JP3406524B2 - Double shock absorber - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a double type shock absorber used for railway vehicles.

[0002]

2. Description of the Related Art As a conventional double type shock absorber, for example, the one disclosed in Japanese Utility Model Publication No. 60-13720 is known. This double type shock absorber is interposed between a cylinder chamber in which a flange having a tubular portion is fixed to both sides of a hollow cylinder member fixed to a frame, and the flanges and both companion plates. A hollow elastic body and piston rods, which are housed with a gap on the inner peripheral surface of the cylinder chamber, are slidably supported by the tubular portion of the flange, and the ends of which are engaged with the companion plate, are provided on both sides. It has a piston and a silicone compound filled in the cylinder chamber.

However, the elastic deformation of a pair of elastic bodies interposed on both sides of the cylinder member integrated with the frame body and the flow resistance of the silicon compound flowing through the gap between the inner peripheral surface of the cylinder chamber and the piston. By this, a double type shock absorber having excellent absorbability of large energy associated with a large impact force can be obtained. The characteristics of this type of conventional double-type shock absorber will be described with reference to FIG. 4, in which the vertical axis represents the load and the horizontal axis represents the amount of deflection of the elastic body, that is, the amount of movement of the cylinder member. In this characteristic diagram, the respective deflection amount-load characteristics of the pair of elastic bodies having the initial compression loads f and f ′ in the mounted state are shown by broken line curves (a) and (b). ) And (b) are shown by the dashed line curve (c). In addition, the load curve as a shock absorber to which the load due to the flow resistance of the silicon compound is applied is shown by the solid curve (d), and the area of the shaded area between the curve (d) and the horizontal axis is shown. S indicates the amount of absorbed energy. As described above, since the total amount of absorbed energy is obtained by both the deflection of the elastic body and the flow resistance of the silicon compound, it has a characteristic of being excellent in absorbing large energy due to the action of a large impact force.

However, such a conventional double-type shock absorber has a technical problem that it is inferior in the shock absorbing function of a small impact force and deteriorates the riding comfort of the vehicle. The research conducted by the present inventors has revealed that the cause is that the ends of the piston rods provided on both sides of the piston in the conventional double-type shock absorber are locked to the companion plates. . That is, even when the pair of elastic bodies are in a state where the initial pressures are balanced, the elastic bodies are deformed and buffered by a small impact force even under the action of a small impact force. The piston and piston rod move according to the amount of deflection, and the energy is absorbed by the silicon compound, so the load rises rapidly.

The present invention has been made in view of the above-mentioned conventional technical problems, and absorbs a large amount of energy when a large impact force acts, and a small amount of energy when a small impact force acts. It is an object of the present invention to provide a double type shock absorber that is compatible with the absorbing action.

[0006]

The present invention has been made in view of such conventional technical problems, and has the following configuration. According to the invention of claim 1, the frame body 1 connected to one vehicle, the cylinder member 2 integrally formed in the frame body 1 and forming the cylinder portion 2e inside the center, and the cylinder member 2 on both sides thereof, respectively. A pair of companion plates 11a, which are arranged and locked to the companion plate guards 30, 31 of the other vehicle, respectively.
11b and the cylinder member 2 are slidably pierced so that the piston 6 located in the cylinder portion 2e forms a throttle channel a communicating with both sides of the piston 6 and an end protruding from the cylinder member 2 The piston rods 5a and 5b whose parts abut on the corresponding companion plates 11a and 11b, and the elastic body 10 which is sandwiched between both side surfaces of the cylinder member 2 and the companion plates 11a and 11b, respectively, to provide initial compression.
a and 10b, and a fluid 4 housed in the cylinder portion 2e and having a flow resistance and flowing in the throttle channel a, and at least one tip end portion of the piston rods 5a and 5b and the companion plate 11a. , 11b, a gap L is formed between the elastic body 10 and
After a predetermined amount of compression is applied to the a and 10b, the gap L disappears, and the tip portions of the piston rods 5a and 5b are moved to the companion plate 11a,
The double type shock absorber is characterized in that it comes into contact with 11b. The invention of claim 2 is the double shock absorber according to claim 1, characterized in that it has springs 44, 45 for urging the piston 6 toward the neutral position in the cylinder portion 2e. According to the third aspect of the present invention, the contact plates 40 and 41 are detachably attached to the tips of the piston rods 5a and 5b.
The double type shock absorber according to claim 1 or 2, wherein a gap L is formed between 0, 41 and the companion plates 11a, 11b.

