JP3583940B2 - Shock absorber for vehicle coupler - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a shock absorber for a coupler that connects a plurality of railway vehicles.
[0002]
[Prior art]
When connecting railway vehicles, a coupler operating force (hereinafter referred to as self-connection force) is applied to the vehicle coupling. In order to reduce the peak value of the self-coupling force, the vehicle coupler is provided with a vehicle coupler shock absorber.
5 and 6 are a partial cross-sectional plan view and a partial cross-sectional side view showing an example of a conventional shock absorber provided in a vehicle coupler.
This shock absorber for a vehicle coupler is a rubber shock absorber 10 widely used for conventional line trains. The rubber shock absorber 10 is fixed below an end of the train (frame) 1. A vehicle coupler 5 is connected to an end of the rubber shock absorber 10 via pins 2 and 3 and a pin joint 4 arranged orthogonally. The rubber shock absorber 10 is formed by stacking steel plates (pads) 11 on both sides of which rectangular rubber protrusions are adhered and housed in a frame 12, and absorbs an impact applied to the vehicle coupler 5 by compressive deformation of rubber.
[0003]
The rubber shock absorber 10 having such a configuration is widely used because of its simple structure and low cost. The rubber shock absorber 10 generally shows a shock absorber displacement-shock absorber force (δ-F) characteristic in which the rigidity increases as the displacement increases. For example, the RD19 type developed for large freight cars such as Taki 43000 and Koki 50000 has many steel plates (pads) in order to increase the buffer capacity, and has a long stroke. Therefore, the maximum compression / tensile load is 980 kN. The strain energy absorbed by the deformation of 67 mm due to the maximum compressive load is 23.0 kN · m.
[0004]
FIG. 7 is a schematic sectional side view showing another example of the conventional shock absorber provided in the vehicle coupler.
This shock absorber for a vehicle coupler is an oil shock absorber 20 used for a freight car having a large load. This oil buffer 20 is also fixed below the leading end of the wagon, similarly to the rubber buffer shown in FIGS. The oil shock absorber 20 has a dashpot 21 and a return spring 22 using rubber arranged in parallel, and absorbs an impact applied to the vehicle coupler due to movement of oil in the dashpot 21 and compression deformation of the return spring 22. . That is, a plurality of orifices 21c are opened in the displacement direction of the piston 21b on the side surface of the cylinder 21a of the dashpot 21. Then, as the displacement of the piston 21b, that is, the displacement of the shock absorber is increased, the orifice 21c is sequentially closed, and a constant resistance force is maintained even if the speed of the piston 21b decreases due to shock energy buffering.
[0005]
The oil shock absorber 20 having such a configuration has a complicated structure and is more expensive than the rubber shock absorber 10, and is therefore used particularly for a large freight car having a large load. The oil shock absorber 20 exhibits a substantially constant shock absorber displacement-damper force (δ-F) characteristic according to the relative initial speed between the vehicles regardless of the shock absorber displacement, and has a high shock absorbing capacity and high energy dissipation efficiency. For example, the HD5D type developed for large freight cars such as Shiki 850, Shiki 1000, Shiki 810B2, etc., has a shock absorber force of up to 70 mm when hitting between 40t and 300t vehicles at an initial speed of 2.0 km / h. Is constant and absorbs strain energy of 147.0 kN · m.
[0006]
[Problems to be solved by the invention]
By the way, when the driving / braking function of a so-called Shinkansen train is lost, when the Shinkansen (hereinafter referred to as a failure formation) is rescued by a healthy vehicle (hereinafter referred to as a rescue formation), Significant self-engagement occurs at the connecting part. In particular, at the time of sudden braking, a transient peak value of the self-coupling force due to relative motion between the vehicles is considered to be a safety problem against vehicle body strength and train buckling.
[0007]
Here, as a vehicle coupler shock absorber developed for the current Shinkansen train, for example, there is an RD011A type. This type RD011A is a rubber shock absorber, and two sets of rubber shock absorbers dedicated to tensile load and two sets of rubber shock absorbers dedicated to compressive load are arranged in series in order to improve ride comfort by setting the initial pressure to 0. Due to restrictions due to the mounting dimensions, there are fewer steel plates (pads) for tension than for compression, the maximum compression load is 980 kN, and the maximum tensile load is 784 kN. Then, the strain energy absorbed by the deformation of 43 mm due to the maximum compressive load is 11.8 kN · m. As described above, the self-coupling force allowed for the current Shinkansen train is 980 kN in compression due to the strength of the end of the vehicle body structure, and 784 kN in tension due to the performance of the shock absorber for the vehicle coupler.
