JP2014151824A - Damper for railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a damper for railway vehicle which has simple and compact structure, smoothly buffers shocks from minor shock to large shock and quickly returns to a neutral position when the shock disappears.SOLUTION: A pulling side unit (P) and a compression side unit (P') are composed of rubber pad assemblies (G, G') and piston cylinder assemblies (S, S') provided concentrically inside the rubber pad assemblies, and those units are built in a damper frame (2). The units (P, P') are mounted on draft lugs (16, 16) on a vehicle side while the units (P, P') are each compressed by 10 mm (prescribed amount δ). The inside of the cylinder is divided into a pressure chamber which is pressurized by a piston head when being buffered and a negative pressure chamber at a counter side, and those chambers are always communicated with each other by a clearance between the inner peripheral face of a cylinder (20) and the outer peripheral face of a piston head (26) and also are communicated by communication holes (29, 29) provided with a check valve which inhibits the flow from the pressure chamber (21) to the negative pressure chamber (22) and allows that to the inverse direction.

Description

  In the present invention, the shock absorber frame includes an upper and lower frame, a front coupling frame that is located on the coupler side and couples the front of the upper and lower frames, a rear frame that couples the rear, and the longitudinal direction of the upper and lower frames A railway in which a tension side unit is incorporated between the front coupling frame and the partition frame, and a compression side unit is incorporated between the rear frame and the partition frame. The present invention relates to a shock absorber for a vehicle, and although not limited thereto, it relates to a shock absorber for a railway vehicle suitable as a shock absorber for a freight car.

  In general, a railway vehicle is operated with a plurality of vehicles connected by a connector, but an impact occurs between the vehicles when connected. In addition, when a plurality of vehicles are knitted and run, the knitted vehicles can be regarded as a kind of elastic body connected by a coupler with some play, not a single rigid body. In addition, an impact or a collision occurs between vehicles at the time of starting / stopping, at the time of acceleration / deceleration, and also during traveling. Such an impact not only adversely affects the vehicle, but also makes the ride uncomfortable and causes “load collapse” in a freight train. Therefore, in order to absorb such an impact, the coupler is provided with a shock absorber.

  The shock absorbers for railway vehicles are well known until they are exemplified in the literature and will not be described in detail. However, the shock absorbers currently used for container freight cars are so-called single type shock absorbers, It consists of one rubber shock absorber and a front companion plate and a rear companion plate that hold the rubber shock absorber from the front and the back. The rubber shock absorber is compressed in a predetermined initial load state, is pressed by the front rear back plate, and is placed inside the shock absorber frame. That is, the front companion plate and the rear companion plate are respectively held by the front wall and the rear wall of the shock absorber frame. The shock absorber is incorporated in the vehicle body such that the front and rear side plates are locked to the side plate guards on the vehicle body side. The coupler is connected to the coupling portion of such a shock absorber frame. Accordingly, when the space between the container freight cars connected to each other widens or narrows, one of the front and rear side plates is pressed against the side plate guard and the other is pressed against the wall surface of the shock absorber frame. When an impact exceeding a predetermined magnitude, that is, a load exceeding the initial load is applied, the other companion plate is separated from the companion plate guard and the rubber shock absorber is compressed. This absorbs the impact.

  Although such a single type shock absorber can also absorb the shock, when the magnitude of the shock is smaller than the initial load, the rubber shock absorber is not compressed and is not absorbed. That is, the single-type shock absorber has a non-buffer zone that is a range of shock that cannot be absorbed. Therefore, problems such as cargo collapse occur in the container wagon. In contrast to such a single type shock absorber, a so-called double type shock absorber is also well known and applied to passenger cars. A shock absorber composed of a double shock absorber includes a shock absorber frame, front and rear rubber shock absorbers, and the like. The shock absorber frame includes a pair of upper and lower frames parallel to the front-rear direction, a front coupling frame that couples the front end portions of the upper and lower frames, a rear coupling frame, and a partition frame that partitions an intermediate portion between the upper and lower frames. It consists of and. A front companion plate is provided between the front coupling frame and the partition frame of the shock absorber frame, and a rear companion plate is provided at the rear part of the partition frame. And a front rubber shock absorber is built between the front companion plate and the partition frame, a rear rubber shock absorber is built between the partition frame and the rear companion plate, and a pair of companion plates fixed to the vehicle body For example, it is compressed by 560 mm with a guard and is attached with an initial load of about 100 kN. A coupler is connected to the coupling portion of the shock absorber frame configured as described above. The shock absorber frame is supported by a lower frame receiving member attached to the vehicle body.

  Therefore, the front rubber shock absorber is compressed when pulled, that is, when the space between the vehicles widens, and the rear rubber shock absorber is compressed when the space between the vehicles is narrowed, and the other rubber shock absorber expands by the amount of the initial compression. At this time, since the front and rear accompanying plates are fixed to the guard plate guard of the vehicle body, the partition frame, that is, the shock absorber frame moves back and forth. Thereby, the impact generated between the vehicles is reduced. In double type shock absorbers, the load acting on the partition frame is balanced by the front rubber shock absorber and the rear rubber shock absorber, and moves back and forth according to the impact size even if the impact size is small. To do. That is, there is no unbuffered zone and even a slight impact can be absorbed smoothly. However, the front and rear rubber shock absorbers are incorporated with a relatively large load such as an initial load of 100 kN, and one of the rubber shock absorbers expands when absorbing the impact, so that the impact energy, that is, the capacity that can be absorbed as a whole is not so large. There is also a problem.

