JP3690518B2 - Model train - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a railway model vehicle, and more particularly to an installation structure of a coupler for connecting vehicles in a railway model vehicle.
[0002]
[Prior art]
Conventionally, a model railway vehicle is provided with a coupler that connects vehicles to the end of each vehicle. In the case of an actual vehicle, such a coupler is directly attached to the vehicle body. However, in the case of a model railway vehicle, the coupler is attached to the carriage, not the vehicle body. The reason is as follows. In the case of a model railway vehicle, it has been considered very difficult to attach the coupler so that it can be swung left and right with respect to the vehicle body and to be extendable (movable) in the longitudinal direction of the vehicle body.
[0003]
When the model railway vehicle travels on a curved portion of the rail (hereinafter referred to as a curve), the end portion of the vehicle body protrudes in the length direction from the carriage, so that the rail model vehicle may protrude greatly outward in the radial direction of the rail. Therefore, if the coupler is attached to the vehicle body so that it cannot swing left and right relative to the vehicle body or move in the longitudinal direction of the vehicle, This is because there is a problem that the necessary angle and opening between the end portions according to the running curve cannot be obtained, and as a result, the two vehicles derail.
[0004]
For this reason, it is common for model railway vehicles to attach the coupler to the end of the carriage, not the vehicle body. If the vehicle is traveling on a curve, the end of the vehicle will not protrude from the rails to the outside in the radial direction, so the coupler can swing left and right and extend and contract in the length direction. Even if the vehicle is attached to the carriage in an incapable state, the above described derailment of the vehicle does not occur.
[0005]
[Problems to be solved by the invention]
However, the conventional model train is not similar to the actual model in that the coupler is not attached to the end of the car body like the actual model. In addition, it has been desired to develop a model railway vehicle in which the coupler is attached to the end of the vehicle body.
[0006]
As explained earlier, when connecting the connector directly to the vehicle body, it is necessary to be able to swing left and right and move in the length direction with respect to the vehicle body. It is necessary to be able to cope with the relative twisting of the connected vehicles.
[0007]
That is, in recent model railway vehicles, there is also a so-called “pendulum vehicle” in which the center of gravity of the vehicle body is moved and the vehicle body is tilted to the inside of the curve when traveling on a curve. Therefore, when the connecting part connecting the vehicles transitions from the straight part to the curve, or vice versa, the connecting part between the substantially horizontal vehicle located on the straight part and the inclined vehicle located on the curve. Twisting occurs. If this twist cannot be absorbed by the connecting portion, it will also cause derailment. However, in a model railway vehicle, it is extremely difficult to attach the coupler to the vehicle body so that it can swing left and right and move in the length direction with respect to the vehicle body, and can also absorb twists between the vehicle bodies. It was thought.
[0008]
An object of the present invention is to solve such a conventional problem, and even when a connector for connecting vehicles is attached to an end of a vehicle body, the connected vehicles generated when the vehicle travels on a curve. It is an object of the present invention to provide a model railway vehicle that can prevent derailment of each vehicle in response to various behaviors.
[0009]
[Means for Solving the Problems]
The present invention relates to a model railway vehicle having a connector for connecting vehicles at the end in the longitudinal direction of the vehicle body, and the connector includes two plate-like portions arranged at intervals in the vertical direction at the end of the vehicle body. Two fulcrum shaft portions extending in the vertical direction installed at intervals between the plate-like portions at equal intervals on both the left and right sides of the center portion in the left-right direction orthogonal to the longitudinal direction of the vehicle body, and in the interval portion Arranged between the fulcrum shafts, one of the fulcrum shafts is selectively used as a fulcrum, and the outer end located on the length direction side and the inner end on the opposite side can be turned in the left-right direction and within the interval portion Swaying in the left and right direction, and a coupling coupler provided in the center in the left and right direction at the outer end of the swinging action plate located on the end side of the vehicle body. In the initial stage, the connecting coupler is located at the center of the car body. Characterized in that it comprises a automatically returned centering means location.
