KR20170109849A - Railway Transport Impact Reduce Device - Google Patents

Abstract

The present invention includes a first plate having at least one fixing part, a second plate having an engaging part to which the fixing part is fixed, and an elastic member positioned between the first plate and the second plate and absorbing the impact And the fixing part is engaged with the coupling part when an impact is applied to the railway car.

Description

[0001] Railway Transport Impact Reduce Device [

The present invention relates to a railway vehicle shock absorber capable of increasing an energy absorption area when an impact is applied to a railway vehicle.

In case of a railway car accident, it leads to a major accident and many people and property damage occurs. Therefore, for the safety of the driver and the passenger of the railway car, the safety regulation of the railway car is prepared and the railway car is manufactured accordingly.

In general, a draft gear for a railway car installed at a connection portion of a railway car is shocked by the difference in speed between the front and rear carriages when the railway vehicle to which a plurality of passenger cars are connected and when braking or sudden speed change occurs A collision occurs at the connection portion between the front and rear carriages due to the impact, and a large impact generated due to the collision is absorbed as the draft gear, so that the main function portion of the vehicle body, the traveling portion, It is used to protect against impact.

Since the impact acts as a very large impact force of about 3ton, the draft gear used for absorbing such a large impact force must be made so as to sufficiently cushion the large impact force as described above and to withstand the impact force, The draft gear is composed of the structure and the rubber plates that absorb the impact force.

1 is a view showing a conventional railway vehicle impact damping device.

The conventional railway vehicle shock absorber shows that the composite tube 2 is used as a shock absorber. As shown in FIG. 1, the front surface of the composite tube 2, that is, the front surface of the composite tube 2, which collides with an external object, is provided with an action plate 3, which firstly collides with an external object. At this time, the operation plate 3 is installed to be spaced apart from the end of the composite tube 2 so as to absorb the impact from the outside and to transmit the impact to the composite tube 2 relatively uniformly, Not only the impact received from the front but also the impact that is biased and deflected from each direction can be efficiently absorbed.

However, in the railway vehicle impact damping device having such a structure, when the impact force is generated due to the collision, the compressive force is generated in the composite tube, and there is a problem that the shock absorption energy becomes small as it is relaxed.

Korean Patent Publication No. 2000-0030175.

The embodiment provides a shock absorber for a railway vehicle capable of increasing an absorption area of impact energy by adding a fixing device to a shock absorber using an elastic body.

The problems to be solved by the present invention are not limited to the above-mentioned problems, and other problems not mentioned here can be understood by those skilled in the art from the following description.

An embodiment of the present invention includes a first plate having at least one fixing part; A second plate having a coupling portion to which the fixing portion is fixed; And an elastic member positioned between the first plate and the second plate and absorbing impact, wherein the fixing portion is engaged with the engaging portion when an impact is applied to the railway car.

The elastic member may be formed of a polyurethane material.

And the fixing portion is coupled with the engaging portion on the outer side of the elastic member.

And the fixing part penetrates the inside of the elastic member and engages with the engaging part.

The elastic member may have a cylindrical shape or a square shape.

According to the embodiment, it is possible to absorb more impact energy by maintaining the energy absorbing area at the time of collision of the railway vehicle.

The various and advantageous advantages and effects of the present invention are not limited to the above description, and can be more easily understood in the course of describing a specific embodiment of the present invention.

1 is a view showing a conventional railway vehicle impact damping device,
2 is a perspective view of a coupling structure including a railway vehicle shock absorber according to an embodiment of the present invention,
Fig. 3 is a view showing the first embodiment of Fig. 2,
Fig. 4 is a view showing the concept of Fig. 3,
5 is a view showing the second embodiment of FIG. 2,
FIG. 6 is a view showing the concept of FIG. 5,
7 is a view showing the movement of a conventional shock absorber,
8 is a view showing the motion of the shock absorber according to the embodiment of the present invention,
9 is a diagram showing the degree of impact energy absorption by a conventional shock absorbing device,
10 is a diagram showing the degree of absorption of impact energy according to the embodiment of the present invention.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It should be understood, however, that the embodiments of the present invention are not intended to be limited to the specific embodiments but include all modifications, equivalents, and alternatives falling within the spirit and scope of the embodiments.