  For example, Patent Document 1 proposes a double-type shock absorber for a railway vehicle that includes a combination of a rubber shock absorber and a viscous fluid shock absorber so that even a large impact energy can be absorbed sufficiently. A viscous fluid shock absorber is also proposed in Patent Document 2.

JP 2000-127965 A Japanese National Patent Publication No. 10-512942

  As shown in the schematic diagram of FIG. 5, the double-type shock absorber disclosed in Patent Document 1 includes a combination of a rubber shock absorber 100 and a viscous fluid shock absorber 120. The rubber shock absorber 100 includes a first rubber pad assembly 105 provided between a partition frame 102 provided at a substantially central portion in the axial direction of the shock absorber frame 101 and a front companion plate 103, and a partition frame 102. And a second rubber pad assembly 106 provided between the rear pad 104 and the rear companion plate 104. A cylinder 121 constituting the viscous fluid shock absorber 120 is fixed to the partition frame 102 of the shock absorber frame 101.

  The viscous fluid shock absorber 120 includes the above-described cylinder 121 in which a viscous fluid is placed and a double rod type piston 122, the piston head 123 of which is located in the cylinder 121, and the piston rods 124 and 124 extend from the cylinder 121. It protrudes in the front-rear direction. There is a predetermined distance D in the neutral position between the protruding tip portions of the piston rods 124 and 124 and the front and rear companion plates 103 and 104, and the double rod type piston 122 has a spring 125 so as to maintain this neutral position. , 125. The cylinder 121 is apparently partitioned into the front and rear chambers by the piston head 123, but there is a predetermined interval between the inner peripheral surface of the cylinder 121 and the outer peripheral surface of the piston head 123, and this interval is the restriction of the viscous fluid. It is a passage or a resistance channel.

  Therefore, when the shock absorber frame 101 receives, for example, a tensile impact in the direction of arrow A from the coupler, the cylinder 121 provided on the shock absorber frame 101 moves to the left in FIG. At this time, since the tip end portion of the piston rod 124 does not reach the front companion plate 103 while moving the distance D, only the first rubber pad assembly 105 is compressed. As a result, the first rubber pad assembly 105 is buffered. When a larger impact is applied, the first rubber pad assembly 105 is further compressed, and the piston rod 124 contacts the front companion plate 103. Thereafter, the cylinder 121 moves to the left, and the viscous fluid in the cylinder 121 flows from the left chamber to the right chamber through the resistance channel. Due to the resistance at this time, the buffering action of the viscous fluid buffer 120 is added. The same action is applied to the impact in the compression direction. When the load in the tension and compression directions is removed, the shock absorber frame 101 and thus the cylinder 121 return to the neutral position. The double rod type piston 122 is also returned to the neutral position by the springs 125, 125.

  The elastomer rubber shock absorber described in Patent Document 2 includes a cylinder and a piston. The piston head that divides the cylinder chamber into two chambers is provided with a passage whose cross-sectional area is changed. Therefore, by changing the cross-sectional area of the passage, the flow rate of the elastomer rubber flowing from one chamber to the other chamber can be adjusted, and the degree of buffering can be changed.

  According to the shock absorber described in Patent Document 1, a small impact is buffered by the rubber shock absorber 100, and when a larger impact is applied, an excellent effect is obtained in which a buffer by the viscous fluid shock absorber 120 is added. However, in terms of operation and structure, there are also points to be improved. For example, the passage of the viscous fluid is only a gap between the inner peripheral surface of the cylinder and the outer peripheral surface of the piston head, and the flow path has the same cross-sectional area when buffering and when returning to the neutral position. However, there is a problem that the speed when returning to the neutral position is slow. In particular, when the vicinity of the neutral position is reached, the return force of the springs 125, 125 decreases, so that the speed decreases. That is, there is a problem that the sensitivity is poor near the neutral position. When the impact disappears, the shock absorber frame 101 and therefore the cylinder 121 returns to the neutral position by the restoring force of the first and second rubber pad assemblies 105 and 106, and at this time, the piston 122 in the cylinder 121 also returns. There is no guarantee that the head 123 will return to a substantial center position. Since the springs 125, 125,... Are provided for reliable return, the structure is somewhat complicated. Furthermore, since the cylinder 121 moves together with the shock absorber frame 101, it is necessary to set the above-described interval D for determining the time when the viscous fluid shock absorber acts. In addition, the viscous fluid shock absorber 120 operates after the tip portions of the piston rods 124 and 124 come into contact with the companion plates 103 and 104. Therefore, there is a shock at the time of contact, and smooth buffering is not always obtained. .

