JP3574702B2 - Car end damper device for railway vehicles - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle end damper device that is disposed between mutually connected railway vehicles and suppresses rolling vibration of the railway vehicles.
[0002]
[Prior art]
A conventional end damper device for a railway vehicle will be described with reference to FIGS.
FIG. 9 and FIG. 10 are skeleton diagrams of a conventional side end damper device for a railway vehicle of the horizontal damper type 24 as viewed from above and from the front. The first and second railway vehicles 10 and 12 are connected to each other via a coupler (not shown), and the railway vehicle end damper device is provided for the first and second railway vehicles 10 and 12. It is arranged between the confronting wives of the vehicle body 14. The connecting rod 16 extends substantially horizontally in the lateral direction of the vehicle body 14, and the link 18 extends substantially in the vertical direction, and is connected at upper ends to both ends of the connecting rod 16 via pivot connection points 20. It is swingably supported by the vehicle body 14. The transverse damper 24 has an axial direction defined by the lateral direction of the vehicle body 14, and is connected at one end to a lower end of the link 18 via a pivotal connection point 26, and at the other end side via a pivotal connection point 28. It is connected to.
[0003]
When the first and second railway vehicles 10 and 12 are in rolling vibration with each other, the left and right links 18 swing right and left around the fulcrum 22 from the standing position, and the horizontal damper 24 operates accordingly. And suppresses rolling vibration.
[0004]
In the vehicle end damper device for railway vehicles in FIGS. 9 and 10, the left and right links 18 may be greatly inclined by gravity as shown by broken lines in FIG. 10, and may be out of the effective operating range of the horizontal damper 24. . FIG. 11 is a skeleton view of a conventional railcar side end damper device with a return spring with a return damper type 24 as viewed from the front. The tension spring 30 serving as a return spring has a center line extending in the lateral direction of the vehicle body 14, is locked at one end to a portion between the rotation connection point 20 and the fulcrum 22, and is fixed to the vehicle body 14 at the other end. The spring seat 32 is locked. As a result of the pulling force of the left and right pulling springs 30, a left-right and right-right acting force Fs (≠ 0) acts on the connecting rod 16 even at the neutral position.
[0005]
FIG. 12 is a front view of a conventional railcar vehicle end damper device represented by the skeleton diagram of FIG. 11. The penetrating hood 34 is provided between the first and second railway vehicles 10 and 12 which are connected to each other, and is provided between the first and second railway vehicles 10 and 12 for vehicles passing through between the first and second railway vehicles 10 and 12. A traffic space 36 is defined. Although the connecting rod 16 may be disposed below the through hood 34, the performance of the vehicle end damper device for a railway vehicle increases as the distance from the rolling center line increases. In addition, it is more advantageous to dispose it above the penetration hood 34.
[0006]
FIG. 13 is a front view of a conventional vehicle end damper device for a railway vehicle partially modified from the structure of FIG. The difference from FIG. 12 is that the tension spring 30 is disposed outside the link 18 in the lateral direction of the vehicle body 14.
[0007]
FIG. 14 is a front view of a conventional side end damper device for a railway vehicle of a horizontal damper type 24 in which a tension spring 30 as a return spring is disposed substantially vertically. Since the tension spring 30 is of a vertical type and is disposed on the side of the inter-vehicle traffic space 36, the upper end of the vehicle body 14 and the upper end of the through hood 34 are different from the case of the horizontal tension spring 30 in FIG. Can be shortened. The spring hanging arm 38 separate from the link 18 swings integrally with the link 18 around the fulcrum 22 and protrudes from the fulcrum 22 in the lateral direction of the vehicle body 14. The tension spring 30 extends substantially in the up-down direction, and is locked at the upper end by a tip end of a spring hook arm 38 and at the lower end by a spring seat 32 fixed to the vehicle body 14. Also in this vehicle end damper device for a railway vehicle, as a result of the tensile force of the tension spring 30, the left and right acting forces Fs act on the connecting rod 16 even in the neutral position.
