JP6654499B2 - Inter-car body damper device for railway vehicles - Google Patents

Description

  The present invention relates to an inter-vehicle damper device for a railway vehicle that suppresses yawing that occurs in a running railway vehicle.

2. Description of the Related Art Conventionally, in order to suppress yawing that occurs in high-speed running railway vehicles such as special express trains and Shinkansen (registered trademark), a damper between vehicles (anti-yawing damper) is installed between railway vehicles (for example, And Patent Document 1.).
The inter-vehicle damper is provided between the vehicles, and one end is attached to a front end side of one vehicle, and the other end is attached to a rear end side of the other vehicle.
By installing the inter-vehicle damper near the side of the vehicle, it is possible to more suitably suppress yawing.

JP 2005-81890 A

By the way, holograms (hollows around the rails) are provided between railway cars to reduce air resistance, but holograms and covers can be installed where the dampers between the car bodies are installed near the side of the cars. In some cases, wind noise was generated at that location.
In addition, the conventional inter-body damper has to be removed once when the vehicle is separated, which is cumbersome, and because the inter-body damper is a heavy object, it is specially designed to be safely attached and detached. The necessity of using a detachable device made the operation of disconnecting the vehicle even more troublesome.

  An object of the present invention is to provide an inter-vehicle damper device for a railway vehicle, in which wind noise is less likely to occur and hinders the work of separating the vehicle.

To achieve the above object, the present invention provides
An inter-car body damper device for railway vehicles installed between railway vehicles,
A damper attached to the outer surface of the end of one of the vehicles and for moving the rod up and down,
A first link rod having one end connected to the rod of the damper and movable vertically.
A first swinging member which is connected to the other end of the first link rod and is swingably supported by an axis perpendicular to the outer surface of the end;
A second swinging member that is swingably supported by a shaft extending in the vertical direction;
A second link rod having one end connected to the first swing member, the other end connected to the second swing member, and movable in the left-right direction;
A third link rod having one end connected to the second swing member, the other end connected to the other vehicle, and movable in the front-rear direction;
Was prepared.
According to the above configuration, the displacement and the vibration caused by the yawing generated in the running vehicle are transmitted via the link mechanism (the first link bar, the first swing member, the second link bar, the second swing member, and the third link bar). And transmitted to the damper and absorbed by the damper, the yaw can be suppressed by the inter-vehicle damper device for a railway vehicle.

Further, according to the above configuration, the third link rod, which is thinner than the inter-vehicle damper, is provided so as to bridge the inter-vehicle damper, instead of the prior art inter-vehicle damper installed near the side of the vehicle. Therefore, it is possible to provide a space outside the third link bar in the vehicle connecting portion, and it is possible to install a holo and a cover in the space.
When one vehicle is separated from the other vehicle, for example, the other end of the third link rod may be detached from the other vehicle, and the vehicle is separated without removing the heavy damper. Can be.
That is, with this inter-vehicle damper device for a railway vehicle, the holo and the cover can be installed in a space outside the third link bar in the vehicle connecting portion, and wind noise can be reduced. Further, the work of separating the vehicle can be easily performed.

Also, preferably,
The third link bar is located closer to a side surface of the vehicle than the damper and is disposed inside the side surface.
If the third link rod of the inter-vehicle damper device for a railway vehicle is disposed at a position closer to the side of the vehicle than the damper, yawing can be more suitably suppressed.

For example, when a train to which a plurality of vehicles are connected travels on a curve, the distance between the vehicles is reduced at a vehicle connection portion on the inside of the curve so that the side surfaces of one vehicle and the other vehicle are close to each other, In the vehicle connecting portion on the outside of the curve, the distance between the vehicles increases so that the side surfaces of the one vehicle and the other vehicle are separated from each other.
In other words, the closer the vehicle is to the side of the vehicle, the greater the displacement between the vehicle bodies. Therefore, if the third link rod is provided at a position closer to the side of the vehicle, the displacement or vibration of the third link rod moving back and forth Is transmitted to and absorbed by the damper via the link mechanism, so that yawing that occurs in the running vehicle can be suitably suppressed.

  In addition, if the third link rod of the inter-vehicle damper device for a railway vehicle is disposed inside the vehicle side surface, a space can be suitably provided outside the third link rod in the vehicle connection portion. It is possible to install a holo or a cover in the space.

