KR102442781B1 - Coupler structure for railway vehicle - Google Patents

Abstract

The present invention relates to a structure for a connector for a continental railroad vehicle capable of height adjustment, and more particularly, to a height adjustment of an integral connector that allows different types of connectors to be connected, so that the shank supports the head part more stably It relates to a connector structure for a continental railroad vehicle that can be adjusted in height so that the connector of continental railroads of different heights can be more easily connected at the same time.
The present invention includes a head part integrally formed with different types of connector shapes, a shank part installed on a vehicle body of a continental railroad vehicle, and a connection part for connecting the head part to the shank part, wherein the head part includes the connection part It is characterized in that it is installed so that the height can be adjusted.

Description

Height-adjustable connector structure for continental railway vehicle

The present invention relates to a structure for a connector for a continental railroad vehicle capable of height adjustment, and more particularly, to a height adjustment of an integral connector that allows different types of connectors to be connected, so that the shank supports the head part more stably It relates to a connector structure for a continental railroad vehicle that can be adjusted in height so that the connector of continental railroads of different heights can be more easily connected at the same time.

In general, railroad vehicles are one of the important means of transportation constituting passenger trains, freight trains, and electric trains running on railroad tracks. Of course, it has the advantage of being able to transport a large amount of cargo at once.

At this time, a plurality of railway vehicles are connected to form a train, and the vehicles are connected by using a connector for combining the vehicle and the vehicle.

Such a connector prevents accidents caused by contact between the lead vehicle and the rear vehicle by always maintaining a certain distance between the lead vehicle and the rear vehicle, and serves as a medium for transmitting the power transmitted from the engine room to each vehicle. As such, a knuckle-type automatic coupler or a lock-type close coupler is mainly used.

In addition, the continental railroad refers to a railroad route promoted with the goal of connecting the Korean Peninsula with China, Central Asia, Russia, and Europe.

As such, railway vehicles running on continental railroads have to pass through several countries, and in the case of a freight car, it may be necessary to connect additional freight cars to add freight to be transported from one country to another.

However, since there is currently no universally standardized connector for railroad cars, the connector specifications for each country are different. There is a problem in that it takes a lot of time and money because transfer of cargo and transshipment of cargo are required.

In order to solve this problem, an integrated connector having a head part in which two different connector shapes are integrally formed has recently been developed. This integrated connector has the advantage of reducing the time and cost of replacing the connector of a railroad car, but the connector There is a disadvantage that it cannot be applied when the heights of the

That is, the standard of the bogie or wheel of the railroad car may be different for each country, and the installation height of the connector may also be different.

In order to solve this problem, as shown in FIG. 1 , in Korean Patent Registration No. 10-2056125, an integrated connector was developed that allows connectors having different heights to be combined. These connectors are Russia, Mongolia, CIS The CA3-type connector 22, which is mainly used in the country, is formed to protrude upward, and when the CA3-type connectors are coupled to each other, the shank part 10 cannot properly support the head part 20 .

That is, since the height difference between the CA type connector 22 and the shank part 10 protruding upward is large, when an impact is applied to the connector, a moment is generated and shock absorption is not performed properly, and the driving There is a disadvantage in that stability may be reduced.

Republic of Korea Patent Registration No. 10-2056125 Republic of Korea Patent No. 10-0383562

The present invention has been devised to solve the above problems, and an object of the present invention is to configure the height adjustment of the integral connector to connect different types of connectors, so that the shank can support the head part more stably. It is to provide a connector structure for a continental railroad vehicle that can be adjusted in height so that it can more easily connect connectors of continental railroads of different heights at the same time.

The present invention for solving these problems; A head part having different types of connector shapes integrally formed therein, a shank part installed on the body of a continental railroad vehicle, and a connection part for connecting the head part to the shank part, wherein the head part height adjustment is possible with the connection part It is characterized in that it is installed so that it is possible.

In this case, a sawtooth-shaped uneven portion is formed on a rear surface coupled to the connection portion of the head portion, and a guide portion corresponding to the shape of the uneven portion is formed on the front surface to which the head portion of the connection portion is coupled.

In addition, the uneven portion and the guide portion is characterized in that formed in a trapezoidal shape.

In addition, one or more fixing holes are formed at positions corresponding to the head portion and the connection portion, and the head portion is fixed to the connection portion by a fixing means coupled to the fixing hole.

In addition, it is characterized in that the fixing holes formed in the connection portion are respectively formed at different heights.

