JP2001260881A - Mounting structure of coupling shock absorber - Google Patents

Abstract

(57) Abstract: Provided is a mounting structure of a connection shock absorber that can suppress damage to a vehicle body when a collision impact force that exceeds the use limit of a coupler or a shock absorber acts on a vehicle. SOLUTION: A connecting device 20 of the connecting device and a shock absorbing device 30 are connected by a connecting member 21. The shock absorber 30 is housed in the housing 13 of the holder 10. The overhang portions 13a and 13b of the holder 10 are
A, 3B are engaged inside. An impact absorbing member 15 is arranged between the rear end of the holder 10 and the rear stopper 5. If a collision impact force that exceeds the use limit of the coupler 20 or the shock absorber 30 occurs, the bolt 14 breaks,
The holder 10 slides while being guided by the center beam 3. The impact energy is absorbed by the deformation of the impact absorbing member 15.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mounting structure of a connecting shock absorber for connecting two railway vehicles to each other. In particular, the present invention relates to a mounting structure of a coupling shock absorber that can suppress damage to a vehicle body when a collision impact force that exceeds the use limit of the coupler or the shock absorber acts on the vehicle.

[0002]

2. Description of the Related Art When connecting railway vehicles, a train connecting force (hereinafter referred to as a connecting force) is applied to a vehicle connecting device.
(Called self-reliance). In order to reduce the peak value of the self-coupling force, the vehicle coupler is provided with a coupling damper.

FIGS. 13 and 14 are a partially sectional bottom view and a partially sectional side view showing an example of a conventional vehicle coupler and shock absorber. The coupler 105 is a close-coupled coupler widely used mainly for conventional electric trains. The coupler 105 includes a projecting head 106 and a square hollow body 107.
It has. A concave portion 107a is formed inside the body portion 107, into which a coupler head of a mating vehicle to be coupled is inserted. A rotary lock (not shown) is provided in the recess 107a. At the time of connection, the head of the mating coupler is inserted into the concave portion 107a, and further proceeds to the coupling surface 10
When the pieces 8 come into close contact with each other, the rotary tablets are connected to each other by meshing with the inside of the head of the other party. The connection is released manually or remotely by a release handle (not shown) or a pneumatic cylinder (not shown).

[0004] The coupler 105 is mounted on a body support 109 as shown in FIG. Body support 109 is body frame 1
01 is a beam connected to the lower part. The coupler 105 is connected to the shock absorber 110 near the center of the vehicle body.

The rubber shock absorber 110 is fixed below the underframe 101 of the vehicle body. A connector 105 is connected to an end on the connector side of the rubber shock absorber 110 via a pin joint 104 including pins 102 and 103 arranged orthogonally. The rubber shock absorber 110 is formed by stacking steel plates (pads) 111 having rectangular rubber protrusions bonded to both sides thereof and housed in a frame 112, and absorbs an impact applied to the vehicle coupler 105 by compressive deformation of the rubber. Rubber shock absorber 1 having such a configuration
10 is widely used because of its simple structure and low cost. In general, the rubber shock absorber 110 has a characteristic that the rigidity increases as the displacement increases.

By the way, when a vehicle collides with another vehicle, the frontmost vehicle is generally larger in damage than the rear vehicle. Further, the scale of damage is larger when the speed of the colliding vehicle is high than when the speed is low. However,
Even in relatively small collisions, it is almost impossible to completely avoid vehicle damage. Therefore, at the time of a vehicle collision, it is important how to absorb the impact by limiting the damaged portion of the vehicle body and how to reduce the impact on passengers and crew.

Various modes of vehicle collision will be described with reference to FIGS. In the state shown in FIG. 8A, the train train 13 on the left side is compared with the train train 120 on the right side.
0 is approaching. Then, in FIG. 8B, both trains 120 and 130 collide. Then, as shown in FIG. 8 (C), in the train train 130 on the left side that has been traveling, the connected rear body bodies 130-2 to 130-130 are connected.
For example, the front side of -4 rises. At this time,
As shown in FIG. 8D, the coupler 105 that connects adjacent vehicle bodies is in a state of being stretched. Due to such tension of the coupler, there is a possibility that a situation in which the vehicle body structural member is locally greatly deformed and the space of the passenger compartment is crushed.

