JP4465494B2 - Mounting structure of outer hood for railway vehicles - Google Patents

Description

The present invention relates to an outer hood for a railway vehicle that covers a connecting portion that connects vehicle bodies in a high-speed railway vehicle such as a Shinkansen (registered trademark) , and particularly relates to a mounting structure for an outer hood for a railway vehicle that can be easily attached to and detached from the vehicle body. .

In a high-speed railway vehicle , the connected vehicle bodies are discontinuous at the connecting portion, and conventionally, aerodynamic noise generated at the connecting portion has been cited as one of the external noise sources. Therefore, it is desirable to cover the connection part between the vehicle bodies with an outer hood that keeps the vehicle bodies continuous. In a railway vehicle, when traveling on a curved track, the interval between the vehicle bodies is reduced on the inner side of the curve, and conversely, is increased on the outer side of the curve. Therefore, the outer hood that continues between the vehicle bodies needs to be able to cope with the expansion and contraction on such a curved track, such as the bellows outer hood described in Patent Document 1.

However, bellows have high air resistance and are not suitable for high-speed railway vehicles . Then, what was described in patent document 2 can be mentioned as an outer hood which connects between vehicle bodies smoothly. The outer hood described in Patent Document 2 is divided for each vehicle body, and a cylindrical female coupling portion is formed on one side, and a male coupling portion to be inserted therein is formed on the other side. A pair of outer hood members are formed to be pre-compressed so as to abut each other. According to this outer hood, it is possible to cope with the wide and narrow changes between the vehicle bodies on the curved track, and the air resistance is not so large as the bellows, and aerodynamic noise can be suppressed.

  However, the outer hood divided for each vehicle body as in Patent Document 2 can cope with the wide and narrow changes in the vehicle body interval when moving along the curved track, but the outer vehicle body interval on the curved track with a small curvature becomes large. In addition to the gaps between the outer hood members, the structure is complicated and the cost is increased. Therefore, the outer hood for railway vehicles is not a split type, but is connected between the vehicle bodies, and can respond to expansion and contraction between the vehicle bodies on a curved track like a bellows-shaped outer hood, It is desirable to be formed with a smooth plane.

On the other hand, in the case where the outer hood is fixed to both the vehicle bodies so as to connect between the vehicle bodies, when the vehicle is detached for maintenance, etc., the outer hood must be removed from the vehicle body each time, so that the workability such as maintenance is improved. Will make it worse.
The outer hood is usually attached by fastening fasteners between the outer hood and the vehicle body, and fixing them by tightening bolts. And there are 30 or more bolts to be tightened only on one vehicle body side. Therefore, in the case of a split outer hood as in Patent Document 2, it is not necessary to remove the outer hood itself from the vehicle body even when the vehicle is separated, but there are thirty or more outer hoods configured to connect between the vehicle bodies. All bolts have to be attached and detached, which is very laborious and time consuming.

  Therefore, an object of the present invention is to provide a railcar outer hood mounting structure that can be easily attached to and detached from the vehicle body in order to solve the above-described problems.

The railcar outer hood mounting structure according to the present invention includes a fastening bracket fixed to a vehicle and a fastening bracket fixed to the railcar outer hood, and the fastening brackets are connected to each other by a fastening member. The fastening member includes a bolt that penetrates through holes formed in both of the stacked fastening fittings, and a casing that is fixed to the fastening fitting of the vehicle or railcar outer hood located inside the vehicle . And a floating nut that is sandwiched by a pair of elastic members and is held so as to be movable in the direction in which the elastic force acts .
In the railcar outer hood mounting structure according to the present invention, the nut has a tapered surface formed in a hole penetrating the nut body, and a divided screw piece having a female screw portion is biased by a spring. it is slidably mounted in a state, wherein the dimension in the radius direction by sliding in the axial direction of the screwed is to change.