Terms including ordinals, such as first, second, etc., may be used to describe various elements, but the elements are not limited to these terms. The terms are used only for the purpose of distinguishing one component from another. For example, without departing from the scope of the embodiments, the second component may be referred to as a first component, and similarly, the first component may also be referred to as a second component. And / or < / RTI > includes any combination of a plurality of related listed items or any of a plurality of related listed items.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the embodiments of the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In the present application, the terms "comprises" or "having" and the like are used to specify that there is a feature, a number, a step, an operation, an element, a component or a combination thereof described in the specification, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

In the description of the embodiments, in the case where one element is described as being formed "on or under" another element, the upper (upper) or lower (lower) or under are all such that two elements are in direct contact with each other or one or more other elements are indirectly formed between the two elements. Also, when expressed as "on or under", it may include not only an upward direction but also a downward direction with respect to one element.

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings, wherein like or corresponding elements are denoted by the same reference numerals, and redundant description thereof will be omitted.

Figures 2 to 10 illustrate only the major feature parts in order to clearly illustrate the invention, and as a result various variations of the illustrations are to be expected and the scope of the invention is limited by the specific shapes shown in the figures It does not need to be.

2 is a perspective view of a coupling structure including a railway vehicle shock absorber according to an embodiment of the present invention.

Referring to FIG. 2, the railway vehicle shock absorber 100, which is an embodiment of the present invention, includes a fixing plate 4 on both sides when coupled with a railway car to support the side motion, The wrapping yoke 5 supports the upper and lower movements. The yoke 5 may have a structure that is connected to the fixed portion 7 connected to the vehicle through a joint 7. [

The coupling structure of the railway vehicle impact absorbing device 100 shown in FIG. 2 is an example of a general coupling structure, and can be variously modified.

Fig. 3 is a view showing a first embodiment of a railway vehicle shock absorber, and Fig. 4 is a view showing the concept of the first embodiment.

3 and 4, the railway vehicle shock absorber 100 includes a first plate 10, a second plate 30, and an elastic member 50.

The first plate 10 is provided in a plate shape having a predetermined thickness, and at least one fixing part 12 can be connected. The fixing part 12 has a length shorter than the length of the elastic member 50 and may be provided at a plurality of positions facing each other for stable engagement. The number of the fixing portions 12 is not limited, and various modifications can be made according to the fixing force required.

The fixing portion 12 has a structure in which one side is fixed to the first plate 10 and the other side is engaged with the second plate 30. In one embodiment, the other side of the fixing portion 12 may be provided with a hook structure.

The second plate 30 is located in a direction opposite to the first plate 10 and may be provided in a plate shape having a predetermined thickness. The second plate 30 is provided with a coupling portion 32 for fixing the fixing portion 12 and the coupling portion 32 can be variously modified depending on the shape of the fixing portion 12 for coupling .

In one embodiment, when the fixing portion 12 is provided with a hook structure, the engaging portion 32 may be provided in a groove shape for receiving the hook structure, and the fixing portion 12 and the engaging portion 32 The positions may be crossed.

The elastic member 50 is located between the first plate 10 and the second plate 30 and absorbs impact when an impact is applied to the railway vehicle. In one embodiment, when an impact is applied to the railway vehicle, the elastic member 50 can be made of a rubber material that can be contracted to absorb the impact, and preferably polyurethane can be used.

Further, the elastic member 50 may be provided in a cylindrical or polygonal shape. The elastic member 50 may be positioned between the first plate 10 and the second plate 30 in various shapes. However, the elastic member 50 may be provided in the shape of a cylinder for stable support and shock absorption, . In one embodiment, the elastic member 50 may be provided in the shape of a square equal to the shape of the plate.

Referring to FIG. 4, before the impact occurs in the railway vehicle, the fixing portion 12 and the engaging portion 32 are maintained in a separated state. When an impact occurs in the railway vehicle, the elastic member 50 contracts, and the fixing portion 12 and the engaging portion 32 are engaged with each other. At this time, the elastic member 50 contracts to contact the first plate 10 and the second plate 30, thereby absorbing the energy, thereby absorbing more impact energy.

4, the fixing part 12 may be fixed to the coupling part 32 by being connected to the first plate 10 at the outside of the elastic member 50. At this time, An inclined portion 34 may be provided for the natural fastening of the hook member. The inclined portion 34 is located on the same line as the fixing portion 12 and the engaging portion 32 so that the fixing portion 12 can ride over the inclined portion 34 to be seated on the engaging portion 32 have.

