JP2007099139A - Shock absorbing device for rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem that enlargement of shock absorbing capacity is limited due to an insufficient stroke of a rubber type shock absorber and a viscosity type shock absorber as the viscosity type shock absorber is used as incorporated in a shock absorber frame as a member for compressing an elastic member. <P>SOLUTION: This device comprises the shock absorber frame 2, connected to one vehicle, and provided with a shock absorber frame partition part 2a, a cylinder part 6 formed at one end part of the shock absorber frame 2, a pair of follower plates 3 and 4 disposed on both sides of the shock absorber frame partition part 2a to be locked to follower plate lugs 30 and 31 on the other vehicle, the viscosity type shock absorber comprising a piston 5 inserted into a cylinder part 6, a throttling passage a communicating both sides of the piston 5 with each other, fluid 8 contained in the cylinder part 6, and a piston rod 5a of which tip projected from the cylinder part 6 is engaged with the follower plate 4 on one end part side to be capable of transmitting pushing force and pulling force, and the rubber type shock absorber comprising the elastic members 10a and 10b held between both surfaces of the shock absorber frame partition part 2a and the follower plates 3 and 4 in such a way that initial compression is provided. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a shock absorber for a railway vehicle, and more particularly to a shock absorber that includes a rubber-like shock absorber and a viscous shock absorber to absorb and mitigate the longitudinal impulse of the railway vehicle.

  As a conventional shock absorber for a railway vehicle, a double shock absorber described in Patent Document 1 is known. This shock absorber for a railway vehicle is disposed on each side of the cylinder member, a shock absorber frame connected to one vehicle, a cylinder member integrally formed in the shock absorber frame, and forming a cylinder portion inside the center. A pair of companion plates that are respectively engaged with the companion plate guards of the other vehicle, and a throttle passage that is disposed through the cylinder member so as to be slidable, and the piston located in the cylinder portion communicates with both sides of the piston. A piston rod whose ends projecting from the cylinder member abut against the corresponding companion plate, and an elastic body sandwiched between both side surfaces of the cylinder member and the companion plate to provide initial compression, respectively A fluid which is accommodated in the cylinder portion and has a flow resistance and flows through the throttle channel, a gap is formed between at least one tip of the piston rod and the companion plate, and the elastic body Predetermined amount of pressure The said gap disappears after receiving a double-type shock absorber tip of the piston rod, characterized in that abut the 該伴 plate.

  The pair of elastic bodies constitutes a rubber shock absorber, and the cylinder member that forms the throttle channel constitutes a viscous shock absorber.

In this system, rubber shock absorbers are installed before and after the shock absorber frame, and a viscous shock absorber is incorporated as a shock absorber frame partitioning portion in the middle of the shock absorber frame. A rubber shock absorber acts on force, and a shock is absorbed and buffered by using a rubber shock absorber and a viscous shock absorber together for a large impact.
JP2000-127965A

  In conventional railcar shock absorbers, a viscous shock absorber is incorporated in the middle part of the shock absorber frame. In railcar shock absorbers, the pitch of the front and rear companion plates is determined by the mounting space of the vehicle body. The For this reason, when there is a restriction that it must be installed in a limited installation space, as long as the viscous buffer is used as a member for compressing the elastic body, the strokes of both the rubber shock absorber and the viscous buffer are reduced. We cannot secure enough. For this reason, an increase in the buffer capacity cannot be expected.

  In addition, since the piston hole of the viscous shock absorber is provided in the center of the rubber shock absorber, it is difficult to arrange the rubber block of the rubber shock absorber, and a sufficient amount of elastic body cannot be secured. For this reason, it is difficult to make the original function of the rubber-like shock absorber satisfactorily due to the limited mounting space.

  Furthermore, the piston of the viscous shock absorber is returned to the neutral position by a pair of metal springs incorporated in the central portion of the rubber shock absorber. However, if the reaction force due to the viscous resistance of the viscous shock absorber increases, the spring force is reduced. There is a problem that the piston is not enough to return to the center position.

