JP2518349Y2 - Shock absorber for coupler - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a shock absorber for a coupler used in railway vehicles and the like.

[Prior Art] Conventionally, as a shock absorber for a connector of a vehicle or the like, a rubber shock absorber having a small size, a light weight, a large shock absorbing capacity, a low cost and a good maintainability has been used. As shown in FIG. 6, the load-deflection characteristic of rubber is non-linear and has an upward concave shape, and the buffer capacity R at the time of bending X ₁ is Becomes According to the above characteristics, the buffer capacity R under a low load with a small impact is not so large, but the buffer capacity R under a high load with a large impact is large.

By the way, the rubber shock absorber causes "fatigue" due to deterioration of the rubber due to long-term use. Therefore, a certain amount of initial pressure is applied to compensate for this defect. Therefore, if a force higher than the initial pressure is applied to the shock absorber, the predetermined performance is exhibited, but if the force is less than that, there is no shock absorbing effect.

In order to solve this problem, in the prior art, a cushioning device is provided in Japanese Patent Publication No. 63-43266, in which sub-elastic bodies are provided on both sides of the main elastic body, and when the load is small, the cushioning action is performed by the pressure of the sub-elastic body. It is disclosed.

7 and 8 show the shock absorber disclosed in the above publication.

In FIG. 7, 11 is the end of the vehicle (hereinafter referred to as "vehicle body").
The rubber cushion 13 is held in the storage box 12 provided in the vehicle body 11. As shown in FIG. 8, the rubber cushion 13 includes a main elastic rubber 130 and auxiliary elastic rubbers 131 and 132 attached to both sides of the main elastic rubber 130 through companion plates 133 and 134, respectively, in a compressed state inside the frame body 14. It was done. More specifically, the frame body 14 is
It has a main elastic rubber storage chamber 18 and sub elastic rubber storage chambers 19 and 20 that store the main elastic rubber 130 and the sub elastic rubbers 131 and 132, respectively. It is inserted into the rubber storage chamber 18. Secondary elastic rubber 131, 132
Are also compressed and inserted into the secondary elastic rubber storage chambers 19 and 20, respectively.

As shown in FIG. 7, the companion plates 133 and 134 project from the through hole surface of the frame body 14 to form projecting portions 133 'and 134', respectively. These protrusions 133 'and 134' engage with the front guards 16 and the rear guards 17, which are fixed to the inner wall of the storage box 12 by bolting. As a result, the frame body 14 is not separated from the storage box 12. In addition, the frame body 14 extends a joint 141 toward the front, and the joint 141 is a coupler with an adjacent vehicle.
15 is installed.

When a shock is applied to the frame body 14 from the front P direction (pushing), the shock absorber having such a structure has a companion plate as shown in FIG.
When the main elastic rubber 130 contracts so that 134 separates from the back guard 17, and the impact is applied to the frame body 14 from the Q direction (pull),
As shown in FIG. 10, the main elastic rubber 130 contracts so that the companion plate 133 moves away from the front companion plate guard 16. Secondary elastic rubber 131, 132
Is the main elastic rubber 1 in the direction in which the main elastic rubber 130 is contracted.
Compress 30. Therefore, even when the impact is smaller than the initial pressure of the main elastic rubber 130, a continuous force is transmitted to the vehicle body by the action of the sub elastic rubbers 131 and 132, and a cushioning effect is exerted.

By the way, the shock absorber has a main elastic rubber 13 inside the frame 14.
An elastic body such as 0 and the secondary elastic rubbers 131 and 132 is stored in a compressed state. As described above, it is necessary to insert the elastic body into the frame body 14 while maintaining the elastic body in a compressed state in advance. This insertion work is extremely difficult, and the assembling work of the device is difficult. Further, in the above conventional shock absorber, the companion plate guards 16 and 17 are attached to the storage box 12, and the frame body 14 is held in the storage box 12 so that the companion plates 133 and 134 engage with the companion plate guards 16 and 17, respectively. To do. This complicates the configuration on the side of the storage box 12 and, when the companion plates 133 and 134 move in the frame body 14, collides with the companion plate guards 16 and 17, respectively, and the impulsive force is transmitted to the vehicle body to deteriorate the riding comfort. .

