JP5519333B2 - Railcar shock absorber - Google Patents

Description

  The present invention relates to a shock absorber for a railway vehicle, and more specifically, is coupled to a connector via a predetermined joint member provided in the vehicle and absorbs an impact received from another vehicle via this connector. More specifically, the present invention relates to a double shock absorber in which two rubber shock absorbers that absorb impact are provided in series.

Railway vehicles are provided with connectors at the front and rear of the vehicle, and a plurality of vehicles are connected to each other by a connector provided in each vehicle. A shock absorber provided on the vehicle side is coupled to such a coupler so as to be swingable through a predetermined joint member. Therefore, the force received from the other vehicle via the coupler when the vehicle is coupled or accelerated / decelerated is reduced in impact by the shock absorber and transmitted to the vehicle. As a result, a comfortable ride is provided. The shock absorber is composed of a plurality of alternately stacked steel plates and rubber materials, and is provided with a so-called rubber shock absorber that deforms when shocked and temporarily accumulates as elastic energy to relieve the shock. Yes. Applicants two rubber damper as shown in Patent Documents 1 and 2 by the double-type shock absorber which is provided in series with a predetermined partition wall in pressed-free as has been proposed.

Japanese Utility Model Publication No. 3-6540 Japanese Utility Model Publication No. Hei 3-12604

  Such a conventional double buffer 50 is shown in the plan view of FIG. 5A and the side view of FIG. The double shock absorber 50 includes a shock absorber frame 51, first and second rubber shock absorbers 52 and 53, a front accompanying plate 55, a rear accompanying plate 56, and the like. The shock absorber frame 51 is integrally formed by connecting a pair of upper and lower frames 58 and 59 that are long in the front-rear direction and parallel to each other, and the vicinity of the front ends of the upper and lower frames 58 and 59. Therefore, the side shape is a flat inverted U shape. A partition wall 66 having a predetermined plate thickness is provided at the center of the upper and lower frames 58 and 59, and upper and lower ends thereof are fixed to the upper and lower frames 58 and 59, respectively. Further, pin insertion holes 63 and 64 are opened in the vicinity of the front ends of the upper and lower frames 58 and 59, and although not shown in FIG. 5, they are coupled to the coupler via a predetermined joint member. It has become so. The first and second rubber shock absorbers 52 and 53 are each composed of a plurality of alternately stacked steel plates and plate-shaped rubber materials, and are placed inside the shock absorber frame 51 and sandwich the partition wall 66 therebetween. It is provided in front and rear, and is held down by a front companion plate 55 and a rear companion plate 56, respectively. That is, the board guards 69 and 69 are fixed to the vehicle 68 at a predetermined interval, and the first and second rubber shock absorbers 52 and 53 are compressed under a predetermined load. The front and rear companion plates 55 and 56 are locked to the companion plate guards 69 and 69 in a state where an initial pressure is applied. More specifically, the front companion plate 55 is locked to the front claws 71 and 71 of the companion plate guards 69 and 69, and the rear companion plate 56 is locked to the rear claws 72 and 72, respectively, so that the forward and rearward movements are restricted. ing. The shock absorber frame 51 configured as described above is slidably mounted on support frames 74 and 74 fixed to the vehicle 68. Accordingly, the second rubber shock absorber 53 is compressed when the vehicle is pushed and the space between the vehicles is narrowed, and the first rubber shock absorber 52 is compressed when the vehicle is pulled and the space between the front and rear vehicles is widened.

