KR101815594B1

KR101815594B1 - Shock absorber component for railway car truck

Info

Publication number: KR101815594B1
Application number: KR1020160032187A
Authority: KR
Inventors: 김남호
Original assignee: 주식회사 만도
Priority date: 2016-03-17
Filing date: 2016-03-17
Publication date: 2018-01-05
Also published as: KR20170108384A

Abstract

The shock absorber for railway vehicles according to the present invention has a piston valve for dividing the inside of a cylinder filled with a fluid into a compression chamber and a tension chamber, wherein the piston valve has a first inlet A compression-side flow passage formed in the compression chamber and having a first outlet port at an upper end thereof penetratingly formed in the tension chamber, a second inlet port at an upper end in the body and a second outlet port at a lower end thereof, Side flow passage formed in the compression-side flow passage and the tension-side flow passage, respectively, and the open ends, which are opposed to each other, are blocked by the first inlet and the second inlet A plunger in which an inlet passageway is formed to open by opening and closing during a stroke, and a plunger having an inner upper end of the first inlet port and a second inlet port Sectional area increases toward the outlet side of the first inlet and the second inlet and gradually increases the cross-sectional area connected to the inlet passage at the time of the stroke.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a shock absorber for a railway vehicle,

The present invention relates to a shock absorber for a railway vehicle, and more particularly, to a shock absorber for a railway vehicle, more particularly, to a shock absorber for a railway vehicle, which is capable of reducing a flow rate And to prevent vibration during the movement of the fluid, thereby minimizing the noise.

Generally, a railroad car buffer is used to absorb impacts, such as a railroad car or a connecting mechanism between carriages.

The shock absorber for a railway vehicle generally includes a cylinder to which a working fluid is charged, a piston valve that divides the inside of the cylinder into a compression chamber and a tension chamber to generate a damping force, and a compression valve Piston rod and the like.

Here, the piston valve includes a body in which a cylinder is divided into a compression chamber and a tension chamber, and a flow passage is formed therein; an opening / closing member provided to the flow passage so as to be openable and closable; .

That is, the conventional piston valve has a structure that generates a damping force by moving the working fluid by the opening and closing operation of the opening and closing member during the compression stroke and the tensile stroke.

However, the conventional piston valve has a structure in which interference is generated in a process of moving the fluid flowing into the inlet channel in the compression direction and the tension channel in the outflow direction, and the flow rate flowing through the inlet channel instantaneously increases. There is a possibility that pressure drop and noise due to vibration may occur during the process.

A prior art related to the present invention is Korean Patent Publication No. 10-1980-0001468 (December 10, 1980), which discloses a shock absorber.

It is an object of the present invention to provide a variable flow path capable of gradually increasing an open cross-sectional area of an inflow passage according to a lifting length of a plunger, thereby preventing a flow rate of a flow- It is possible to prevent the pressure from being lowered due to the reduced interference and to prevent the vibration during the movement of the fluid, thereby minimizing the noise.

The shock absorber for railway vehicles according to the present invention has a piston valve for dividing the inside of a cylinder filled with a fluid into a compression chamber and a tension chamber, wherein the piston valve has a first inlet A compression-side flow passage formed in the compression chamber and having a first outlet port at an upper end thereof penetratingly formed in the tension chamber, a second inlet port at an upper end in the body and a second outlet port at a lower end thereof, Side flow passage formed in the compression-side flow passage and the tension-side flow passage, respectively, and the open ends, which are opposed to each other, are blocked by the first inlet and the second inlet A plunger in which an inlet passageway is formed to open by opening and closing during a stroke, and a plunger having an inner upper end of the first inlet port and a second inlet port And a variable flow path that increases in cross-sectional area toward the outlet side of the first inlet and the second inlet and progressively increases the cross-sectional area connected to the inlet passageway during the stroke.

Here, it is preferable that the variable flow paths are arranged at equal intervals or at different intervals along the inner circumference of the first inlet and the second inlet.