Also, preferably,
The inter-vehicle damper device for a railway vehicle is installed at a position sandwiched between an end outer surface of one vehicle and an end outer surface of the other vehicle.
If each part of the railway vehicle inter-vehicle damper device is located between the end outer surface of one vehicle and the end outer surface of the other vehicle, the parts between the railway vehicle The whole of the damper device can be covered.
This makes it possible to further reduce the wind noise generated at the vehicle connecting portion.

  ADVANTAGE OF THE INVENTION According to this invention, the wind noise is hard to generate | occur | produce, and the inter-car-body damper apparatus for railway vehicles which hardly hinders the isolation | separation operation | work of a vehicle is obtained.

It is a side view which shows the damper apparatus between vehicles bodies for railway vehicles of this embodiment. It is a top view which shows the damper device between vehicle bodies for railway vehicles of this embodiment. FIG. 3 is a front view of the cross-body damper device for a railway vehicle taken along a line III-III in FIG. 1. It is a top view which shows the state which installed the horo in the vehicle connection part. It is a side view which shows the modification of the damper device between vehicle bodies for railway vehicles. It is a front view which shows the modification of the inter-car-body damper apparatus for rail vehicles in partial cross section.

  Hereinafter, an embodiment of a damper device between railcars according to the present invention will be described in detail with reference to the drawings. However, the embodiments described below are provided with various technically preferable limits for carrying out the present invention, but the scope of the present invention is not limited to the following embodiments and illustrated examples.

FIG. 1 is a side view showing a vehicle-body damper device 100 for a railway vehicle according to the present embodiment, and FIG. 2 is a top view thereof. FIG. 3 is a front view of the railcar inter-vehicle damper device 100 as viewed in section along line III-III in FIG. 1.
The inter-vehicle damper device 100 for a railway vehicle is installed between railway vehicles in order to suppress yawing that occurs in a running railway vehicle.
In the present embodiment, the longitudinal direction (railway direction) of the railway vehicle is the front-rear direction, the width direction of the railway vehicle is the left-right direction, and the direction perpendicular to the front-rear direction and the left-right direction is the vertical direction. In the drawings, the X-axis direction corresponds to the left-right direction, the Y-axis direction corresponds to the front-back direction, and the Z-axis direction corresponds to the up-down direction.

The vehicle body damper device 100 for a railway vehicle according to the present embodiment includes a damper 10 attached to an end outer surface of one vehicle T1 and a first link rod 20 having one end 21 connected to a rod 11 of the damper 10. A first swing member 30 to which the other end portion 22 of the first link bar 20 is connected; a second link bar 40 to which one end portion 41 is connected to the first swing member 30; A second swinging member 50 to which the other end 42 of the rod 40 is connected, and a third swinging member 50 in which one end 61 is connected to the second swinging member 50 and the other end 62 is connected to the other vehicle T2. It is provided with a link bar 60 and the like.
That is, the inter-car body damper device 100 for a railway vehicle has a link in which the first link rod 20, the first swing member 30, the second link rod 40, the second swing member 50, and the third link rod 60 are connected. It comprises a mechanism and a damper 10 connected to the link mechanism.

Further, one vehicle T1 and the other vehicle T2 are connected by a connecting passage R, and the inter-vehicle damper device 100 for a railway vehicle is installed on both sides of the vehicle with the connecting passage R interposed therebetween. That is, a pair of right and left damper devices 100 for railcars is installed between the railcars. FIGS. 1 to 3 show a damper device 100 for inter-car body for a railway vehicle on one side.
In the railway vehicle inter-vehicle damper device 100, the third link bar 60 is disposed so as to be closer to the side of the vehicle than the damper 10.

  As shown in FIGS. 1 to 3, the damper 10 is attached to a damper support 1 fixed to an outer surface of an end of the vehicle T <b> 1, and has a rod 11 that can move up and down in a vertical direction.

  As shown in FIGS. 1 and 3, the first link rod 20 has one end 21 connected to the rod 11 of the damper 10, the other end 22 connected to the first swing member 30, and together with the rod 11. It is arranged so as to be movable in the vertical direction.

As shown in FIG. 3, the first swinging member 30 is supported by a shaft 31 provided in the first swinging body support 3 fixed to the vehicle T1.
The shaft 31 of the first oscillator supporting portion 3 extends in the front-rear direction (Y-axis direction), is provided perpendicular to the outer surface of the end of the vehicle T1, and is supported by the shaft 31. The 1 swing member 30 swings along a plane (XZ plane) parallel to the outer surface of the end of the vehicle T1.