[0008] When the coupler 105 is stretched as described above, the following deformation occurs in the vehicle. That is,
As shown in FIG. 9A, in the train set 130 on the traveling side, the rear vehicle body (left vehicle body) 130-2 rides on the front vehicle body (right vehicle body) 130-1 and the front vehicle body 130 -1 guest room may be crushed. Such a situation is more likely to occur in the middle vehicle than in the first vehicle. Alternatively, as shown in FIG. 9B, the floor surface of the vehicle body may be pulled downward, and the end surfaces of adjacent vehicle bodies may be crushed into a parallelogram.

[0009] Regarding the situation as shown in FIG.
This will be described in detail with reference to FIG. Coupler 1 at vehicle end
The strength of the underframe 101 around the area 05 (the range of X) is high, and when the load applied to the coupler 105 exceeds a certain level, buckling easily occurs between the range of X and the range of Y of the underframe 101. Due to such buckling of the underframe 101, the floor portion of the vehicle body falls or protrudes to deform. This causes local body deformation at the vehicle end.

Next, the movement of the entire vehicle at the time of a collision will be described. As shown in FIG. 11A, if the coupler 105 is stretched against the vehicle body, the vehicles 130-1 to 130-1
30-5 may be derailed or capsized. And the derailed vehicles 130-1 to 130-5 obstruct other tracks,
May cause a double collision accident. On the other hand, FIG.
As shown in (B), if the end faces of the adjacent vehicle bodies abut each other, the possibility of derailment and overturning is reduced.

[0011] By the way, in railway vehicles in other countries,
As shown in FIG. 12, there is a vehicle coupler in which buffers 125 are provided at left and right ends of a vehicle frame 101 and a turnbuckle 115 is provided at the center of the frame. The buffer 125 has a distal end portion 125a protruding from the front surface of the vehicle body and a base end portion 125b slidably disposed in a concave portion 101a formed in the vehicle body. The base end 125b is urged by a spring 127. And the buffer 1 of the front and rear vehicles
The 25 distal ends 125a are in contact with each other.

In this device, the turnbuckle 11
By rotating the central portion 115a of the vehicle 5, the vehicles 100A and 100B are attracted to each other, and the buffers 125 abut each other. At this time, the buffer 12
5 is compressed by the urging force of the spring 127. This is the connection state of the vehicle. The buffer 125 always abuts when the vehicle is running.
5 also has the effect of preventing lateral buckling between the vehicle bodies.

A cause of the above-mentioned situation at the time of a collision of a vehicle having a close coupling is that the structure around the coupling is unstable at the time of buckling. However, since these members are carefully designed and calculated as a part of the entire vehicle body, the design cannot be easily changed.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and reduces damage to a vehicle body when a collision impact force acting on the vehicle exceeds a use limit of a coupler or a shock absorber. It is another object of the present invention to provide a mounting structure of a coupling shock absorber that can be suppressed.

[0015]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problem, a mounting structure of a connecting shock absorber according to the present invention is provided with a shock absorber for absorbing and mitigating an impact force applied to a connecting device connecting front and rear railway vehicles. A structure for attaching the device to a vehicle body; a holder for guiding the shock absorber so as to be movable in the front-rear direction of the vehicle body; and an intermediate portion provided between an end of the shock absorber on the side opposite to the coupler and the vehicle body. And a shock absorbing member that operates in a connected state. Here, the intermediate connection state means that the vehicle is connected as an intermediate vehicle of a train set.