[0007]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. 1 and 2 show the first aspect of the present invention.
1 shows a double shock absorber according to an embodiment, in which the double shock absorber has a pair of guards 30, 31 (FIG.
(Shown in FIG. 4). In the drawings, reference numeral 1 denotes a frame body, which is located substantially in the center thereof and has a cylinder member 2 welded and fixed thereto to form an integral body. The cylinder member 2 includes a large-diameter portion 2a at the center, and medium-diameter portions 2b and 2b and small-diameter portions 2c, which are formed on both sides of the large-diameter portion 2a, respectively.
2c having a through hole 2d formed therein and having a large diameter portion 2a
A cylinder portion 2e is formed inside. Large diameter part 2a
One side surface of each of the rubber pad assemblies 10a and 10b, which is an elastic body, is abutted to both outer side surfaces of the rubber pad assembly 10a and 10b in an initial compressed state, and the other side surfaces of the rubber pad assemblies 10a and 10b are attached to the companion plates 11a and 11b. Abutted. The rubber pad assemblies 10a and 10b have the same shape as the conventional example, but can be replaced by a metal spring. The cylinder member 2 is actually configured by combining a right side member 20, a left side member 21, and a tubular member 22, as shown in FIG. 1, and tightening these with bolts 23.
The companion plates 11a and 11b are locked to the companion plate guards 30 and 31,
Movement is restricted. Then, the rubber pad assemblies 10a and 10b are sandwiched between the left and right outer surfaces of the cylinder portion 2e of the cylinder member 2 and the companion plates 11a and 11b,
Each is given an initial compression.

Piston rods 5a and 5b are slidably inserted through the through hole 2d of the cylinder member 2 by seal rings 80a and 80b while maintaining liquid tightness.
The piston 6 fixed to the center of a and 5b is the cylinder portion 2e.
It is housed inside. The outer diameter of the piston 6 is slightly smaller than the inner diameter of the cylinder portion 2e to form a gap, whereby a throttle channel a is formed between the inner surface of the cylinder portion 2e and the outer surface of the piston 6. There is. Each piston rod 5a, 5
At the tip protruding from the cylinder member 2 of FIG.
0 and 41 are detachably attached by bolts 42 and 43, respectively, and the contact plates 40 and 41 and the corresponding companion plate 1 are attached.
A gap L is formed between each of 1a and 11b. The cylinder portion 2e is filled with a fluid 4 (viscous fluid) represented by a silicon compound.

Further, springs 44, 45 are respectively provided between the contact plates 40, 41 and the annular step surfaces connecting the medium diameter portions 2b, 2b and the small diameter portions 2c, 2c of the cylinder member 2, respectively.
Is compressed and inserted. This spring 44,4
5 have the same spring constant and have the same shape, and the piston 6
Has a function of urging toward the center of the cylinder portion 2e. The pin 16 attached to the frame 1 has a function of attaching the connector 17, and the frame 1 is connected to the other vehicle via the connector 17.

Next, the operation will be described. Coupler 17
The pushing force or pulling force from is transmitted to the cylinder member 2 via the pin 16 and the frame body 1. When the pushing force from the coupler 17 is transmitted to the cylinder member 2, the rubber pad assembly 10b on the right side in the figure is compressed between the rubber pad assembly 10b and the companion plate 11b to generate a load and absorb energy. Coupler 17
If a small impact force from the
The cushioning action is exerted only by the compressive deformation of the rubber pad assembly 10b, without the contact plate 40 at the tip of b contacting the companion plate 11b.