The present invention has been made in view of such a conventional technical problem, and the configuration thereof is as follows.
The invention according to claim 1 is a shock absorber frame 2 that is connected to one vehicle and includes a shock absorber frame partition 2a at an intermediate portion in the central axis direction.
A cylinder portion 6 formed integrally with one end of the shock absorber frame 2 in the central axis direction;
A pair of companion plates 3 and 4 respectively disposed on both sides of the shock absorber frame partitioning portion 2a and engaged with the companion plate guards 30 and 31 of the other vehicle;
Piston 5 inserted in cylinder part 6, throttle channel a communicating with both sides of piston 5, fluid 8 accommodated in cylinder part 6 and flowing in throttle channel a with flow resistance, and cylinder Viscous shock absorber having a piston rod 5a, which is disposed with the portion 6 slidably inserted and the tip portion protruding from the cylinder portion 6 engages with the companion plate 4 on one end side so as to be able to transmit a pushing force and a pulling force. When,
And a rubber-like shock absorber having elastic bodies (10a, 10b) sandwiched between both side surfaces of the shock absorber frame partitioning portion 2a and the associated plates 3 and 4 and applied with initial compression. It is a shock absorber for a railway vehicle.
In the invention of claim 2, the engagement between the tip of the piston rod 5a and the companion plate 4 is swingable, and when the elastic bodies (10a, 10b) receive a predetermined amount of compression, the piston 2. The railcar shock absorber according to claim 1, wherein tilting of the bar with respect to the companion plate is allowed.

According to the railcar shock absorber according to the present invention, the following effects can be obtained.
According to the independent claim 1, the viscous shock absorber is arranged at one end portion in the central axis direction of the shock absorber frame, and is not used as a member for compressing the elastic body. An effective space is generated in the vicinity of, so that a sufficiently long mounting length of the rubber shock absorber can be secured. In addition, since the piston rod is engaged with the companion plate on the one end side near the cylinder portion, there is no need to provide a piston hole in the center of the rubber shock absorber, and the energy absorbed by the rubber shock absorber is absorbed by the conventional shock absorber. It becomes possible to increase more than the rubber-like shock absorber. As a result, it is possible to increase the buffer capacity without changing the pitch of the front and rear companion plates, and in particular, the original function of the rubber shock absorber can be satisfactorily exhibited.

  Since the piston rod of the viscous shock absorber is engaged with one of the accompanying plates, the rubber shock absorber and the viscous shock absorber can always work in cooperation with the front and rear impulses, and restoration after absorbing the impact This is done by returning the piston rod and piston of the viscous shock absorber to the original neutral position together with the accompanying plate receiving the restoring force of the rubber shock absorber. For this reason, the restoring force of the rubber shock absorber is effectively utilized and the viscous shock absorber piston is held well in the neutral position whenever no external force is applied, while eliminating the need for the piston return spring required in the prior art. can do. As a result, the operation of the railcar shock absorber can be stably obtained and the structure can be simplified.

  In addition, since the viscous shock absorber is disposed at one end portion in the central axis direction of the shock absorber frame, the assembly work of the viscous shock absorber is facilitated.

  1 to 4 show a railcar shock absorber according to an embodiment of the present invention, and FIGS. 1 and 2 show a pair of railcar shock absorbers that are double shock absorbers provided on one vehicle. The state mounted | worn between the accompanying board guards 30 and 31 (shown in FIG. 2) is shown.

  In the drawing, reference numeral 2 denotes a shock absorber frame, which is positioned substantially inside the center in the central axis direction, and a plate-shaped shock absorber frame partition 2a is fixed and integrated. The rubber pad assembly 10a, 10b, which is an elastic body, is in contact with and disposed on both outer side surfaces of the shock absorber frame partition 2a located at the middle portion of the shock absorber frame 2 in an initially compressed state. The other side surfaces of the rubber pad assemblies 10 a and 10 b are in contact with the companion plates 3 and 4. Each rubber pad assembly 10a, 10b is solid except for a hole for inserting a bolt 40 described later. The pair of companion plates 3 and 4 are locked to the companion plate guards 30 and 31, respectively, and movement is restricted.

