JPS582098B2 - coupler device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a passenger vehicle for railway use, namely:
The patent application No. 53-4426 filed by the present applicant relates to a coupler device particularly suitable for trains, diesel cars, and passenger cars.
This invention relates to improvement of No. 3 "Vehicle coupler device" (hereinafter referred to as the original invention).

The original invention provides a coupler device that, when the coupler device acts as a buffer, changes in the amount of force with respect to the stroke of the shock absorber are continuous, so that the impact force applied to the vehicle body is small, and therefore does not cause discomfort to passengers. However, the present invention has improved this, and although the principle is the same as the original invention, it also uses a silicone buffer with a large buffering capacity, and also eliminates the contamination of air, moisture, etc. The purpose is to reduce the overall size and weight of the coupler device by adopting an opposing piston type structure, and to provide a coupler device that is optimal for long trains or high-speed trains and is inexpensive. shall be.

FIG. 1 shows an embodiment of a coupler device according to the original invention.

At the front and rear of the intermediate plate 2 that is integrated with the frame 1, shock absorbers 3 and 4 made of elastic bodies are sandwiched between the trailing plates 5 and 6 and the intermediate plate 2 in an initially compressed state. The trailing plates 5 and 6 are disposed in engagement with trailing plate guards 7, 7', 8, and 8' fixed on the vehicle body frame.

Further, the end of a coupler 50 is pin-coupled to the tip of the frame 1 so as to be swingable.

Here, the shock absorbers 3 and 4 may be coil springs or rubber shock absorbers as long as they are compressed in response to an external force and return to their original shape when the external force is removed.

In such a coupler device, when no external force is applied, it is in a neutral state, that is, as shown in FIG. , the intermediate plate 2 is at the point R, that is, the zero point, as the compressive repulsive forces of both the shock absorbers 3 and 4 cancel each other out.

When a pushing force is applied to the frame 1 from the outside, each of the shock absorbers 3 and 4 strokes, producing a compressive force on the shock absorber 4 along the line C, and an expansion force on the shock absorber 3 along the line B. A pushing force is applied to the intermediate plate 2 along the combined line A.

Also, when a pulling force acts on the frame 1, a compressive force is generated in the buffer 3 along line B, a tensile force is generated in the buffer 4 along line C, and a force is generated in the intermediate plate 2 along line A. A pulling force acts along the line.

In this way, even if a pushing force or a pulling force acts on the intermediate plate 2 from the outside, the amount of force changes continuously, so the impact force applied to the vehicle body is small, and therefore does not cause discomfort to passengers.

However, in recent years, as passenger trains have become longer and faster, there has been a demand for an increase in the buffering capacity of the shock absorbers used in coupler devices, and rubber shock absorbers are being used instead of the coil springs and friction type shock absorbers that were conventionally used. In addition, hydraulic shock absorbers and silicon shock absorbers are also being used.

Among these, rubber shock absorbers are lightweight, small, and inexpensive, but due to their characteristics, in order to increase the shock absorbing capacity, the maximum load must be increased to 100
It has to be made as high as a ton or more, which poses a problem in terms of ride comfort or the strength of the vehicle body.

Hydraulic shock absorbers and silicone shock absorbers can increase the shock absorbing capacity without increasing the maximum load, so although they are disadvantageous in terms of weight, size, or price, they are used in vehicles where shock absorbing capacity and ride comfort are given priority. ing.

However, in order to significantly increase the shock absorbing capacity of the coupler device of the original invention, if a hydraulic shock absorber or a silicon shock absorber is used in place of the shock absorbers 3 and 4 shown in FIG. , the total length of one shock absorber is about 450 mm to 600 mm, so the total length of the coupler device using two shock absorbers is 1.4 meters to 1.7 meters, and it is installed under the floor of the vehicle. It is extremely difficult to install and the total weight is too large, making it completely impractical.

In order to solve the above-mentioned problems, the present invention provides a cylinder formed integrally or integrally with the frame at approximately the center of the frame, which is filled with silicone compound or silicone oil (hereinafter referred to as silicone oil) so as not to contain air. A coupling device in which a silicone shock absorber is formed by filling the opposing pistons with a silicone shock absorber, and a shock absorber such as a coil spring for restoring both pistons and for load sharing is arranged before and after the silicone shock absorber. It provides:

Below, a coupler device according to the present invention will be explained based on the drawings.

In FIG. 4, the cylinder 2' is integrally or integrally with the frame 1'.
The pistons 9, 9' are inserted from both sides of the cylinder 2', and the cylinder lid 1 is inserted through which the piston rods 12, 12' pass.
0 and 10' are fixed to the cylinder 2' by a known method such as a stud bolt and nut, and the piston rods 12 and 10' are fixed to the cylinder 2' and the cylinder lids 10 and 10' in close contact with each other.
In order to prevent the leakage of silicone at the sliding portion between the cylinder cover 2' and the cylinder lids 10, 10', known fluid leakage prevention means are provided.

The interior of the cylinder 2' thus constructed is filled with silicone 11.

During filling, sufficient care must be taken to ensure that the inside of the cylinder 2' is completely filled with silicone 11 and that no air, moisture, etc. remain.

This is because if air or the like is mixed in, the generation of pressure within the cylinder 2' will be delayed and the pressure will be low when the pistons 9, 9' operate.

The length of the piston rods 12, 12' is such that when installed in a vehicle, that is, when there is no load, the tips of the piston rods 12, 12' are in contact with the trailing plates 5, 6 (desirably lightly, but rather strongly), so that the piston rods 12, 12' may be pushed into the cylinder 2'.