  The graph of FIG. 6 shows the relationship between the relative position of the shock absorber frame 51 with respect to the vehicle 68 and the load with which the shock absorber frame 51 pushes the first and second rubber shock absorbers 52 and 53 in the conventional double shock absorber described above. In the graph, the x-axis represents the relative position, and the y-axis represents the load. The relative position and the load are positive in the direction of the arrow Z1 in FIG. First, the second rubber shock absorber 53 will be examined. When the initial position, that is, the relative position is 0, the load for pushing the second rubber shock absorber 53 by the initial pressure applied to the second rubber shock absorber 53 is as shown at point A in the graph. , A positive predetermined load. When the relative position of the shock absorber frame 51 is displaced in the positive direction, the second rubber shock absorber 53 is compressed, the load for pushing the second rubber shock absorber 53 increases, and eventually reaches point C. When the relative position of the shock absorber frame 51 is displaced in the negative direction, the second rubber shock absorber 53 expands, the load for pushing the second rubber shock absorber 53 decreases, and eventually the load at point H becomes zero. Become. The relationship between the relative position and the load with respect to the second rubber shock absorber 53, that is, the single rubber characteristic is indicated by a curve HAC. Next, similarly, the first rubber shock absorber 52 is examined. When the relative position is 0, the shock absorber frame 51 is moved to the first rubber shock absorber 52 by the initial pressure applied to the first rubber shock absorber 52. The load that pushes in is a predetermined load having a negative sign, as indicated by point D in the graph. When the relative position of the shock absorber frame 51 is displaced in the positive direction, the first rubber shock absorber 52 expands, the load pushing the first rubber shock absorber 52 decreases, and eventually the load becomes zero at point G. Become. When the relative position of the shock absorber frame 51 is displaced in the negative direction, the first rubber shock absorber 52 is compressed, and the load in the negative direction for pushing in the first rubber shock absorber 52 increases. Reach. The single rubber characteristic of the first rubber shock absorber 53 is indicated by a curve FDG. The characteristics of the double shock absorber 50 are given by the relationship between the relative position of the shock absorber frame 51 and the load by which the shock absorber frame 51 pushes the first and second rubber shock absorbers 52 and 53. A curve FOC is obtained by synthesizing the curve HAC and the curve FDG. As can be easily understood from the graph, since the curve FOC has a relatively large inclination as a whole, the double shock absorber 50 can efficiently buffer the shock with respect to the displacement amount of the relative position of the shock absorber frame 51. In the curve FOC, the slope of the graph in the positive direction is equal to the slope of the graph in the negative direction at the origin, so even when the load direction changes near the origin, the shock can be absorbed smoothly and comfortable. A ride can be provided.

  The conventional double shock absorber 50 described above can absorb the shock without causing discomfort to the passenger because the relative position of the shock absorber frame 51 to the vehicle 68 is smoothly displaced even if the direction of the shock changes. It has the feature that it can. However, problems to be solved are also recognized. For example, when the capacity of the buffering capacity is small and the impact kinetic energy is large, the shock cannot be sufficiently absorbed. The capacity of the double-type shock absorber 50 against shock is determined by the amount of elastic energy stored in the first and second rubber shock absorbers 52 and 53, that is, the shock-absorbing capacity. Hereinafter, the buffer capacity of the double buffer 50 will be considered.

In the graph of FIG. 6, the elastic energy stored when the relative position of the shock absorber frame 51 becomes R ₁ will be considered. point _{R 1} on the x-axis pulling the street y-axis straight line parallel N, curved FOC, curve HAC, the intersection between each and the straight line N of the curve FDG, point _{R 2,} points _{R 3,} and point _{R 4} . Since the elastic energy is given by the product of the load and the displacement amount of the relative position, the elastic energy stored in the entire double shock absorber 50 when the relative position of the shock absorber frame 51 becomes R ₁ is the curve FOC. It is given by the area of the figure OR ₂ R ₁ surrounded by the x-axis and the straight line N. By the way, the elastic energy stored in the second rubber shock absorber 53 at this time is given by the figure OAR ₃ R ₁ surrounded by the curve HAC, the x-axis, the y-axis, and the straight line N. That is, the elastic energy stored in the entire double buffer 50 is smaller than the elastic energy stored in the second rubber buffer 53 by the area of the figure OAR ₃ R ₂ . Similarly, when the relative position of the shock absorber frame 51 is displaced in the negative direction, the elastic energy stored in the entire double shock absorber 50 becomes smaller than the elastic energy stored in the first rubber shock absorber 52. The decrease in elastic energy, that is, the decrease in buffer capacity is represented by a hatched figure in the graph. The double buffer 50 cannot secure a sufficient buffer capacity due to the reduced buffer capacity. Therefore, when the kinetic energy of the impact received from the coupler is large, the impact cannot be buffered and the impact is transmitted to the vehicle 68.