In addition, the shank portion is characterized in that it is composed of a U-shaped coupling portion to which the connecting portion is inserted inwardly and hinged, and a fixing portion extending from the rear end of the coupling portion to be fixedly installed on the vehicle body.

In addition, first and second hinge holes to which a hinge pin is inserted and coupled are respectively formed at positions corresponding to the connection portion and the coupling portion, and a fixing pin for fixing the connection portion to the coupling portion is provided at the rear of the first and second hinge holes. It is characterized in that an insertion hole and a coupling hole to be inserted and coupled are formed, respectively.

And, when connected to the AAR type connector, the horizontal central axis of the head part is coupled to a higher height than the horizontal central axis of the connector, and when connected to the CA-3 type connector, the horizontal central axis of the head part is the horizontal central axis of the connecting part. It is characterized in that the height is lower than the central axis of the direction is coupled.

On the other hand, a head part having different types of connector shapes integrally formed therein, the head part connected to the front end, a shank part installed on the body of a continental railroad vehicle, a buffer part provided at the rear of the shank part, and the shank It includes a frame part that covers the part and the buffer part, and a height adjustment part is provided to adjust the height of the frame part.

In addition, the height adjustment unit is characterized in that it comprises a screw portion installed in the frame portion, a worm wheel coupled to the lower portion of the screw portion, a worm meshed with the worm wheel, and an adjustment handle for driving the worm.

According to the present invention, it is possible to adjust the height of the integrated connector for connecting different types of connectors, so that the shank part can support the head part more stably and at the same time, the connector of the continental railroad of different heights It has an excellent effect of making it easier to connect.

1 is a perspective view showing a connector for a continental railroad vehicle according to the prior art.
Figure 2 is a view showing an embodiment of the height-adjustable connector structure for a continental railroad vehicle according to the present invention.
Figure 3 is an exploded perspective view of the present invention shown in Figure 2;
4 (a) and (b) are views showing an example of use according to an embodiment of the present invention shown in FIG. 2 .
5 (a) and (b) is a view showing an example of use according to another embodiment of the present invention shown in FIG.
6 and 7 are views showing another embodiment of the height-adjustable connector structure for a continental railroad vehicle according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings. The same reference numerals are used for the same components in the drawings, and repeated descriptions of the same components are omitted. And, it should be understood that the present invention may be implemented in many different forms and is not limited to the described embodiments.

Figure 2 is a view showing an embodiment of a connector structure for a continental railroad vehicle capable of height adjustment according to the present invention, Figure 3 is an exploded perspective view of the present invention shown in Figure 2, Figures 4 (a) and (b) ) is a diagram showing an example of use according to an embodiment of the present invention shown in FIG. 2, and FIGS. 5 (a) and (b) are examples of use according to another embodiment of the present invention shown in FIG. 6 and 7 are views showing another embodiment of a connector structure for a continental railroad vehicle capable of height adjustment according to the present invention.

The present invention is configured so that the height of the integrated connector for connecting different types of connectors is possible, so that the shank part can support the head part more stably, and at the same time, it is easier to connect the connectors of the continental railroad with different heights It relates to a connector structure for a continental railroad vehicle capable of height-adjustable connection, and the configuration of the variable gauge bogie structure for a railroad vehicle according to the present invention is as shown in FIGS. It includes a part 100 , a shank part 200 installed on the body of a continental railroad vehicle, and a connection part 300 for connecting the head part 100 to the shank part 200 .

More specifically, the head part 100 serves to be connected to a neighboring vehicle body, and has a structure in which two different types of connector shapes are integrally formed.

That is, as the shape of the head part 100 is shown in FIG. 2, a CA-3 type connector (hereinafter referred to as 'first head 100a') mainly used in Russia, Mongolia, and CIS countries, and Korea The description will be based on the fact that the AAR type connector (hereinafter, referred to as 'second head (100b)') used in the most countries including .

Next, the connection part 300 is configured such that the head part 100 is vertically adjustable in height, and is rotatably connected to the shank part 200 to be described later in a left and right direction.

A sawtooth-shaped uneven portion 110 is formed on the rear surface of the head portion 100 coupled to the connection portion 300 in the vertical direction, and the uneven portion is formed on the front surface of the connection portion 300 coupled to the head portion 100 . A guide part 310 corresponding to the shape of 110 may be formed, and the head part 100 may be configured to move in the vertical direction by the guide of the guide part 310 .

At this time, the concave-convex part 110 and the guide part 310 are formed in a dovetail shape, that is, a trapezoidal shape in cross section, so that the head part 100 coupled to the front end of the connection part 300 is prevented from flowing in the left and right directions. can be configured.