The shock absorbers 3', 4' are composed of the following plates 5, 6 and the cylinder lids 10, 10.
The piston rods 12 and 12' are sandwiched between the flange portions thereof in an initially compressed state on the outer periphery of the piston rods 12 and 12'.

Next, the operation of the present coupler device will be explained.

When a pulling force acts on the frame 1' from the outside via the coupler 50, the trailing plate 5 is engaged with the trailing plate guards 7 and 8, the buffer 3' is compressed, and the buffer 4' is expanded. At the same time, the piston 9 is pushed into the cylinder 2 by S1 as shown in FIG.

First, we will discuss the operation of the silicon buffer.

FIG. 7 is a diagram showing the relationship between the stroke and strength of the silicone shock absorber shown in FIG. 6.

Since the cylinder 2' is filled with compressible silicon 11, pressure is immediately generated in the cylinder 2' by the stroke of the piston 9, and the pressure is proportional to the stroke S1.

Therefore, a drag force is generated on the piston rod 12 as represented by a straight line D (pulling force) of "silicon pressure x piston rod area".

Furthermore, when the piston 9 is pushed into the cylinder 2', it is subjected to a resistance force shown by the curve E1 (pulling force) due to the viscosity of the silicone 11.

As is well known, the resistance force exerted by the piston due to the viscosity of silicon changes depending on the piston speed, and when the piston speed is high, the resistance force is also large and becomes a curve E2 (attractive force).

The curve F1 (pulling force) is the sum of the E1 value (pulling force) and the D value (pulling force) at each stroke of the piston 9.
2 (attractive force) is the sum of the E2 value (attractive force) and the D value (attractive force).

Also, when a pushing force is applied from the outside to the frame 1' via the coupler 50, the trailing plate 6 is locked to the trailing plate guards 7' and 8', and the shock absorber 4 is
' is compressed, the shock absorber 3' is expanded, and at the same time the piston 9' is pushed into the cylinder 2', and for the same reason as described above, a curve F is created as a resistance force on the piston rod 12'.
1 (pushing force) or curve F2 (pushing force).

Next, the amount of force F and stroke S applied to the coupler device according to the present invention when pushing or pulling forces are alternately applied from an adjacent vehicle via the coupler 50 to the vehicle having the coupler device according to the present invention. The relationship will be explained with reference to FIG.

Line A' corresponds to line A in Fig. 3, and both buffers 3' and 4'
This shows the relationship between the amount of force F exerted on the frame 1' by the difference in compression repulsive force of , and the stroke S.

When a pulling force is applied from the outside via the coupler 50, the respective shock absorbers 3', 4' and the piston 9 stroke, and the frame 1' receives the difference in compression repulsive force between the shock absorbers 3', 4'. curve F1 in Fig. 7,
Forces such as curves F'1, F'2 (pulling force), etc., in which F2 (pulling force), etc. are applied act.

Also, when a pushing force is applied from the outside via the coupler 50, the respective shock absorbers 3', 4' and the piston 9' stroke, and the frame 1' receives the compression repulsion of the shock absorbers 3', 4'. The force of curves F1 and F'2 (pushing force), which is obtained by adding the curves F1 and F2 (pushing force) of FIG. 7 to the force of line A' (pushing force) due to the difference in force, acts.

As can be understood from the above explanation, in the coupler device according to the present invention, even if a pulling force or a pushing force is applied from the outside through the coupler, the amount of force applied to the frame changes continuously. Therefore, as with the coupler device of the original invention, the impact force applied to the vehicle body is reduced and therefore does not cause any discomfort to the passengers.

Moreover, since it is equipped with a silicone shock absorber filled only with silicone that does not contain air or moisture, it is possible to obtain a larger required shock absorbing force than the original invention with a shorter stroke, and the impact velocity can be increased due to the viscosity of silicone. When it is large, a large buffer capacity can be obtained.

Furthermore, since the pistons are arranged opposite to the silicone shock absorbers and the stroke strokes are shared, it is possible to provide a small, lightweight, and inexpensive coupler device that can be easily attached to the vehicle body.

[Brief explanation of the drawing]

FIG. 1 is a partial cross-sectional plan view of the coupler device according to the original invention, FIG. 2 is a side view of the same cross-section, and FIG. 3 is a partially sectional plan view of the coupler device according to the original invention. FIG. 4 is a diagram showing the relationship between the stroke of the frame and the strength; FIG.
6 is an enlarged sectional view showing the silicon buffer, FIG. 7 is a diagram showing the relationship between the stroke and strength of the silicon buffer, and FIG. 8 is a diagram showing the relationship between the stroke and the strength of the silicon buffer. FIG. 2 is a diagram showing the relationship between the stroke and strength of the frame integrated with each shock absorber and cylinder of the coupler device. 1'...Frame, 2...Cylinder, 3',
4'...Buffer, 5, 6...Train board, 7
, 7'...Top board guard, 8,8'...Top board guard, 9,9'...Piston, 10,10'...
... Cylinder lid, 11 ... Silicone, 12
, 12'...Piston rod, 50...Coupler.

Claims (1)

[Claims] 1 Fit the opposing piston into the cylinder integrated with the frame,
A connection characterized in that each piston rod is in contact with a trailing plate, an elastic body is arranged around the outer periphery of the piston rod between each cylinder cover and the trailing plate, and the cylinder is filled with silicone oil or silicone compound. equipment.