In particular, since the frame body 14 surrounds the elastic body, the frame body 14 is increased in size and weight.

Furthermore, three rubber elastic bodies are required to provide continuity in the cushioning characteristics in the pushing direction P and the pulling direction Q.

Japanese Unexamined Patent Publication No. 54-138214 discloses that in a compressed state, the
A connection device is disclosed in which two elastic bodies are loaded, and an intermediate plate connected to the connection device is interposed between the elastic bodies.

FIG. 11 shows a simplified coupling device described in the above publication. In FIG. 11, reference numerals 11 and 15 denote a vehicle body and a coupler, respectively. Companion plate guards 21, 21 are attached to the shock absorber housing portion of the vehicle body 11, respectively, and a chamber formed by the companion plate guards 21, 21 facing each other is composed of a frame body 14, elastic bodies 22, 23, and an intermediate plate 24. A shock absorber is attached.

Here, the intermediate plate 24 is connected to a joint 27 for connecting to the coupler 15, as shown in FIG. 12 or FIG. First
In FIG. 12, a hole 26 is opened and connected to one side surface of the frame body 14. In FIG. 13, the connection is made by turning around the outside of the frame body 14.

With the above configuration, the intermediate plate 24 is displaced in position by the elastic bodies 22 and 23 that are deformed by the impact from the vehicle body 11, and the coupler 15
The elastic bodies 22 and 23 are deformed by the displacement due to the impact from. According to this, only two elastic bodies are required, and the intermediate plate 24, which is displaced due to the deformation of the elastic bodies 22 and 23, does not collide with the companion plate guard 21.

However, the shock absorbers shown in FIGS. 12 and 13 are
There is an advantage that only two elastic bodies are required and there is no member that hits the guard plate 21, but there is a drawback that the structure is complicated and the manufacture is not easy.

For example, in the case of FIG. 12, the intermediate plate 24 must be connected to any of the joints 27 by means such as welding or fastening. Further, a large frame 14 surrounding the elastic body 22 is required, and the work of preliminarily compressing the elastic bodies 22 and 23 into the frame body 14 having the intermediate plate 24 installed therein is also described in JP-B-63-43266. Not as easy as the invention. Particularly when the elastic body 22 is loaded, a technique is required in combination with the mounting structure with the intermediate plate 24. Further, also in the case of FIG. 13, it is cumbersome to fabricate the frame 14, the intermediate plate 24, and the joint 27 into a single member, and the elastic member is used.
The loading work of 22 is also complicated as in the case of FIG.

In addition, Japanese Patent Publication No. 58-2097, which is an improvement of the above-mentioned Japanese Patent Laid-Open No. Sho 20-2097, has a structure in which a frame having an intermediate plate and a companion plate are assembled in a cross girder (see FIGS. ), Such a structure also requires a frame that increases in size, and it is necessary to previously insert a shock absorber between the companion plate and the intermediate plate in a pressure contact state, as in the conventional example shown in FIG. In addition to being difficult, the device becomes bulky and heavy.

[Problems to be Solved by the Invention] A conventional shock absorber having two elastic bodies is manufactured in a frame shape in which the elastic bodies are stored in a compressed state, and the elastic bodies are loaded in the manufactured frame shape in a compressed state. There is a drawback that the work is complicated and requires a technique, and the apparatus becomes large and heavy. In addition, various problems such as a collision between the companion plate and the companion plate accompanied by the compression and extension operations of the cushioning body have occurred.

Therefore, an object of the present invention is to provide a shock absorber for a coupler, which has good workability in assembling the device, and which can be made compact and lightweight.