In addition, one or more fixing holes 120 and 320 are formed at positions corresponding to each other between the head part 100 and the connection part 300 , and the head part 100 is fixed by a fixing means such as a bolt coupled to the fixing holes 120 and 320 . It may be fixedly installed on the connection part 300 .

At this time, the fixing holes 320 formed in the connection part 300 are formed at different heights to adjust the height of the head part 100 to the upper or lower part, and then to the fixing hole 120 of the head part 100 . The height of the head part 100 can be adjusted by being fixedly installed in the fixing hole 320 of the corresponding position using a fixing means.

Next, the shank part 200 is connected to the rear of the connection part 300 to serve to enable the connector 50 to be fixedly installed on the body of the continental railroad vehicle, and the connection part 300 is hinged. It includes a part 210 and a fixing part 220 fixedly installed on the vehicle body.

More specifically, the coupling part 210 is formed in a '⊃' shape with an open front, and serves to allow the connection part 300 to be inserted and coupled to the inside through the opened part, and the high The top 220 is formed in the shape of a bag extending to the rear of the coupling part 210 , and the rear end is coupled to the vehicle body so that the connector 50 can be fixedly installed on the vehicle body.

At this time, a first hinge hole 302 is formed in the center portion of the connection part 300 in the up and down directions, and a second hinge hole ( 212 is formed, and the connection part 300 is configured to be hinged by the hinge pin 350 on the inside of the coupling part 210 .

Thus, the connection part 300 is connected to the coupling part by the hinge pin 350 inserted through the second hinge hole 212 formed in the coupling part 210 and the first hinge hole 302 formed in the connection part 300 . Since it is hinged on the inside of the 210, when the connector 50 needs to be replaced, the hinge pin 350 serves as a rotation axis and the hinge pin 350 without separating the connection part 300 from the coupling part 210. It is configured to be able to change the positions of the first head 100a and the second head 100b of the head part 100 fixedly installed at the front end of the connection part 300 by rotation around the .

On the other hand, the insertion hole 304 is formed in the rear of the first hinge hole 302 formed in the connection part 300, and the insertion hole ( A coupling hole 214 is formed at a position corresponding to 304), and the insertion hole 304 and the coupling hole 214 can be inserted and coupled with a fixing pin 360 for fixing the connection part 300 to the inside thereof. It plays a role in making

That is, the fixing pin 360 allows the connection part 300 to be firmly fixed to the coupling part 210 of the shank part 200 and, at the same time, the load applied to the connector 50 while the continental railroad vehicle is running. As a supporting role, the insertion hole 304 and coupling each formed in the connection part 300 and the coupling part 210 in a state where the connection part 300 is coupled to the coupling part 210 by the hinge pin 350 , respectively. By inserting and coupling the fixing pin 360 through the hole 214 , the connection part 300 is configured to be firmly fixed to the coupling part 210 .

In particular, the insertion hole 304 formed in the connection part 300 is composed of first to third insertion holes 304a , 304b , 304c installed to be spaced apart from each other by a predetermined distance, and the coupling hole formed in the coupling part 210 . 214 may also be composed of first and second coupling holes 214a and 214b installed to be spaced apart from each other by a predetermined distance, which is positioned at the rear of the hinge pin 350 so that the connection part 300 and the coupling part ( This is to insert and couple the fixing pin 360 for fixing the 210 to two of the first to third insertion holes 304a, 304b, and 304c and the first and second coupling holes 214a and 214b. .

That is, as described above, in the head part 100, the first head 100a and the second head 100b are integrally formed, and when one of the two heads is used, it is not used, that is, it is not used with the other vehicle body. The uncoupled head protrudes to one side so that the center of gravity of the head part 100 is biased to one side, and the load applied to the head part 100 of the connector is only by the hinge pin 350 and one fixing pin 360 . When the continental railroad vehicle runs in a supported state, the load applied to the head part 100 is eccentric while driving, so the driving stability of the continental railroad vehicle is reduced as well as the load applied to the head part 100. Since there is a problem that the connector 50 may be deformed or damaged due to insufficient supporting force, in the present invention, at the rear of the hinged portion between the connecting portion 300 and the engaging portion 210 provided with the head portion 100, each other By fixing the connection part 300 by the first and second fixing pins 360a and 360b which are inserted and installed to be spaced apart by a predetermined distance, the connection part 300 can be more firmly fixed to the coupling part 210 and at the same time, the load It is designed to improve support for

In addition, a support part 330 is formed to protrude from the upper and lower surfaces of the rear end of the connection part 300 , and a support groove 230 into which the support part 330 is inserted is formed on the inner surface of the shank part 200 . The support part 330 and the support groove 230 serve to improve the support force of the connection part 300 coupled to the shank part 200 .