The above problem is caused by the related configuration of the cylinder and the piston, but cannot be solved by the structure described in Patent Document 2 in which the cross-sectional area of the passage formed in the piston is simply changed.
Therefore, the present invention effectively and smoothly buffers from a small impact to a large impact, and although it is structurally simple and compact, when the impact disappears, it quickly returns to the neutral position. An object of the present invention is to provide a shock absorber for a railway vehicle suitable for a container freight car.

  In order to achieve the above object, the present invention comprises a tension side unit and a compression side unit comprising a rubber pad assembly and a piston / cylinder assembly provided concentrically within the assembly. In the shock absorber frame. Then, these units are attached to the vehicle side guard plate in a state compressed by δ, for example, 10 mm. The inside of the cylinder is divided into a pressure chamber where pressure is raised during buffering by a piston head of a double rod type piston and a negative pressure chamber on the opposite side, and these two chambers are divided into the inner peripheral surface of the cylinder and the piston head of the double rod type piston. A communication hole provided with a check valve that allows the piston head to flow in the reverse direction by preventing the flow from the pressure chamber to the negative pressure chamber and allowing the piston head to always communicate with the gap formed between the outer circumferential surface and the piston head. And are also communicated by this communication hole.

  That is, in order to achieve the above object, the shock absorber frame includes an upper and lower frame, a front coupling frame that is located on the coupler side and that joins the front of the upper and lower frames, and a rear side. And a partition frame that partitions the middle of the upper and lower frames in the longitudinal direction, and a tension side unit is provided between the front connection frame and the partition frame, and the rear frame and the partition. A shock absorber for a railway vehicle in which a compression side unit is incorporated between each frame and the unit is compressed by a predetermined amount “δ” on a guard plate guard on the vehicle body side, and the tension side unit Is composed of a tension side rubber pad assembly and a tension side piston / cylinder assembly, and the tension side rubber pad assembly is provided between the front side plate located on the front coupling frame side and the partition frame, The shaft on the front side plate has a predetermined diameter A cylinder housing chamber and a rod through-hole having a predetermined depth are formed, and the tension-side piston / cylinder assembly includes a tension-side cylinder filled with a viscous fluid and a piston head located in the cylinder. The tension side cylinder is provided integrally with the front companion plate and is located in the cylinder storage chamber, and is provided with one of the piston rods of the tension side double rod type piston. An end portion freely penetrates the front companion plate, and the other end portion is fixed to the partition frame through the rod through hole, and the inside of the tension side cylinder is the double rod The piston head of the type piston is divided into a pressure chamber located on the companion plate side and a negative pressure chamber located on the partition frame side, and these two chambers are divided into the inner peripheral surface of the cylinder and the double rod. The piston head is in constant communication with a gap formed between the piston head and the outer peripheral surface of the piston head, and the piston head prevents flow from the pressure chamber to the negative pressure chamber and flows in the opposite direction. There is provided a communication hole provided with a check valve that allows the compression valve, and the compression side unit similarly comprises a compression side rubber pad assembly and a compression side piston / cylinder assembly. The compression side rubber pad assembly is provided between a rear companion plate located on the rear frame side and the partition frame, and a cylinder having a predetermined diameter and a predetermined depth is stored in an axis on the rear companion plate side. The compression side piston / cylinder assembly includes a compression side cylinder filled with a viscous fluid, and a multi-rotor provided so that the piston head is positioned in the cylinder. The compression side cylinder is provided integrally with the rear companion plate and is located in the cylinder storage chamber, and one end portion of the piston rod of the compression side double rod type piston is disposed in the rear companion. The plate penetrates freely through the plate, and the other end is fixed to the partition frame through the rod through hole, and the inside of the compression side cylinder is moved by the piston head of the double rod type piston. The chamber is divided into a pressure chamber located on the rear companion plate side and a negative pressure chamber located on the partition frame side. These two chambers include an inner circumferential surface of the cylinder and an outer circumferential surface of the piston head of the double rod type piston. In addition, the piston head is provided with a check valve that prevents the flow from the pressure chamber to the negative pressure chamber and allows the flow in the reverse direction. Have Communication holes are provided, configured to communicate by the communication hole.

  According to a second aspect of the present invention, the shock absorber frame includes an upper and lower frame, a front coupling frame that is located on the coupler side and that joins the front of the upper and lower frames, and a rear frame that joins the rear. A shock absorber for a railway vehicle in which a shock absorber unit is assembled between the front coupling frame and the rear frame, and the shock absorber unit is compressed and attached to the guard plate guard on the vehicle body side by a predetermined amount “δ”. The shock absorber unit includes a rubber pad assembly and a piston / cylinder assembly, and the rubber pad assembly is positioned on the front coupling plate side and the rear frame side. A cylinder housing chamber and a rod through hole having a predetermined diameter and a predetermined depth are formed in the shaft center on the rear companion plate, and the piston / cylinder assembly is a viscous fluid. And a cylinder filled with A double rod type piston provided so that the piston head is located, the cylinder is stored in a cylinder storage chamber formed in the rubber pad assembly, and one rod of the double rod type piston is The rod is fixed to the front companion plate through a rod through hole, the other rod penetrates the rear companion plate freely, and the inside of the cylinder is positioned on the rear companion plate side by the piston head of the double rod type piston. The pressure chamber is divided into two chambers, a negative pressure chamber located on the front side plate side, and both chambers are located between the inner peripheral surface of the cylinder and the outer peripheral surface of the piston head of the double rod type piston. The piston head is always in communication with a formed gap, and a check valve is provided in the piston head to prevent a flow from the pressure chamber to the negative pressure chamber and to allow a reverse flow. A communication hole is provided, and the communication hole is also configured to communicate with the communication hole.