5 is a view showing a second embodiment of a railway vehicle shock absorber, and Fig. 6 is a view showing the concept of Fig.

Referring to Figs. 5 and 6, the second embodiment of the railway vehicle shock absorber 100 shows the positional deformation of the fixing portion 12 and the engaging portion 32. Fig. Description of the same concept as in the first embodiment will be omitted.

The fixing portion 12 is located at the center of the first plate 10 and can be coupled with the engaging portion 32 through the inside of the elastic member 50. A plurality of fixing portions 12 may be provided to engage with the engaging portions 32. The engaging portions 32 for receiving the fixing portions 12 may be formed in the second plate 30 in a hole or a groove shape . The fixing portion 12 may be provided with a hook structure so as to be able to engage with the engaging portion 32. An inclined portion is provided at the entrance side of the engaging portion 32 for receiving the fixing portion 12, And the engaging portion 32 can be easily combined.

The fixing portion 12 of the first embodiment should design the position of the fixing portion 12 and the sectional area of the elastic member 50 in consideration of the size of the fixing portion 12 when the elastic member 50 is contracted. However, since the second embodiment has a structure that passes through the inside of the elastic member 50 and is fixed to the engagement portion 32, the necessity of changing the design position in consideration of the shrinkage range of the elastic member 50 is reduced, Sectional area in which the elastic member 50 is in contact with the first plate 10 and the second plate 30 can be increased so that the impact energy absorbing area can be increased.

Fig. 8 is a view showing the movement of the shock absorber according to the embodiment of the present invention, Fig. 9 is a graph showing the impact energy absorbing degree by the conventional shock absorber And FIG. 10 is a diagram showing the degree of absorption of impact energy according to the embodiment of the present invention.

Referring to Fig. 7, the conventional shock absorber has a structure in which a composite tube 3 is provided between the action plates 2 positioned to face each other to absorb the impact of the railway vehicle. However, at the time of the initial impact, the contact area is increased by the pressurization. However, if the impact amount exceeds a certain range, the composite tube 3 is restored by the elastic force of the composite tube 3, and the contact area is reduced.

Referring to FIG. 8, the railway vehicle shock absorber 100 according to the embodiment of the present invention is similar to the conventional invention in that it has a structure for absorbing the impact of the railway vehicle, There is a difference in that the contact area is maintained.

9 and 10, in the conventional shock absorber, the composite tube 3 is formed of a rising-compression diagram and a descending-relaxation diagram, and the curved inner closed curve region is formed by the dissipation of the energy absorbed by the composite tube 3 .

However, according to the embodiment of the present invention, when the impact of the railway vehicle occurs, the up-compression line is the same, but is not influenced by the descending-relaxation diagram due to the engagement of the fixed portion and the engaging portion. Therefore, the closed curve area representing the energy dissipation area is widened, and the energy absorption efficiency of the shock absorber according to the embodiment of the present invention is increased.

The embodiments of the present invention have been described in detail with reference to the accompanying drawings.

It will be apparent to those skilled in the art that various modifications, substitutions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims. will be. Therefore, the embodiments disclosed in the present invention and the accompanying drawings are intended to illustrate and not to limit the technical spirit of the present invention, and the scope of the technical idea of the present invention is not limited by these embodiments and the accompanying drawings . The scope of protection of the present invention should be construed according to the following claims, and all technical ideas within the scope of equivalents should be construed as falling within the scope of the present invention.

10: first plate
12:
30: second plate
32:
34:
50: elastic member
100: Railway vehicle shock absorber

Claims (5)

A first plate having at least one fixing part;
A second plate having a coupling portion to which the fixing portion is fixed; And
An elastic member positioned between the first plate and the second plate and absorbing impact;
/ RTI >
Wherein the fixing portion is engaged with the coupling portion when an impact is applied to the railway vehicle. The method according to claim 1,
Wherein the elastic member is made of a polyurethane material. The method according to claim 1,
Wherein the fixing portion engages with the engaging portion on the outer side of the elastic member. The method according to claim 1,
Wherein the fixing portion penetrates the inside of the elastic member and engages with the engaging portion. The method according to claim 1,
Wherein the elastic member is provided in a shape of a cylinder or a quadrangle.

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