  An object of the present invention is to provide a double shock absorber that solves the above-described conventional problems or problems. Specifically, it is a double type for rail vehicles that has a simple structure that can sufficiently secure a shock-absorbing capacity, and that can absorb shocks smoothly when impact is small, but can also sufficiently absorb large impacts. The purpose is to provide a shock absorber.

In order to achieve the above object, according to the present invention, a partition member is provided on a shock absorber frame that is connected to a coupler. This partition member is located substantially in the center in the longitudinal direction of the shock absorber frame. According to the present invention, the first and second rubber shock absorbers are arranged in series. That is, a first rubber shock absorber is disposed between the front companion plate and the partition member, and a second rubber shock absorber is disposed between the partition member and the rear companion plate. The front and rear accompanying plates configured in this way are locked to a supporting plate guard fixed to the vehicle side. At this time, the first and second rubber shock absorbers are preferably precompressed.
According to the present invention, the first and second stoppers are provided on the shock absorber frame configured as described above. The positions where these stoppers are provided are the front and back in the initial state or neutral state in which the front and rear companion plates are locked to the companion plate guards, and neither the compressive force nor the tensile force is applied from the coupler to the shock absorber frame. It is a position where a predetermined gap, preferably an equal gap, between the companion plates is opened. Since the stopper is provided at such a position, when a force in the compression direction is applied from the coupler to the shock absorber frame, for example, the first stopper moves in a direction to contact the front plate, and the second stopper Moves away from the rear plate. Thus, the compressive forces on the shock absorber frame is pressed acts, the first rubber damper is until the first stopper abuts against the front companion plate is regulated after allowed abutment stretching it The elastic energy is not released as described above, and the second rubber shock absorber is immediately compressed. When a force acts in the opposite direction, the first rubber shock absorber immediately receives a compression action.
According to the present invention, the shock absorber frame is preferably composed of a pair of upper and lower frames and first and second coupling frames coupling the vicinity of the front and rear ends of these upper and lower frames. At this time, the first and second coupling frames are also configured to function as first and second stoppers.

That is, in order to achieve the object of the present invention, the invention described in claim 1 includes a shock absorber frame body that is connected to a coupler, and first and second rubber shock absorbers. One of these rubber shock absorbers is between the first companion plate and the partition member fixedly attached to the shock absorber frame, and the other is between the partition member and the second companion plate. The first and second companion plates are shock absorbers that are locked to the vehicle side companion plate guards in a state where the first and second rubber shock absorbers are compressed in advance. In the initial state where the first and second companion plates are locked to the companion plate guard in the shock absorber frame body, a predetermined gap is provided between each of the first and second companion plates, When a force in a predetermined direction is applied from the coupler to the shock absorber frame, one of these stoppers is provided. Stopper on one direction abutting on the companion plate of the companion plate and the other stopper is driven in a direction away from the other companion plate of the companion plate, said gap, stretching the rubber shock absorber of the first and second and limiting the said the shock absorber frame body stopper of the one being pushed in a predetermined direction abuts against the companion plate of the one, whereby the first and second, while the more rubber shock absorber It is configured so that elastic energy is not released. According to a second aspect of the present invention, in the shock absorber according to the first aspect, the shock absorber frame includes a first frame, a lower frame, and a front end portion of the upper and lower frames that are coupled to each other. And a second coupling frame that couples the vicinity of the rear end portion. These coupling frames also function as the first and second stoppers.