That is, when the load applied to the connector 50 while the railroad vehicle is running is supported only by the hinge pin 350 and the fixing pin 360, the supporting force for loads transmitted from various directions, such as eccentric load, bending load, and torsion load. may fall, the support parts 330 protruding respectively on the upper and lower parts of the connection part 300 are inserted and coupled to the inside of the support grooves 230 formed in the shank part 200 to increase the support area for the connection part 300 . It is configured to significantly improve the bearing capacity for the load applied to the connector 50 by making it possible.

On the other hand, as described above, the guide part 310 made of a concave-convex shape is formed on the front cross-section of the connection part 300 to fix and support the head part 100 in an elevating form. In general, CA-3 type Since it is common for the connector to be installed higher than the AAR-type connector, as shown in FIG. )) is coupled to the connector in a state where the head part 100 is coupled to the lower end of the connection part 300 in a state in which it is positioned in the front.

In addition, as shown in (b) of FIG. 4 , when the CA-3 type connector needs to be replaced, that is, when the CA-3 type connector is coupled to each other, the connecting part 300 hinged to the shank part 200 . ) is rotated so that the CA-3 type connector (first head 100a) of the head part 100 is positioned in the front, and after removing the fixing means for fixing the head part 100 to the connection part 300 , In a state in which the head part 100 is moved upward along the guide part 310 and fixed to the connection part 300 by a fixing means again, coupling between the connectors is possible.

At this time, when the CA-3 type connectors are coupled together, if the head part 100 protrudes too much to the upper part of the connection part 300 , as in the prior art described above, between the CA-3 type connector and the shank part 200 . When an impact is applied to the connector 50 due to a large height difference, shock absorption may not be performed properly or driving stability may be lowered, so as shown in (a) and (b) of FIG. By forming the thickness of 300 to be thicker than the thickness of the head part 100 , even when a CA-3 type connector is used, the central axis and the head part 100 of the shank part 200 , more specifically, the connector 50 . ), it is preferable not to increase the height difference between the central axes.

In addition, when the thickness of the connection part 300 is made thicker than the thickness of the head part 100 as described above, since the weight of the connection part 300 is increased, as shown in (a) and (b) of FIG. 5 , , the thickness of the connection part 300 is formed to be the same as the thickness of the head part 100, and when AAR-type connectors are combined, the head part 100 is partially protruded to the lower end of the connection part 300, CA- When the three types of connectors are combined, the head part 100 is partially protruded from the upper end of the connector part 300 so that the height difference between the central axis of the connector 50 and the central axis of the head part 100 can be reduced. It can also be configured.

Meanwhile, according to another embodiment of the height-adjustable connector structure 50 ′ for a continental railroad vehicle according to the present invention, as shown in FIGS. 6 and 7 , the entire connector may be configured to be vertically adjusted in height.

That is, the connector includes a head part 100 ′ in which different types of connector shapes are integrally formed, and a shank part 200 ′ that is connected and installed at the rear of the head part 100 ′ to fix and support the head part 100 ′. ), a buffer part 400 provided at the rear of the shank part 200', and a frame part 500 that covers and supports the shank part 200' and the buffer part 400 from the outside, and the It includes a height adjustment unit 600 that allows the height of the buffer unit 400 and the frame unit 500 to be adjusted.

At this time, since the configuration of the head part 100', the shank part 200', the buffer part 400 and the frame part 500 is a known configuration, a detailed description thereof will be omitted.

However, a coupling member 510 that passes through the frame part 500 and is coupled to the shank part 200' is provided, and when the frame part 500 is raised and lowered by a height adjustment part 600 to be described later, the shank part ( 200') and the head part 100' connected to the shank part 200' is also configured to be able to move up and down.

Next, the height adjustment unit 600 is made up of a pair at the front and back and is coupled to the buffer unit 400 and the frame unit 500, respectively, and is fixedly installed to the body of the continental railroad vehicle by a bracket 700, and the It is connected to the buffer unit 400 and the frame unit 500 and is configured to adjust the height of the head unit 100 ′ by adjusting the height, and one end is the buffer unit 400 or the frame unit 500 . It is screwed to the, and the other end is provided with a screw portion 610 that is rotatably installed in the bracket (700).