[0008]
FIG. 15 is a front view of a conventional vehicle-end damper device of a vertical damper type 42 for a railway vehicle. In the vehicle end damper device of the vertical damper type 42 for a railway vehicle, the dimension between the edge of the through hood 34 and the side end of the vehicle body 14 can be shortened, and a large damper can be used. The pin bracket 40 is fixed to the vehicle body 14 and supports the link 18 so as to be swingable at the fulcrum 22. The vertical damper 42 is connected at an upper end thereof to a distal end of a lateral protruding portion of the L-shaped link 18 via a rotation connection point 44, and pivots at a lower end to a pin bracket 46 fixed to the vehicle body 14. They are connected via a connection point 48. The tension spring 30 is disposed horizontally in the lateral direction of the vehicle body 14 and applies a tensile force to the link 18 to urge the link 18 to a neutral position.
[0009]
[Problems to be solved by the invention]
FIG. 16 shows the acting force in the first railway vehicle 10 equipped with the conventional railway vehicle end damper device. The vehicle body 14 receives forces Fs in opposite directions in the lateral direction of the vehicle body 14 at the front and rear ends from the tension springs 30 of the front and rear railcar vehicle end damper devices. Due to both Fs, a rotational moment is generated around the center of the vehicle body 14 on the vehicle body 14, and a reaction force Ft is generated from two front and rear bogies (not shown) disposed below the vehicle body 14.
[0010]
FIG. 17 shows a lateral displacement of the vehicle body 14. Due to Ft in FIG. 16, a lateral shift δ corresponding to the lateral spring stiffness occurs in the bogie of the first railway vehicle 10 with respect to the vehicle body 14. In recent bolsterless bogies, δ is a non-negligible amount because the lateral spring rigidity is small.
[0011]
Such a lateral displacement δ between the vehicle body 14 and the bogie results in a misalignment of the inter-vehicle traffic space 36, deteriorating the appearance of the inter-vehicle traffic space 36, and a stopper rubber with the lateral movement of the bogie. This may cause a problem such as a reduction in the amount of the data. In addition, since the connecting rods 16 are applied with Fs in opposite directions in the axial direction at the neutral position, the rail end of the railcar accompanying the connection and release work of the first and second railcars 10 and 12 is applied. When connecting and disassembling the damper device, it is necessary to remove the acting force Fs from the connecting rod 16 by using a turnbuckle-type spring killing jig, which is complicated.
[0012]
An object of the present invention is to solve such a problem caused by a return spring of a vehicle end damper device for a railway vehicle.
[0013]
[Means for Solving the Problems]
The railway vehicle end damper device of the present invention includes the following components (a) to (d).
(A) a transverse link member (16) extending between the first and second railway vehicles (10, 12) to be connected to each other substantially in the lateral direction of the vehicle body (14);
(B) swingable about a fulcrum (22) supported by the vehicle body (14) of the first and second railway vehicles (10, 12), and both ends of the lateral link member (16) at one end side; Vertical link members (18) that swingably connect to each other
(C) Dampers (24, 42) for damping the swing of the vertical link member (18)
(D) At the neutral position of the vertical link member (18), the direction of the pulling force is the radial direction of the fulcrum (22), and one end swings integrally with the swing of the vertical link member (18) around the fulcrum (22). Tension spring adapted to be moved (30)
[0014]
In this vehicle end damper device for a railway vehicle, when rolling vibration occurs in the first and second railway vehicles (10, 12), the vertical link member (18) swings with respect to the neutral position, and the horizontal link member ( 16) is displaced substantially in the lateral direction of the vehicle body (14). The dampers (24, 42) operate in association with the swing of the vertical link member (18) with respect to the neutral position, attenuate the displacement of the horizontal link member (16) and the vertical link member (18), and reduce the first and the second. Rolling vibration of the second railway vehicle (10, 12) is suppressed.
[0015]
In this railcar end damper device, when the vertical link member (18) swings from the neutral position, the tension spring (30) swings the end on the fulcrum (22) side to swing the vertical link member (18). The tension force of the tension spring (30) deviates from a direction corresponding to the radial direction of the fulcrum (22), and the tension force of the tension spring (30) is shifted from the direction of the fulcrum (22) to the vertical link member (18). This is the direction in which the surrounding rotational moment is generated. Thus, the vertical link member (18) is urged by the tension spring (30) in a direction to return to the neutral position.