As described above, according to the present invention, the shock absorber frame connected to the coupler is in the initial state where the first and second companion plates are locked to the companion plate guards fixed to the vehicle side. Since the first and second stoppers are provided at positions where a predetermined gap is formed between each of the first and second companion plates, the first and second rubbers when the shock absorber frame is pushed in a predetermined direction. One of the shock absorbers is allowed to extend until the one stopper contacts the one companion plate beyond the gap, and is restricted after the contact so that no more elastic energy is released , The other of the rubber bumpers continues to be compressed. That is, since the extension length of the first and second rubber shock absorbers is limited to a predetermined gap, the amount of decrease in the buffer capacity is small, and the buffer capacity of the entire shock absorber is sufficiently secured to buffer even a large impact. The effect peculiar to this invention that it can be obtained is acquired. Since the first and second companion plates are locked to the companion plate guard in a state where the first and second rubber shock absorbers are pre-compressed, in addition to the above effects, when the length of the second rubber damper is extended is less than the predetermined gap, known double-type shock absorber as well as the impact of orientation ever-changing effects can also smoothly to buffer the impact is being al Is obtained. According to still another invention, the shock absorber frame includes an upper frame, a lower frame, a first coupling frame that couples the vicinity of the front end portion of the upper and lower frames, and a rear end portion thereof. Since these coupling frames also serve as the first and second stoppers, the structure is simple and the buffer can be provided at low cost. obtained of, et al.

It is a figure which shows the double buffer which concerns on this Embodiment, The (a) is a top view, The (a) is a side view. It is a side view which shows operation | movement of the double buffer which concerns on this Embodiment. It is a graph which shows the characteristic of the double buffer which concerns on this Embodiment. It is a side view of the double buffer which concerns on 2nd Embodiment. It is a figure which shows the double type shock absorber of a prior art example, The (a) is a top view, The (a) is a side view. It is a graph which shows the characteristic of the double buffer of a prior art example.

  Embodiments of the present invention will be described below. As shown in the plan view of FIG. 1A and the side view of FIG. 1A, the double shock absorber 1 for railway vehicles according to the embodiment of the present invention is also schematically shown in the related art. It is configured in the same way as the vessel. In other words, the double shock absorber 1 includes a shock absorber frame 2, first and second rubber shock absorbers 4, 5, a front accompanying plate 7, a rear accompanying plate 8, and the like. The shock absorber frame 2 has an upper frame 10 and a lower frame 11 having a predetermined plate thickness that are provided in parallel to each other and have an approximately rectangular shape, and the upper and lower frames 10 and 11 are integrated in the vicinity of the front end portion thereof. The first connecting frame 13 is integrally connected, and the second connecting frame 14 is integrally connected at the rear end. A partition wall 15 having a predetermined thickness is provided at the center of the upper and lower frames 10 and 11 and both ends thereof are fixed to the upper and lower frames 10 and 11. The partition wall 15 divides the chamber in which the first and second rubber shock absorbers 4 and 5 are installed. Is larger by a predetermined amount of area. Pin insertion holes 17 and 18 are opened in the vicinity of the front ends of the upper and lower frames 10 and 11. As is well known in the art, the first and second rubber shock absorbers 4 and 5 are composed of a plurality of alternately stacked steel plates and plate-like rubber materials. The first rubber shock absorber 4 is placed on the left side of the partition wall 15 and the second rubber shock absorber 5 is placed on the right side of the partition wall 15 in the figure, and is respectively held by the front companion plate 7 and the rear companion plate 8. ing.