[0016] When a collision impact force that exceeds the use limit of the coupler or the shock absorber acts on the vehicle, the shock absorbing member is deformed and the shock absorber moves within the holder. That is, the impact force is absorbed by the deformation of the impact absorbing member. By doing so, energy is absorbed by the shock absorbing member in the course of the movement of the shock absorber, and the effect of reducing the vehicle body collision deceleration or the vehicle body impact is obtained. If the deformation is limited to the shock absorbing member only, it is possible to avoid the collision of the vehicle body and to prevent the members such as the beams of the vehicle body from being damaged. In addition, since there is no tension of the coupler,
Derailment, large deformation of the vehicle body, and the like are less likely to occur than before.

[0017]

Embodiments of the present invention will be described below with reference to the drawings. In the following description, the longitudinal direction of the rail (the traveling direction of the vehicle) is the same as in the ordinary railway vehicle technology.
Is referred to as the front-rear direction, the direction perpendicular to the rail longitudinal direction on the track surface is referred to as the left-right direction, and the direction perpendicular to the track surface is referred to as the up-down direction.

First Embodiment FIG. 1 is a side view showing a mounting structure of a connection shock absorber according to a first embodiment of the present invention. FIG. 2A is a perspective view of the same mounting structure as viewed from the upper front,
FIG. 2B is a front view. FIG. 3A is a partially exploded view of the mounting structure, and FIGS. 3B to 3D are perspective views showing details of the shock absorbing member. FIG. 4 is a side view showing a connection state of the mutual vehicle by the connection shock absorber.

As shown in FIG. 1, the connecting device for a railway vehicle according to this embodiment includes a connecting device 20 and a shock absorber 30.
The coupler 20 is provided at the front and rear ends of the vehicle body underframe 1 with the body supports 6.
Supported by The body support 6 is a beam attached to a lower portion of the body frame 1. The coupler 20 connects the front and rear railway vehicles. As the coupler 20, there are types such as an automatic coupler, a close coupler, a rod-shaped coupler, and the like, which is used according to each characteristic (FIG. 1 shows a close coupler). As the structure of the coupler 20 itself, a conventionally provided one can be used. The height from the rail surface to the front end of the coupler 20 is about 880 mm.

The shock absorbing device 30 is connected to the vehicle center side of the connecting device 20 via a connecting member 21. Shock absorber 30
Is to absorb and reduce the impact force generated when connecting the front and rear vehicles. As the mechanism of the shock absorber 30 itself, a conventionally provided mechanism such as a rubber shock absorber or an oil damper can be used.

The connecting member 21 includes the connecting device 20 and the shock absorber 3.
0 is connected. The connecting member 21 has a pair of left and right pin holding portions 24. Each pin holding part 24 has a ring shape. The two pin holding portions 24 are connected by a forked portion having a protruding piece 22. The protruding piece 22 has a through hole 22a penetrating vertically. Connecting member 21
Of the connector 20 (between the left and right pin holding portions 24)
The rear end of the

At the rear end of the coupler 20, a through hole penetrating left and right is formed. This through hole and the center hole of the pin holding portion 24 of the connecting member 21 have substantially the same diameter. With the rear end of the coupler 20 inserted between the pin holding portions 24, the pin 23 is inserted into the through hole 22 a and the center hole of the pin holding portion 24.
Is inserted. As a result, the coupler 20 and the shock absorber 30 are connected to bend about the pin 23.

At the front end (end on the coupler side) of the shock absorber 30, a connecting portion 27 is provided. This connecting portion 27
It consists of a pair of forked parallel projections. The connection portion 27 is formed with a hole 27a opened vertically. The projecting piece 22 of the connecting member 21 enters between the two connecting portions 27. The connecting member 21 and the shock absorber 30 are connected by inserting a pin 26 into the hole 22 a of the projecting piece 22 and the hole 27 a of the connecting portion 27.

The shock absorber 30 is housed in the holder 10. As best shown in FIG. 3A, the holder 10 has a housing 13 for a shock absorber. The housing 13 is open at the front end side (connector side). The buffer device 30 is accommodated in a space on the back side from the opening.
At the upper end of the accommodating portion 13, an overhanging portion 1 that protrudes on both left and right sides.
3a and 13b are formed. These flared portions 13
The upper surface of the housing 13 is closed by the plate 12 between a and 13b.