  Thus, each of the rubber pad assemblies 10a and 10b is sandwiched between the left and right outer surfaces of the shock absorber frame partitioning portion 2a and the accompanying plates 3 and 4, and is given initial compression. The rubber pad assemblies 10a and 10b arranged between the shock absorber frame partitioning portion 2a of the shock absorber frame 2 and the accompanying plates 3 and 4 constitute a rubber shock absorber.

  A cylinder portion 6 is integrally formed at the center of one end portion of the shock absorber frame 2 in the central axis direction (front-rear direction). As shown in FIG. 1, the cylinder portion 6 is configured by combining a cylindrical member 22 and a cover 7, and fastening them with a plurality of bolts 23, and the flange portion of the cylindrical member 22 is one of the shock absorber frame 2. It is fixed to the side surface with a plurality of bolts 24. The cylindrical member 22 and the cover 7 are formed with through holes 6a and 6b in the central axis direction.

  Piston rods 5a and 5b are slidably inserted into the through holes 6a and 6b of the cylinder portion 6 while maintaining fluid tightness by seal rings 45a and 45b, and are fixed to the centers of the piston rods 5a and 5b. The piston 5 is accommodated in the cylinder part 6. The outer diameter of the piston 5 is slightly smaller than the inner diameter of the cylinder portion 6 to form a gap, thereby forming a throttle channel a between the inner surface of the cylinder portion 6 and the outer surface of the piston 5. Yes.

  One end of the piston rod 5a projecting from the cylinder portion 6 is engaged by an engagement portion 26 that is capable of relatively swinging and transmitting a pushing force and a pulling force. Tilt between the piston rod 5a and the companion plate 4 is allowed. Specifically, as shown in FIG. 3, a flange portion 5aA having a spherical surface is formed at the tip of the piston rod 5a, and this flange portion 5aA is closer to the cylinder portion 6 of the pair of companion plates 3 and 4. The recess 4a of the companion plate 4 is provided with a slight gap so as to be received, and a connection structure capable of absorbing the up / down / left / right swing angles of the shock absorber frame 2 is absorbed to absorb the effect of the unbalanced load on the piston rod 5a. Therefore, the engagement by the engagement portion 26 between the tip of the piston rod 5a and the companion plate 4 is swingable, and when the rubber pad assemblies 10a and 10b are subjected to expansion / compression, the piston rod 5a Tilt with the companion plate 4 is allowed.

  The cylinder portion 6 is filled with a fluid 8 (viscous fluid) typified by silicon compound. The cylinder portion 6 filled with the fluid 8 and the piston 5 and the piston rods 5a and 5b constitute a viscous buffer. The other piston rod 5b is for stabilizing the position of the piston 5 and for making the characteristics of the viscous buffer the same when the piston 5 reciprocates, and can be omitted.

  When a leftward pulling force acts on the shock absorber frame 2 in FIG. 1 and the piston 5 is relatively pushed rightward in FIG. 1, the rubber pad assembly 10 b remains locked to the companion plate 4. The piston rod 5a hardly receives any compression. This is because the piston 5 is pushed in without the compression of the rubber pad assembly 10b to which the initial compression is applied. However, in order to prevent the rubber pad assembly 10b from being pushed and compressed by the piston rod 5a, the stopper 32 can be detachably fixed to the companion plate guard 30 (or 31) as shown in FIG. By sandwiching the companion plate 4 between the stopper 32 and the companion plate guard 31 and substantially fixing the companion plate 4 to one of the vehicles, the rubber pad assembly 10b can be reliably prevented from being pushed and compressed by the piston rod 5a. can do.