  Although not shown in the figure, the double shock absorber 1 according to the present embodiment is inserted with pins into the pin insertion holes 17 and 18 so that the coupler is coupled via a predetermined joint member. It has become. The double buffer 1 is attached to the vehicle 20 as follows, for example. First, as shown in FIG. 1A, the shock absorber frame 2 of the double shock absorber 1 is slidably placed on the support frames 26 and 26 that are fixed to the vehicle 20 at predetermined intervals. . Next, a predetermined load in the compression direction is applied to the front companion plate 7 and the rear companion plate 8 so that the first and second rubber shock absorbers 4 and 5 are compressed, that is, the initial pressure is applied. Then, the front and rear companion plates 7 and 8 are fitted into the companion plate guards 21 and 21 fixed to the vehicle 20. More specifically, the front companion plate 7 is engaged with the front claws 23 and 23 of the companion plate guards 21 and 21, and the rear companion plate 8 is engaged with the rear claws 24 and 24, respectively. The state of being fitted and locked in this way is shown in FIGS. Therefore, the front companion plate 7 is restricted from moving forward, and the rear companion plate 8 is restricted from moving backward. When the double shock absorber 1 is attached to the vehicle 20 in this manner, the force between the front companion plate 7 and the first coupling frame 13 and the rear companion plate 8 and the second coupling frame 14 is not exerted on the shock absorber frame 2. In an initial state or a neutral state in which no action is applied, the gaps are separated by a predetermined gap d1, d2 or a predetermined gap 28, 29. The gaps d1 and d2 are adjusted to be equal intervals in the present embodiment.

  Next, the operation of the double buffer 1 according to the present embodiment will be described. When an impact load is applied from the coupler in the direction of arrow Y1, the partition wall 15 fixed to the shock absorber frame 2 is pushed in the direction of arrow Y1 in FIG. 1, and the second rubber shock absorber 5 is compressed. The first rubber shock absorber 4 extends. At this time, the free space 28 between the front companion plate 7 and the first coupling frame 13 is reduced by the expansion of the first rubber shock absorber 4, and the rear companion plate 8 is compressed by the compression of the second rubber shock absorber 5. And the gap 29 of the second coupling frame 14 is enlarged. Elastic energy is stored in the second rubber shock absorber 5 and some elastic energy is released from the first rubber shock absorber 4. The double-type shock absorber 1 as a whole accumulates elastic energy and absorbs impact. When the kinetic energy of the impact applied from the coupler is relatively small, the first coupling frame 13 does not contact the front plate 7.

  When the kinetic energy of impact applied from the coupler is large, the partition wall 15 of the shock absorber frame 2 is further pushed in the direction of the arrow Y1. Then, the second rubber shock absorber 5 is compressed, the first rubber shock absorber 4 is expanded, and the first coupling frame 13 abuts against the front plate 7, and thereafter, as shown in FIG. In addition, the front companion plate 7 is separated from the front claws 23, 23 of the companion plate guard 21. After the first coupling frame 13 comes into contact with the front plate 7, the extension of the first rubber shock absorber 4 is restricted. The second rubber shock absorber 5 is subsequently compressed. Until the first coupling frame 13 comes into contact with the front plate 7, some elastic energy is released from the first rubber shock absorber 4. However, after the first coupling frame 13 comes into contact with the front plate 7, elastic energy is not released from the first rubber shock absorber 4, so that elastic energy is accumulated only in the second rubber shock absorber 5. Will be. Thereby, an impact with a large kinetic energy is efficiently absorbed.

When an impact load, that is, a pulling force is applied from the coupler in the direction opposite to the arrow Y1, the shock absorber frame 2 and the partition wall 15 are pulled in the direction opposite to the arrow Y1, and the first rubber shock absorber 4 is compressed. The second rubber shock absorber 5 extends. At this time, the space 28 between the front companion plate 7 and the first coupling frame 13 is expanded by the compression of the first rubber shock absorber 4, and the rear companion plate 8 is expanded by the extension of the second rubber shock absorber 5. The gap 29 of the second coupling frame 14 is reduced. Elastic energy is stored in the first rubber shock absorber 4, and some elastic energy is released from the second rubber shock absorber 5, and elastic energy is stored in the double shock absorber 1 as a whole to absorb the impact. Is done. When the kinetic energy of impact given from the coupler is relatively small, the second coupling frame 14 does not contact the rear plate 8.