The holder 10 is mounted on the center beam 3 of the underside of the underframe 1 as best shown in FIG. The center beam 3 includes a pair of channels 3A and 3B extending in the front-rear direction of the vehicle body. These channels 3A and 3B have a U-shaped cross section, and are fixed to the bottom surface of the vehicle body frame 1 with the inner surfaces thereof facing each other. Each channel 3A, 3B
The protrusions 13a and 13b of the holder 10 are engaged with the inside of the holder 10, respectively.

The projecting portions 13a, 1
Bolts 14 penetrate through 3 b, plate 12 and center beam 3. Each bolt 14 is inserted from the outside of the center beam 3, penetrates the projecting portion 13 a of the housing portion 13 of the holder 10, and is screwed to the plate 12. The holder 10 is normally fixed to the center beam 3 by these bolts 14.
When a collision impact force exceeding the use limit of the coupler 20 or the shock absorber 30 occurs, each bolt 14 is broken,
The holder 10 slides backward while being guided by the center beam 3. Each of the channels 3A and 3B of the center beam 3 may have an I-shaped cross section. Also, bolt 14
Instead, for example, rivets or the like can be used.

A front stopper 4 is fixed to the front end of the center beam 3 on the front side of the holder 10. The front stopper 4 is a plate body for making the channels 3A and 3B of the center beam 3 a closed cross section. The front stopper 4 prevents the holder 10 from slipping forward. On the other hand, as shown in FIG.
A rear stopper 5 is provided at the rear end of the center beam 3. Thereafter, the stopper 5 is configured by using a member for making the channels 3A and 3B closed sections, or by modifying other members of the vehicle body underframe 1. Thereafter, the separation of the train is prevented by the stopper 5.

In the center beam 3, an impact absorbing member 15 is arranged between the rear end of the holder 10 and the rear stopper 5. In this example, the shock absorbing member 15 is made of a steel material having a closed cross section as shown in FIGS. 3B and 3C or an aluminum honeycomb material as shown in FIG. 3D. This shock absorbing member 15
A substantially circular lightening hole 15a that is opened in the left-right direction is formed in the side wall. In this example, three lightening holes 15a are formed side by side in the front-rear direction. On the bottom side of the shock absorbing member 15, a bottom plate 8 is attached to the center beam 3 as shown in FIG. 1, and the bottom plate 8 is fixed to the center beam 3 by bolts 9.

As shown in FIG. 4, when the two vehicles are connected to each other, the distance between the vehicle bodies is about 500 mm. Therefore, the absorption margin of the shock absorbing member 15 is appropriately about 250 mm. Therefore, in FIG. 3B, three lightening holes 15a are provided.
The diameter y of each of the lightening holes 15a may be about 83 mm, which is equal to or more than the length of the portion where the is formed.

Next, the operation of the mounting structure of the coupling shock absorber having the above configuration will be described. In a normal state, the coupler 20 and the shock absorber 30 maintain the state shown in FIG.
In this case, the impact force at the time of the normal connection of the coupler 20 is transmitted to the shock absorber 30 via the coupling member 21 and is absorbed and mitigated by the same.

Here, when a collision impact force exceeding the use limit of the coupler 20 or the shock absorber 30 occurs, such as at the time of a vehicle collision, the bolt 14 is broken by the impact force. Then, the fixed state between the channels 3A and 3B of the center beam 3 and the holder 10 is released. Therefore, the holder 10 slides backward while being guided by the center beam 3 under the collision impact force of the vehicle, and the collision impact force is absorbed by the deformation of the impact absorbing member 15. Thereby, in the process of moving the shock absorber 30, the lightening hole 15a portion of the shock absorbing member 15 is compressed and deformed in an accordion shape with a substantially constant load.
Energy is absorbed by the shock absorbing member 15, and the effect of reducing the vehicle body collision deceleration (shock) is obtained.