[0010]
In the model railway vehicle of the present invention, when the swing operation plate turns around one of the fulcrum shaft portions as a fulcrum, the swing operation plate guides the turning of the swing operation plate by slidingly contacting the other fulcrum shaft portion. One guide portion is provided, and each guide portion extends between an outer end portion and an inner end portion of the swing operation plate. In this case, it is preferable that each guide portion is formed by an arc-shaped outer edge portion of the swing operation plate.
[0011]
Furthermore, in the model railway vehicle of the present invention, the swinging operation plate includes a recess on the outer end side of each outer edge serving as each guide portion, and each recess and each fulcrum shaft portion is one fulcrum shaft portion. Is provided in a position where the other fulcrum shaft portion can move so as to slide out of the other concave portion and to be connected to the outer edge connected to the inner peripheral edge of the concave portion. And
[0012]
Furthermore, in the model railway vehicle of the present invention, the centering means includes a spring member installed to apply a moving force to the inner end portion of the swing operation plate in the longitudinal direction of the vehicle body and toward the center portion. It is characterized by including. In addition to the spring member, the centering means is positioned at the center portion of the vehicle body in the swinging operation plate, the opening formed in the region surrounded by the left and right guide portions and the inner and outer end portions, and the interval portion. And a fixed pin that is long in the vertical direction and is inserted through the opening of the swing operation plate, one end of the spring member abuts on the peripheral surface of the fixed pin, and the other end is the center in the longitudinal direction near the inner end It is preferable to lock to the inner periphery of the opening on the line. In the railway model vehicle of the present invention, it is preferable to form an enclosure wall protruding from the surface of the swing operation plate at the edge of the opening of the swing operation plate.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a railway model vehicle according to the present invention will be described in more detail with respect to an embodiment shown in the drawings. 1 and 2 are a front view and a longitudinal sectional view showing an end portion in a longitudinal direction of a vehicle body in a model railway vehicle 10A (hereinafter referred to as a vehicle 10A) according to an embodiment of the present invention, and FIG. It is a perspective view which shows the assembly state of the coupler 12 attached to the edge part of a vehicle body.
[0014]
The coupler 12 is attached to both ends in the longitudinal direction 17 of the vehicle body indicated by arrows in FIG. 3 (only the vehicle body floor plate 11 is shown in FIG. 1 and other portions are omitted). That is, the height adjustment plate 13 is suspended from the lower surface at the end of the vehicle body floor plate 11, and the support plate 14 is further suspended from the lower surface of the height adjustment plate 13. The swing actuating plate 16 including the coupling coupler 15 is disposed in a space between the height adjusting plate 13 and the support plate 14 in an unconstrained state in an upward direction perpendicular to the vehicle body floor plate 11. In other words, the swinging operation plate 16 is disposed so as to be movable upward in the space between the height adjustment plate 13 and the support plate 14.
[0015]
More specifically, the height adjusting plate 13 includes a plate-like portion 13a having a rectangular shape that is substantially the same width as the vehicle body floor plate 11, and two vertically rising from the surface of the plate-like portion 13a on the left and right sides thereof. It is comprised from the latching pieces 13b and 13c with a nail | claw. The vehicle body floor plate 11 is formed with locking holes 11a and 11b into which the respective locking pieces with claws 13b and 13c can be inserted on both left and right sides.
[0016]
The height adjusting plate 13 is configured so that the locking pieces 13b and 13c with pawls are inserted into the locking holes 11a and 11b from the lower surface side of the vehicle body floor plate 11, and the claw portions are mounted on the vehicle body at the edges of the locking holes 11a and 11b. By being latched on the surface of the floor plate 11, the suspension is supported on the lower surface of the vehicle body floor plate 11. At this time, the height adjustment plate 13 is positioned so that the center portion in the left-right direction of the plate-like portion 13a is located at the center portion in the left-right direction of the vehicle body, that is, the center portion (on the center line in the length direction indicated by reference numeral 18 in FIG. It is suspended from the floor board 11. The height adjusting plate 13 also has locking holes 13d and 13e formed at portions adjacent to the bases of the locking pieces 13b and 13c with claws.