Preferably, the variable flow path is inclined to the outside of the first inlet and the second inlet, and forms a concave curved surface in the inner circumferential direction of the first inlet and the second inlet.

The present invention proposes a variable flow path that can gradually increase the open cross-sectional area of the inflow passage according to the lifting length of the plunger, thereby preventing a large increase in the flow rate introduced during the stroke, It is possible to prevent the pressure from being lowered and to prevent vibration during the movement of the fluid, thereby minimizing the noise.

1 is a cross-sectional view showing a shock absorber for a railway vehicle according to the present invention.
FIG. 2 is a cross-sectional view showing an enlarged view of a portion A according to FIG. 1. FIG.
3 is a perspective view showing a tension side plunger of a shock absorber for a railway vehicle according to the present invention.
4 is a cross-sectional view illustrating a compression stroke state of a shock absorber for a railway vehicle according to the present invention.
5 is a cross-sectional view showing a tension stroke state of a shock absorber for a railway vehicle according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention and the manner of achieving it will become apparent with reference to the embodiments described in detail below with reference to the accompanying drawings.

The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. To fully disclose the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims.

In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

FIG. 1 is a cross-sectional view showing a shock absorber for a railway vehicle according to the present invention, and FIG. 2 is a cross-sectional view showing an enlarged view of a portion A according to FIG.

3 is a perspective view showing a tension side plunger of a shock absorber for a railway vehicle according to the present invention.

FIG. 4 is a cross-sectional view showing a compression stroke state of a shock absorber for a railway vehicle according to the present invention, and FIG. 5 is a cross-sectional view illustrating a tension stroke state of a shock absorber for a railway vehicle according to the present invention.

1 to 5, a shock absorber for a railway vehicle according to the present invention includes a cylinder 10, a piston rod 20, and a piston valve 100.

First, the cylinder 10 may have a cylindrical shape which forms a space therein, and a fluid (oil, O) is filled in the cylinder 10.

The inside of the cylinder 10 is divided by the piston valve 100 into a compression chamber 11 on the lower side and a tension chamber 12 on the upper side.

Meanwhile, the cylinder 10 may have a twin tube shape composed of an inner tube and an outer tube. In this case, the outer tube may be installed outside the inner tube at regular intervals.

The interior of the inner tube can be divided into a compression chamber 11 and a tension chamber 12 by a piston valve 100 to be described later and a body valve 30 is installed at a lower portion of the compression chamber 11 .

In addition, a storage chamber 40 may be further provided between the inner tube and the outer tube, in which the fluid O is filled to communicate with the flow path of the body valve 30.

The piston rod 20 is coupled to the piston valve 100 whose one end is located inside the cylinder 10 and is reciprocated in the compression and tension stroke directions.

One end of the piston rod 20 may extend to the outside of the cylinder 10, and may be connected to a railroad car or the like.

The piston valve 100 is coupled to one end of a piston rod 20 located inside the cylinder 10 to divide the inside of the cylinder 10 into a compression chamber 11 and a tension chamber 12.

In particular, the piston valve 100 includes a body 110, a compression-side oil passage 120, a tension-side oil passage 130, a plunger 140, and a variable oil passage 150.

First, the body 110 has a shape corresponding to the inner diameter of the cylinder 10, and the side surface of the body 110 is moved in the compressing and tensile directions with the inner circumferential surface of the cylinder 10 being in close contact.

Here, the side surface of the body 110 is moved in the compression or tensile direction in close contact with the inner circumferential surface of the cylinder 10.

A ring-shaped packing P may be coupled to the side surface of the body 110 to provide a sealing force in a state of being in close contact with the inner circumferential surface of the cylinder 10.

In addition, a hollow may be formed at the center of the body 110 so that the piston rod 20 can be vertically penetrated.

The compression-side flow path 120 is vertically formed in the body 110, and a first inlet 121 is vertically formed at a lower end of the compression-side flow path 120.

