WO2020196949A1

WO2020196949A1 - Coupler structure for transcontinental railroad cars

Info

Publication number: WO2020196949A1
Application number: PCT/KR2019/003538
Authority: WO
Inventors: 문형석; 박정준
Original assignee: 한국철도기술연구원
Priority date: 2019-03-27
Filing date: 2019-03-27
Publication date: 2020-10-01
Also published as: EP3950461A4; EP3950461A1

Abstract

The present invention relates to a coupler structure for transcontinental railroad cars, and more specifically, to a coupler structure for transcontinental railroad cars, capable of increasing the support strength of a duplex coupler mounted on transcontinental railroad cars while improving the durability of the coupler through distributing the load exerted thereon. The coupler structure comprises a head unit having two different coupler forms formed in a single body, and a shank unit connected to a railroad car body while being coupled to the head unit. The shank unit comprises a U-shaped head connector unit and a securing unit, the head unit being inserted in and hinged to the U-shaped head connector unit, and the securing unit extending from the rear end of the head connector unit and fixedly mounted on the car body. Supporting parts are projected from the upper and lower surfaces of the rear end of the head unit, and supporting grooves, into which the supporting parts are inserted, are formed on the inner surface of the head connector unit.

Description

Continental railway vehicle connector structure

The present invention relates to a connector structure for a continental railroad vehicle, and more particularly, it is possible to increase the supporting force of a duplex coupler installed on a continental railroad vehicle, and at the same time distribute the load acting on the connector to improve durability. It relates to the structure of the connector for the continental railway vehicle that allows it.

In general, railroad vehicles are one of the important means of transportation constituting passenger trains, freight trains, and electric trains running on railroad tracks.Since a number of railroad vehicles can be connected in a safe state, about hundreds to thousands of passengers In addition to being able to burn, it has the advantage of being able to transport a large amount of cargo at once.

At this time, the railway vehicle is operated as a train in a state in which a plurality of railway vehicles are connected, and the vehicles are connected using a connector for coupling the vehicle and the vehicle.

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

Meanwhile, Continental Railway refers to a railroad route that is being promoted to connect the Korean Peninsula with China, Central Asia, Russia and Europe.

In this way, railroad cars running on the continental railway must pass through various countries. In the case of freight cars that transport cargo, there may be cases where additional freight cars need to be connected to add cargo to be transported from one country to another.

However, since there is no current worldwide standardized connector for railroad vehicles, the connector standard is different for each country, so when connecting railroad vehicles moving from one country to another, it is necessary to replace the connector. There is a problem that it takes time and money.

As a prior art for solving this problem, Korean Utility Model Publication No. 1991-0007833 discloses a rotary two-headed connection device for railroad vehicles, and the main technical configuration is as shown in FIG. 1, and the knuckle member 3 is Is formed and a protrusion 4'is formed on the contact plate 4 at the bottom thereof so that the knuckle member 3 and the protrusion 4'are formed to form a mutually perpendicular angle around the shaft hole 2, and the shaft hole 2 Around the connector body (1) with a stopper (5, 5') and a fixing pin hole (6) formed at appropriate intervals, and a fitting part (7') formed with a shaft hole (2') and a fixing hole (8) at one end. ) Having a shank (7), and the connecting shaft (9) is inserted through the shaft hole (2) (2') of the connector body (1) and the shank (7), and the shaft hole (2) of the connector body (1) ) When one of the fixing pin holes (6) formed around and the fixing hole (8) of the shank (7) are adjusted by the stoppers (5, 5') and match each other, the fixing pin (10) is inserted through The feature is that the connection device that matches the connection device installed in the vehicle can be selected and used.

That is, the prior art has the advantage that two different shapes of heads are formed on the connector body 1 so that vehicle bodies having different types of connectors can be connected without replacing the connector, but the connector having two shapes of heads Since the body (1) is supported only by the hinged portion of the shank (7), there is a disadvantage in that the supporting force is weak.

In addition, in the prior art, among the two shapes of heads, the unused head, that is, the head not coupled with the other vehicle body, protrudes in a row, so that the center of gravity of the connector body 1 is skewed to one side. In this case, the load applied to the connector body 1 during driving is eccentric and acts, so not only the running stability of the railway vehicle is lowered, but also the load applied to the coupling part between the shank 7 and the connector body 1 There is also a problem in that the connector may be deformed or damaged by the.