  The pin 16 attached to the shock absorber frame 2 has a function of attaching a connector 17, and the shock absorber frame 2 is connected to the other vehicle via the connector 17. The cylinder portion 6 is an end portion in the central axis direction of the shock absorber frame 2 of the shock absorber for the railway vehicle, and is provided at an end portion on the side where the coupler 17 is not attached. A boss for attaching the coupler 17 is provided. It is also possible to provide both the part 2b and the cylinder part 6 at the end on the side where the coupler 17 is attached. That is, the viscous shock absorber may be installed by being arranged at one end portion in the front-rear direction of the shock absorber frame 2.

  The bolts 40 (two in the figure) are for incorporating a rubber shock absorber into the vehicle. The bolt 40 is inserted into the insertion holes of the rubber pad assemblies 10a and 10b and the shock absorber frame partitioning portion 2a from the companion plate 3 on the other end side, and the tip is screwed to the companion plate 4 on the one end portion side. Then, the spacer 41 is inserted into the base end portion and tightened with the nut 42. Accordingly, the rubber pad assemblies 10a and 10b are compressed to reduce the distance between the pair of companion plates 3 and 4, and are inserted between the pair of companion plate guards 30 and 31. Next, if the nut 42 is loosened, the rubber pad assemblies 10a and 10b are respectively sandwiched between the side surfaces of the shock absorber frame partition 2a and the associated plates 3 and 4 in a state where initial compression is applied. It is attached. Thereafter, the bolt 40 and the spacer 41 are removed. Thereafter, the connector 17 is attached to the shock absorber frame 2 by the pin 16.

  Each 46 is a support member that supports the shock absorber frame 2 and restricts movement in the vertical direction with respect to the vehicle body.

Next, the operation of the railcar shock absorber will be described.
The pushing force or pulling force from the connector 17 is transmitted to the shock absorber frame partition 2a via the pin 16 and the shock absorber frame 2. Now, if the pushing force from the coupler 17 is transmitted to the shock absorber frame partition 2a, the right rubber pad assembly 10b in the figure is compressed between the shock absorber frame partition 2a and the companion plate 4 and loaded. To absorb and absorb energy. When the shock absorber frame 2 and the cylinder portion 6 are pushed in, the piston 5 moves relatively, but when a small impact force from the coupler 17 acts, the fluid 8 generates almost a flow resistance in the throttle channel a. It is absorbed by flowing without being absorbed, and in effect, a buffering action is exhibited only by the compression deformation of the rubber pad assembly 10b.

  On the other hand, when a large impact force from the coupler 17 acts on the shock absorber frame 2 as a pushing force, the shock absorber frame 2, the shock absorber frame partitioning portion 2a, and the cylinder portion 6 are pushed in rapidly and strongly, and the rubber pad. The assembly 10b is greatly compressed and deformed. As a result, the cylinder rod 6 integrated with the shock absorber frame 2 moves rapidly to the right in the drawing with respect to the piston 5 while the piston rods 5a and 5b are locked to the companion plate 4 and thus the companion plate guard 31. The fluid 8 rapidly flows through the throttle channel a, and a large flow resistance (shear resistance of viscous fluid) corresponding to the relative moving speed is generated in the cylinder portion 6 integrated with the shock absorber frame 2 so that the energy is increased. Absorbed.

  Even when the pulling force from the coupler 17 is transmitted to the shock absorber frame 2 and the cylinder portion 6, substantially the same operation can be obtained with the left and right replaced unless the piston rod 5a pushes and moves the companion plate 4. . When the shock absorber frame 2 and the cylinder portion 6 are pulled quickly and strongly, and the rubber pad assembly 10a undergoes large compression deformation, the piston rods 5a and 5b are pulled quickly and strongly relatively to the left, but are initially compressed. Since the rubber pad assembly 10b in the bent state has a large elastic repulsion force, the push-in of the companion plate 4 and the rubber pad assembly 10b by the piston rod 5a hardly occurs. However, if the stopper 32 is provided on one vehicle and the companion plate 4 is fixed, the push-in of the companion plate 4 and the rubber pad assembly 10b by the piston rod 5a is prevented. The load generated when the fluid 8 flows through the throttle channel a depends largely on the moving speed of the cylinder portion 6 relative to the piston 5 determined by the hitting speed between the vehicles. When the speed is large, a large load is generated. When the speed is small, a small load is generated.