As described above, in the apparatus of this example, the holder 10 slides backward while being guided by the center beam 3 due to the breakage of the bolt 14, so that the vehicle body collision deceleration (impact) is reduced. If the deformation is limited to the shock absorbing member 15, the collision of the vehicle body does not occur, and members such as beams of the vehicle body are not damaged. In addition, since tension between the coupler 20 and the shock absorber 30 does not occur, climbing between the vehicle bodies, derailment, and large deformation of the vehicle body are less likely to occur.

If the coupler 20 and the shock absorber 30 move rearward due to the collision, buckling is reduced, and the coupling 20 can be separated only by the original dividing operation. Therefore, it is not necessary to disconnect the coupler 20 after the vehicle collision (use of a gas burner or the like), and it is possible to quickly recover after the collision.

Second Embodiment A second embodiment of the present invention will be described below. FIG. 5 is a perspective view showing a mounting structure of a connection shock absorber according to a second embodiment of the present invention. FIG. 6 (A)
Fig. 6 is a partial cross-sectional side view of the mounting structure, and Fig. 6B is a front view. FIGS. 7A and 7B are perspective views showing details of the mounting structure and the absorbent.

The differences between the mounting structure according to the second embodiment and the first embodiment are as follows. (1) Middle beam The middle beam 3 of the second embodiment is fixed with the back surfaces of the channels 3A and 3B facing each other as shown in FIGS.

(2) Structure of Holder As best shown in FIG. 5 or FIG. 6, the holder 50 of the second embodiment has an accommodating portion 53 for a shock absorber. The accommodation portion 53 is open at the front end side (connector side). The buffer device 30 is accommodated in a space on the back side from the opening. Locking portions 53A and 53B to the middle beam 3 are formed on the left and right of the upper end portion of the storage portion 53. Each locking portion 53A,
53B is formed by vertically rising from the upper end surface of the storage section 53. Engraved grooves 53a, 53b are formed at the inner lower ends of the locking portions 53A, 53B, respectively. By forming the engraved grooves 53a and 53b, each of the locking portions 53A and 53B has a hook shape, and an inverted T-shaped space is formed between the locking portions 53A and 53B.

(3) Mounting Mode of Holder to Center Beam As best shown in FIG.
Engraved grooves 53a and 53b of locking portions 53A and 53B of the holder 10 are engaged with lower end pieces 3a and 3b of A and 3B, respectively. That is, the locking portion 53 of the holder 10
A and 53B are engaged with each channel 3A and 3B of the center beam 3 from the outside. Then, the locking portion 53 of the holder 10
A bolt 53 penetrates A, 53B and the center beam 3. Each bolt 54 is inserted through the lower end surface of the locking portion 53A, 53B, and the lower end pieces 3a, 3a of the respective channels 3A, 3B.
b. The holder 50 is normally fixed to the center beam 3 by these bolts 54.
When a collision impact force exceeding the use limit of the coupler 20 or the shock absorber 30 occurs, each bolt 54 is broken,
The holder 50 slides backward while being guided by the center beam 3.

(4) Form of Arrangement of Shock Absorbing Member In the form shown in FIG.
An impact absorbing member 55 is arranged in a space between 3A and 53B. The structure of the shock absorbing member 55 itself is the same as in the first embodiment. Thus, the shock absorbing member 5 is provided in the space.
In the case of disposing 5, the contact member 56 is provided on the upper surface of the front end portion of the holder 50 on the front side of the shock absorbing member 55. In this case, a space between the rear end of the holder 50 and the rear stopper 5 (see FIG. 1) serves as a slide allowance for the holder 50. On the other hand, in the embodiment shown in FIG. 7B, the shock absorbing member 55 is arranged between the rear end of the holder 10 and the rear stopper 5 (see FIG. 1). In this case, a contact member 56 is provided on the upper surface of the rear end of the holder 50. The bottom plate 8 and the bolt 9 in FIG. 1 are unnecessary in the case of the small shock absorbing member 55 as shown in FIG. 7A, and are used in the case of the large shock absorbing member 55 as shown in FIG. 7B.