A first outlet 122 is vertically formed in the upper end of the compression-side flow passage 120 to allow the fluid O to move to the tension chamber 12.

The first inlet 121 is opened through the lower end of the compression-side flow path 120 and communicates with the compression chamber 11. The vertical center axis of the first inlet 121 is connected to the compression- And may be formed on the same line as the vertical central axis line.

2, 4, and 5, the first inlet 121 may be formed to have a diameter smaller than that of the compression-side flow path 120.

The first inlet 121 serves to guide the lower end of the open / close end 141 of the plunger 140, which will be described later, in the vertical direction, and is opened when the plunger 140 is lifted to the open position during the compression stroke.

The first outlet 122 opens through the upper end of the compression-side flow passage 120 and communicates with the tension chamber 12. The vertical axis of the first outlet 122 communicates with the compression- The center axis line of the vertical axis of FIG.

2, 4, and 5, the first outlet 122 may be formed to have a diameter smaller than that of the compression-side flow path 120. As shown in FIG.

The first inlet 121 and the first outlet 122 may form a circular inner circumferential surface forming a circumference in a horizontal direction. The first inlet 121 and the first outlet 122 Can be applied in various ways.

The tension side flow path 130 is formed at a position and in a number corresponding to the compression side flow path 120 described above so that the fluid O can be moved to the compression chamber 11 during a tensile stroke.

The tension side channel 130 is formed vertically inside the body 110. A second inlet 131 is formed vertically through the upper end of the tension side channel 130. The tension side channel 130 A second outlet 132 is vertically formed.

The second inlet 131 is opened through the upper end of the tension side channel 130 to communicate with the tension chamber 12 and the vertical center axis of the second inlet 131 is connected to the side of the tension side channel 130 And may be formed on the same line as the vertical central axis line.

As shown in FIGS. 2, 4 and 5, the second inlet 131 may have a diameter smaller than that of the tension-side flow path 130.

The second inlet 131 guides the open end 141 of the plunger 140 to be described later and the second inlet 131 moves downward to the open position when the plunger 140 is pulled When it is open.

The second outlet 132 opens through the lower end of the tension side passage 130 and communicates with the compression chamber 12. The vertical center axis of the second outlet 132 is connected to the And may be located on the same line as the vertical central axis line.

2, 4, and 5, the second outlet 132 may be formed to have a diameter smaller than that of the tension-side flow path 130.

The second inlet 131 and the second outlet 132 may form a circular inner circumferential surface forming a circumference in a horizontal direction. The shapes of the second inlet 131 and the second outlet 132 may be It can be applied variously.

The body 110 has a discharge passage 134 for communicating the compression-side oil passage 120 and the tension chamber 12 and for communicating the tension-side oil passage 130 and the compression chamber 11 Can be formed.

The discharge passage 134 may be formed in the compression-side passage 120 and the tension-side passage 130, and the inlet side of the discharge passage 134 may be formed in the compression-side passage 120 and the tension- 130, respectively.

At this time, the inlet side of the discharge passage 134 may extend from the inner peripheral surface of the compression-side passage 120 and the tension-side passage 130 to the exit side.

On the other hand, the outflow side of the discharge passage 134 extending from the inner peripheral surface of the compression-side oil passage 120 communicates with the tension chamber 12 through the upper end of the body 110.

The outflow side of the discharge flow path 134 extending from the inner peripheral surface of the tension side flow path 130 communicates with the compression chamber 11 through the lower end of the body 110. [

When the plunger 140, which will be described later, moves to the open position during the compression stroke and the tens stroke, the discharge passage 134 is provided with the fluid O flowing into the compression-side flow passage 120 or the tension- To the compression chamber (11) or the tension chamber (12).

The plunger 140 is installed inside the compression-side flow path 120 and the tension-side flow path 130, respectively, and the plunger 140 may have a shaft shape having a length along the vertical direction.

The plunger 140 is divided into a compression side plunger 140 provided on the compression side flow path 120 and a tension side plunger 140 provided on the tension side flow path 130.