[0017]
On the other hand, the support plate 14 is also provided with a plate-like portion 14a, like the height adjusting plate 13, and two claw-attached locking pieces 14b and 14c rising substantially vertically from the surface of the plate-like portion 14a on both sides thereof. These claw-attached locking pieces 14b, 14c are inserted into the locking holes 13d, 13e from the lower side of the height adjusting plate 13, and claw portions are formed on the step portions formed on the inner surfaces of the locking holes 13d, 13e. Is suspended below the height adjustment plate 13. Also in this case, the center part in the left-right direction of the plate-like part 14a of the support plate 14 is positioned at the center part 18 of the vehicle body.
[0018]
On the surface of the plate-like portion 14a of the support plate 14, a fixing pin 19 having a semicircular cross-section located on the center portion 18 of the vehicle body has an arcuate circumferential surface 19a on the inner side in the longitudinal direction 17 of the vehicle. Standing almost vertically toward Two columnar fulcrum shaft portions 20a and 20b are erected substantially vertically with an equal interval on both the left and right sides with the fixed pin 19 as a boundary. On the plate-like portion 14a of the support plate 14, a swing operation plate 16 is placed in an unconstrained state (can be lifted) in an upward direction.
[0019]
The swing actuating plate 16 includes an outer end portion 16a located on the end side in the vehicle body length direction 17 and an inner end portion 16b on the opposite side (the vehicle body length direction inner side), The outer end portion 16 a protrudes somewhat outward in the length direction 17 from the end edge of the plate-like portion 14 a of the support plate 14 located on the vehicle body end side. A coupling coupler 15 is integrally formed at the center portion in the left-right direction of the outer end portion 16 a of the swing operation plate 16. Since the structure of the coupling coupler 15 is not the gist of the present invention, the description regarding the structure is omitted.
[0020]
The swinging operation plate 16 is formed symmetrically with a virtual center line 21 passing through the center of each of the outer end 16a and the inner end 16b. Therefore, the center line 21 is also a bisector that bisects the swing actuating plate 16 in the left-right direction. The central portion in the left-right direction of the coupling coupler 15 is located on the center line 21. The vicinity of the outer end portion 16a of the swinging operation plate 16 is disposed between the two fulcrum shaft portions 20a and 20b, and the respective fulcrum shaft portions 20a and 20b are fitted to the respective outer edges near the outer end portion 16a. Semi-circular recesses 22a and 22b that can be combined are formed.
[0021]
The distance between the two fulcrum shafts 20a and 20b and the distance between the recesses 22a and 22b are such that when one fulcrum shaft 20a or 20b is in one recess 22a or 22b, the other fulcrum shaft 20a or 20b is the other. It is set so that it may become the positional relationship which has come out from the recessed part 22a or 22b. The inner peripheral edges of the semicircular recesses 22a and 22b are connected to the outer edge portions 23a and 23b extending from the inner end portion 16b through the openings, and these outer edge portions 23a and 23b are connected to the respective fulcrum shaft portions 20a and 20b. It is formed in a curved shape as a guide portion that slides in contact with 20b and guides the swinging operation plate 16 to turn.
[0022]
As described above, when one of the two fulcrum shaft portions 20a and 20b is fitted into one of the recesses 22a and 22b, the other is connected to the outer edge 23a or 23b connected to the inner peripheral edge of the other recess. It is provided at a distance so that it can be moved so as to be in sliding contact, as shown in FIG. 4, when the swing operation plate 16 is not swinging left and right, that is, the center line. When 21 is in the initial position located on the center portion 18 of the vehicle body, it means that the outer peripheral half on the opposite side of each fulcrum shaft portion 20a, 20b enters the respective recess 22a, 22b. When the swing actuating plate 16 is pulled straight outward through the connecting coupler 15 in the longitudinal direction 17 of the vehicle body, the opening edges of the recesses 22a and 22b are evenly engaged with the fulcrum shafts 20a and 20b. Long against the car body Direction 17 navel tensile force is transmitted.