The present invention was conceived to solve the problems of the prior art as described above, and an object of the present invention is to provide a bearing force against a load acting on a head portion in which two different shapes of connectors are integrally formed during driving of a continental railway vehicle. It is to provide a connector structure for continental railway vehicles that can improve durability by increasing it.

In addition, another object of the present invention is to provide a connector structure for a continental railway vehicle that prevents deterioration of driving stability due to an eccentric load by distributing the load applied to the connector during driving of the continental railway vehicle.

The present invention for achieving the above objects,

In a connector structure for a continental railway vehicle comprising a head portion in which two different connector shapes are integrally formed, and a shank portion coupled to the head portion and connected to a railroad vehicle body, the shank portion is inserted into the head portion. It is composed of a U-shaped head coupling portion hinged, and a fixing portion extended to the rear end of the head coupling portion and fixedly installed on the vehicle body, and a support portion protrudes from the upper and lower surfaces of the rear end of the head portion. It is characterized in that a support groove into which the support is inserted is formed on the inner side.

At this time, the support portion and the support groove is characterized in that formed in an arc shape.

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

Here, the insertion hole is composed of first to third insertion holes formed to be spaced apart from each other by a predetermined distance, the coupling hole is composed of first and second coupling holes formed to be spaced apart from each other by a predetermined distance, and the fixing pin is a first And first and second fixing pins coupled through the second coupling hole, the first or third insertion hole, and the second insertion hole.

In addition, a support frame having a receiving portion for receiving the head portion inward is coupled to the outside of the head coupling portion.

In addition, the first and second coupling portions are formed respectively protruding on both sides of the head portion, and the first and second coupling portions are configured to be fastened and fixed by a fastening means while being received inside the receiving portion of the support frame. do.

In addition, it is characterized in that the heat wire is inserted and installed inside the support frame.

According to the present invention, it is possible to more stably support the head portion in which the connector of two different shapes is integrally formed during the running of a continental railway vehicle, and to distribute the eccentric load, bending load, torsion load, etc. acting on the connector. At the same time, by improving the bearing capacity against the load, it is possible to improve the running stability of the continental railroad vehicle, as well as have an excellent effect of greatly improving the durability of the connector.

1 is a view schematically showing a conventional rotary two-head connection device for a railway vehicle.

Figure 2 is a perspective view showing an embodiment of the connector structure for a continental railway vehicle according to the present invention.

Figure 3 is an exploded perspective view of the present invention shown in Figure 2;

Figure 4 is a longitudinal sectional view of the present invention shown in Figure 2;

Figure 5 is an exploded perspective view showing another embodiment of the connector structure for a continental railway vehicle according to the present invention.

6A and 6B are views showing a state in which different types of connectors are coupled to the present invention shown in FIG. 5.

7 is a view showing the result of the structure description of the present invention shown in FIG.

Figure 8 is a perspective view showing another embodiment of the connector structure for a continental railway vehicle according to the present invention.

Figure 9 is a plan view of the present invention shown in Figure 8;

Hereinafter, preferred embodiments of the connector structure for a continental railway vehicle according to the present invention will be described in detail with reference to the accompanying drawings.

Figure 2 is a perspective view showing an embodiment of the connector structure for a continental railway vehicle according to the present invention, Figure 3 is an exploded perspective view of the present invention shown in Figure 2, Figure 4 is a longitudinal sectional view of the present invention shown in Figure 2, Figure 5 is an exploded perspective view showing another embodiment of a connector structure for a continental railway vehicle according to the present invention, and FIGS. 6A and 6B illustrate a state in which different types of connectors are combined with the present invention shown in FIG. Figure 7 is a view showing the result of the structure description of the present invention shown in Figure 5, Figure 8 is a perspective view showing another embodiment of the connector structure for a continental rail vehicle according to the present invention, Figure 9 is shown in Figure 8 It is a plan view of the present invention.

The present invention relates to a connector structure for a continental railroad vehicle that increases the bearing capacity of a duplex coupler installed on a continental railroad vehicle and at the same time distributes a load acting on the connector to improve durability, The configuration is largely composed of a head portion 100 and a shank portion 200 as shown in FIGS. 2 and 3.

In more detail, the head unit 100 serves to be connected to an adjacent vehicle body, and has a structure in which two different types of connector shapes are integrally formed.

At this time, the shape of the connector included in the head portion 100 may include two of the shapes of various connectors used worldwide, but the shape of the head portion 100 is illustrated because the present invention is applied to a continental railway vehicle. As shown in 3, the AAR type connector (hereinafter referred to as'first connector 100a') used in the most countries including Korea, and CA-3 type connector mainly used in Russia and China (hereinafter, ' The description will be made on the basis that the second connector (100b)') is integrally formed.