The lower side open end 141 of the compression side plunger 140 is slidably inserted into the first inlet 121 and the compression side plunger 140 is lifted during the compression stroke as shown in FIG. The inlet 121 is opened.

The upper open end 141 of the tension plunger 140 is slidably inserted into the second inlet 131 and the tension plunger 140 is lowered during the tension stroke as shown in FIG. The inlet 131 is opened.

An inlet passage 142 is formed in the lower open end 141 of the compression side plunger 140 and the upper open end 141 of the tension side plunger 140 to be opened by lifting and lowering during compression and tensioning.

The inlet passage 142 of the compression plunger 140 is lifted from the first inlet 121 during the compression stroke as shown in Fig. 3 to make the compression-side oil passage 120 and the compression chamber 11 communicate with each other.

On the other hand, the inflow passage 142 of the tension plunger 140 is lifted from the second inlet 131 during the tension stroke as shown in FIG. 4 to allow the tension side channel 130 and the tension chamber 12 to communicate with each other.

The inlet passage 142 may be provided with a first opening and closing hole 142a and one or a plurality of second opening and closing holes 142b as shown in FIGS.

The first opening and closing hole 142a is formed to have a length along the vertical direction from the open and close end 141 of the plunger 140. The first opening and closing hole 142a is opened to open the compression chamber 11, (12).

The second opening and closing hole 142b is horizontally passed through the first opening and closing hole 142a and is located in the first inlet 121 and the second inlet 131 in a closed state as shown in FIGS. .

The second opening and closing hole 142b is communicated with the variable flow path 150 to be described later by the lifting operation during the compression and tension stroke so that the fluid O in the compression chamber 11 or the tension chamber 12 is compressed To the flow path (120) or the tension side flow path (130).

For example, during the compression stroke, the fluid O moved upward through the first opening / closing hole 142a moves to the compression-side flow passage 120 through the second opening / closing hole 152, 1 outlet 122 and the discharge passage 134 to the tension chamber 12.

4, the fluid O moved downward through the first opening / closing hole 142a moves to the tension side flow path 130 through the second opening / closing hole 152, (132) and the discharge passage (134) to the compression chamber (12).

The variable flow path 150 is formed at an inner upper end of the first inlet 121 and an inner lower end of the second inlet 131. The variable flow path 150 is connected to the upper end of the first inlet 121 The cross-sectional area increases toward the exit side of the second inlet 131.

The variable passage 150 includes a compression side variable passage 150 formed at the inner upper end of the first inlet 121 and a tension side variable passage 150 formed at the inner lower end of the second inlet 131, .

The variable passage 150 communicates with the inlet passage 142 at the inlet side during compression and tensioning and gradually increases the open cross-sectional area of the inlet passage 142 in accordance with the lifting length of the plunger 140.

The variable flow path 150 may be arranged at equal intervals or at different intervals along the inner circumference of the first inlet 121 and the second inlet 131.

The variable passage 150 is located in the ascending and descending region of the second opening and closing hole 142b and the inlet side of the variable passage 150 communicates with the second opening and closing hole 142b when the plunger 140 moves to the closing position of the inlet passage 142 .

The variable flow path 150 may be inclined to the outside of the first inlet 121 and the second inlet 131 and may be inclined toward the inner circumferential direction of the first inlet 121 and the second inlet 131 A concave curved surface can be formed.

A locking protrusion 143 may protrude from the outer circumference of the plunger 140. The locking protrusion 143 may be continuously formed along the outer circumference of the plunger 140 as shown in FIG.

When the compression plunger 140 is lowered to the first inlet 121, the locking protrusion 143 is engaged with the upper end of the first inlet 121 as shown in FIG. 5. At this time, Side variable flow path 150. The compression-

4, when the tension plunger 140 is moved up to the second inlet 131, the locking protrusion 143 is engaged with the lower end of the second inlet 131. At this time, Side variable flow path (150).