  According to a third aspect of the present invention, the shock absorber frame includes an upper and lower frame, a front coupling frame that is located on the coupler side and that joins the front of the upper and lower frames, and a rear frame that couples the rear. A shock absorber for a railway vehicle in which a shock absorber unit is assembled between the front coupling frame and the rear frame, and the shock absorber unit is compressed and attached to the guard plate guard on the vehicle body side by a predetermined amount “δ”. The shock absorber unit includes a rubber pad assembly and a piston / cylinder assembly, and the rubber pad assembly is positioned on the front coupling plate side and the rear frame side. A cylinder housing chamber and a rod through hole having a predetermined diameter and a predetermined depth are formed in the shaft center on the front companion plate provided between the rear companion plate and the piston / cylinder assembly. And a cylinder filled with A double rod type piston provided so that the piston head is located, the cylinder is stored in a cylinder storage chamber formed in the rubber pad assembly, and one rod of the double rod type piston is It is fixed to the rear companion plate through a rod through hole, the other rod penetrates the front companion plate freely, and the inside of the cylinder is positioned on the front companion plate side by the piston head of the double rod type piston. The pressure chamber is divided into two chambers, a negative pressure chamber located on the rear side plate, and these two chambers are located between the inner peripheral surface of the cylinder and the outer peripheral surface of the piston head of the double rod type piston. The piston head is always in communication with a formed gap, and a check valve is provided in the piston head to prevent a flow from the pressure chamber to the negative pressure chamber and to allow a reverse flow. A communication hole is provided, and the communication hole is also configured to communicate with the communication hole.

  According to a fourth aspect of the present invention, in the shock absorber according to any one of the first to third aspects, the cylinder is formed integrally with the companion plate, and the invention according to the fifth aspect is the first aspect. In the shock absorber according to any one of -4, a plurality of communication holes having the check valve are provided symmetrically with respect to the axis of the piston rod.

  As described above, according to the present invention, the tension side unit and the compression side unit composed of the rubber pad assembly and the piston / cylinder assembly are assembled in the shock absorber frame, and the vehicle is compressed in the state where these units are compressed by δ. Since it is attached to the side guard plate on the side, when the amount of movement of the buffer frame is within δ with a small impact, buffering by the piston / cylinder assembly can be obtained, but it is mainly buffered by the rubber pad assembly. When the amount of movement exceeds δ due to a large impact, a buffer by the piston / cylinder assembly is added in earnest. That is, according to the present invention, it is possible to obtain an effect of smoothly buffering from a small impact to a large impact. Further, the piston / cylinder assembly is provided inside the rubber pad assembly, and the double rod type histone does not require a return spring, so that it is structurally simple and compact. Furthermore, the piston head is provided with a communication hole provided with a check valve that prevents the flow of the viscous fluid from the pressure chamber to the negative pressure chamber and allows the flow in the reverse direction. Since they communicate with each other, a buffering action is obtained, and when the impact disappears, the effect of returning to the neutral position promptly and responding to the next impact is also obtained.

  Further, according to the invention in which the cylinder is formed integrally with the companion plate, the structure is simplified and problems such as assembly and sealing are reduced. According to the present embodiment, the portion of the piston head that is in contact with the inner peripheral surface of the cylinder is long and wide in the axial direction, making it difficult to receive an eccentric load, but the communication hole having the check valve is the axial center of the piston rod. According to the invention provided with a plurality of symmetry, the load acts uniformly on the piston head.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the shock absorber for railway vehicles which concerns on the 1st Embodiment of this invention, The (a) is the top view, The (b) is the front view, The (c) is the detail of the tension | pulling side unit. It is an enlarged front view shown with a partial cross section. BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows typically the buffer for rail vehicles which concerns on the 1st Embodiment of this invention, (a) shows the assembled state, (b) shows the state attached to the vehicle body side, respectively. It is a front view. BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the effect | action state of the railcar shock absorber which concerns on the 1st Embodiment of this invention, The (a) is when a tensile impact acts, The (a) is when the impact of a compression direction acts (C) is a graph which shows a buffer characteristic. It is a figure which shows the shock absorber for rail vehicles which concerns on the 2nd Embodiment of this invention, The (a) is a front view, The (a) is a graph which shows a buffer characteristic. It is a front view which shows the conventional shock absorber typically.