In the railcar outer hood mounting structure according to the present invention, the floating nut is loaded so that the sleeve held by the spring in the casing is restricted to rotate in the casing and is movable in the vehicle body circumferential direction. The nut is loaded into the sleeve in a state where rotation is limited.
In addition, the rail car outer hood mounting structure according to the present invention is characterized in that the fastening bracket is formed with a flange that is a stepped portion that meshes in the longitudinal direction of the vehicle.

In the railcar outer hood mounting structure according to the present invention, the fasteners on the vehicle body side and the outer hood side are overlapped, and a nut is held in a floating state in a casing fixed to one of the fasteners. When the bolt is passed through the through hole formed in the fastening bracket, the nut moves in the casing even if the shaft centers of the bolt and the nut are shifted, and the shaft core of the nut is aligned with the shaft core of the bolt. When the tip of the bolt is inserted into the screw hole of the nut, the diameter of the nut changes, so that the diameter increases due to the pushing load of the bolt, and the bolt is pushed in without being screwed into the nut. When the bolt is pushed to the end, if the bolt is rotated, the nut is screwed and tightened.
Therefore, according to the railcar outer hood mounting structure according to the present invention, the centering of the bolt and the nut is easy, the bolt is pushed into the nut without being screwed, and finally the bolt is rotated slightly. and it is possible to tighten the nut, it is possible to easily perform attachment and detachment of the vehicle body when mounted outside the hood for a railway vehicle.

Next, an embodiment of a railcar outer hood mounting structure according to the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing an outer hood for a railway vehicle according to the present embodiment that covers a connecting portion between vehicle bodies, and shows an end portion of a vehicle body, that is, a wife surface. FIG. 2 is a view showing a side surface of the railcar outer hood 1. FIG. 3 is a view showing a cross section taken along the line AA of FIG.
The railcar outer hood 1 according to the present embodiment includes a ceiling part 11, a side part 12, and a floor part 13. As shown in FIG. 3, the outer hood 1 for a railway vehicle has a polymer synthetic sponge body 23 placed in a bag-like sheet 20. The polymer synthetic sponge body 23 is concave with the sheet outer surface 21 side being flat and the sheet inner surface 22 being curved.

Here, FIG. 4 is a view showing a BB cross section of FIG. As shown in FIG. 4, the polymer synthetic sponge body 23 has a plurality of polymer synthetic sponge bodies 23 arranged at intervals in the circumferential direction (vertical direction in the drawing) of the outer hood, and the sheet outer surface portion 21 and the sheet inner surface portion 22. It is glued to.
The sheet 20 is made of a knitted base material, and coated on one side with an elastomer 25 that is highly stretchable and recoverable to ensure durability. At that time, the elastomer 25 is entangled only with the surface fibers of the knitted fabric, so that the stretchability of the knitted fabric is not hindered.

  As a base material, the knitted fabric is composed of aromatic polyamide fibers, which are high-strength fibers, in a weft knitted structure, and has a buffer function to absorb the impact energy of flying objects by the tensile strength and elongation of the knitted fabric Yes. As the elastomer 25 coated on the base material, a urethane elastomer particularly excellent in durability and stretching / restoring property is adopted. This is because, in a railway vehicle traveling at high speed, the outer hood is less likely to be damaged or lacerated by repeated impact. For the same reason, neoprene sponge is used for the polymer synthetic sponge body 23.

The outer hood 1 for a railway vehicle composed of such a seat 20 and a polymer synthetic sponge body 23 has a stretchable restoring property, and is configured to prevent swelling during high-speed running, noise generation due to hood flapping, and a decrease in hood life. ing. In addition, since the polymer synthetic sponge body 23 is spaced in the circumferential direction (vertical direction in FIG. 4), the expansion reaction force and the shear reaction force are within the rollover limit of the vehicle. The sheet outer surface 21 is bonded to the polymer synthetic sponge body 23 via a sponge sheet provided on the back surface. Thereby, even when a repeated shear strain is applied, the generation of wrinkles on the sheet outer surface 21 side can be prevented.