[0016]
In the neutral position of the vertical link member (18), the tension spring (30) becomes a radial tensile force of the fulcrum (22) of the vertical link member (18), and the fulcrum () due to the tensile force of the tension spring (30). There is no moment of the longitudinal link member (18) around 22). Therefore, the lateral link member (16) does not generate an acting force due to the tensile force of the tension spring (30), and also has a function between the vehicle body (14) and the bogie in the first and second railway vehicles (10, 12). Does not occur in the lateral direction. As a result, the pulling force of the tension spring at the neutral position causes the appearance to deteriorate due to the misalignment of the inter-vehicle traffic space (36) between the first and second railway vehicles 10 and 12 and the reduction of the stopper rubber. The problem caused by the lateral displacement between the vehicle body (14) and the bogie can be eliminated.
[0017]
In another vehicle end damper device for a railway vehicle of the present invention, the horizontal link member (16) is disposed above the inter-vehicle traffic space (36).
[0018]
Since the vehicle end damper device for a railway vehicle is arranged sufficiently away from the center of rolling, the performance can be improved.
[0019]
In another vehicle end damper device for a railway vehicle according to the present invention, a spring arm (56) that rotates integrally with a vertical link member (18) around a fulcrum (22) is integrated with or separate from the vertical link member (18). Provided on the body. The tension spring (30) has its end on the fulcrum (22) side locked at the location of the spring arm (56) offset from the fulcrum (22). The spring arm (56) has a recess (58) in the middle to avoid interference with other elements (40) in its swing range.
[0020]
In this vehicle end damper device for a railway vehicle, the spring arm (56) integrated with or separate from the vertical link member (18) swings integrally with the vertical link member (18) around the fulcrum (22). The end of the tension spring (30) on the fulcrum (22) side is swung around the fulcrum (22) integrally with the vertical link member (18). In the neutral position of the vertical link member (18), the tension spring (30) is entrained by the spring arm (56) at the end on the side of the fulcrum (22), and extends along the radial direction of the fulcrum (22). When the member (18) swings from the neutral position, the rotational direction is a tensile force direction in which a rotational moment in the direction of returning the vertical link member (18) to the neutral position acts on the vertical link member (18). The spring arm (56) receives another element (40) in the swing range in the recess (58) when the end of the tension spring (30) on the fulcrum (22) side is swung and driven. . In this manner, the concave portion (58) of the spring arm (56) allows the end of the tension spring (30) on the fulcrum (22) side to swing without any trouble.
[0021]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, the present invention will be described with reference to FIGS.
FIG. 1 is a skeleton diagram of a vehicle-side damper device for a railway vehicle of a horizontal damper type 24 as viewed from the front. FIG. 1 is different from the skeleton diagram of FIG. 11 only in the arrangement of the tension spring 30. As described in the prior art, the connecting rod 16 extends horizontally between the first and second railway vehicles 10 and 12 to be connected to each other substantially in the lateral direction of the vehicle body 14 and above the penetrating hood 34. I have. The link 18 is connected to both ends of the connecting rod 16 via a rotation connecting point 20, hangs down from both ends of the connecting rod 16, and is supported by the vehicle body 14 at a fulcrum 22 at an intermediate portion. The transverse damper 24 has an axial direction defined by the lateral direction of the vehicle body 14, and is connected at one end to a lower end of the link 18 via a pivotal connection point 26, and at the other end side via a pivotal connection point 28. Supported by The link 18 has its neutral position set in the vertical direction. The tension spring 30 is locked at the upper end to the pivot connection point 26, at the lower end to a spring seat 32 fixed to the vehicle body 14, and in a neutral position of the link 18, the link 18 and the center line are aligned. The direction is up and down.