[0023]
Further, when the swinging operation plate 16 turns with, for example, one fulcrum shaft portion 20a that has entered the recess 22a as a fulcrum, one outer edge portion 23b slides on the other fulcrum shaft portion 20b and the swing operation plate 16 Guide the turn. On the contrary, when the swing actuating plate 16 turns with one fulcrum shaft portion 20b that has entered the recess 22b as a fulcrum, the other outer edge portion 23a slides on the other fulcrum shaft portion 20a and the swing actuating plate 16 Guide the turn.
[0024]
As a result, when the coupling coupler 15 is swung left and right, and the fulcrum shaft portions 20a and 20b enter the left and right recesses 22a and 22b of the swinging operation plate 16, and the fulcrum shaft portion 20a or 20b is turned as a fulcrum, Since the swinging operation plate 16 is sandwiched between the fulcrum shaft part which is the turning center and the other fulcrum shaft part, the recess 22a or 22b is not detached from the fulcrum shaft part 20a or 20b which is the turning center, A reliable turning operation of the swinging operation plate 16, that is, a swinging operation can be ensured.
[0025]
Thus, when the swinging operation plate 16 turns and the connecting coupler 15 changes its direction to the left and right, the connecting coupler 15 also moves in the longitudinal direction 17 of the vehicle. The reason for this is that the pivot center of the swing operation plate 16 is on either the left or right side portion in the vicinity of the outer end portion 16a (the fulcrum shaft portion 20a or 20b fitted in the recess 22a or 22b).
[0026]
Further, the coupler 12 automatically returns the coupling coupler 15 to the center portion 18 of the vehicle body with respect to the swinging operation plate 16 that pivots in the left-right direction around one of the fulcrum shaft portions 20a, 20b. Centering means 24 for applying an urging force is provided. The automatic return of the coupling coupler 15 to the center portion 18 of the vehicle body means that the swinging operation plate 16 that has swung in the left-right direction is returned to the initial position where the center line 21 coincides with the center portion 18 of the vehicle body. Means.
[0027]
The centering means 24 places the opening 25 formed in the region surrounded by the inner and outer ends 16a and 16b and the outer edges 23a and 23b, and the swinging operation plate 16 on the plate-like portion 14a of the support plate 14. The fixing pin 19 is provided on the plate-like portion 14a, which is positioned on the outer end portion 16a side of the opening 25, in other words, immediately behind the connecting coupler 15. The fixing pin 19 is on the center line 21 when the swinging operation plate 16 is in the initial position, and a locking projection is formed on the inner wall of the opening 25 facing the fixing pin 19 on the center line 21. The part 26 protrudes inward of the opening 25.
[0028]
A coil spring 27 is disposed in the opening 25 of the swing operation plate 16 between the fixing pin 19 and the locking projection 26 in a slightly compressed state. At this time, one end of the coil spring 27 is merely in contact with the arcuate peripheral surface 19a of the fixing pin 19, and is not locked at all. On the other hand, the other end of the coil spring 27 is in contact with the inner wall of the opening 25 so that the locking projection 26 is fitted in the end ring portion. Thereby, the coil spring 27 is located on the bisector 21 in the swing operation plate 16, and its urging force is directed toward the inner and outer ends 16a and 16b. Therefore, when the swinging operation plate 16 is in the initial position, the urging direction thereof coincides with the length direction 17 of the vehicle.
[0029]
The region of the opening 25 in the swinging operation plate 16, that is, the formation range is fixed when the swinging operation plate 16 rotates around the left or right outer edge in the vicinity of the outer end portion 16a. The pin 19 is in a range in which the pin 19 can move relative to the swing actuating plate 16. That is, the opening 25 is formed in such a range that the fixed pin 19 does not interfere with the turning operation when the swing operation plate 16 turns.