  As shown in FIG. 2, the outer hood 1 for a railway vehicle is one in which divided hood bodies 31 are continuous in the circumferential direction. As shown in FIG. 4, the split hood 31 has a connecting portion 30 in which an extra length portion 26 on the seat outer surface portion 21 side is folded inward. And the extra length part 26 of the adjacent part is piled up, and the tension | tensile_strength is applied to the sheet | seat outer surface part 21 in the circumferential direction by mutually bonding and sewing. The polymer synthetic sponge body 23 located in the connecting portion 30 of the adjacent divided hoods 31 does not create a gap with the connecting portion 30 by abutting the mutually facing end surfaces as convex curved surfaces. It is like that.

  Next, the mounting structure of the railcar outer hood 1 of this embodiment will be described. In the railcar outer hood 1, a fastening bracket 41 is fixed to the seat side surface portion 28. On the other hand, the fastening bracket 42 is also fixed to the end face of the vehicle body. The fastening brackets 41 and 42 have the same configuration in the left and right mounting portions 2 and 3 of the railcar outer hood 1 shown in FIG. 3, but the configurations of the fastening members including bolts and nuts are different. Here, FIG. 5 is an enlarged view showing the mounting structure of the railcar outer hood 1 on the mounting portion 3 side.

As shown in FIG. 5, the fastening bracket 41 has a fixing portion 41 a fixed to the seat side surface portion 28, and a connecting portion 41 b that extends perpendicularly from the fixing portion 41 a and extends in the width direction of the railcar outer hood 1. Is formed. The connecting portion 41b has a recess 41c formed at the insertion position of the bolt 58 as a fastening member at a predetermined interval on the outer side (lower side in the drawing), and a flange portion 41d having a step along the circumferential direction on the opposite inner side. Is formed.
On the other hand, the vehicle body side fastening bracket 42 has a fixing portion 42a fixed to the end face of the vehicle body, and a connecting portion 42b orthogonal to the vehicle longitudinal direction (the left-right direction in the drawing) is formed from the fixing portion 42a. Yes. The connecting portion 42b is formed with a flange portion 42d having a step so as to project outward (lower side in the drawing).

The connecting portions 41b and 42b of the fastening fittings 41 and 42 are overlapped, and the flange portions 41d and 42d formed by steps having the same height are hooked. The flange portions 41d and 42d are hooked so as to mesh with each other in the front-rear direction of the vehicle body so as to receive a load when the railcar outer hood 1 is extended and pulled. And the connection parts 41b and 42b by which the collar parts 41d and 42d were hooked are connected so that the overlapped part may not remove | deviate by a fastening member. That is, in one mounting portion 2, the bolt 48 is inserted from the outside through the through hole 60 formed at the position of the recess 41c, and tightened to the nut 49 provided on the side of the connecting portion 42b. And in the other attachment part 3, the volt | bolt 58 is inserted from the outer side through the through-hole 60 formed in the position of the recessed part 41c, and is fastened by the floating nut 50 provided in the connection part 42b side ahead.

  Here, FIG. 6 is a CC cross-sectional view of FIG. FIG. 7 is an exploded perspective view showing the floating nut 50 of the fastening member provided in the attachment portion 3. The floating nut 50 is configured using a nut described in JP-A-2002-89532. First, the nut will be described. FIG. 8 is a sectional view in the axial direction showing the nut, and FIG. 9 is a sectional view perpendicular to the axial direction showing the nut.

  The nut 51 is configured as a nut body 61 whose outer peripheral surface has a hexagonal shape. The nut body 61 has a hexagonal outer periphery and has a hole in the center. A tapered surface 62 is formed in the lower half of the hole. As shown in FIG. 9, three guides 63 projecting toward the axial center are provided on the taper surface 62 at regular intervals in the circumferential direction. Then, three wedge pieces 64 having a wedge shape are fitted into the tapered surface 62 divided into three by the guide 63 in sliding contact. The screw piece 64 is engraved with a female screw 65 that is screwed with a male screw of the bolt 58 on the inner peripheral side.