  Embodiments of the present invention will be described below. The railcar shock absorber according to the first embodiment is of a double type, and is generally located on the connector side on the left side of the drawing as shown in FIGS. It is comprised from the tension | pulling side unit P and the compression side unit P 'located in the right side. The tension side unit P includes a tension side rubber pad assembly G in which rubber plates and metal plates are alternately stacked, and a tension side piston / cylinder assembly S filled with a viscous fluid such as silicon rubber. Similarly, the compression side unit P 'includes a compression side rubber pad assembly G' and a compression side piston / cylinder assembly S '. These units P and P ′ are housed in a shock absorber frame to be described later.

  As will be apparent from the following description, the tension side unit P and the compression side unit P ′ are configured symmetrically and have substantially the same structure. In the drawings, a dash “′” is added to the same reference numeral in the drawings, and as a rule, there is no redundant description. For example, the tension side cylinder of the tension side unit P is described as “tensile side cylinder 20” or simply “cylinder 20” in the specification, and the compression side cylinder is described as “compression side cylinder 20 ′” or “ Cylinder 20 '".

  The shock absorber frame 2 includes a pair of upper and lower frames 4 and 5 parallel to the front-rear direction, that is, the axial direction of the vehicle body, a front coupling frame 6 that joins the front end portions of these upper and lower frames 4 and 5, and a rear frame 7. The upper and lower frames 4 and 5 are integrally formed with a partition frame 8 that partitions a substantially intermediate portion in the axial direction. The tension side unit P is incorporated between the front coupling frame 6 and the partition frame 8 of the shock absorber frame 2 configured as described above, and the compression side unit P ′ is incorporated between the rear frame 7 and the partition frame 8. It is like that.

  On the other hand, as shown by a two-dot chain line in FIG. 1A, a pair of guard plates 16 and 16 are fixed to the vehicle body frame at a predetermined interval. The tension-side and compression-side units P and P ′ are attached to the vehicle body frame by the pair of companion guards 16 and 16 in a loaded state compressed from a built-in natural length by a predetermined amount δ, for example, about 10 mm. ing. The state of being attached in a compressed state by the accompanying guards 16 and 16 is shown in FIGS. 1A and 1B, but the interval 10 mm does not appear in the drawing. Note that the interval δ is shown in the schematic diagram of FIG.

  In the present embodiment, a connector 18 is attached to the front ends of the upper and lower frames 4 and 5 by a vertical pin 17 so as to be swingable in a horizontal direction in a well-known manner. As another embodiment, the upper and lower frames 4 and 5 and the coupler 18 may be connected via a predetermined joint member instead of being directly connected. Then, the coupler 18 is swingably connected to the upper and lower frames 4 and 5 not only in the horizontal direction but also in the vertical direction.

  The rubber pad of the rubber pad assembly G of the tension side unit P is hollowed to a predetermined depth and a predetermined diameter from one end thereof as shown in FIG. A through hole is formed. A cylinder storage chamber is formed by hollowing out. The rubber pad formed in this way is unitized by attaching the front side of the cylinder storage chamber side to the front companion plate 11 and the back side to the partition frame 8.

  The tension-side piston / cylinder assembly S includes a cylinder 20 that opens toward the partition frame 8 and a return rod type piston 25 that is provided so that its piston head 26 is positioned inside the cylinder 20. . The cylinder 20 is formed integrally with the front companion plate 11 and is accommodated in the cylinder chamber. Alternatively, the cylinder 20 having the partition frame 8 opened is attached to the front companion plate 11. The front rod 27 of the return rod type piston 25 passes through the front companion plate 11 and is free, but the rear rod 28 passes through the rod through hole of the rubber pad assembly G and is fixed to the partition frame 8. Accordingly, when the shock absorber frame 2 moves in the front-rear direction, the front rod 27 of the double rod type piston 25 protrudes or returns from the front companion plate 11.

  A piston head 26 is located in the tension side cylinder 20, and the cylinder 20 causes the cylinder 20 to move to a front chamber located on the front side plate 11 side, that is, a pressure chamber 21 in which pressure is raised during buffering, and a rear side located on the partition frame 8 side. It is divided into a chamber, that is, a negative pressure chamber 22. The pressure chamber 21 and the negative pressure chamber 22 communicate with each other through a predetermined gap between the inner peripheral surface of the cylinder 20 and the outer peripheral surface of the piston head 26. Further, the piston head 26 is formed with a plurality of communication holes 29, 29... That are opened to the pressure chamber 21 and the negative pressure chamber 22 symmetrically around the axis of the rod 27 (28). . These communication holes 29 are provided with a check valve 30 made of, for example, a steel ball that prevents the flow from the pressure chamber 21 to the negative pressure chamber 22 and allows the flow in the reverse direction. The cylinder 20 thus configured is filled with silicon rubber and sealed with a lid 23. In addition, the other code | symbol 24 in (c) of FIG. 1 has shown the sealing member.

  Next, the operation of the first embodiment will be described. The cylinders 20 and 20 'are filled with a viscous compressible fluid such as silicon rubber and sealed with the lids 23 and 23'. The tension side unit P and the compression side unit P ′ are assembled in the shock absorber frame 2 as shown in FIGS. Or assemble. The assembled state is shown in the schematic diagram of FIG. This state is a neutral state in which neither a tensile impact nor a compressive impact acts on the shock absorber frame 2 from the coupler. Then, the units P and P ′ are compressed by a predetermined amount δ, for example, 10 mm, and attached to the side plate guards 16 and 16 on the vehicle body side. The state of being compressed and attached is shown in FIG.