[0008]
On the other hand, in order to increase the speed and reduce the weight of the vehicle, it may be necessary to review the strength of the vehicle body structure. At this time, reduction of the self-coupling force at the time of failure rescue is an important issue, and an effective means thereof is to increase the energy capacity of the vehicle coupler shock absorber. Therefore, by a numerical simulation, the self-coupling force when the rubber shock absorber (RD19 type) 10 and the oil shock absorber (HD5D type) 20 having a larger energy capacity than the rubber shock absorber (RD011A type) for the current Shinkansen train are replaced. The reduction effect was confirmed.
[0009]
As a result, when the rubber shock absorber (RD19 type) 10 was used, the maximum value of the compression self-coupling force of the faulty knitting was reduced. However, this rubber shock absorber (type RD19) 10 is difficult to adopt for a Shinkansen train because the initial pressure is large and the ride comfort is expected to be deteriorated due to a front-rear urge.
When the oil shock absorber (HD5D type) 20 is used, the shock absorber displacement-damper force (δ-F) characteristic with respect to a static load depends only on the return spring 22, and is the same as that of the rubber shock absorber. However, although the dynamic characteristics vary depending on the collision speed and the vehicle load, the relative speed between the vehicles does not increase, and the dashpot 21 does not function sufficiently, so that the self-coupling force reduction effect is not recognized.
In view of the above, development of a new shock absorber for a vehicle coupler for a Shinkansen train is desired.
[0010]
The present invention has been made in order to cope with such a problem, and provides a vehicle coupler damper that can increase the energy capacity to reduce the peak value of the self-coupling force and suppress the peak value to an arbitrary constant value. The purpose is to provide.
[0011]
[Means for Solving the Problems]
In order to solve the above-mentioned problems, a vehicle coupler shock absorber of the present invention is a shock absorber for a coupler that connects a plurality of railway vehicles, and has a hydraulic cylinder having a rod that receives a self-coupling force applied to the coupler, and a hydraulic cylinder. Equipped with a control valve for controlling the withdrawal of oil into the inside, a return spring for the rod, and a sensor for detecting the shock absorber force,
Unless the shock absorber displacement is near 0, until the return spring force of the rod reaches the strength of the end of the vehicle body structure of the railway vehicle, the shock absorber force is not affected by the shock absorber displacement and the displacement speed. as will be substantially constant intensity extent of the vehicle body structure end portion of the vehicle, the flow rate both of the oil put pressure and removal from the oil of the hydraulic cylinders and controlling by the control valve.
[0012]
With such a structure, a substantially flat shock absorber displacement-shock absorber force (δ-F) characteristic is exhibited, so that the absorbed energy under a predetermined self-coupling force is maximized, and conversely, the shock absorber force is reduced. Since it is minimized, the strength of the vehicle body and the safety against train buckling can be increased.
[0014]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, a shock absorber for a vehicle coupler according to an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic diagram showing an entire configuration including a peripheral portion of a shock absorber for a vehicle coupler according to one embodiment of the present invention.
The vehicle coupler shock absorber 100 is an oil shock absorber used for the emergency vehicle coupler 55 of the leading vehicle of the Shinkansen train 51. The shock absorber 100 for a vehicle coupler generally includes a hydraulic cylinder 110, a control valve 120, a return spring 140, a sensor 150, and an oil tank 160. The hydraulic cylinder 110 has a function of receiving the self-coupling force applied to the emergency vehicle coupler 55. The control valve 120 has a function of controlling the withdrawal of hydraulic oil between the hydraulic cylinder 110 and the oil tank 160. The return spring 140 is mounted on the hydraulic cylinder 110 and has a function of receiving a self-coupling force applied to the emergency vehicle coupler 55 and returning the hydraulic cylinder 110 to its original state before the displacement. The sensor 150 uses, for example, a load cell, is mounted on the pin joint 54 connecting the hydraulic cylinder 110 and the emergency vehicle coupler 55, and has a function of detecting a shock absorber force. The vehicle coupler shock absorber 100 having such a configuration is fixed below the head of the Shinkansen train 51.