[0022]
FIG. 2 is a front view of a vehicle-side damper device for a railway vehicle of a horizontal damper type 24 in which a tension spring 30 is disposed obliquely downward and outward with respect to a fulcrum 22. 2 corresponds to FIG. 14 of the prior art, and since the tension spring 30 can be disposed below the fulcrum 22, the dimension between the upper end of the vehicle body 14 and the upper end of the through hood 34 can be reduced. The spring arm 54 is separate from the link 18 and swings around the fulcrum 22 integrally with the link 18. At the neutral position of the link 18, the spring arm 54 is set so that the lower end is in a swinging position with the lower end side slightly outward in the lateral direction of the vehicle body 14 with respect to the vertical direction. The locking position on the spring seat 32 side is determined so as to extend in the radial direction of the fulcrum 22 with the center line aligned with the hanging arm 54. The spring arm 54 may be formed integrally with the link 18.
[0023]
FIG. 3 is a front view of a vehicle-side damper device for a railway vehicle of a horizontal damper type 24 in which a tension spring 30 is disposed obliquely upward and inward with respect to a fulcrum 22. The difference from FIG. 2 is that the spring hook arm 56 is formed integrally with the link 18, and at the neutral position of the link 18, diagonally upward and inward in the vehicle body lateral direction with respect to the fulcrum 22. 22 in the radial direction. In the neutral position of the link 18, the tension spring 30 is opposite to the spring hook arm 56 so that the center line is aligned with the spring hook arm 56, that is, in a radial direction obliquely above the fulcrum 22. At the end of the spring seat 32.
[0024]
FIG. 4 is a front view of a vehicle-side damper device for a railway vehicle of a horizontal damper type 24 in which a tension spring 30 is disposed obliquely upward and outward with respect to a fulcrum 22. 3 is different from FIG. 3 in that the spring arm 56 is formed integrally with the link 18, and at the neutral position of the link 18, the support point 22 extends obliquely upward and outward with respect to the fulcrum 22 in the vehicle body lateral direction. 22 in the radial direction. In the neutral position of the link 18, the tension spring 30 is opposite to the spring arm 56 so that the center line is aligned with the spring arm 56, that is, in a radial direction obliquely above and outside the fulcrum 22. At the end of the spring seat 32.
[0025]
In the vehicle end damper device for a railway vehicle shown in FIGS. 1 to 4, when rolling vibration does not occur in the first and second railway vehicles 10 and 12 and the link 18 is in the neutral position, the tension spring 30 moves to the fulcrum 22. Is generated in the radial direction, the link 18 is not subjected to the moment due to the tension of the tension spring 30, and the link rod 16 also receives the acting force Fs due to the tension of the tension spring 30. No effect (Fs = 0). Therefore, in the first and second railway vehicles 10, 12, there is no lateral displacement between the vehicle body 14 and the bogie, and the lateral displacement causes the misalignment of the inter-vehicle traffic space 36, the reduction of the stopper rubber, and the like. Is prevented. Furthermore, in the connection / separation work of the railcar vehicle end damper device at the time of connection / disconnection of the first and second railcars 10 and 12, the action force Fs from the tension spring 30 acts on the connection rod 16. There is no need to use a turnbuckle-type spring killing jig.
[0026]
With the rolling vibration of the first and second railway vehicles 10 and 12, the link 18 of the first and second railway vehicles 10 and 12 swings around the fulcrum 22, and the connecting rod 16 moves sideways of the vehicle body 14. Displace in the direction. Accordingly, each horizontal damper 24 operates to suppress the swing of the link 18 and the displacement of the connecting rod 16, thereby suppressing the rolling of the first and second railway vehicles 10, 12.
[0027]
When the link 18 swings from the neutral position, the end of the tension spring 30 on the fulcrum 22 side is entrained by the link 18 or the spring arm 54 and swings around the fulcrum 22, and the tension force of the tension spring 30 becomes The fulcrum 22 is shifted with respect to the radial direction, and a moment around the fulcrum 22 acts on the link 18. This causes a moment to return the link 18 to its neutral position, returning the link 18 to its neutral position.