Next, the shank part 200 is connected to the rear of the head part 100 and serves to allow the connector 50 to be fixedly installed on the vehicle body of the continental railway vehicle, and the head part 100 is hinged. It comprises a head coupling unit 210 and a fixing unit 220 fixedly installed on the vehicle body.

In more detail, the head coupling part 210 is formed in a'U' shape with an open front, and serves to allow the head part 100 to be inserted into and coupled to the inside through the opened portion, The fixing part 220 has a shape of a bag extending to the rear of the head coupling part 210 and the rear end thereof 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 110 is formed in the upper and lower directions in the central part of the head part 100, and the head coupling part 210 at a position corresponding to the first hinge hole 110 has a second hinge. The ball 212 is formed so that the head part 100 can be hinged to the inner side of the head coupling part 210 by a hinge pin 160.

That is, the head portion 100 by the hinge pin 160 inserted through the second hinge hole 212 formed in the head coupling portion 210 and the first hinge hole 110 formed in the head portion 100 Is hinge-coupled to the inner side of the head coupling part 210, so when the connector 50 needs to be replaced, the hinge pin 160 serves as a rotating shaft, so that the head part 100 is not separated from the head coupling part 210 Also, the first connector 100a and the second connector 100b can be replaced by rotation around the hinge pin 160.

On the other hand, the insertion hole 120 is formed in the rear of the first hinge hole 110 formed in the head portion 100, the insertion in the rear of the second hinge hole 212 formed in the head coupling portion 210 A coupling hole 214 is formed at a position corresponding to the hole 120, and the insertion hole 120 and the coupling hole 214 are inserted with a fixing pin 170 for fixing the head part 100 to the inside thereof. It serves to enable them to be united.

That is, the fixing pin 170 allows the head part 100 to be firmly fixed to the head coupling part 210 of the shank part 200 and is applied to the connector 50 while the continental railway vehicle is running. It serves to support the load, and is inserted into the head part 100 and the head coupling part 210, respectively, in a state in which the head part 100 is coupled to the head coupling part 210 by the hinge pin 160 By inserting and coupling the fixing pin 170 through the hole 120 and the coupling hole 214, the head portion 100 is configured to be rigidly fixed to the head coupling portion 210.

Next, as shown in FIG. 2, a support part 130 is formed protruding from the upper and lower surfaces of the rear end of the head part 100, respectively, and a support part 130 is inserted into the inner surface of the head coupling part 210 A groove 216 is formed, and the support portion 130 and the support groove 216 serve to improve the support force of the head portion 100 coupled to the head coupling portion 210.

That is, in the related art, since the load applied to the connector 50 during the running of a railroad vehicle is supported only by the hinge pin 160 and the fixing pin 170, the load transmitted from various directions such as eccentric load, bending load, torsional load, etc. While there was a problem in that the supporting force was deteriorated, in the present invention, the supporting portions 130 formed protruding from the upper and lower portions of the head portion 100 respectively are inserted into the support grooves 216 formed in the head coupling portion 210. As a result, the support area for the head unit 100 is increased, so that the support force for the load applied to the head unit 100 can be greatly improved.

At this time, as shown in FIG. 3, the support part 130 and the support groove 216 are formed to form an arc shape to replace the first connector 100a and the second connector 100b, that is, the hinge pin 160 ), even when rotating the head portion 100 around the support portion 130 is configured to be supported without deviating from the support groove 216.

On the other hand, according to another embodiment of the connector structure for a continental railway vehicle according to the present invention, the first to

third insertion holes

120a, 120b installed so that the insertion holes 120 formed in the head portion 100 are spaced apart from each other by a predetermined distance. ,120c), and the coupling hole 214 formed in the head coupling part 210 may be composed of first and

second coupling holes

214a and 214b that are similarly installed to be spaced apart from each other by a predetermined distance, which is a hinge It is to be positioned at the rear of the pin 160 so that the fixing pin 170 for fixing the head portion 100 and the head coupling portion 210 can be inserted and coupled to two places.