[Structure for Solving the Problems] A shock absorber for a coupler according to the present invention includes a coupler connected to one vehicle body of an adjacent vehicle, a rod member having one end connected to the coupler and the other end having a free end. A pair of companion guards attached to the other vehicle body of an adjacent vehicle and having a protrusion at the center and a fitting groove at the projecting end of the protrusion, and both end portions fitted into the fitting grooves of each companion guard. And an intermediate plate having a through hole through which the rod member penetrates in a loosely fitted state in a central portion, and a through hole through which the rod member penetrates in a loosely fitted state at a central portion, and the intermediate plate is sandwiched between the rods. First and second buffer members coaxially attached to the member, and a through hole through which the rod member loosely fits in the central portion, and the first and second buffer members are respectively the intermediate plate and the intermediate plate. A pair of companion plates, a stopper provided at one end of the rod member to abut one companion plate, and a pair of companion plates of the rod member. And a tightening means which is provided at the other end so as to be movable in the axial direction, contacts the other companion plate, and compresses the first and second cushioning members together with the stopper via the intermediate plate. Is characterized by.

[Operation] According to such a configuration, only the first and second elastic bodies are surrounded by the rod member with the intermediate plate interposed therebetween, and the assembling work becomes extremely easy. Further, the intermediate plate is attached to the vehicle body, and the first and second cushioning members are expanded / contracted according to the position of the axial relative movement of the rod member with respect to the fixed intermediate plate. This achieves continuity of load-deflection characteristics. Further, in this device, since the intermediate plate is fixed to the vehicle body, the companion plate guard on the vehicle body side and the intermediate plate do not collide with each other. Also, just by fixing the intermediate plate to the vehicle body,
Since the shock absorber can be attached to the vehicle body, the work of attaching the device to the vehicle body becomes easy.

In addition, when a threaded portion is formed in a part of the rod member and one of the stoppers is a nut screwed into this threaded portion,
By rotating the nut along the threaded portion and moving the nut in the axial direction of the rod member, the distance between both stoppers can be arbitrarily changed. As a result, the first and second cushioning members can be brought into an arbitrary compressed state.

(Embodiment) Hereinafter, the present invention will be described in detail with reference to an illustrated embodiment.

FIG. 1 is a structural view showing an embodiment of a coupler shock absorber according to the present invention, FIG. 2 is an exploded perspective view showing the structure of FIG. 1 in detail, and FIG. 3 is a structure of a shock absorbing member. FIG. In these figures, the members common to the conventional ones are designated by the same reference numerals.

In each drawing, reference numeral 15 is a connector, and the tip side for automatically connecting with an adjacent vehicle is omitted. The coupler 15 is a two-way coupler
It is connected via 20 to a rod member 23 constituting the present device. Two
The directional coupler 20 includes a coupling portion 201 that pivotally supports the coupler 15 in a vertical direction and a coupling portion 202 that is connected to the rod member 23 and pivotally supports the coupler 15. Join 202
The upper and lower parts of the ring body are projected, and through holes 31, 31 are formed in them.

Thus, the rod member 23 forms a ring portion 231 having a through hole 30 at one end as shown in FIG. The ring portion 231 is fitted in the ring body above and below the coupling portion 202 so that the through holes 31 and 30 are aligned with each other, whereby the matched through holes 31 and 30 are formed.
Pin 22 is inserted in the.

At the tip of the ring portion 231, a right columnar rod-shaped portion 233 is extended via a stopper 232. The stopper 232 is a rod-shaped portion 23.
The diameter is larger than 3. The rod-shaped portion 233 has two cushioning members (hereinafter, the coupler 15 side is referred to as "first cushioning member 25") with the intermediate plate 27 interposed between the stopper 233 and the free end side.
The side opposite to the coupler 15 is referred to as a "second buffer member 26". ) Is movably attached.