[0030]
A surrounding wall 28 is formed on the surface of the swing actuating plate 16 along the edge of the opening 25 thus formed. As apparent from FIG. 3, the surrounding wall 28 prevents the coil spring 27 from coming off the opening 25 because the diameter of the coil spring 27 is larger than the thickness of the swinging operation plate 16.
[0031]
Next, the operation of the coupler 12 provided in the model railway vehicle 10A will be described. The couplers 12 attached to the ends of the vehicle bodies in the vehicles 10A and 10B are opposite in direction and identical. For example, the parts indicated by the symbols are located outside and inside the curve, which makes it very difficult to understand. Therefore, only the behavior of the coupler 12 attached to the vehicle 10A will be described.
[0032]
As shown in FIG. 4, when the vehicle body ends of the two vehicles 10A and 10B on the straight rail approach each other, the coupling couplers 15 of the coupler 12 attached to the vehicle body ends of both the vehicles 10A and 10B are connected to each other. Are fitted together to connect the vehicles. In that case, since the swinging operation plate 16 of the connector 12 at the vehicle body end of each vehicle 10A, 10B is maintained at the initial position by the centering means 24, each of the connectors 12 facing each other of the vehicles 10A, 10B. The connecting coupler 15 faces directly in front, and as a result, it is very easy to connect the separated vehicles.
[0033]
The operation of the centering means 24 will be described. When the swinging operation plate 16 is turned, the fixed pin 19 is in the fixed position, so that the other end of the coil spring 27 and the arcuate peripheral surface of the fixed pin 19 are clear as shown in FIG. The coil spring 27 is compressed while changing the contact point with 19a to a position shifted to the left and right sides from the center line of the coil spring 27. As a result, the pressing force received by the other end of the coil spring 27 is deflected without acting uniformly on the entire coil spring.
[0034]
As a result, a biasing force is exerted on the other end of the coil spring 27 so as to push the inner end portion 16b of the swing operation plate 16 back inward while turning the inner end portion 16b to the side opposite to the deflection side. 16 is applied with a force to return to the original initial position. Therefore, when the external force applied to the swing operation plate 16 in the turning direction disappears, the swing operation plate 16 automatically returns to the initial position.
[0035]
Next, the behavior of the coupler 12 when the two connected vehicles 10A and 10B travel along the curved portion will be described. As shown in FIG. 5, the two vehicles 10A and 10B are converted into a normal C-shaped curve ( When the vehicle travels on the center line between the rails, the outer end portion 16a of the swing operation plate 16 in the connector 12 of the vehicle 10A is drawn toward the inside of the curve, so that the fulcrum shaft portion 20a is located inside the curve. It fits relatively in the recess 22a.
[0036]
The swing actuating plate 16 turns around the fulcrum shaft portion 20a, and the other fulcrum shaft portion 20b slides on and guides the outer edge portion 23b so as to ensure this turning. As a result, the coupling coupler 15 changes its direction toward the inside of the curve corresponding to the curve and is pulled out in the longitudinal direction from the end of the vehicle 10A, so that the vehicles 10A and 10B opened in the V-shape The connection state can be maintained without applying an excessive force between the ends.
[0037]
Thus, when the coupled vehicles 10A and 10B travel on a normal curve, the swinging operation plate 16 turns around the fulcrum shaft portion 20a or 20b located inside the curve, so that the coupling coupler 15 is removed from the outside. As a result, the vehicle can smoothly travel along the curve without excessively approaching the corners inside the curve at the vehicle body facing end surfaces of the vehicles 10A and 10B.
[0038]
Next, a case where the connected vehicles 10A and 10B pass through an intermediate portion of an S-shaped curve (a center line between rails is denoted by reference numeral 30) will be described. As the vehicle behavior in this case is already well known, as shown in FIG. 6, the vehicle body facing ends of the vehicles 10A and 10B are displaced substantially parallel to the lateral direction. In that case, the swing actuating plate 16 turns to the maximum in accordance with the above-described reason, and as a result, the connecting coupler 15 changes its direction from side to side while being pulled out in the longitudinal direction 17 of the vehicle. Follows the lateral displacement accurately.