In addition, a ring-shaped first support 123 having a first inlet 121 formed therein may be coupled to the lower end of the compression-side flow path 120.

In addition, a ring-shaped second support 133, in which a second inlet 131 is formed, may be coupled to the upper end of the tension-side flow path 130.

For example, when the plunger 140 located on the compression-side flow path 120 is lowered as shown in FIG. 5, the locking projection 143 is engaged with the upper end of the first support 123.

On the other hand, when the plunger 140 located on the tension side flow path 130 rises as shown in FIG. 4, the locking projection 143 is engaged with the lower end of the second support 133.

An elastic member 160 for elastically supporting the plunger 140 downward in the compression-side flow path 120 and elastically supporting the plunger 140 upward in the tension side flow path 130 may be further provided have.

In this case, the elastic member 160 may be installed so as to surround the outer surface of the plunger 140. In this case, the elastic member 160 may be a coil spring, which forms a spiral in a vertical direction.

At this time, one end of the elastic member 160 is supported on one side of the compression-side flow path 120 and the tension side flow path 130, and the opposite end of the elastic member 160 can be supported on the locking projection 143.

The piston valve 100 generates a damping force due to the resistance of the fluid O while reciprocating within the cylinder 10 in the compression and tensile directions.

As a result, according to the present invention, the variable flow path 150 capable of gradually increasing the open cross-sectional area of the inflow passage 142 according to the lifting length of the plunger 140 is formed, Can be prevented.

Accordingly, the present invention can reduce the interference due to the movement of the fluid O, thereby preventing the pressure from being lowered, preventing vibration during the movement of the fluid O, and minimizing the noise have.

Although the concrete embodiments of the shock absorber for a railway vehicle according to the present invention have been described so far, it is apparent that various modifications can be made without departing from the scope of the present invention.

Therefore, the scope of the present invention should not be construed as being limited to the embodiments described, but should be determined by the scope of claims of the patent as well as the claims of the patent registration described later.

That is, it should be understood that the above-described embodiments are illustrative and non-restrictive in all aspects and that the scope of the present invention is indicated by the appended claims rather than the detailed description, Ranges and equivalents thereof are to be construed as being included within the scope of the present invention.

10: cylinder 11: compression chamber
12: tension chamber 20: piston rod
30: Body valve 40: Storage chamber
100: Piston valve 110: Body
120: compression-side flow path 121: first inlet
122: first outlet 123: first support
130: tension side flow path 131: second inlet
132: second outlet 133: second support
134: exhaust channel 140: plunger
141: Closed valve 142: Inlet passage
142a: first opening / closing hole 142b: second opening and closing hole
143: locking protrusion 150: variable channel
160: elastic member O: fluid
P: Packing

Claims

And a piston valve that divides the inside of the cylinder filled with the fluid into a compression chamber and a tension chamber, wherein the piston valve has a first inlet port at the lower end in the body and a first inlet port formed in the compression chamber, A compression-side flow passage in which a first outlet of the compression chamber is formed to pass through the tension chamber, a second inlet at an upper end in the body and a second outlet at the lower end of the compression chamber are formed through the compression chamber, Side flow path, and an open-ended end which is provided so as to be able to move up and down on the compression-side flow path and the tension-side flow path, and which is opposite to each other are inserted into the first inlet port and the second inlet port in an interrupted state, A plunger in which an inflow passageway is formed to be opened by lifting and lowering, a recess formed in an inner lower end of the first inflow port and an inner lower end of the second inflow port, First inlet and the second is a cross-sectional area gradually increasing toward the output of the second inlet, during administration, but a variable flow path to increase the cross-sectional area connected to the inlet passage progressively,
Wherein the variable flow paths are arranged at equal intervals or at different intervals along the inner circumference of the first inlet and the second inlet.

delete

The method according to claim 1,
The variable-
Wherein the first inlet and the second inlet are inclined to the outside of the first inlet and the second inlet and form a concave curved surface in the inner circumferential direction of the first inlet and the second inlet.