In addition, it includes a worm wheel 620 coupled to a lower portion of the screw portion 610, a worm 630 meshed with the worm wheel 620, and an adjustment handle 640 for driving the worm 630, front and rear The worms 630 provided in the worms are connected to each other by a worm shaft and are driven by one control handle 640 so that they can be lifted more stably when the height is adjusted.

With the above configuration, when the control handle 640 is rotated to adjust the height of the head unit 100 ′, the screw unit 610 is rotated in one direction by the worm 630 and the worm wheel 620 . Accordingly, the female screw installed in the buffer unit 400 and the frame unit 500 moves up and down along the screw unit 610 to adjust the height of the head unit 100 ′.

Therefore, according to the height-adjustable connector structure for a continental railroad vehicle according to the present invention as described above, the height of the integral connector for connecting different types of connectors is configured to be adjustable, so that the shank part 200 is It has various advantages, such as enabling the head part 100 to be supported more stably and at the same time allowing the connectors of continental railways having different heights to be more easily connected.

Although preferred embodiments of the present invention have been described above, the scope of the present invention is not limited thereto, and the scope of the present invention extends to those substantially equivalent to the embodiments of the present invention. Various modifications can be made by those of ordinary skill in the art to which the invention pertains without departing from the scope of the invention.

The present invention relates to a structure for a connector for a continental railroad vehicle capable of height adjustment, and more particularly, to a height adjustment of an integral connector that allows different types of connectors to be connected, so that the shank supports the head part more stably It relates to a connector structure for a continental railroad vehicle that can be adjusted in height so that the connector of continental railroads of different heights can be more easily connected at the same time.

50, 50': height-adjustable connector structure for continental railroad vehicles
100,100': head
100a: first head 100b: second head
110: uneven portion 120: fixing hole
200,200': shank part 210: coupling part
212: second hinge hole 214: coupling hole
220: fixing part 300: connection part
302: first hinge hole 304: insertion hole
310: guide part 320: fixing hole
350: hinge pin 360: fixing pin
400: buffer unit 500: frame unit
600: height adjustment part 610: screw part
620: worm wheel 630: worm
640: control handle 700: bracket

Claims (10)

A head portion in which the first head of CA-3 type and the second head of the AAR type are integrally formed side by side;
A shank part installed on the body of a continental railroad vehicle,
The shank part is rotatably installed from side to side, and the front includes a connection part installed so that the head part can be adjusted in height so that the first head or the second head of the type to be used is located in the front by rotating the connection part, , is configured to be installed at an appropriate height by adjusting the height of the head part,
A sawtooth-shaped uneven portion is formed on a rear surface coupled to the connection portion of the head portion, and a guide portion corresponding to the shape of the uneven portion is formed on the front surface to which the head portion of the connection portion is coupled,
One or more fixing holes are formed at positions corresponding to the head part and the connection part, and the head part is fixed to the connection part by a fixing means coupled to the fixing hole,
Height adjustment is possible, characterized in that the thickness of the connection part is formed to be thicker than or equal to the thickness of the head part, so that the height difference between the central axis of the connector and the central axis of the head part is minimized so that the shank part can stably support the head part. Connector structure for continental railroad vehicles.
delete The method of claim 1,
The height-adjustable connector structure for a continental railroad vehicle, characterized in that the uneven portion and the guide portion are formed in a trapezoidal shape.
delete The method of claim 1,
A connector structure for a continental railroad vehicle capable of height adjustment, characterized in that the fixing holes formed in the connection part are respectively formed at different heights.
The method of claim 1,
The shank part is a connector for a height-adjustable continental railroad vehicle, characterized in that it consists of a U-shaped coupling part that is hinged by being inserted into the connection part, and a fixing part extending at the rear end of the coupling part and fixedly installed on the vehicle body. rescue.
7. The method of claim 6,
First and second hinge holes to which a hinge pin is inserted and coupled are respectively formed at positions corresponding to the connection part and the coupling part, and a fixing pin for fixing the connection part to the coupling part is inserted and coupled to the rear of the first and second hinge holes. A connector structure for a continental railroad vehicle capable of height adjustment, characterized in that an insertion hole and a coupling hole are respectively formed.
The method of claim 1,
When connected to an AAR type connector, the horizontal central axis of the head part is coupled to a higher height than the horizontal central axis of the connector, and when connected to a CA-3 type connector, the horizontal central axis of the head part is the horizontal center of the connector A connector structure for height-adjustable continental railroad vehicles, characterized in that the height is lower than the shaft.
delete delete

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