As shown in FIG. 2, the second swing member 50 is pivotally supported by a shaft 51 provided in the second swing body support 5 fixed to the vehicle T1.
The shaft 51 of the second rocking body support 5 is provided so as to extend in the up-down direction (Z-axis direction), and the second rocking member 50 supported by the shaft 51 is connected to the vehicle T1. Swings along a plane (XY plane) perpendicular to the outer surface of the end portion.

As shown in FIG. 3, the second link rod 40 has one end 41 connected to the first swing member 30 and the other end 42 connected to the second swing member 50, and can move in the left-right direction. It is arranged in.
As shown in FIGS. 1 and 2, the third link bar 60 has a link support portion having one end 61 connected to the second swing member 50 and the other end 62 fixed to the other vehicle T2. 6 and is movably arranged in the front-rear direction. In particular, the third link bar 60 located closer to the side of the vehicle than the damper 10 is disposed inside the side of the vehicle.

  Next, the operation of the inter-car body damper device 100 for a railway vehicle of the present embodiment will be described.

  For example, when a train to which a plurality of vehicles are connected travels on a curve, the distance between the vehicles is set so that the side of one vehicle T1 and the side of the other vehicle T2 are close to each other at a vehicle connecting portion inside the curve. In the vehicle connecting portion which is shrunk and located on the outside of the curve, the distance between the vehicles is widened such that the side surfaces of one vehicle T1 and the other vehicle T2 are separated from each other.

When the distance between the vehicles is reduced so that the side surfaces of the one vehicle T1 and the other vehicle T2 are close to each other at the vehicle connecting portion on the inside of the curve, the third link bar 60 relatively moves to the one vehicle T1 side. Move back and forth to get closer. At this time, the second swing member 50 swings counterclockwise about the shaft 51 (see FIG. 2).
Further, the second link bar 40 moves in the left-right direction toward the first swing member 30 by the swing of the second swing member 50. At this time, the first swing member 30 swings clockwise about the shaft 31 (see FIG. 3).
Then, the first link member 20 moves upward by the swing of the first swing member 30. Displacement and vibration associated with the vertical movement of the first link rod 20 are transmitted to the damper 10 via the rod 11, and the displacement and vibration are absorbed by the damper 10.
In this way, the displacement and vibration caused by yawing that occurs in the running vehicle are absorbed by the damper 10.

On the other hand, when the distance between the vehicles is increased such that the side surfaces of the one vehicle T1 and the other vehicle T2 are separated from each other at the vehicle connecting portion outside the curve, the third link bar 60 relatively moves to the one vehicle T1. Move back and forth away from the side. At this time, the second swing member 50 swings clockwise about the shaft 51 (see FIG. 2).
Further, by the swing of the second swing member 50, the second link bar 40 moves in the left-right direction so as to draw the first swing member 30 toward the second swing member 50. At this time, the first swing member 30 swings counterclockwise about the shaft 31 (see FIG. 3).
Then, the first link member 20 moves downward by the swing of the first swing member 30. Displacement and vibration associated with the vertical movement of the first link rod 20 are transmitted to the damper 10 via the rod 11, and the displacement and vibration are absorbed by the damper 10.
In this way, the displacement and vibration caused by yawing that occurs in the running vehicle are absorbed by the damper 10.

  As described above, the displacement and the vibration caused by the yawing generated in the traveling vehicle are caused by the link mechanism (the first link rod 20, the first swing member 30, the second link rod 40, the second swing member 50, and the third link rod 60). ) Is transmitted to the damper 10 and absorbed by the damper 10, so that yawing can be suppressed by the inter-vehicle damper device 100 for a railway vehicle.

The third link rod 60 of the inter-car body damper device 100 for a railway vehicle is disposed inside the vehicle side as shown in FIG. A small space can be provided on the outside.
On the other hand, when the inter-vehicle damper is installed near the side of the vehicle as in the prior art, the inter-vehicle damper is a member that is thicker than the third link rod 60, so that a space is provided outside the inter-vehicle damper. Could not be provided.
That is, according to the vehicle body damper device 100 for a railway vehicle, a space can be provided outside the third link rod 60 in the vehicle connecting portion. For example, as shown in FIG. Can be installed.
If the holo H is installed at the vehicle connecting portion to cover and hide the inter-vehicle damper device 100 for a railway vehicle, wind noise generated at the vehicle connecting portion can be reduced.