  FIG. 4 shows a load characteristic diagram of a railway vehicle shock absorber in which a load is taken on the vertical axis and a displacement of the shock absorber frame 2 and thus the shock absorber frame partition 2a is taken on the horizontal axis. The amount of movement of the shock absorber frame partition 2a is equal to the amount of deflection of the rubber pad assemblies 10a and 10b and the amount of movement of the cylinder unit 6. When the moving speed of the cylinder portion 6 with respect to the piston 5 is small, an increase in load with respect to displacement is obtained relatively slowly as indicated by a thick line i, and as indicated by thin lines ii, iii, and iv as the moving speed increases. The rising of the load becomes steeper gradually, and a small displacement causes a large load to be absorbed by the fluid 8 flowing in the throttle channel a, and a large amount of energy is absorbed as a whole.

  In addition, by using a double-acting cylinder device in which the piston rods 5a and 5b are formed symmetrically, the same load characteristic can be obtained for both the action of the pushing force and the action of the pulling force. When the pulling force from the coupler 17 is transmitted to the cylinder part 6, the piston rod 5 a hardly pushes and moves the companion plate 4, and the rubber pad assembly 10 b is compressed while remaining in the companion plate 4. Although difficult to receive, the pushing movement of the companion plate 4 by the piston rod 5a can be reliably restrained by the stopper 32 fixed to the companion plate guard 30 (or 31). Of course, the characteristics of the double shock absorber can be changed by changing the shape of the piston 5 or the cylinder portion 6 and changing the throttle channel a between the inner surface of the cylinder portion 6 and the outer surface of the piston 5.

1 is a front view of a railcar shock absorber according to an embodiment of the present invention, partially cut away. FIG. Sectional drawing which similarly shows the attachment structure to the accompanying plate of a piston rod. The diagram which similarly shows the load-displacement characteristic of the shock absorber for rail vehicles.

Explanation of symbols

2: shock absorber frame 2a: shock absorber frame partition part 3, 4: companion plate 5: piston 5a, 5b: piston rod 6: cylinder part 8: fluid 10a, 10b: rubber pad assembly (elastic body)
26: engaging portion 33, 31: companion plate guard a: throttle channel

Claims (2)

A shock absorber frame (2) connected to one vehicle and having a shock absorber frame partitioning portion (2a) at an intermediate portion in the central axis direction;
A cylinder portion (6) integrally formed at one end portion in the central axis direction of the shock absorber frame (2);
A pair of companion plates (3, 4) respectively disposed on both sides of the shock absorber frame partition (2a) and locked to the companion plate guards (30, 31) of the other vehicle;
The piston (5) inserted in the cylinder part (6), the throttle channel (a) communicating with both sides of the piston (5), the throttle channel accommodated in the cylinder part (6) and having flow resistance The fluid (8) that flows through (a) and the tip that protrudes from the cylinder (6) by being slidably inserted through the cylinder (6) are attached to the end plate (4) on one end side. A viscous shock absorber having a piston rod (5a) engaged so as to be able to transmit a pushing force and a pulling force;
A rubber-like shock absorber having elastic bodies (10a, 10b) sandwiched between both side surfaces of the shock absorber frame partition (2a) and the associated plates (3, 4) and provided with initial compression. A railway vehicle shock absorber. The engagement between the tip of the piston rod (5a) and the companion plate (4) is swingable, and when the elastic bodies (10a, 10b) are subjected to a predetermined amount of compression, the piston rod (5a The railcar shock absorber according to claim 1, wherein tilting with respect to the accompanying plate is allowed.

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