Next, the nut body 61 is formed so that the upper half of the center hole has a larger inner diameter, and a ring-shaped spring receiver 66 projecting inwardly at the upper end opening is fixed. On the other hand, a ring-shaped spring receiver 67 is also arranged on the screw piece 64 divided into three parts, and a spring 68 is loaded between the spring receivers 66 and 67. Therefore, the screw piece 64 loaded in the nut body 61 is always urged downward by the spring 68. The urging force of the spring 68 acts on the axial center side by the tapered surface 62.

In the present embodiment, such a nut 51 is placed in a casing 52 as shown in FIGS. 5 and 6 to constitute a floating nut 50.
As shown in FIG. 7, the floating nut 50 is provided with a sleeve 53 with respect to the nut 51. That is, the nut 51 is fitted in the sleeve 53. The sleeve 53 has a U-shaped upper and lower beam portions 53 a and 53 a having an inner surface shape matching the hexagonal nut 51, so that the nut 51 does not rotate within the sleeve 53. Yes. A through hole 53 b is formed in the sleeve 53 so as to overlap the screw hole of the fitted nut 51.

  The sleeve 53 is configured such that the upper and lower beam portions 53 a and 53 a can be inserted with a slight gap in the lateral width direction in the casing 52. Therefore, the sleeve 53 is also prevented from rotating in the casing 52. However, the sleeve 53 is shorter than the dimension of the casing 52 in the vertical direction (longitudinal direction), and the vertical movement in the casing 52 is possible. In such a sleeve 53, circular convex portions 53c are formed above and below the beam portions 53a, 53a, and a spring 54 is fitted thereto. Accordingly, the springs 54 and 54 are attached to the sleeve 53 and are integrally inserted into the casing 52.

  Therefore, in the floating nut 50 made of the above-described constituent members, the nut 51 is first inserted into the sleeve 53 with the hexagonal shape thereof, and the sleeve 53 is put into the casing 52. At this time, the springs 54 and 54 are fitted to the convex portion 53 c of the sleeve 53, and the springs 54 and 54 are put into the casing 52 while being compressed. Since the spring force of the springs 54 and 54 is equal and the load by the nut 51 and the sleeve 53 is smaller than the spring force, the nut 51 is positioned at a substantially central height in the casing 52 due to the balance of the springs 54 and 54. To come. Thus, the nut 51 in the casing 52 can freely move in the vertical direction by the expansion and contraction of the springs 54 and 54.

As shown in FIG. 6, the floating nut 50 is fixed to the fastening bracket 42 on the vehicle body side. That is, the casing 52 holding the nut 51 is screwed to the connecting portion 42 b of the fastening bracket 42 via the base plate 55. Accordingly, the nut 51 in the casing 52 is always attached to the fastening bracket 42 on the vehicle body side.
A through hole 60 through which the bolt 58 passes is formed in the fastening bracket 42 in accordance with the screw hole position of the nut 51, and the through hole 60 is also formed in the fastening bracket 41 on the railcar outer hood 1 side that is superimposed on the fastening bracket 42. Is formed. The through hole 60 is a fool hole formed with a diameter larger than the diameter of the bolt 58. Further, the through hole 55a of the base plate 55 is also a fool hole formed with a diameter larger than the diameter of the bolt 58.

Thus, outside the hood 1 for a railway vehicle, the attachment portion 2 has always fixed state relative to the vehicle body, wear and disengagement of the vehicle body is performed in the opposite of the mounting portion 3 side. Therefore, when the vehicles are first connected to each other, the railcar outer hood 1 is attached to one of the vehicles on the attachment portion 2 side. Other hand, the mounting portion 3, as shown in FIGS. 3 and 5, the connecting portion 41b of the fastening brackets 41 and 42, 42b are superposed, hook 41d formed therein, 42d is hooked. At this time, the through holes 60 formed in the connecting portions 41b and 42b overlap. Therefore, the bolt 58 is inserted into the through hole 60 in the recess 41c formed in the connecting portion 41b from the outside of the railcar outer hood 1.