[0028]
FIG. 5 is a front view of a vehicle-side damper device of a vertical damper type 42 in which a tension spring 30 is disposed obliquely downward and inward with respect to the fulcrum 22. FIG. 5 corresponds to FIG. 15 of the prior art, and the lateral dimension between the side edge of the penetration hood 34 and the side end of the vehicle body 14 can be reduced by employing the vertical damper 42. The pin bracket 40 is fixed to the vehicle body 14 with its center line extending in the lateral direction of the vehicle body 14, and supports the link 18 at a fulcrum 22 at the distal end. The link 18 has three arms, and the upwardly projecting arm is connected to the connecting rod 16 via the pivotal connection point 20, and the arm protruding outward in the lateral direction of the vehicle body 14 is turned. Connected to the upper end of the vertical damper 42 via the dynamic connection point 44, the spring hook arm 56 projects slightly downward as the third arm of the link 18 toward the penetrating hood 34, and extends in the middle. The portion has a concave portion 58. The spring arm 56 may be separate from the link 18 as long as it swings around the fulcrum 22 integrally with the link 18. At the lower end, the vertical damper 42 is connected to a pin bracket 46 fixed to the vehicle body 14 via a rotation connection point 48. At the neutral position of the link 18, the tension spring 30 is locked at the upper end to the distal end of the spring hook arm 56 so that the center line is aligned with the spring hook arm 56, and is fixed to the vehicle body 14 at the lower end. It is locked on a spring seat 32. When the spring hook arm 56 swings to the maximum, the spring bracket 56 receives the pin bracket 40 in the concave portion 58 to avoid interference with the pin bracket 40, so that the swing does not hinder.
[0029]
FIG. 6 is a front view of a vehicle end damper device of a vertical damper type 42 in which a tension spring 30 is disposed obliquely upward and inward with respect to the fulcrum 22. The difference from FIG. 5 is that the spring hook arm 56 branches off from the intermediate portion of the body of the link 18 without aligning its center line in the radial direction of the fulcrum 22, and the distal end of the tension spring 30 The end of the fulcrum 22 side is locked. However, the tension spring 30 is supported by the vehicle body 14 via the spring seat 32 so that the center line is aligned in the radial direction of the fulcrum 22 at the neutral position of the link 18 as in the case of the tension spring 30 of FIG. ing.
[0030]
5 and 6, the tension force of the tension spring 30 is in the radial direction of the fulcrum 22 when the link 18 is at the neutral position, and when the link 18 swings from the neutral position, the tension force of the spring is The latch arm 56 swings the locking end of the fulcrum 22 side around the fulcrum 22 to generate a moment for returning the link 18 to the neutral position. The same function as the vehicle end damper device can be exhibited.
[0031]
FIGS. 7 and 8 are diagrams showing the relationship between the spring force, the acting force, and the restoring force of the tension spring 30 in the related art and the embodiment of the invention with the deflection angle ψ. The deflection angle ψ is the intersection angle between the link 18 and the vertical line in FIG. In the conventional railway vehicle end damper device (FIG. 7), when the link 18 swings to the minus side of the deflection angle 、 and the length of the tension spring 30 is minimized, the spring force of the tension spring 30 ( = Urging force) is minimized, and as the swing angle ψ from the swing angle ψ when the spring force = 0 increases, the length of the tension spring 30 increases, and the spring force of the tension spring 30 increases. Thus, the acting force from the tension spring 30 to the link 18 also increases. If the restoring force for returning the link 18 to the neutral position is defined as the absolute value of the difference between the acting forces of the tension springs 30, the deflection angle ψ = 0, and becomes zero, and as the absolute value of the deflection angle ψ increases. Increase.
[0032]
On the other hand, in the vehicle end damper device (FIG. 8) for the railway vehicle according to the embodiment of the invention, the spring force of the tension spring 30 is minimum when the tension spring 30 is in the neutral position of the link 18, that is, when the deflection angle ψ = 0. The length of the tension spring 30 becomes minimum, and increases with an increase in the amount of extension of the tension spring 30 with an increase in the absolute value of the deflection angle ψ. The acting force of the connecting rod 16 due to the spring force of the tension spring 30 is 0 when the deflection angle ψ = 0, and the signs are opposite on both sides of the deflection angle ψ = 0. Further, the restoring force of the connecting rod 16 to the neutral position is related to the moment around the fulcrum 22 due to the spring force of the tension spring 30, and when the deflection angle ψ = 0 and 0, the absolute value of the deflection angle ψ increases. It increases with.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram of a horizontal damper type vehicle-end damper device for a railway vehicle viewed from the front.