  When a tensile impact or load is applied to the shock absorber frame 2 in the direction of arrow A in FIGS. 1A and 1B, the compression-side rubber pad assembly G ′ While being in contact with the frame 8 and the rear companion plate 12, it is buffered by the tension side rubber pad assembly G. Although the shock absorber frame 2 moves within the small interval δ, the tension-side double rod type piston 25 also moves integrally, but the movement amount is small and the silicone rubber is compressible. In addition, since the moving speed is slow, a large pressure does not stand in the pressure chamber 21 and does not contribute much to buffering. That is, when the amount of deflection is within δ, it is buffered mainly by the tension side rubber pad assembly G.

  When the impact is large or when the impact is large, the tension side rubber pad assembly G is further compressed, and the double rod type piston 25 is also driven leftward, that is, forward. As a result, the pressure reaches the pressure chamber 21 of the tension side cylinder 20, and the silicon rubber in the pressure chamber 21 passes through the gap between the inner peripheral surface of the cylinder 20 and the outer peripheral surface of the piston head 26, thereby dividing the partition frame 8. It flows to the negative pressure chamber 22 located on the side. A buffer is added by the flow resistance at this time. At this time, the check valves 30, 30,... Provided in the piston head 26 are closed. In FIGS. 3A and 3B, the closed check valves 30 and 30 ′ are indicated by “x” marks.

  When the tensile impact as described above is applied, in the compression side piston / cylinder assembly P ′, the rear companion plate 12 is separated from the companion plate guard 16, and the rear companion plate 12 is also compressed side double rod type piston 25 ′. Move together, so they are not related to buffering. FIG. 3A shows a state in which the rubber pad assembly G and the piston / cylinder assembly P are thus buffered.

  When the tensile impact disappears, the shock absorber frame 2 returns to the initial position by the restoring force of the tension-side rubber pad assembly G. The double rod type piston 25 attached to the partition frame 8 of the shock absorber frame 2 also returns. Since the movement of the tension side double rod type piston 25 is in the direction of opening the check valve 30, the silicone rubber does not interfere with the return operation. That is, even if the pressure is reduced by returning to the vicinity of the neutral position, the neutral position is surely returned. The relationship between the deflection and the load according to the first embodiment is indicated by a line X in FIG. The characteristic obtained by only the rubber pad assembly without the piston / cylinder assembly S is indicated by a line Y. According to the present embodiment, when the impact is small, fluid buffering by the double rod type piston 25 is also acting, but it is buffered mainly by the tension side rubber pad assembly G, and when it becomes large, fluid buffering is added. Therefore, a smooth buffering action can be obtained.

  When an impact in the compression direction acts on the shock absorber frame 2, it is clear that the compression side rubber pad assembly G 'and the compression side piston / cylinder assembly P' have a buffering action in the same manner. FIG. 3 (a) shows only the state where the compression-side impact is buffered by the compression-side rubber pad assembly G ′ and the compression-side piston / cylinder assembly P ′, and the description thereof is omitted.

  FIG. 4 shows a single second embodiment. Also in this embodiment, the shock absorber unit Q is composed of the rubber pad assembly G2 and the piston / cylinder assembly P2. The shock absorber frame 50 connected to the coupler is composed of a front coupling frame 51 and a rear frame 52. The rubber pad of the rubber pad assembly G2 is hollowed to a predetermined depth and a predetermined diameter from one end, and a rod through hole is formed in the back thereof. A cylinder storage chamber is formed by hollowing out. The rubber pad configured as described above is attached to the rear companion plate 54 on the cylinder storage chamber side and to the front companion plate 53 on the opposite side.

  The piston / cylinder assembly P <b> 2 includes a cylinder 60 opened toward the front companion plate 53, and a return rod type piston 65 provided so that its piston head 66 is positioned in the cylinder 60. The cylinder 60 is integrally formed with the rear companion plate 54 and is accommodated in the cylinder storage chamber. Alternatively, a cylinder 60 that opens toward the front companion plate 53 is attached to the rear companion plate 54. The front rod 67 of the return rod type piston 65 passes through the rod through hole of the rubber pad, and further slidably passes through the front companion plate 53 and is fixed to the front coupling frame 51. That is, the return rod type piston 65 is provided integrally with the shock absorber frame 50. On the other hand, the rear rod 68 of the return rod type piston 65 passes through the rear companion plate 54 and is free.

  The inside of the cylinder 60 is divided by a piston head 66 into a pressure chamber 61 located on the rear companion plate 54 side and a negative pressure chamber 62 located on the front companion plate 53 side. Both chambers 61 and 62 communicate with each other through a predetermined gap between the inner peripheral surface of the cylinder 60 and the outer peripheral surface of the piston head 66. The piston head 66 is formed with a plurality of communication holes 69 that are specially opened to the pressure chamber 61 and the negative pressure chamber 62. These communication holes 69 are provided with check valves 70 made of steel balls that prevent the flow from the pressure chamber 61 to the negative pressure chamber 62 and allow the flow in the reverse direction. The cylinder 60 configured as described above is filled with silicon rubber and sealed with a lid 63 as in the first embodiment.

