching, FIG. 3), the outer plate member 3A moves to the center side of the curved track. Therefore, since the outer plate member 3A does not interfere with the vehicle bodies 1a and 2a, the outer hood 3 (outer plate member 3A) can be prevented from being deformed. On the contrary, outside the curved track, as shown in FIG. 4 (a), it is possible to prevent an excessive force from being applied by actively providing a space between the vehicle bodies 1a, 2a and the outer plate member 3A. In addition, the outer hood 3 (outer plate member 3A) can be prevented from being deformed. Similarly, even when the mutual movement in the direction of the sleeper between the vehicle bodies 1a and 2a is large in the portion of the sharply curved track and the crossover track, as shown in FIG. 6B, the vehicle bodies 1a and 2a And the outer hood 3 (outer plate member 3A) are spaced apart from each other, it is possible to prevent an excessive force from being applied to each outer hood unit 11 and to prevent each outer hood unit 11 from being deformed.

  In the above embodiment, the portion of the outer hood 3 in the vehicle side portion, which is formed by the plurality of outer plate members 3A arranged in the vertical direction (circumferential direction) in the vehicle side portion, has been described. Of course, the outer hood in the roof part and underframe part, which is formed by a plurality of outer plate members arranged so as to be arranged in the horizontal direction that is the circumferential direction in the roof part and underframe part, performs the same operation. is there.

S Space part 1, 2 Vehicle 1a, 2a Car body 1aa, 2aa Step part 1ab, 2ab Guide inclined part 3 Outer hood 3A Outer plate member 3Aa-3Ad Elastic seal part 11 Outer hood unit 13, 14 Link arm 13a, 14a One end part 13b , 14b Other end portions 15, 16 Guide rail members 17, 18 Universal joints 19, 20 Hinge brackets 21, 22 Torsion springs 23, 24 Tension springs 25, 26 Stopper

Claims (8)

An outer hood device for a railway vehicle that blocks between the front and rear vehicle bodies to be connected,
The outer hood device is supported by the vehicle bodies of the front and rear vehicles by two or more first and second link arms so as to be arranged in the outer peripheral direction between the vehicle bodies, and a plurality of the outer hood devices that block between the vehicle bodies of the front and rear vehicles. Each outer plate member is configured to displace between the vehicle body inner side and the vehicle body outer side in accordance with a change in the distance between the vehicle bodies of the front and rear vehicles.
Two or more first and second guide rail members are provided in parallel on the inner surface of each outer plate member,
One end of the first link arm is coupled to one of the front and rear vehicles so as to be rotatable, and the other end is slidably coupled to the first guide rail member;
One end portion of the second link arm is rotatably coupled to the other vehicle body of the front and rear vehicles, and the other end portion is slidably coupled to the second guide rail member. Outer hood device.   One end portions of the first and second link arms are coupled to a hinge bracket supported on a surface of the vehicle body via a universal joint so as to be rotatable around a rotation axis parallel to the surface of the vehicle body. The outer hood device for a railway vehicle according to claim 1.   3. A torsion spring is provided at one end of each of the first and second link arms, and the outer plate member is urged by the torsion spring so as to contact the surface of the vehicle body. The outer hood device for the railway vehicle described. Each of the other end portions of the first and second link arms further includes a tension spring that biases in the opposite direction.
The railway vehicle according to any one of claims 1 to 3, wherein the outer plate member is biased by each of the tension springs so as to be positioned at a central position between the vehicles via the both guide rail members. Outside hood equipment. One of the two outer plate members among the plurality of outer plate members arranged in the outer peripheral direction between the vehicle bodies is a lip-shaped elastic seal that extends to the other outer plate member side at the other outer plate member side edge. The other side has a lip-shaped elastic seal portion extending to the one outer plate member side at the edge portion on the one outer plate member side,
The outer hood device for a railway vehicle according to any one of claims 1 to 4, wherein the two elastic seal portions are relatively movable while maintaining an overlapping contact state.   Each said outer-plate member is provided with the elastic seal part which elastically contacts with the vehicle body of the said front-and-rear vehicle in the front-and-rear edge part of the vehicle body side of the said front-and-rear vehicle. Equipment for railway vehicles. Body of the front and rear vehicle portion longitudinal edges of the outer plate member corresponds to the portion located are formed of an elastic member, the outer hood apparatus of a railway vehicle according to claim 6, wherein.   Step portions are formed at the end portions of the vehicle bodies of the front and rear vehicles, and when the outer plate member closes the space between the vehicle bodies of the front and rear vehicles, the outer surface of the vehicle body and the outer surface of the outer plate member are substantially surfaces. The outer hood device for a railway vehicle according to any one of claims 1 to 7, wherein the outer hood device for a railway vehicle is configured to be housed between the steps of the vehicle bodies of the front and rear vehicles so as to become one.

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