Also in the mounting structure according to the second embodiment, when a collision impact force exceeding the use limit of the coupler 20 or the shock absorber 30 occurs, the bolt 54
Breaks. Then, the fixed state between the channels 3A and 3B of the center beam 3 and the holder 50 is released. Therefore, the holder 50 slides rearward while being guided by the center beam 3 under the collision impact force of the vehicle. Further, the slide of the holder 50 is absorbed and mitigated by the contact member 56 contacting the shock absorbing member 55. Therefore, the first
The same effect as that of the embodiment can be obtained. An advantage unique to the second embodiment is that it can be added to the existing center beam structure.

[0040]

As is apparent from the above description, according to the present invention, the release mechanism does not cause the coupling to be stretched, so that it is possible to prevent the vehicle bodies from getting on each other, derailing, and largely deforming the vehicle body. is there.

[Brief description of the drawings]

FIG. 1 is a side view showing an attachment structure of a connection shock absorber according to a first embodiment of the present invention.

FIG. 2A is a perspective view of the mounting structure as viewed from the upper front, and FIG. 2B is a front view.

FIG. 3A is a partially exploded view of the mounting structure,
FIGS. 3B to 3D are perspective views showing details of the shock absorbing member.

FIG. 4 is a side view showing a connection state of the mutual vehicle by the connection shock absorber.

FIG. 5 is a perspective view showing a mounting structure of a connection shock absorber according to a second embodiment of the present invention.

FIG. 6A is a partial cross-sectional side view of the mounting structure, and FIG. 6B is a front view.

FIG. 7 is a perspective view showing details of the mounting structure and an absorbing material.

FIG. 8 is a schematic diagram illustrating a collision process of a railway vehicle.

FIG. 9 is a schematic diagram for explaining a vehicle body damaged state after a collision of a railway vehicle.

FIG. 10 is a side view illustrating a vehicle body damaged state after a collision of a railway vehicle.

FIG. 11 is a schematic diagram illustrating a derailment state after a collision of a railway vehicle.

FIG. 12 is a schematic diagram showing an example of a buffer in a conventional railway vehicle.

FIG. 13 is a partial cross-sectional bottom view showing an example of a conventional connection shock absorber mounting structure.

FIG. 14 is a sectional side view of the same part.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Body frame 3 Middle beam 3A, 3B Channel 3a, 3b
Lower end piece 4 Front stopper 5 Rear stopper 6 Body support 8 Bottom plate 9 Bolt 10 Holder 12 Plate 13 Housing portion 13a, 13b Overhang portion 14 Bolt 15 Shock absorbing member 15a Lightening hole 20 Connector 21 Connecting member 22 Projection piece 22a Penetration Hole 23 pin 24 pin holding part 26 pin 27 connecting part 27a hole 30 shock absorber 50 holder 53 receiving part 53A, 53B locking part 53a, 5
3b Carved groove 54 Bolt 55 Shock absorbing member 56 Contact member 100A, 100B Vehicle 101 Body frame 102, 103 Pin 104 Pin joint 105 Coupler 106 Head 107 Body 107a
Recess 108 Connecting surface 109 Body support 110 Shock absorber 111 Steel plate (pad) 112 Frame 115 Turnbuckle 115a Central part 120, 1
30 train set 125 buffer 125a
Distal end 125b proximal end 127 spring

Claims (1)

[Claims] 1. A structure for mounting a shock absorbing device to a vehicle body for absorbing and mitigating an impact force at the time of connection applied to a connector connecting front and rear railway vehicles; the shock absorbing device being movable in the front-rear direction of the vehicle body. Mounting the coupling shock absorber, comprising: a guide for guiding; and a shock absorbing member that is provided between the end of the shock absorber on the side opposite to the coupler and the vehicle body and that operates in an intermediate connection state. Construction.