  Since the second embodiment operates in substantially the same manner as the first embodiment, the operation will be briefly described below. The shock absorber unit Q is incorporated in the shock absorber frame 50. Or assemble. Then, the shock absorber unit Q is attached to the side plate guards 16 'and 16' on the vehicle body side while being compressed by a predetermined amount. Now, when a tensile impact is applied to the shock absorber frame 50 in the direction of arrow A in FIG. 4A, the front companion plate 53 is moved by the companion plate guard 16 ′ while the rear companion plate 54 is pressed by the rear frame 52. Since it is locked and pushed, the front companion plate 53 moves to the right in the figure. As a result, the rubber pad assembly G2 is compressed. However, the position of the piston head 66 in the cylinder 60 does not change in the piston / cylinder assembly P2. That is, when a tensile impact acts in the A direction, the impact is buffered only by the rubber pad assembly G2. When the tensile impact disappears, the shock absorber frame 50 returns to the initial position by the restoring force of the rubber pad assembly G2.

  When an impact in the compression direction acts on the shock absorber frame 50, the rear companion plate 54 is locked to the companion plate guard 16 ', but the front companion plate 52 is pushed by the front coupling frame 51 and the rear companion plate 54 is engaged. And the rear frame 52 are separated from each other. That is, the rear rod 68 of the return rod type piston 65 protrudes from the rear companion plate 54. Then, the rubber pad assembly G2 is compressed and buffered by the rubber pad assembly G2, and the position of the piston head 66 in the cylinder 60 in the piston / cylinder assembly P2 also changes. As a result, pressure is generated in the pressure chamber 61 of the cylinder 60. The silicon rubber flows through the gap between the inner peripheral surface of the cylinder 60 and the outer peripheral surface of the piston head 66 to the negative pressure chamber 62 located on the front companion plate 53 side. At this time, a buffer due to flow resistance is added. That is, it is also buffered by the piston / cylinder assembly P2. At this time, the check valves 70, 70,... Provided in the piston head 66 are closed.

  When the impact in the compression direction acting on the shock absorber frame 50 disappears, the shock absorber frame 50 returns to the initial position by the restoring force of the rubber pad assembly G2. The cylinder 60 attached to the rear companion plate 54 also returns. Although the double rod type piston 65 does not move, the movement of the cylinder 60 is in a direction to open the check valves 70, 70,..., So that the silicone rubber does not disturb the returning operation. That is, even if the pressure is reduced by returning to the vicinity of the neutral position, the neutral position is surely returned.

  In the second embodiment, the tensile impact is absorbed only by the rubber pad assembly G2, and the compressive impact is absorbed by the rubber pad assembly G2 and the piston / cylinder assembly P2. Accordingly, the relationship between the deflection and the load is as shown by the curves X and X 'in FIG. As a reference, the curve Y shows the relationship between the deflection of the rubber pad assembly G2 and the load when subjected to a compression impact. In the second embodiment, since a large shock absorbing action is exerted in a compression shock, it is possible to cope with an accident such as a collision.

P, P 'Tension side and compression side unit G, G' Tension side and compression side rubber pad assembly
S, S 'Tensile side and compression side piston / cylinder assembly 2 Shock absorber frame 8 Partition frame 11 Front companion plate 12 Rear companion plate 20 Cylinder 21 Pressure chamber 22 Negative pressure chamber 25 Return rod type piston 29 Communication hole 30 Check valve
Q Shock absorber unit G2 Rubber pad assembly
P2 Piston and cylinder assembly 50 Shock absorber frame 53 Front companion plate 54 Rear companion plate 60 Cylinder 61 Pressure chamber 62 Negative pressure chamber 65 Return rod type piston 66 Piston head 67 Front rod 68 Rear rod
69 Communication hole 70 Check valve

Claims (5)