[0015]
The emergency vehicle coupler 55 is connected to an end of the vehicle coupler shock absorber 100 via pins 52 and 53 and a pin joint 54 arranged orthogonally. The emergency vehicle coupler 55 is suspended by a wire 57 via a spring suspension device 56 which is locked above the head of the Shinkansen train 51 at the time of coupling. In addition, when ascending and descending, it pivots around the pin 53 as shown by a dashed line in the figure, and is hooked on a coupler fitting 58 provided at the center of the head of the Shinkansen train 51.
[0016]
FIG. 2 is a cross-sectional side view showing a detailed structure of the hydraulic cylinder 110 and the return spring 140 that constitute the vehicle coupler shock absorber 100 shown in FIG.
A piston 112 is fitted to the inner end of the cylinder 111 of the hydraulic cylinder 110, and a rubber cushioning material 113 is fitted to the inner rear end. An inlet port 111a for receiving hydraulic oil from the control valve 120 is provided at an outer peripheral end of the cylinder 111, and a removal port 111b for extracting hydraulic oil to the control valve 120 is provided at an outer peripheral rear end. A rear end of a rod 114 is fixed to the piston 112. A return spring 140 made of a spring material is inserted and fixed between the tip of the rod 114 and the tip of the cylinder 111.
[0017]
FIG. 3 is a block diagram showing a detailed structure of the control valve 120 constituting the vehicle coupler shock absorber 100 shown in FIG.
As the control valve 120, a proportional electromagnetic control valve (for example, a product name: intelligent flow rate pressure control module (IP series), a manufacturer name: Kayaba Industry Co., Ltd.) is used. The control valve 120 includes a valve 121 driven in response to the signal Xr, a bleed valve 122 for releasing a part of the pressure on the outlet side of the valve 121, a detecting means 123 for detecting the opening X of the valve 121, Detecting means 124a and 124b for the inlet pressure Pa and the outlet pressure Pb are provided.
[0018]
Further, means 125 for calculating the flow rate Q from the pressure difference and the opening degree X, means 126 for calculating the valve opening degree Xq from the flow rate Q and the flow rate command signal Qr, and valve opening based on the outlet pressure Pb and the pressure command signal Pbr. There are provided means 127 for calculating the degree Xp, and means 128 for determining the meter-in and meter-out directions from the difference between the detected pressures. A means 129 for selecting the smaller one of the valve openings Xq and Xp when the determination result is meter-in and the larger one of the valve openings Xq and Xp when the determination result is meter-out, A means 130 for driving the valve 121 according to the degree and a driving means 131 for opening the bleed valve 122 when the determination result is meter-in.
[0019]
According to the control valve 120 having such a configuration, since the active cartridge is servo-controlled by the proportional solenoid valve, high response can be realized. Further, since the flow rate and the pressure are controlled by software using the sensor signal, high accuracy can be realized. In addition, since the internal leakage is small with the poppet type, and the flow rate and pressure can be monitored during control, high reliability can be realized. Furthermore, since the meter-in / meter-out control can be performed by the same cartridge, reversible flow is possible, and a free flow check valve is not required, so that compactness and cost reduction can be achieved.
[0020]
The present invention is not limited to the control valve 120 having such a configuration, and controls, for example, a directional control valve that performs switching operation in response to pilot pressure, and pilot hydraulic oil supplied to the left and right pilot chambers of the directional control valve. A three-way flow control valve, a circuit for connecting the left and right pilot chambers to the tank via orifices, and a controller for controlling the operation of the three-way flow control valve based on a command signal and a position signal of the direction control valve. A proportional solenoid directional control valve can also be used.
[0021]
Next, a specific operation example of the vehicle coupler shock absorber 100 according to one embodiment of the present invention will be described.
FIG. 4 is a diagram showing an example of a shock absorber displacement-damper force (δ-F) characteristic of the shock absorber 100 for a vehicle coupler.
In the initial state, that is, when the shock absorber displacement δ is near 0, the shock absorber force F detected by the sensor 150 is less than, for example, 490 kN (50 tf) at the end of the body structure of the faulty knitting. It is closed. Therefore, the spring characteristic due to the compressibility of the hydraulic oil in the cylinder 111 of the hydraulic cylinder 110 is shown.
[0022]
For example, assuming that the inner diameter of the cylinder 111 is 140 mm, the stroke of the piston 112 is 360 mm, and the bulk modulus of hydraulic oil is 1.37 × 109 N / m 2, the spring stiffness when the shock absorber displacement δ is near 0 is 58.6 MN / m. It is very hard compared to general rubber shock absorbers. It is excessive in buffering the front-rear impulses that normally occur between vehicles, but this should be absorbed by an opposing rubber shock absorber.