  When the kinetic energy of the impact in the direction opposite to the arrow Y1 given from the coupler is large, the shock absorber frame 2 and the partition wall 15 are further pulled in the direction opposite to the arrow Y1. Then, the first rubber shock absorber 4 is compressed, the second rubber shock absorber 5 is expanded, and the second coupling frame 14 comes into contact with the rear plate 8, which is not shown in the figure. The plate 8 is separated from the claws 24, 24 behind the companion plate guard 21. After contacting the second coupling frame 14, the extension of the second rubber shock absorber 5 is stopped or restricted. The first rubber shock absorber 4 is subsequently compressed. Until the second coupling frame 14 contacts the rear plate 8, some elastic energy is released from the second rubber shock absorber 5. However, since the elastic energy is not released from the second rubber shock absorber 5 after coming into contact with the second coupling frame 14, the elastic energy is accumulated only in the first rubber shock absorber 4. A shock with a large kinetic energy is efficiently absorbed.

The characteristic of the double buffer 1 according to the present embodiment will be described with reference to the graph of FIG. The graph shows the relationship between the relative position of the shock absorber frame 2 with respect to the vehicle 20 and the load by which the shock absorber frame 2 pushes the first and second rubber shock absorbers 4 and 5. The x-axis of the graph indicates the relative position. The y-axis represents the load. The relative position and load are positive in the direction of arrow Y1 in FIG. The relationship of the load to the deformation of the first rubber shock absorber 4, that is, the single rubber characteristic is given by a curve FDG, and the single rubber characteristic of the second rubber shock absorber 5 is given by a curve HAC. Since the initial pressure is applied to the first and second rubber shock absorbers 4 and 5 and the initial pressure is balanced, the load when the relative position is 0 is on the y-axis of the curve of the individual rubber characteristics. , That is, points A and D, which have the same magnitude and opposite signs. A curved line FOC is obtained by synthesizing such single rubber characteristics of the first and second rubber shock absorbers 4 and 5.

  When the impact applied from the coupler is relatively small, the first and second coupling frames 13 and 14 do not come into contact with the front and rear companion plates 7 and 8 as described above, regardless of whether the direction of the load is positive or negative. At this time, in the double shock absorber 1 according to the present embodiment, the relationship between the relative position of the shock absorber frame 2 and the load that the shock absorber frame 2 pushes in is given by a curve FOC.

When the kinetic energy of the impact applied from the coupler is large and the load is in the positive direction, the first coupling frame 13 is in contact with the front plate 7 as described above, and the front plate 7 is attached to the plate guard 21. Separated from the front claws 23, 23. Then, since the load which the shock absorber frame 2 pushes in after that acts only on the 2nd rubber shock absorber 5, the relationship between the relative position of the shock absorber frame 2 and the load which the shock absorber frame 2 pushes in is 2nd. It is given by the single rubber characteristic of the rubber shock absorber 5, that is, the curve HAC. Similarly, when the kinetic energy of impact applied from the coupler is large and the load is in the negative direction, the second coupling frame 14 abuts against the rear plate 8 as described above, and the rear plate 8 protects the rear plate. It is separated from the rear claws 24, 24. Then, since the load which the shock absorber frame 2 pushes in after that acts only on the 1st rubber shock absorber 4, the relationship between the relative position of the shock absorber frame 2 and the load which the shock absorber frame 2 pushes in is 1st. Of the rubber shock absorber 4 is given by the curve FDG. If the points on the curve FOC and the curve HAC at the relative position d1 are the points P ₁ and P ₂ , respectively, and the points on the curve FOC and the curve FDG at the relative position d2 are the points P ₃ and P ₄ , respectively, the shock absorber frame The relationship between the relative position of 2 and the load that the shock absorber frame 2 pushes in, that is, the composite characteristic, is given by the curve FP ₄ , the line segment P ₄ P ₃ , the curve P ₃ OP ₁ , the line segment P ₁ P _2, and the curve P ₂ C Will be. As can be easily understood from the composite characteristics, the curve changes smoothly when the relative position is near 0, and the double shock absorber 1 can absorb the shock smoothly. In addition, when the relative position is larger than d1 or when the relative position is larger than d2 in the negative direction, elastic energy can be efficiently stored, so that even a large kinetic energy shock can be buffered.