On the other hand, when a large impact force from the connector 17 is applied, the rubber pad assembly 10b is largely compressed and deformed, and the abutment plate 40 at the tip of the piston rod 5b.
After abutting on the companion plate 11b, the piston rod 5b is strongly pushed. As a result, the cylinder member 2 moves to the right in the figure with respect to the piston 6, so that the throttle channel a
The fluid 4 flows through the cylinder 4, and the cylinder member 2 integrated with the frame 1 produces a flow resistance (shear resistance of the viscous fluid) according to the relative movement speed, and the energy is absorbed. Even when the pulling force from the coupler 17 is transmitted to the cylinder member 2, the same effect can be obtained with the left and right sides replaced. The compression of the springs 44, 45 due to the movement of the piston rods 5a, 5b with respect to the cylinder member 2 can be ignored because the load is small. Further, the load generated when the fluid 4 flows through the throttle channel a largely depends on the moving speed of the cylinder member 2 with respect to the piston 6, which is determined by the hitting speed between the vehicles. When is large, a large load is generated, and when this speed is small, a small load is generated.

The gap L can be increased or decreased by attaching the contact plates 40 and 41 to the tips of the piston rods 5a and 5b in place of those having different thicknesses. As a result, it is possible to change the characteristics of the double type shock absorber and provide the characteristics according to the application of the vehicle. Further, by changing the shape of the piston 6 or the cylinder portion 2e and changing the throttle channel a between the inner surface of the cylinder portion 2e and the outer surface of the piston 6, it is possible to change the characteristics of the double shock absorber. You can In the example shown in FIG. 1, the throttle channel a is formed between the cylinder portion 2e and the piston 6, and the throttle channel a is gradually reduced on both sides of the neutral position of the piston 6 as the piston 6 moves. Thus, the inner surface of the cylinder portion 2e is provided with a symmetrical taper shape.

FIG. 3 shows a characteristic diagram in which the vertical axis represents the load and the horizontal axis represents the amount of deflection of the rubber pad assemblies 10a and 10b, and the curve A represents the characteristics of the present double type shock absorber. As can be seen from the curve A, when the frame body 1 moves in the range of the gap L and a small impact force is applied, the movement amount of the piston rods 5a, 5b and the piston 6 with respect to the cylinder member 2 is zero, and the rubber pad assembly Only the solid bodies 10a and 10b are elastically deformed and a relatively small load is generated. On the other hand, in the state where the movement of the frame body 1 exerts a large impact force exceeding the range of the gap L, the contact plates 40, 4 at the tip ends of the piston rods 5a, 5b.
Since 1 contacts the companion plates 11a and 11b, in addition to the load generated by the elastic deformation of the rubber pad assemblies 10a and 10b, the load generated by the movement of the piston rods 5a and 5b and the piston 6 with respect to the cylinder member 2 is generated. , Big energy is absorbed.

By the way, in the above-mentioned first embodiment,
A gap L is formed between each of the contact plates 40, 41 at the tip of the piston rod 5a, 5b and each of the companion plates 11a, 11b, but a companion plate corresponding to the tip of one piston rod 5a or 5b. Forming a gap L only between 11a or 11b,
The other piston rod 5b or 5a can be releasably engaged with the corresponding companion plate 11b or 11a. According to this, the gap L disappears after one elastic body 10a or 10b receives a predetermined amount of compression, and the tip end portion of the one piston rod 5a or 5b comes into contact with the companion plate 11a or 11b. Only when one of the pushing force and the pulling force from the coupler 17 is transmitted to the frame body 1 and the cylinder member 2, the above 1
The same effect as that of the embodiment can be obtained. The other elastic body 10
When b or 10a is compressed, the tip end of the other piston rod 5b or 5a abuts the companion plate 11b or 11a from the beginning in a detachable manner, so that the same effect as the conventional example can be obtained.

The springs 44 and 45 need only have a function of urging the piston 6 toward the center of the cylinder portion 2e, and the contact plates 40 and 41 and the companion plates 11a and 11b corresponding thereto.
It is also possible to dispose between them and the inside of the cylinder portion 2e. In that case, it is desired that the ends of the springs 44 and 45 be received in appropriate recesses to prevent a large load from being applied.