[0023]
Next, when the shock absorber displacement δ reaches a certain value and the shock absorber force F detected by the sensor 150 is going to exceed 490 kN (50 tf), the control valve 120 sets the reaction force of the vehicle coupler shock absorber 100 as a reaction force. In order to maximize the work performed by the load while keeping the generated vehicle end load within the strength, the hydraulic oil in the cylinder 111 is removed, the resistance of the rod 114 and the return spring 140 is adjusted, and the shock absorber force F It is maintained at 490 kN (50 tf) regardless of the speed. Further, as described above, the stroke of the piston 112 is set to 360 mm longer than that of a normal shock absorber, thereby increasing the shock absorbing capacity.
[0024]
When the shock absorber displacement δ reaches 300 mm, the force of the return spring 140 reaches 490 kN (50 tf), and the resistance of the rod 114 becomes zero. When the shock absorber displacement δ exceeds 300 mm, the control valve 120 is fully opened. Therefore, in this region where the shock absorber force F increases with the shock absorber displacement δ, only the return spring 140 and the shock absorber 113 act.
According to the vehicle coupler shock absorber 100, the resistance of the hydraulic cylinder 110 and the return spring 140 is adjusted by the control of the control valve 120, so that the shock absorber displacement is substantially flat regardless of the speed of the hydraulic cylinder 110. By obtaining the (δ-F) characteristic, the peak value of the transient self-coupling force can be suppressed to an arbitrary constant value or less.
[0025]
Although the above-described shock absorber 100 for a vehicle coupler according to the embodiment of the present invention has been described as an oil shock absorber used for the emergency vehicle coupler 55 of the leading vehicle of the Shinkansen train 51, the invention is not limited to this. Instead, it can also be used as a connector for connecting railway vehicles.
[0026]
【The invention's effect】
As is apparent from the above description, according to the present invention, the self-coupling force can be suppressed to about the vehicle end strength by increasing the buffer capacity, so that the safety when rescuing a failed train by a rescue train is improved. be able to.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing an overall configuration including a peripheral portion of a shock absorber for a vehicle coupler according to one embodiment of the present invention.
FIG. 2 is a sectional side view showing a detailed structure of a hydraulic cylinder and a return spring constituting the shock absorber for a vehicle coupler shown in FIG.
FIG. 3 is a block diagram showing a detailed structure of a control valve constituting the shock absorber for a vehicle coupler shown in FIG. 1;
4 is a diagram showing an example of a shock absorber displacement-damper force (δ-F) characteristic of the shock absorber for a vehicle coupler shown in FIG. 1;
FIG. 5 is a partially sectional plan view showing an example of a conventional shock absorber provided in a vehicle coupler.
FIG. 6 is a partial cross-sectional side view of the shock absorber of FIG.
FIG. 7 is a schematic sectional side view showing another example of the conventional shock absorber provided in the vehicle coupler.
[Explanation of symbols]
51 Shinkansen train 52 Pin 53 Pin 54 Pin joint 55 Emergency vehicle coupler 56 Spring suspension device 57 Wire 58 Connector latch 100 Bracket for vehicle coupler 110 Hydraulic cylinder 111 Cylinder 112 Piston 113 Buffer material 114 Rod 111a Port 111b Pull-out port Reference Signs List 120 Control valve 121 Valve 122 Bleed valve 123 Opening degree detecting means 124a Inlet pressure detecting means 124b Outlet pressure detecting means 125 Flow rate calculating means 126 Opening degree calculating means 127 Opening degree calculating means 128 Direction determining means 129 Selecting means 130 Valve driving means 131 Bleed Valve drive means 140 Return spring 150 Sensor 160 Oil tank

Claims (1)

A shock absorber for a coupling connecting a plurality of railway vehicles;
A hydraulic cylinder having a rod that receives a self-coupling force applied to the coupler, a control valve that controls the extraction of oil into the hydraulic cylinder, a return spring of the rod, and a sensor that detects a shock absorber force,
Excluding the buffer displacement near 0, until the return spring force of the rod reaches the strength of the vehicle body structure end portion of the railway vehicle, shock absorber forces, shock absorber displacement and regardless of the displacement speed, the train as will be substantially constant intensity extent of the vehicle body structure end portion of the vehicle, the vehicle coupling dexterity, characterized by controlling both the flow rate of the oil to be put pressure and removal from the oil of the hydraulic cylinders at the control valve Shock absorber.

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