That is, as described above, the head part 100 is formed with the first connector 100a and the second connector 100b integrally, so that when one of the connectors is used, it is not used. The non-coupled connector 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 160 and one fixing pin 170 When the continental railroad vehicle is running in a supported state, the load applied to the head part 100 is eccentric and acts, so not only the driving stability of the continental railroad vehicle is reduced, but also the load applied to the head part 100 is affected. Since there is a problem that the connector 50 may be deformed or damaged due to insufficient support force, in the present invention, insert and install so as to be spaced apart from each other by a certain distance from the rear of the hinge coupling part between the head part 100 and the head coupling part 210 By fixing the head unit 100 by the first and second fixing pins 170a and 170b that are used, the head unit 100 can be more firmly fixed to the head coupling unit 210 and at the same time support the load It is configured to improve

In more detail, the first to

third insertion holes

120a, 120b, and 120c formed in the head part 100 are formed to penetrate upward and downward by being spaced apart from each other by a predetermined distance, as shown in FIG. A second insertion hole 120b is formed at the rear of the first hinge hole 110, and first and

third insertion holes

120a and 120c are formed on both left and right sides of the first hinge hole 110. 2 The insertion hole 120b and the first to

third insertion holes

120a, 120b, and 120c are formed to have the same distance as the insertion hole 120b so as to form an'A' shape as a whole.

In addition, the first and

second coupling holes

214a and 214b formed in the head coupling portion 210 are spaced between the first and

second insertion holes

120a and 120b and the second and third insertion holes 120b and 120c. ) Are spaced apart at the same interval as the interval between them and formed to be symmetrical to each other at the rear of the second hinge hole 212.

That is, as shown in (a) of Figure 6, when the first connector (100a) of the head portion 100 is used, the first fixing through the first insertion hole (120a) and the first coupling hole (214a) The pin 170a is fastened and fixed, and the second fixing pin 170b is fastened and fixed through the second insertion hole 120b and the second coupling hole 214b.

In addition, as shown in (b) of Figure 6, when the second connector (100b) of the head portion 100 is used, the first fixing through the second insertion hole (120b) and the first coupling hole (214a) The pin 170a is fastened and fixed, and the second fixing pin 170b is fastened and fixed through the third insertion hole 120c and the second coupling hole 214b.

Accordingly, the head unit 100 is headed by the first and second fixing pins 170a and 170b at two points which are symmetrical by being spaced apart from the longitudinal central axis of the connector 50 by the above configuration. Since it can be fixed to the coupling part 210, it is possible to additionally support the rear of the first or second connector (100a, 100b) of the head part 100 that is not in use, as well as the shear load acting on the head part 100 Of course, it is possible to improve the support for bending loads or torsional loads, thereby improving the running stability of continental railway vehicles.

In addition, when the connector 50 needs to be replaced due to the fact that a new freight car is added at the station, the coupling of the head unit 100 by the first and second fixing pins 170a and 170b is released, and the head unit ( After rotating 100 around the hinge pin 160, the connector 50 can be replaced only by fastening and fixing the first and second fixing pins 170a and 170b again.

On the other hand, Figure 7 shows the result of performing the structural analysis using the finite element analysis program ANSYS in a state in which the tensile load condition on the knuckle of the freight car connector (E type) of the domestic railway vehicle technology standard is applied, the present invention When the head part 100 is fixed using two fixing pins, that is, the first and second fixing pins 170a and 170b, the maximum stress is about 608 MPa, and as in the prior art, one fixing pin 170 It was confirmed that the support power was improved by 25% or more compared to fixing the head part 170 using.

Next, according to another embodiment of the connector structure for a continental railway vehicle according to the present invention, as shown in Figure 8, the head portion 100 is accommodated inwardly outside the head coupling portion 210 of the shank portion 200 The support frame 300 having the receiving portion 300a formed thereon is fixedly installed, and a first fastening means 330 such as bolts, pins, etc. is inserted and coupled at positions corresponding to each other on the upper and lower surfaces of the support frame 300. And second fastening holes 310 and 320 are formed.

In addition, first and

second coupling portions

140 and 150 are formed to protrude from both sides of the head portion 100, respectively, and fastening means 330 such as bolts and pins are also formed on the first and

second coupling portions

140 and 150. First and second fastening holes 142 and 152 that can be inserted are formed, respectively.

At this time, the support frame 300 and the first and second fastening holes 310, 142, 320, 152 respectively formed in the first and

second coupling portions

140 and 150 are formed at positions corresponding to each other, and the support frame ( The head part 100 accommodated in the inside of 300), that is, the first or

second connector

100a, 100b that is not used among the head part 100, can be fastened and fixed. ) Is configured to additionally support the load applied to it.