At the tip of the inserted through hole 60, there is a floating nut 50 fixed to the connecting portion 42b, and the tip of the bolt 58 is inserted therein. At this time, even if the screw hole of the nut 51 is slightly deviated from the axial center of the bolt 58 into which the nut 51 is inserted, the tip of the bolt 58 can be reliably inserted into the nut 51 in the floating state. The nut 51 is held by springs 54 and 54 via a sleeve 53, and is movable in the vertical direction . Also come in shifted the tip of the bolt 58, it is because the nut 51 so as to follow it moves up and down.

Therefore, the tip of the bolt 58 inserted into the casing 52 through the through hole 60 is inserted into the nut 51. In this embodiment, the bolt 58 can be easily tightened on the nut 51 as follows (see FIGS. 8 and 9).
When the screw tip of the bolt 58 is pushed into the nut 51, the male screw of the bolt 58 hits the female screw of the divided screw piece 64. The nut 51 in the casing 52 is accommodated so as to be hardly displaced in the insertion direction of the bolt 58. Accordingly, when the bolt 58 is pushed into the nut 51, only the screw piece 64 in the nut body 61 is pushed away from the tapered surface 62 toward the diameter expansion side (upper side in the drawing) against the urging force of the spring 68.

  The three screw pieces 64 slide outward on the tapered surface 62, and the diameter of the female screw is larger than the diameter of the male screw of the bolt 58. Therefore, the pushed-in bolt 58 is inserted to the tightening portion without the male screw portion jumping over the female screw portion of the screw piece 64 and without rotating. When the bolt 58 is pushed to the end, the screw piece 64 is moved by sliding the tapered surface 62 in the small diameter direction by the biasing force of the spring 68, and the inner diameter of the female screw composed of the three screw pieces 64 is reduced. Therefore, the female screw of the screw piece 64 bites into the male screw of the bolt 58, and the bolt 58 is screwed into the nut 51.

  Therefore, when the bolt 58 is finally rotated slightly in the tightening direction, the screw piece 64 slightly slides the taper surface 62 in the small diameter direction and is strongly tightened against the bolt 58. Since the rotation of the nut 51 is restricted by the sleeve 53, the coupling portions 41 b and 42 b of the fastening fittings 41 and 42 are strongly sandwiched by tightening the bolt 58 and the nut 51 and are completely tightened. Therefore, the fastening brackets 41 and 42 are engaged with the flange portions 41 d and 42 d without play, and the outer hood 1 for a railway vehicle is firmly connected to the vehicle body at the mounting portion 3.

  On the other hand, when the railcar outer hood 1 is removed from the vehicle body by disconnecting the vehicle, one attachment portion 2 is left as it is, and the other attachment portion 3 is removed. For this purpose, the bolts 58 are removed from the outside of the railcar outer hood 1. If the bolt 58 is slightly rotated in the anti-tightening direction, the rotation of the nut 51 is restricted. The inner diameter of the female screw becomes wider. Therefore, the female screw of the screw piece 64 with respect to the male screw of the bolt 58 is unscrewed and loosened. Therefore, the bolt 58 can be pulled out as it is or by rotating it lightly.

Therefore, according to the railcar outer hood mounting structure of the present embodiment, since the nut 51 is put in the casing 52 in a floating state, it is somewhat different from the axis of the bolt 58 into which the screw hole of the nut 51 is inserted. deviation even if, reliably and simply enter the it can relative to the nut 51 in the floating state the tip of the bolt 58, so that the attachment of the outer hood 1 for a railway vehicle in this regard can be easily carried out It was.
Further, according to the railcar outer hood mounting structure of the present embodiment, the nut 51 constituting the floating nut 50 has the screw piece 64 so that the diameter of the female screw is larger than the diameter of the male screw of the bolt 58. The bolt 58 is not screwed into the female threaded portion of the screw piece 64, it is jumped over and inserted to the tightening point without rotation, and finally the bolt 58 can be tightened to the nut 51 just by rotating it slightly. The vehicle outer hood 1 can be easily attached.