That is, the intermediate plate 27 is fitted to the companion plate guards 21, 21 which are fixed to the vehicle body 11 by means of mounting means 29, 29. In this case, grooves 28, 28 are formed in the companion plate guards 21, 21, and the ends of the intermediate plate 27 are detachably fitted and fixed in the grooves 28. A through hole 271 is formed in the central portion of the intermediate plate 27, and the through holes 254 and 264 formed in the central portions of the first and second cushioning members 25 and 26 are the through holes 271 of the intermediate plate 27.
Accordingly, the rod-shaped portion 233 is inserted into each of these through holes 254, 271, 264. As shown in FIG. 3, the first and second cushioning members 25, 26 use an assembly of rubber elastic bodies 253, 253 ... Subdivided by partition plates 252, 252. The rubber elastic body of the assembly circulates to form a ring shape, whereby the through hole 254 (264) is formed. 1st with a through hole in the center of each of the two sided partition plates
It is adhered to the companion plate 251 and the second 261. In the first cushioning member 25, the companion plate 251 contacts the stopper 232, and the partition plate side without the companion plate contacts the intermediate plate 27. The second cushioning member 26 has a partition plate side not provided with a companion plate against the intermediate plate 27, and a companion plate 261 against a tightening means 24 such as a nut fastened to the free end side. The tightening means acts as stoppers, and constitutes a pair of stoppers together with the above-mentioned stopper 232. A screw 234 is formed in the moving range of the tightening means 24.
By the tightening means 24, the first and second cushioning members 25,
The devices 26 are installed in a predetermined compressed state between the stopper 232 and the intermediate plate 27 and between the tightening means 24 and the intermediate plate 27, respectively.

 An embodiment of the present invention is constructed as described above.

In the shock absorber having such a structure, as shown in FIGS. 4A and 4B, the first and second shock absorbing members 25 and 26 are displaced to perform a shock absorbing action. A shows an operation diagram when a force acts on the intermediate plate 27 in the P (push) direction, and B shows an operation diagram when a force acts on the intermediate plate 27 in the Q (pull) direction. When an impact force in the P direction is applied from an adjacent vehicle, the pressure is first applied to the rod member 23, and the rod member 23 is pressed in the same P direction. This makes the stopper
The distance between 232 and the intermediate plate 27 decreases, and the distance between the tightening means 24 forming another stopper and the intermediate plate 27 increases.
Therefore, the first cushioning member 25 is compressed more strongly than the initial compressed state, and the second cushioning member 26 closely follows the transition of the intermediate plate to absorb the impact force on the vehicle body 11. In the case of the impact force in the Q direction, the distance between the stopper 232 and the intermediate plate 27 and the distance between the tightening means 24 and the intermediate plate 27 have the opposite relationship to the above.

Then, when the impact load is smaller than the initial pressure of each cushioning member 25, 26, for example, in the impact from the P direction, even if the first cushioning member 25 is not displaced, the extension force from the second cushioning member 26 is increased. Can absorb shock.

The impact absorption characteristics (load-deflection characteristics) described above are shown in FIG. In FIG. 5, the characteristic shown by the dotted line above the horizontal axis represents the characteristic of the first cushioning member 25, and the lower dotted line characteristic represents the characteristic of the second impact member 26. The characteristic of the shock absorber as a whole is a combination of both dotted line characteristics, and it can be seen that the deflection is linear from a large load to a small load as shown by the solid line.

As described above, the present apparatus prepares the two cushioning members 25 and 26 attached to the intermediate plate 27, the intermediate plate 27 and the rod member 23 that passes through them in common. twenty five,
By inserting the intermediate plate 27 and the second cushioning member 26 in this order and compressing them with the tightening means 24 such as a nut, it is much easier than the conventional work of pushing the cushioning member into the frame. The cushioning members 25 and 26 can be loaded in a compressed state. Further, the rod-shaped portion 23 can be configured to be lighter in weight than the frame body, and the weight is not increased.

Further, the advantage of this device is that since the intermediate plate 27 is fixed to the companion plate guard 21 (it can be fitted and removed), the shock during the shock absorbing action is completely absorbed by the shock absorbing members 25 and 26. Conventionally, when the cushioning member is expanded and contracted, the companion plate and the companion plate guard collide with each other. Further, by simply fixing the intermediate plate 27 to the companion plate guard 21 with the assembly in the state as shown in FIG. 2, the mounting of the shock absorber on the vehicle body is completed, and the conventional structure in which it is held by the companion plate guard. In comparison with the above, mounting of the shock absorber on the vehicle body becomes much easier. Furthermore, since there is no collision point, no impact noise is generated and the riding comfort of the vehicle is improved.