[0016]

As can be understood from the above description,
According to the double shock absorber of the present invention, the following effects can be achieved. (1) According to the invention of claim 1, when a small impact force from one vehicle acts, only the compressive deformation of the elastic body is caused by the existence of the gap between the tip portion of the piston rod and the companion plate. When a large impact force is exerted from the coupler, the energy is increased by both the cushioning action by the elastic body and the cushioning action by the fluid flowing in the throttle channel. Be absorbed. As a result, compared with the conventional double-type shock absorber, the effect of absorbing a small impact force can be enhanced, and the riding comfort of the vehicle can be improved, which is a practical advantage.

(2) According to the second aspect of the invention, since the piston is biased by the spring toward the neutral position in the cylinder portion, the tip of the piston rod is in a normal state where no impact force acts. Since the gap between the portion and the companion plate is maintained at a predetermined value, the cushioning effect exerted only by the compressive deformation of the elastic body can be stably obtained. (3) According to the invention of claim 3, the contact plate can be replaced with one having a different thickness to increase or decrease the gap between the tip portion of the piston rod and the companion plate. The characteristics of the type shock absorber can be easily changed.

[Brief description of drawings]

FIG. 1 is a front view showing a partial cross-section of a double type shock absorber according to an embodiment of the present invention.

FIG. 2 is a plan view of the same.

FIG. 3 is a diagram showing a load-deflection amount characteristic of a rubber pad assembly of the double type shock absorber.

FIG. 4 is a diagram showing a load-deflection amount characteristic of a rubber pad assembly of a conventional double type shock absorber.

[Explanation of symbols]

1: Frame member, 2: Cylinder member, 2a: Large diameter part, 2b: Medium diameter part, 2c: Small diameter part, 2d: Through hole, 2e: Cylinder part, 4: Fluid, 5a, 5b: Piston rod, 6 : Piston, 10a, 10b: Rubber pad assembly (elastic body), 1
1a, 11b: companion plate, 40, 41: contact plate, 44, 4
5: spring, a: throttle channel, L: gap.

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kiyoshi Ono 2-2 Yoyogi, Shibuya-ku, Tokyo East Japan Railway Company (56) Reference JP-A-51-50118 (JP, A) 53-57415 (JP, U) Actual public 60-13720 (JP, Y1) Actual public 50-29769 (JP, Y1) (58) Fields investigated (Int.Cl. ⁷ , DB name) B61G 11 / 12 F16F 9/50

Claims (3)

(57) [Claims] 1. A frame body (1) connected to one vehicle,
A cylinder member (2) integrally formed in the frame body (1) and forming a cylinder portion (2e) inside the center, and a cylinder member (2) arranged on both sides of the cylinder member (2) respectively, and a guard plate for the other vehicle ( A pair of companion plates (11, 30)
a, 11b) and a cylinder member (2) slidably penetratingly arranged, and a piston (6) located in the cylinder portion (2e) communicates with both sides of the piston (6). ) Is formed and the ends projecting from the cylinder member (2) contact the corresponding companion plates (11a, 11b) respectively, and both side surfaces of the cylinder member (2) and the piston rods (5a, 5b). Elastic bodies (10) that are respectively sandwiched between the plates (11a, 11b) and are given an initial compression.
a, 10b) and a fluid (4) housed in the cylinder portion (2e) and having a flow resistance and flowing in the throttle channel (a).
And a gap (L) is formed between at least one tip of the piston rod (5a, 5b) and the companion plate (11a, 11b), and the elastic body (10a, 10b) has a predetermined amount. After receiving the compression, the gap (L) disappears, and the tip end portion of the piston rod (5a, 5b) becomes the companion plate (11a, 11b).
Double type shock absorber characterized by abutting against the. 2. Springs (44, 45) for urging the piston (6) toward a neutral position in the cylinder portion (2e).
The double shock absorber according to claim 1, further comprising: 3. An abutment plate (40, 41) is detachably attached to the tip of the piston rod (5a, 5b), and between the abutment plate (40, 41) and the companion plate (11a, 11b). A double buffer according to claim 1 or 2, characterized in that a gap (L) is formed.