FIG. 2 is a front view of a horizontal damper type vehicle end damper device for a railway vehicle in which a tension spring is disposed obliquely downward and outward with respect to a fulcrum.
FIG. 3 is a front view of a horizontal damper-type vehicle-end damper device in which a tension spring is disposed obliquely upward and inward with respect to a fulcrum;
FIG. 4 is a front view of a horizontal damper-type vehicle end damper device in which a tension spring is disposed obliquely upward and outward with respect to a fulcrum;
FIG. 5 is a front view of a vertical damper type vehicle end damper device for a railway vehicle in which a tension spring is disposed obliquely downward and inward with respect to a fulcrum.
FIG. 6 is a front view of a vertical damper-type vehicle-end damper device in which a tension spring is disposed obliquely upward and inward with respect to a fulcrum;
FIG. 7 is a diagram showing a relationship between a spring force, an acting force, and a restoring force by a tension spring in the related art, with a deflection angle ψ.
FIG. 8 is a diagram showing a relationship between a spring force, an acting force, and a restoring force of a tension spring according to the embodiment of the present invention and a deflection angle ψ.
FIG. 9 is a skeleton diagram of a horizontal damper type conventional vehicle end damper device for a railway vehicle viewed from above.
FIG. 10 is a skeleton view of a horizontal damper type conventional vehicle end damper device for a railway vehicle viewed from the front.
FIG. 11 is a skeleton view of a conventional vehicle-end damper device for a railway vehicle having a horizontal damper type and a return spring, as viewed from the front.
FIG. 12 is a front view of a conventional vehicle end damper device for a railway vehicle represented by a skeleton diagram of FIG. 11;
FIG. 13 is a front view of a conventional railcar end damper device partially modified from the structure of FIG. 12;
FIG. 14 is a front view of a horizontal damper type conventional vehicle end damper device for a railway vehicle in which a tension spring as a return spring is disposed substantially along the vertical direction.
FIG. 15 is a front view of a conventional vertical damper type vehicle end damper device for a railway vehicle.
FIG. 16 shows an acting force in a first railway vehicle equipped with a conventional railway vehicle end damper device.
FIG. 17 shows a lateral displacement of the vehicle body.
[Explanation of symbols]
10 First railway vehicle 12 Second railway vehicle 14 Body 16 Connecting rod (lateral link member)
18 links (vertical link members)
22 fulcrum 24 horizontal damper (damper)
30 tension spring 36 inter-vehicle traffic space 40 pin bracket (other elements in swing range)
42 Vertical damper (damper)
56 Spring hook arm (spring arm)
58 recess

Claims (3)

(A) a transverse link member (16) extending between the first and second railway vehicles (10, 12) to be connected to each other substantially in the lateral direction of the vehicle body (14);
(B) The first and second railway vehicles are respectively connected to both ends of the horizontal link member (16) at one end side so as to be swingable, and the horizontal link member (16) is displaced substantially in the horizontal direction. (10, 12) a vertical link member (18) swingable around a fulcrum (22) supported by the vehicle body (14),
(C) a damper (24, 42) for attenuating the swing of the vertical link member (18); and (d) a tension direction at the neutral position of the vertical link member (18) is a radial direction of the fulcrum (22). And the end on the fulcrum (22) side is swung integrally with the swing of the vertical link member (18), and deviates from a direction coinciding with the radiation direction of the fulcrum (22). (18) a tension spring (30) for generating a rotational moment around the fulcrum (22),
A vehicle end damper device for a railway vehicle, comprising: The vehicle end damper device for a railway vehicle according to claim 1, wherein the lateral link member (16) is disposed above the inter-vehicle traffic space (36). A spring arm (56) that rotates integrally with the vertical link member (18) around the fulcrum (22) is provided integrally with or separate from the vertical link member (18), and the tension spring (30) The end of the spring arm (56) as a point deviated from the fulcrum (22) is locked at the end of the fulcrum (22) side, and the spring arm (56) swings 3. An end damper device for a railway vehicle according to claim 1, wherein a concave portion (58) for avoiding interference with other elements (40) in the range is provided at an intermediate portion.

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