  When the one vehicle T1 is separated from the other vehicle T2, for example, the other end 62 of the third link rod 60 may be removed from the link support portion 6, and the vehicle T1 is removed without removing the heavy damper 10. Work can be performed.

As described above, the inter-vehicle damper device 100 for a railway vehicle according to the present embodiment can suppress yawing that occurs in a running vehicle.
Furthermore, according to the inter-vehicle damper device 100 for a railway vehicle, the holo H can be installed in a space outside the third link rod 60 in the vehicle connecting portion, and wind noise can be reduced. Further, the work of separating the vehicle can be easily performed. In other words, with this inter-car body damper device 100 for a railway vehicle, the installation of the holo H and the work of separating the vehicle are not easily hindered.

Note that the present invention is not limited to the above embodiment.
For example, as shown in FIG. 5, each part of the inter-car-body damper device 100 for a railway vehicle may be installed at a position sandwiched between an end outer surface of one vehicle T1 and an end outer surface of the other vehicle T2. According to this configuration, the whole of the inter-vehicle damper device 100 for a railway vehicle can be covered and covered by the holo H installed at the vehicle connecting portion, so that the wind noise generated at the vehicle connecting portion can be further reduced. Become.

Further, the damper 10 of the inter-vehicle damper device 100 for a railway vehicle is not limited to being mounted in a direction in which the rod 11 moves up and down, and for example, as shown in FIG. The damper 10 may be attached in a direction to advance and retreat in an oblique direction.
Even in the inter-vehicle damper device 100 for a railway vehicle as shown in FIG. 6, the component in the Z-axis direction (vertical direction) of the component in which the damper 10 moves the rod 11 in the oblique direction is the first swing member. Since the first link member 20 can be converted into swing, the first link member 20 is moved forward and backward by the swing of the first swing member 30, and the displacement and vibration accompanying the movement of the first link bar 20 are absorbed by the damper 10. And yawing that occurs in the running vehicle can be suppressed.
That is, the "damper 10 for moving the rod 11 in the vertical direction" in the present invention includes the damper 10 in which the moving component in the Z-axis direction (vertical direction) is included in the moving component of the rod 11. For example, if the damper 10 cannot be installed vertically because there are some members or projections at the installation location of the damper 10, the damper 10 may be installed obliquely.

In the above embodiment, the pair of left and right railcar inter-vehicle dampers 100 is installed between the railcars. It may be installed symmetrically with respect to it, or may be installed symmetrically with respect to the connecting passage R.
When a pair of railway vehicle body damper devices 100 are installed symmetrically across the connecting passage R, each damper 10 is mounted on the same vehicle. When the pair of inter-vehicle damper devices 100 for railway vehicles is installed point-symmetrically with respect to the connecting passage R, the respective dampers 10 are attached to different vehicles.

  In addition, it goes without saying that specific detailed structures and the like can be appropriately changed.

DESCRIPTION OF SYMBOLS 1 Damper support part 3 1st rocking body support part 5 2nd rocking body support part 6 Link support part 10 Damper 11 Rod 20 1st link rod 21 One end 22 Other end 30 1st rocking member 31 Shaft 40th 2 link rod 41 one end 42 other end 50 second swing member 51 shaft 60 third link rod 61 one end 62 other end 100 inter-vehicle damper device for railway vehicle T1 one vehicle T2 the other vehicle H Hollo R connection aisle

Claims (3)

An inter-car body damper device for railway vehicles installed between railway vehicles,
A damper attached to the outer surface of the end of one of the vehicles and for moving the rod up and down,
A first link rod having one end connected to the rod of the damper and movable vertically.
A first swinging member which is connected to the other end of the first link rod and is swingably supported by an axis perpendicular to the outer surface of the end;
A second swinging member that is swingably supported by a shaft extending in the vertical direction;
A second link rod having one end connected to the first swing member and the other end connected to the second swing member, and movable in the left-right direction;
A third link rod having one end connected to the second swing member, the other end connected to the other vehicle, and movable in the front-rear direction;
An inter-vehicle damper device for a railway vehicle, comprising:   2. The inter-vehicle damper according to claim 1, wherein the third link bar is provided at a position closer to a side surface of the vehicle than the damper and inside the side surface. 3. apparatus.   3. The railway according to claim 1, wherein the inter-vehicle damper device for a railway vehicle is installed at a position sandwiched between an end outer surface of one vehicle and an end outer surface of the other vehicle. 4. An inter-vehicle damper device for vehicles.

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