  The double buffer 1 according to the present embodiment can be implemented in various forms without being limited to the above embodiment. For example, although it has been described that the gaps 28 and 29 are provided between the first and second coupling frames 13 and 14 and the front and rear companion plates 7 and 8, Instead, a locking structure such as a stopper or a protrusion may be provided, and a gap may be provided between such a locking structure. FIG. 4 shows a double shock absorber 1 ′ according to the second embodiment provided with a locking structure including a stopper. The members having the same functions and effects as those of the double shock absorber 1 according to the above-described embodiment are not described in detail with the same reference numbers or reference numbers with a dash “′”, but the second embodiment is not described in detail. The shock absorber frame 2 ′ of the double shock absorber 1 ′ according to the embodiment is provided with first stoppers 31, 31 and second stoppers 32, 32. The first stoppers 31, 31 and the front plate 7 Between the second stoppers 32 and 32 and the rear plate 8, gaps 29 'and 29' are provided, respectively. As will be readily understood by those skilled in the art, it is obvious that the double shock absorber 1 'according to the second embodiment has the same effects as the double shock absorber 1 according to the first embodiment. is there. Furthermore, although not shown in the drawings in the double-type shock absorbers described in Patent Document 1 and Patent Document 2, the present invention can be easily implemented by providing a stopper so as to allow a predetermined gap. The width of the gap 28 between the first coupling frame 13 and the front companion plate 7 and the width of the clearance 29 between the second coupling frame 14 and the rear companion plate 8 can also be modified. The widths may be different from each other. For example, the width of the play can be made different so that the buffer capacity can be increased with respect to the impact in the compression direction in a predetermined direction.

DESCRIPTION OF SYMBOLS 1 Double type shock absorber 2 Shock absorber frame 4 1st rubber shock absorber 5 2nd rubber shock absorber 7 Front companion plate 8 Rear companion plate 10 Upper frame 11 Lower frame 13 1st coupling frame 14 2nd coupling frame 15 Partition wall 20 Vehicle 21 Bamboo guard 28, 29 Yuma

Claims (2)

The shock absorber frame is configured to be connected to the coupler, and the first and second rubber shock absorbers. One of these rubber shock absorbers is connected to the first companion plate and the shock absorber frame. The partition member is fixedly attached, and the other is disposed between the partition member and the second companion plate, and the first and second companion plates are the first and second rubber members. The shock absorber is configured to be locked to the vehicle side guard plate in a state where the shock absorber is compressed in advance,
The shock absorber frame has a first gap at a position where a predetermined gap is left between the first and second companion plates in an initial state where the first and second companion plates are engaged with the companion plate guard. 2 stoppers are provided, and when a force in a predetermined direction is applied from the coupler to the shock absorber frame, one stopper of these stoppers is in contact with one of the companion plates in the other direction. The stopper is driven in a direction away from the other companion plate of the companion plate,
The gap is to limit the stretching of the rubber shock absorber of the first and second, the the shock absorber frame is the one stopper is pushed in the predetermined direction abuts against the companion plate of the one, whereby shock absorber for railway vehicles wherein first and second elastic energy while the more rubber damper is characterized that you have become not released.   2. The shock absorber according to claim 1, wherein the shock absorber frame includes an upper frame, a lower frame, a first coupling frame coupling the vicinity of the front end portion of the upper and lower frames, and a rear end portion. A shock absorber for a railway vehicle, comprising a second coupling frame coupled in the vicinity, and these coupling frames also serve as the first and second stoppers.

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