[0039]
Thereby, the connecting vehicles 10A and 10B can pass through the intermediate position of the S-shaped curve very smoothly without any obstacles. In addition, when passing through the intermediate position of the S-shaped curve, too much opening between the opposite ends of the vehicle bodies in the connected vehicles 10A, 10B does not occur. A powerful sense of reality can be obtained.
[0040]
Furthermore, in the coupler 12 of the model railway vehicle 10, the swinging operation plate 16 with the coupling coupler 15 can turn between the plate-like portions 13a and 14a of the height adjusting plate 13 and the support plate 14. It is only disposed (mounted on the plate-like portion 14a), and is not constrained between the opposed portions of the plate-like portions 13a, 14a, that is, in the upward direction. Even when the vehicle swings or twists up and down during traveling, the swing or twist can be absorbed by the coupler 12.
[0041]
That is, for example, in the case of a so-called “pendulum vehicle” in which the center of gravity of the vehicle body is moved and the vehicle body is tilted to the inside of the curve when traveling on a curve, when connected vehicles transition from a straight portion to a curve, or vice versa Even if a torsion occurs between the substantially horizontal vehicle located on the straight portion and the inclined vehicle located on the curve, either the left or right part (outer edge) of the swing action plate 16 remains on the support plate 14. Since it can be lifted and inclined from the plate-like portion 14a, such twist can be absorbed.
[0042]
According to the railway model vehicle 10A according to the above-described embodiment, the coupler 12 is not a cart as in the prior art, but is turned to the left and right with respect to the end of the vehicle body in the same manner as an actual vehicle, and is moved in and out (moved). ) Since it is attached so as to enable the operation and the twisting operation, it is possible to follow all the behaviors that occur at the opposite ends of the connected vehicles.
[0043]
Furthermore, the swing actuating plate 16 that causes such a behavior to be generated in the coupler 12 is merely disposed at the interval between two plate-like portions that are arranged at intervals in the vertical direction at the end of the vehicle body. Therefore, the coupler 12 can be configured to be very thin, and as a result, the coupler 12 can be miniaturized. In addition, since the connecting coupler 15 is always directed to the front by the centering means unless an external force for turning in the left-right direction is applied, it is very easy to connect the vehicles on a straight line.
[0044]
In the model railway vehicle 10 according to the above-described embodiment, the swinging operation plate 16 in which the coupling coupler 15 is integrally formed with the outer end portion 16a is unconstrained between the height adjustment plate 13 and the support plate 14 in the upward direction. However, the present invention is not limited to this, and (1) a separate connecting coupler 15 may be attached to the outer end portion 16a of the swinging operation plate 16 in a detachable or adhesive manner, Alternatively, (2) the height adjusting plate is omitted, and a space portion is formed by the vehicle body floor plate 11 and the support plate 14, and the swinging operation plate 16 with the coupling coupler 15 is set in the non-restrained state at the space portion. You may arrange.
[0045]
【The invention's effect】
As described above, according to the model railway vehicle of the present invention, the coupler is not attached to the carriage as in the prior art, but is attached to the vehicle body, and the railway model vehicle has a normal C-shaped curve or special S-shape. Since the coupler can follow the behavior of the opposite end of the coupled vehicle exactly like the actual vehicle when traveling on a curved curve, a sense of realism close to that of the actual vehicle can be obtained.
[0046]
Further, according to the railway model vehicle of the present invention, the coupler is configured by merely arranging the swinging operation plate provided with the coupling coupler in the interval portion between the two plate-like portions. As a result, the size of the coupler can be reduced, and since the centering means is provided, the coupler is always facing the front unless an external force for turning the coupler in the horizontal direction is applied. This makes it very easy to connect vehicles on a straight line.
[Brief description of the drawings]
FIG. 1 is a front view of a coupler provided at an end of a model railway vehicle according to an embodiment of the present invention as viewed from the length direction of the vehicle.