In addition, although one Embodiment of the attachment structure of the outer hood for rail vehicles which concerns on this invention was described, this invention is not limited to this, A various change is possible in the range which does not deviate from the meaning.
For example, in the embodiment, the floating nut 50 is always fixed to the vehicle body side fastening bracket 42. However, if the arrangement of the fastening brackets 41 and 42 is reversed between the outside and the inside (up and down in FIG. 5), It is possible to make a structure that is always fixed to the hood side fastener.

It is a figure which shows the outer hood for rail vehicles of embodiment which covers the connection part between vehicle bodies, and has shown the vehicle body edge part, ie, the end face. It is the side view which showed the outer hood for rail vehicles of embodiment. It is AA sectional drawing of FIG. 2 which showed the outer hood for rail vehicles of embodiment. It is BB sectional drawing of FIG. 2 which showed the outer hood for rail vehicles of embodiment. It is sectional drawing of the horizontal direction which showed one Embodiment of the attachment structure of the outer hood for rail vehicles. It is sectional drawing of the vertical direction which showed one Embodiment of the mounting structure of the outer hood for rail vehicles. It is the disassembled perspective view which showed the floating nut of the fastening member used for the attachment structure of the outer hood for rail vehicles. It is sectional drawing of the axial direction which showed the nut which comprises a floating nut. It is sectional drawing orthogonal to the axial direction which showed the nut which comprises a floating nut.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Railcar outer hood 2,3 Mounting part 20 Seat 23 Polymer synthetic sponge body 41,42 Fastening metal fittings 41a, 42a Fixing part 41b, 42b Connecting part 41c Recessed part 41d, 42c Fence part 50 Floating nut 51 Nut 52 Casing 53 Sleeve 54 Spring 55 Base plate 58 Bolt 60 Through- hole 61 Nut body 62 Tapered surface 64 Screw piece

Claims (4)

In the mounting structure of the railroad vehicle outer hood, the fastening bracket fixed to the vehicle and the fastening bracket fixed to the railcar outer hood are overlapped, and the fastening brackets are connected to each other by a fastening member.
The fastening member is a bolt that penetrates through holes formed in both of the fasteners that are overlapped,
A nut capable of changing a radial dimension is sandwiched between a pair of elastic members in a casing fixed to the fastening bracket of the vehicle or railcar outer hood located inside the vehicle , and the elastic force acts. A mounting structure for an outer hood for a railway vehicle, comprising: a floating nut that is movably held in a moving direction . In the mounting structure of the outer hood for a railway vehicle according to claim 1,
The nut has a tapered surface formed in a hole penetrating the nut body, and a divided screw piece having a female screw portion is slidably loaded in a state in which the nut is urged by a spring. mounting structure outside hood for a railway vehicle, wherein the dimension in the radius direction by the sliding is to change. In the mounting structure of the outer hood for a railway vehicle according to claim 1 or claim 2,
The floating nut is a sleeve in which a sleeve held by a spring is loaded so as to restrict rotation within the casing and move in the circumferential direction of the vehicle body, and the nut restricts rotation within the sleeve. A mounting structure for an outer hood for a railway vehicle, wherein the outer hood for a railway vehicle is loaded in a state in which it is mounted. In the mounting structure of the outer hood for a railway vehicle according to claim 1 to claim 3,
The mounting structure for an outer hood for a railway vehicle, characterized in that the fastening bracket is formed with a flange portion that is a stepped portion that meshes in the longitudinal direction of the vehicle.

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