In more detail, the first or

second connector

100a, 100b that is not used among the head part 100 is partially accommodated inside the support frame 300, and is inside the support frame 300. The received portion is a fastening means inserted and installed through the first or second fastening holes 142,310,152,320 formed at positions corresponding to each other of the first or second coupling parts 140,150 of the head part 100 and the support frame 300 ( It is fastened and fixed by 330 so as to be able to fix the head part 100 together with the fixing pin 170, as well as to support the load generated during the driving of the continental railway vehicle.

In addition, the first and

second coupling portions

140 and 150 protruding to both sides of the head portion 100 are positioned at a position that does not prevent the first or

second connector

100a, 100b from being coupled with a connector of another vehicle body. It goes without saying that the support frame 300 may be fixedly installed on an underframe (not shown) of a vehicle body other than the head coupling part 210.

On the other hand, the support frame 300 also serves to protect the head unit 100 from an external impact, that is, an impact caused by a collision with an external object while the continental railway vehicle is running. Such a support frame 300 A heating wire (not shown) may be inserted into the inner side.

That is, in the case of a continental railway vehicle to which the present invention is applied, since it travels in a cold or cold climate region, a case where the connector 50 is frozen by snow or ice may frequently occur. In this case, the head part 100 Since it may not be smoothly made to replace the first or second connector (100a, 100b) by rotating the shank part by heat conducted from the support frame 300 by inserting and installing a heating wire inside the support frame 300 It is configured so that the 200 and the head portion 100 do not freeze.

At this time, although not shown, a temperature sensor is installed inside the support frame 300, and a control unit is installed in the driver's seat of the continental railway vehicle to generate heat according to the temperature measured by the temperature sensor. It may be configured to selectively control heat generation of the heating wire according to the temperature of the part.

Therefore, according to the connector structure for a continental railroad vehicle according to the present invention as described above, the head unit 100 having two different shapes of

connectors

100a and 100b integrally formed during the driving of the continental railroad vehicle is more stably supported. It is possible to disperse eccentric loads, bending loads, torsional loads, etc. acting on the connector, and at the same time improving the bearing capacity for the load, thereby improving the running stability of the continental railway vehicle, as well as the connector 50 It has various advantages, such as being able to significantly improve the durability of.

Although the above-described embodiments have been described with respect to the most preferred examples of the present invention, it is obvious to those skilled in the art that various modifications are possible without departing from the technical spirit of the present invention, and are not limited to the above embodiments.

Claims

In the connector structure for a continental railway vehicle comprising a head portion in which two different connector shapes are integrally formed, and a shank portion coupled to the head portion and connected to a railroad vehicle body,

The shank portion is composed of a U-shaped head coupling portion to which the head portion is inserted inwardly and hingedly coupled, and a fixing portion extended to the rear end of the head coupling portion to be fixedly installed on the vehicle body,

A support portion is protruded on the upper and lower surfaces of the rear end of the head,

A connector structure for a continental railway vehicle, characterized in that a support groove into which a support part is inserted is formed on the inner side of the head coupling part.
The method of claim 1,

The support portion and the support groove is a connector structure for a continental railway vehicle, characterized in that formed in an arc shape.
The method of claim 1,

First and second hinge holes into which hinge pins are inserted and coupled are respectively formed at corresponding positions of the head portion and the head coupling portion, and a fixing pin for fixing the head portion to the head coupling portion at the rear of the first and second hinge holes The connector structure for continental railway vehicles, characterized in that the insertion hole and the coupling hole are respectively formed to be inserted and coupled.
The method of claim 3,

The insertion hole is composed of first to third insertion holes formed to be spaced apart from each other by a predetermined distance, the coupling hole is composed of first and second coupling holes formed to be spaced apart from each other by a predetermined distance, and the fixing pins include first and second insertion holes. A connector structure for a continental railroad vehicle, characterized in that consisting of first and second fixing pins coupled through two coupling holes, the first or third insertion holes, and the second insertion holes.
The method of claim 3,

A connector structure for a continental railroad vehicle, characterized in that a support frame having a receiving portion configured to accommodate the head portion inward is coupled to the outside of the head coupling portion.
The method of claim 5,

Continent, characterized in that the first and second coupling portions are formed to protrude on both sides of the head portion, respectively, and the first and second coupling portions are configured to be fastened and fixed by a fastening means while being accommodated in the receiving portion of the support frame. Connector structure for railway vehicles.
The method of claim 5,

A connector structure for a continental railway vehicle, characterized in that a heating wire is inserted into the inner side of the support frame.