2 is a cross-sectional view of the coupler provided at the end of the model train, cut along line 2-2 in FIG.
FIG. 3 is a perspective view showing an assembled state of the coupler provided at the end of the model railway vehicle shown in FIG. 1;
FIG. 4 is an operation explanatory diagram showing a state immediately before two vehicles including the coupler of the present invention are coupled to face each other on a straight rail.
FIG. 5 is an operation explanatory diagram showing the behavior of the coupler when the coupled vehicle passes a normal C-shaped curve.
FIG. 6 is an operation explanatory diagram showing the behavior of the coupler when the coupled vehicle passes through an intermediate point of the S-shaped curve.
[Explanation of symbols]
10A Railway model vehicle 10B Railway model vehicle 11 Car body floor plate 11a, 11b Locking hole 12 Connector 13 Height adjustment plate 13a Plate-like portion 13b, 13c Locking piece 14 with claw Support plate 14a Plate-like portion 15 Connecting coupler 16 Swing Actuation plate 17 Arrow 19 indicating vehicle length direction Fixed pin 19a Arc-shaped peripheral surfaces 20a, 20b Support shaft portions 22a, 22b Recess 21 Center line of swinging operation plate (bisector)
23a, 23b Outer edge 25 of swinging operation plate Opening 26 Projection 27 for locking Coil spring (spring member)
28 wall

Claims (7)

In a model railway vehicle equipped with a connector for connecting vehicles at the end in the longitudinal direction of the vehicle body,
The connector is equidistant on both the left and right sides, with two plate-like parts arranged vertically spaced at the end of the vehicle body and a center part in the left-right direction perpendicular to the longitudinal direction of the vehicle body. Two fulcrum shafts extending in the vertical direction installed in the space between the plate-shaped portions, and arranged between the fulcrum shafts in the space, and selectively one of the fulcrum shafts A swing actuating plate disposed as a fulcrum, so that the outer end located on the length direction side and the inner end on the opposite side can be turned in the left-right direction and can be moved upward in the interval portion; The coupling coupler comprises: a coupling coupler provided at a substantially central portion in the left-right direction at the outer end portion of the swing actuation plate located on the end side of the vehicle body; and the swing actuation plate pivoted in the left-right direction. Automatically at the initial position located at the center of the car body. Train vehicle characterized in that it comprises a to centering means. When the swing actuating plate turns around any one of the fulcrum shafts as a fulcrum, the swing actuating plate includes two guide portions that slidably contact the other fulcrum shaft and guide the swing of the swing actuating plate, The model railway vehicle according to claim 1, wherein each of the guide portions extends between the outer end portion and the inner end portion of the swing operation plate. The model railway vehicle according to claim 2 , wherein each guide portion is formed by an arc-shaped outer edge portion of the swing operation plate. The swing actuating plate includes a recess on each outer edge side of each outer edge serving as each guide portion, and each of the recess and each fulcrum shaft portion has one fulcrum shaft portion. When entering the recess, the other fulcrum shaft portion is provided at a position where it can move so as to slide out from the other recess and connect to the outer edge connected to the inner periphery of the recess. The model railway vehicle according to claim 3, wherein It said centering means comprises the installed spring member to impart a moving force to the inner end portion of the swinging operating plate toward the vehicle body and the center portion to the length inwardly claim 2 model railroad vehicle according to any one of to 4. In addition to the spring member, the centering means includes an opening formed in a region surrounded by the left and right guide portions and the inner and outer end portions in the swinging operation plate, and the vehicle body within the spacing portion. A fixed pin that is installed so as to be positioned at the center portion and that extends vertically through the opening of the swing operation plate, and one end of the spring member is in contact with the peripheral surface of the fixed pin and the other The model railway vehicle according to claim 5, wherein an end is locked to the inner periphery of the opening on the longitudinal center line in the vicinity of the inner end. The model railway vehicle according to claim 6, wherein an enclosure wall projecting from a surface of the swing operation plate is formed at an edge portion of the opening of the swing operation plate.

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