The partition plates 252 on the end sides of the cushioning members 25, 26 that are in contact with the intermediate plate 27 may be bonded to the intermediate plate 27 or may be separated from each other.

Further, although the tightening means 24 has the nut attached to the free end side of the rod portion 23, it can be provided on the stopper 232 side as well. According to this configuration, the compression amounts of the cushioning members 25 and 26 are adjusted by both compression means.

Further, as the compression coupling means, it is also possible to fit the split ring into the annular groove provided in the rod-shaped portion after the buffer members 25 and 26 are compressed by a separate press device (not shown). It is also possible to form a through hole in the radial direction in the rod member 23 and to fix a fixed wedge into the through hole.

[Advantage of the Invention] As described above, according to the present invention, a large frame surrounding the cushioning member as in the conventional case is not required, and it is difficult to preload the frame with the cushioning member in a compressed state. It is not necessary and the mounting structure with the vehicle body is simplified. Of course, the shock during shock absorbing is completely absorbed by the shock absorbing member, and there is no shock point with the guard.

[Brief description of drawings]

FIG. 1 is a structural view showing an embodiment of a shock absorber for a coupler according to the present invention, FIGS. 2 and 3 are perspective views and member detailed views for clarifying the structure of FIG. 1, FIG. 4 and FIG. FIG. 5 is an operation explanatory view and a characteristic view for explaining the operation of the apparatus of FIG. 1, FIG. 6 is a characteristic view showing a general load-deflection characteristic using a rubber elastic body as an example, and FIG. 7 is a conventional shock absorber. 8 is a configuration diagram showing
FIG. 10 is an operation explanatory view showing the operation of the conventional device, FIG. 11 is a configuration diagram showing another conventional device, and FIGS. 12 and 13 are perspective views showing a specific configuration of the conventional device of FIG. is there. 11 ... Car body, 15 ... Coupler 21 ... Companion plate guard, 22 ... Pin 23 ... Rod member, 24 ... Compression means 25 ... First buffer member 26 ... Second buffer member 27 ... Intermediate plate

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Katsuyuki Ochiai 5-1-1 Shimaya, Konohana-ku, Osaka City, Osaka Prefecture Sumitomo Metal Industries, Ltd. Steel Works (72) Nobuo Okabe 5-chome, Shimano, Osaka, Osaka City No. 1-109 Sumitomo Metal Industries Co., Ltd. Steel Works (56) References Shown 63-42473 (JP, U) Shown 63-195139 (JP, U)

Claims (2)

(57) [Scope of utility model registration request] 1. A connector for connecting to one vehicle body of an adjacent vehicle; a bar member having one end connected to the connector and the other end being a free end; A pair of companion plate guards having protrusions and fitting grooves at the projecting ends of the protrusions, both ends being fitted in the fitting grooves of the companion plate guards, and the bar member being loosely fitted in the central portion. An intermediate plate having a through hole penetrating therethrough, and a through hole penetrating the bar member in a loosely fitted state in the central portion,
First and second cushioning members that are coaxially attached to the rod member with the intermediate plate sandwiched therebetween, and a through hole through which the rod member penetrates in the center in a loosely fitted state,
A pair of companion plates that sandwich the first and second cushioning members with the intermediate plate, a stopper that is provided at one end of the rod member and contacts one of the companion plates, and another end of the rod member. A tightening means which is provided so as to be movable in the axial direction, abuts against the other companion plate, and compresses the first and second buffer members together with the stopper via the intermediate plate. A shock absorber for a coupler. 2. The shock absorber for a coupler according to claim 2, wherein the rod member has a threaded portion and the tightening means is a nut screwed to the threaded portion.