A shock absorber frame partitions the upper and lower frames, a front coupling frame that is located on the coupler side and joins the front of the upper and lower frames, a rear frame that joins the rear, and the middle in the longitudinal direction of the upper and lower frames. A tension side unit between the front coupling frame and the partition frame, a compression side unit between the rear frame and the partition frame, and these units are mounted on the vehicle body. A railcar shock absorber that is compressed by a predetermined amount “δ” and attached to the side guard plate,
The tension side unit comprises a tension side rubber pad assembly and a tension side piston / cylinder assembly,
The tension side rubber pad assembly is provided between a front companion plate located on the front coupling frame side and the partition frame, and a cylinder having a predetermined diameter and a predetermined depth on an axis on the front companion plate side. A storage chamber and a rod through hole are formed,
The tension side piston / cylinder assembly is composed of a tension side cylinder filled with a viscous fluid and a multi-rod type piston provided so that the piston head is positioned in the cylinder. Is provided integrally with the front companion plate and is located in the cylinder storage chamber, and one end portion of the piston rod of the tension side double rod type piston freely penetrates the front companion plate, and the other The end is fixed to the partition frame through the rod through hole,
The inside of the tension side cylinder is divided into a pressure chamber located on the companion plate side and a negative pressure chamber located on the partition frame side by the piston head of the double rod type piston. The piston head is always in communication with a gap formed between the inner peripheral surface and the outer peripheral surface of the piston head of the double rod type piston, and the piston head is caused to flow from the pressure chamber to the negative pressure chamber. A communication hole provided with a check valve for preventing and allowing a reverse flow is provided, and also communicated by this communication hole,
The compression side unit is similarly composed of a compression side rubber pad assembly and a compression side piston / cylinder assembly,
The compression-side rubber pad assembly is provided between a rear companion plate located on the rear frame side and the partition frame, and a cylinder storage chamber having a predetermined diameter and a predetermined depth on an axis on the rear companion plate side And a rod through hole are formed,
The compression side piston / cylinder assembly is composed of a compression side cylinder filled with a viscous fluid, and a double rod type piston provided so that the piston head is positioned in the cylinder, and the compression side cylinder Is provided integrally with the rear companion plate and is located in the cylinder storage chamber, and one end of the piston rod of the compression-side double rod type piston passes through the rear companion plate freely, and the other An end portion is adapted to be fixed to the partition frame through the rod through-hole, and the inside of the compression side cylinder includes a pressure chamber located on the rear side plate side by a piston head of the double rod type piston. The chamber is divided into a negative pressure chamber located on the partition frame side, and both chambers are formed between the inner peripheral surface of the cylinder and the outer peripheral surface of the piston head of the double rod type piston. The piston head is provided with a communication hole provided with a check valve that prevents flow from the pressure chamber to the negative pressure chamber and allows reverse flow. A railcar shock absorber characterized in that it is also communicated by this communication hole. The shock absorber frame includes an upper and lower frame, a front coupling frame located on the coupler side and coupling the front of the upper and lower frames, and a rear frame coupling the rear, and the front coupling frame and the rear frame A shock absorber unit, and the shock absorber unit is mounted on the side plate guard on the vehicle body side by being compressed by a predetermined amount “δ”.
The shock absorber unit includes a rubber pad assembly and a piston / cylinder assembly.
The rubber pad assembly is provided between a front companion plate located on the front coupling frame side and a rear companion plate located on the rear frame side, and the shaft center on the rear companion plate side has a predetermined diameter, A cylinder storage chamber and a rod through hole having a predetermined depth are formed,
The piston / cylinder assembly includes a cylinder filled with a viscous fluid, and a multi-rod piston provided so that the piston head is positioned in the cylinder. The cylinder is attached to the rubber pad assembly. It is stored in the formed cylinder storage chamber, one rod of the double rod type piston is fixed to the front companion plate through the rod through hole, the other rod passes through the rear companion plate freely, The cylinder is divided into two chambers, a pressure chamber located on the rear companion plate side and a negative pressure chamber located on the front companion plate side, by the piston head of the double rod type piston. The piston head is always in communication with a gap formed between the inner circumferential surface of the cylinder and the outer circumferential surface of the piston head of the double rod type piston. Is provided with a communication hole provided with a check valve for preventing a flow from the pressure chamber to the negative pressure chamber and allowing a flow in the reverse direction. A shock absorber for railway vehicles. The shock absorber frame includes an upper and lower frame, a front coupling frame located on the coupler side and coupling the front of the upper and lower frames, and a rear frame coupling the rear, and the front coupling frame and the rear frame A shock absorber unit, and the shock absorber unit is mounted on the side plate guard on the vehicle body side by being compressed by a predetermined amount “δ”.
The shock absorber unit includes a rubber pad assembly and a piston / cylinder assembly.
The rubber pad assembly is provided between a front companion plate located on the front coupling frame side and a rear companion plate located on the rear frame side, and the shaft on the front companion plate side has a predetermined diameter, A cylinder storage chamber and a rod through hole having a predetermined depth are formed,
The piston / cylinder assembly includes a cylinder filled with a viscous fluid, and a multi-rod piston provided so that the piston head is positioned in the cylinder. The cylinder is attached to the rubber pad assembly. Stored in a formed cylinder storage chamber, one rod of the double rod type piston is fixed to the rear companion plate through the rod through hole, the other rod passes through the front companion plate freely, The cylinder is divided into two chambers, a pressure chamber located on the front companion plate side and a negative pressure chamber located on the rear companion plate side, by the piston head of the double rod type piston. The piston head is always in communication with a gap formed between the inner circumferential surface of the cylinder and the outer circumferential surface of the piston head of the double rod type piston. Is provided with a communication hole provided with a check valve for preventing a flow from the pressure chamber to the negative pressure chamber and allowing a flow in the reverse direction. A shock absorber for railway vehicles.   The shock absorber according to any one of claims 1 to 3, wherein the cylinder is formed integrally with the companion plate.   The shock absorber according to any one of claims 1 to 4, wherein a plurality of communication holes having the check valve are provided symmetrically with respect to the axis of the piston rod. Shock absorber.

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